533 24 26018 https://digitalcollections.library.gvsu.edu/files/original/89e9f4d89a2ec2b90f4f1c801dbb8066.jpg f9b661b1611fc01189be35a97aa99d36 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Faces of Grand Valley Creator An entity primarily responsible for making the resource Grand Valley State University Contributor An entity responsible for making contributions to the resource University Communications Description An account of the resource A non-comprehensive collection of photographs of Grand Valley faculty, staff, administrators, board members, friends, and alumni. Photos collected by University Communications for use in promotion and information sharing about Grand Valley with the wider community. Date A point or period of time associated with an event in the lifecycle of the resource 1960s - 1990s Source A related resource from which the described resource is derived GV012-03. University Communications. Vita Files Rights Information about rights held in and over the resource In Copryight Subject The topic of the resource Grand Valley State University College administrators College teachers Colleges and universities -- Faculty Michigan Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Identifier An unambiguous reference to the resource within a given context GV012-03 Format The file format, physical medium, or dimensions of the resource image/jpeg Type The nature or genre of the resource Image Language A language of the resource eng Still Image A static visual representation. Examples include paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type Text to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context MasseyHubert_Photo09 Creator An entity primarily responsible for making the resource Grand Valley State University. University Communications Title A name given to the resource Massey, Hubert Description An account of the resource Hubert Massey, Artist Subject The topic of the resource Grand Valley State University – History College teachers Universities and colleges – Faculty Michigan Source A related resource from which the described resource is derived University Communications. Vita Files, 1968-2016 (GV012-03) Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Rights Information about rights held in and over the resource In Copyright Type The nature or genre of the resource Image Format The file format, physical medium, or dimensions of the resource image/jpeg Language A language of the resource eng https://digitalcollections.library.gvsu.edu/files/original/25ee56025dc6ae7cb1aea043453d8ae1.jpg 3cf96995de4868b7d5e10769172996c2 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Faces of Grand Valley Creator An entity primarily responsible for making the resource Grand Valley State University Contributor An entity responsible for making contributions to the resource University Communications Description An account of the resource A non-comprehensive collection of photographs of Grand Valley faculty, staff, administrators, board members, friends, and alumni. Photos collected by University Communications for use in promotion and information sharing about Grand Valley with the wider community. Date A point or period of time associated with an event in the lifecycle of the resource 1960s - 1990s Source A related resource from which the described resource is derived GV012-03. University Communications. Vita Files Rights Information about rights held in and over the resource In Copryight Subject The topic of the resource Grand Valley State University College administrators College teachers Colleges and universities -- Faculty Michigan Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Identifier An unambiguous reference to the resource within a given context GV012-03 Format The file format, physical medium, or dimensions of the resource image/jpeg Type The nature or genre of the resource Image Language A language of the resource eng Still Image A static visual representation. Examples include paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type Text to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context MasseyHubert_Photo10 Creator An entity primarily responsible for making the resource Grand Valley State University. University Communications Title A name given to the resource Massey, Hubert Description An account of the resource Hubert Massey, Artist Subject The topic of the resource Grand Valley State University – History College teachers Universities and colleges – Faculty Michigan Source A related resource from which the described resource is derived University Communications. Vita Files, 1968-2016 (GV012-03) Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Rights Information about rights held in and over the resource In Copyright Type The nature or genre of the resource Image Format The file format, physical medium, or dimensions of the resource image/jpeg Language A language of the resource eng https://digitalcollections.library.gvsu.edu/files/original/6a9b426d43d190334fb857dd8c0c208f.jpg 88eb51f838b841cb404b1dcb1b5907ec Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Faces of Grand Valley Creator An entity primarily responsible for making the resource Grand Valley State University Contributor An entity responsible for making contributions to the resource University Communications Description An account of the resource A non-comprehensive collection of photographs of Grand Valley faculty, staff, administrators, board members, friends, and alumni. Photos collected by University Communications for use in promotion and information sharing about Grand Valley with the wider community. Date A point or period of time associated with an event in the lifecycle of the resource 1960s - 1990s Source A related resource from which the described resource is derived GV012-03. University Communications. Vita Files Rights Information about rights held in and over the resource In Copryight Subject The topic of the resource Grand Valley State University College administrators College teachers Colleges and universities -- Faculty Michigan Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Identifier An unambiguous reference to the resource within a given context GV012-03 Format The file format, physical medium, or dimensions of the resource image/jpeg Type The nature or genre of the resource Image Language A language of the resource eng Still Image A static visual representation. Examples include paintings, drawings, graphic designs, plans and maps. Recommended best practice is to assign the type Text to images of textual materials. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context MasseyHubert_Photo11 Creator An entity primarily responsible for making the resource Grand Valley State University. University Communications Title A name given to the resource Massey, Hubert Description An account of the resource Hubert Massey, Artist Subject The topic of the resource Grand Valley State University – History College teachers Universities and colleges – Faculty Michigan Source A related resource from which the described resource is derived University Communications. Vita Files, 1968-2016 (GV012-03) Publisher An entity responsible for making the resource available Grand Valley State University. Special Collections and University Archives Rights Information about rights held in and over the resource In Copyright Type The nature or genre of the resource Image Format The file format, physical medium, or dimensions of the resource image/jpeg Language A language of the resource eng https://digitalcollections.library.gvsu.edu/files/original/3ce8ed1073718d1c9505021f3eee71fc.pdf 71dc576528aefc5c35f25c9568f793c0 PDF Text Text Michigan Philanthropy Oral History Project Johnson Center for Philanthropy Grand Valley State University (GVSU) September 10, 2010 Myron D. Mast, Ph.D. Professor, Grand Valley State University, School of Public, Health and Nonprofit Administration College of Community and Public Service The Council of Michigan Foundations, Johnson Center for Philanthropy at Grand Valley State University, and GVSU Libraries’ Special Collections & University Archives present an oral history interview with Myron D. Mast, September 10, 2010, conducted by Dr. James Smither of the History Department at GVSU, and recorded at WKTV studio, Wyoming, Michigan. This interview is part of a series in the Michigan Philanthropy Oral History Project documenting the history of philanthropy in Michigan. Preferred citation: Researchers wishing to cite this collection should use the following credit line: Oral history interview with Myron Mast, September 10, 2010. "Michigan Philanthropy Oral History Project", Johnson Center Philanthropy Archives of the Special Collection & University Archives, Grand Valley State University Libraries. James Smither (JS): We are conducting this interview for the Johnson Center for Philanthropy at Grand Valley State, and the interviewer is Dr. James Smither of the Grand Valley State University History Department. Professor Mast, can you begin by giving us a little background on yourself? Myron “Mike” Mast (MM): Okay. I was born in 1940, a year before Pearl Harbor, in eastern South Dakota- rural area. I lived there approximately twenty years until I left to go to college. (JS): What kind of school did you attend out there? (MM): In elementary school, actually the first three years were in a one-room schoolhouse, which was cool, two different one-room schoolhouses. Then I began attending a parochial school in town, two-room school and did that until the eighth grade. And then nine through twelve, my parents sent me and my older brother to a parochial school about 75 miles away, where we lived with another family while we were attending school and came home every weekend. (JS): When did you graduate from high school? �(MM): I graduated from high school in 1958 at age 17. (JS): What did you do at that point? (MM): I started going to South Dakota State University, didn’t know what I wanted to do, but South Dakota State University was within ten miles of our home. And played a lot of pool and snooker with a good friend and he ended up getting his college degree there. I dropped out and took over my older brother’s truck driving job. My older brother left to go to college, so I just stepped into his position and held that for about two years, drove a truck. (JS): Alright. What got you out of that? (MM): Well, it is a little hard to say, but I think I knew that there was really not much future in eastern South Dakota. You know, farms, small farmers were going out of business. Certainly my parents encouraged all three of us boys, I was the middle boy, and we had two younger sisters, but encouraged us to go to college. After my oldest brother went it just seemed easier to go. Actually, I lived with him and three, four other guys in an apartment when we went to college. We went to Calvin College in Grand Rapids, Michigan, which was our church-related school. That was kind of the stepping stone to get out of eastern South Dakota. (JS): What did you major in at that time? (MM): I majored in Political Science. That was kind of ironic I guess. I really liked history, but my older brother was majoring in History, and I didn’t want to major in the same subject area that he did. I had already taken a couple of Poli Sci courses and I liked them, so I majored in Political Science, got a minor in History. I think ended up taking enough courses for a major as well, but really had only the declared minor in History and a minor in Economics and a major in Political Science. (JS): By the time you graduated, did you have any idea what you wanted to do next? (MM): Yes. It seemed important to me to go to graduate school because I didn’t want to be a high school or elementary teacher. I didn’t get a certificate or anything like that. I got a general bachelor of arts. During my junior year I began dating pretty single-mindedly with the young lady that I ended up marrying. We both graduated in 1964, she with a teaching degree. She was from New Mexico. With respect to graduate school, I applied to the University of Colorado in Boulder, and I applied to the University of Arizona. I was accepted at both places; she was able to get teaching positions, well I think the one in Arizona came through after she had accepted the one in Denver. There were a lot of teaching positions available in those days, and she taught junior high for three years while we lived in Denver and I attended grad school in Boulder. That was for three years, and then of course this was during the Vietnam era. A lot of young folks were going to college. And so some prof. came up from Lamar State University, Beaumont, Texas, knew my mentor, I guess, at University of Colorado and asked if, you know, “Do you have any good graduate students that could teach for us?” I accepted the job and went down �there and taught for two years before I got my doctorate. I taught from 1967 through 1969 at Lamar State University. (JS): On these college campuses, what sort of atmosphere was there? Were these places where you had anti-war protests or other things going on? Or were they more quiet than that? 00:05:50 (MM): When I left Colorado in 1967, there wasn’t a lot of activity going on, oddly enough. I know in my own mind, at that point, I was strenuously against the war. I don’t know that I took any action or even wrote any letters. When we got to Texas, there it was a little more difficult to be anti-war. It was a conservative, Bible-belt area, and there were problems. Robert Kennedy was assassinated, Martin Luther King was killed while we were down there, and those kinds of things. And we had a child. Our first child was born there. But when I got back to Colorado in 1969, indeed, on campus, yes, we ran into lots of interesting things. One of the interesting things was that I was a, what was I called, I think a Teaching Assistant or something, and I had a class of 250 students. And I was working on my doctorate yet at that time, and I was taking the final two courses that I needed to take to fulfill the degree requirements. I [taught] a class of 250 students with, I think, three or four grad students who were assisting me. I was a grad student. It was in the fall semester, and it was after Kent State. (JS): Probably 1970 then. (MM): Could have been 1970 then by that time. Yeah. Yeah sure it would have been. They [antiwar protesters] called a strike, and the headquarters for the strike was right outside my classroom. So, needless to say, I didn’t meet classes. I think for a week or more we skipped. I think some of the profs probably met classes elsewhere, but I didn’t. I didn’t dare to run the gauntlet. Yeah we got involved in a little bit of it there. (JS): What were you actually doing your doctoral work on? (MM): We had to choose a major area, and I chose Public Administration. I did that early on already in 1964, ‘65. I thought I wanted to go into city management. That was my first intention. If I had gotten the MPA degree, I would have immediately became eligible for the draft, and probably been drafted. I was 26 or so, and I didn’t want to go in anymore at that stage. So, I petitioned the department and I think there were others who did the same thing, if I could work directly towards a Ph.D. I had decided really I didn’t want to be a city manager anyway. You had to wear a tie and, you know, dress up all the time. So, they allowed me to work directly towards a Ph.D. At the time that I went to go teach in Lamar State University in Beaumont, Texas, I was working directly on a Ph.D. I had passed my comps, my Ph.D. comps by the time I got down there. But I had to finish two courses yet when I came back in 1969, and of course I had to do the dissertation. (JS): What was that on? �(MM): My dissertation was on planning and zoning. I can’t remember the title, but looking at four models to explain planning and zoning decisions. I looked at legal model, a planning or professional model, a political model, and an economic model. I used questionnaires that I passed around to three different kinds of communities. The Planning Commission members mostly were the ones who responded and City Council members as well. (JS): What range of area were you doing that across? Were you doing them just locally? Or did you send them out to other parts of the country? 00:10:13 (MM): No, it was just Colorado. Boulder was considered to be my university town, you know, rapidly growing and so on. Then I went to one suburb, which is now called, I think it was called Westminster at that time, and it was a new residential suburb primarily. And then Pueblo, Colorado was an old established, well it wasn’t decaying, but it was certainly an old, established community. I was interested to see if there were different kinds of attitudes affecting decisions at that time. It was an interesting project. I did try to send parts of it off to get published, and gave up after a while. You know, just thought, “Well, it got me my Ph.D. That’s what I wanted.” (JS): When did you finish that? (MM): I intended to have it finished [by] the fall of ’71, at which time I was scheduled to go teach at Ball State University. I had accepted a position there, but I caught the mumps. I didn’t know that I hadn’t had them as a child. I caught the mumps and for about two months I was unable to do anything practically. I went to teach at Ball State, fall of ’71, and I finished the dissertation in the spring of ’72 and defended it at Colorado. (JS): Were you teaching Political Science there? (MM): Political Science. I was in the Political Science department. I don’t believe I taught any Political Science, American Government or anything like that. I taught Metropolitan Politics and courses like that, but I taught mostly Public Administration at Ball State University. 00:12:08 (JS): How long did you stay there? (MM): I stayed there for four years and was making satisfactory progress towards tenure, but my wife’s relatives were in Grand Rapids. At any rate, in ’75 I was hired by Grand Valley and so got a promotion from Assistant Professor to Associate. I thought that was a nice, easy way to do it. Grand Valley’s salary structure and summer time opportunities and so on was a little bit better. We had two children by that time. My wife had a good job in Ball State in Indiana outside of Muncie. She was teaching in a high school, and was never able really to get back into teaching after we got into Grand Rapids because by ’75, ’76, certainly the year after we got here, the job market was just terrible for teachers. �(JS): What was Grand Valley like at the time you got there? (MM): It was confusing. It was a different kind of university structure then, although, I was still a novice. I had only been in universities for six years. Grand Valley was a cluster college, and I went into the College of Arts and Sciences, the main one, and then there were the other three or four. It was kind of interesting. It didn’t take me long to really feel that I fit in. There were fantastic opportunities to get to know people, people in the community. We had a lot of adults in classes because of various federal programs. I taught in what was called the School of Public Service. Even though Public Administration was my area, I had a lot of Criminal Justice students in some of my classes. They were in-service people for the most part, going back to school on I guess it was called the Safe Streets Act. Their tuition, book expenses and so forth was all paid by the government. It was a bit intimidating to come into a classroom and know that any one of them could arrest me [laughs]. You know. And corrections people too we had in class. So, it was fascinating. (JS): Were you teaching essentially Public Administration at that stage? 00:15:07 (MM): Yes. I taught one class, Research Methods that was used by all the students in the School of Public Service, which included Legal Studies majors and Criminal Justice and Public Administration. For a while, I taught another senior-level class that was used by all of the majors, but for the most part I taught Public Administration. Yeah. And then of course, in, what was it 1981, ’82 I believe we began to reorganize and, well, there were just lots of different things that happened then. I no longer taught much for Criminal Justice, although I ran our internship program when another fellow retired. That must have been about 1978 or thereabouts. I ran the internship program then until 2004, and that was just a super experience, you know. (JS): What kinds of places were you sending interns to? (MM): Well, initially from 1978 until I think about 1989, I had Criminal Justice, Public Administration, and Legal Studies interns. So, Criminal Justice students, a lot of them would go intern at state prisons, Kent County Jail, Allegan County Jail, etc. Police students would intern with state police or city police. There was a cadet program going on I think with the Grand Rapids Police Department, and students would work the front desk and that kind of thing. Public Administration students would go into working with city managers and other governmental positions. We had pretty good arrangements with a couple of federal offices, the Department of Agriculture office. We had a student there, you know, subsequent students there over a period of four, five years. Legal Studies students would go to work in law offices or for the Legal Aid Society, that kind of thing. 00:17:30 (JS): Over the course of that next decade or so, did you get involved much by way of larger research projects or grants or other things like that? Or take fellowships anywhere or anything? �(MM): No. While I was at Ball State, I had a National Science Foundation Grant to study at the University of Minnesota one summer, and the emphasis there was Public Policy and Public Policy Analysis, which was a new development that was coming into Political Science at that time. It was a marvelous opportunity, although, I was supposed to learn statistics there that summer and I did not [laughs] - terrible teacher. But anyway, at least I blamed it on, well the other faculty members that were at that fellowship thing also complained about the stat. prof. But we had a lot of economics and systematic thinking, that type of stuff. So that was a very good experience. From 1975, no I had no grants, no, did I? At Grand Valley, I had a sabbatical in 1981, and I had a sabbatical in 1980… (JS): Probably 1989… (MM): 1989. Yup, and another sabbatical in 1997 or so. That was about it. I didn’t, it just seemed like we were inundated from 1982 on with program development and students. Already in 1975 when I came to Grand Valley, the real important thing, I mean, we stressed good teaching. We stressed scholarship and all that. The overwhelming thing that we had to concentrate on was growth: recruit students, help them get through, you know, advise them, get them placed in internships and that kind of stuff. So we spent a lot of time on student [matters]. (JS): And at that time, the standard teaching load would have been twelve hours. (MM): Oh yeah. [But I had released time as Acting Director of the School for Public Service, 1977-1980. And I coordinated public administration programs from 1982-1987]. 00:20:01 (JS): So you’re really a full-time teacher primarily and that’s what your job is essentially. (MM): Oh yeah, absolutely, all the way through really. It wasn’t until the mid to late ’90s that my teaching load began to get to the point where I should have been able to do more research. Not that I did, but I should have been able to do a lot more. Yeah. (JS): One of the things that happened at Grand Valley over the course of the time you’ve spent here is that the programs have developed that are connected to public administration and nonprofit studies, philanthropy, and the Johnson Center itself. What sort of relationship have you had with some of those different branches as they have developed? (MM): Well, let’s see. From 1975 till 1985, ’86 I can truthfully say there was no thought in my mind of teaching nonprofit or developing a nonprofit program or anything like that. But, I had to come up with a sabbatical proposal a year before I actually could take my sabbatical, and I don’t remember what my sabbatical proposal was, but it had to do with budgeting. I modified it, you know, at some point, and directed it towards budgeting in nonprofit organizations. By the time I took my sabbatical in 1989, it was perfectly obvious to me that this evolving and developing area of Nonprofit Studies was very important, and that it was not just an opportunity for Public Administration as an area of study to encompass nonprofits, but that it was appropriate that it do �so because public and nonprofit, I think, go together much more closely than nonprofit and business, or so it seemed at the time. I think it is still true. There were stirrings in academia in the late 1980s, there was a conference called and I didn’t get word of it because we weren’t members of the National Association of Schools of Public Administration and Public Affairs. There was no such thing as accreditation in those days, but we had this national organization that we could have been members of, and [because of the cost] we were not. So, I wasn’t on their mailing list. Well, there was a conference of some sort held in the Chicago area, and I later on got material from it. That’s where they began talking about Public Administration as an area of study within Public Administration programs. (JS): Nonprofit as an area within… (MM): Yeah, Nonprofit as an area of study within Public Administration programs. 00:23:13 (JS): From there did you go and actually begin to develop a single course or a program? (MM): Yes. We hired a new faculty member to be, well, we went through another reorganization at Grand Valley and we became a School of Public Administration in the fall of 1990. But, already in 1989, we were almost functioning as a separate administrative unit. We hired Eleanor French who was a perky, older woman, but boy she was sharp and she knew what we wanted to do and what we needed to do. She had excellent contacts in the outside world with both Nonprofit and Health Administration. She was able to work better with upper-level administrators at Grand Valley than what I had ever been able to do. She joined our department in 1989, and I was on sabbatical and she was beginning to run the department. We had no records, and I mean it was just a disaster. So, I would meet with her, usually for a martini or something on a Friday during my sabbatical. We would talk about what had transpired so far and where we should go, and I think she got a lot from those meetings as to what had been going on. By the end of fall 1989 I felt prepared to begin developing a course, and the question in our minds was, do we want to start this on the graduate level? On the undergraduate level? Or what? Eleanor, meanwhile, was working with people in the administration, John Gracki, Dean Travis, and working with the Kellogg Center already beginning in the fall of 1989. Certainly by 1990 she was well on her way, writing for a grant, and in order to get this grant we had to have some kind of curriculum in place or at least ready to be in place. I checked just today to see you know, when did I do this? I wrote up three courses: one of which was called Nonprofit Organizations, another one Nonprofit Management and Policy, and I don’t remember the name of the third one now. At any rate, we had three courses that were going through the curriculum committee at the time that she was writing for the grant. I got to teach the first one in the fall of 1990. The really interesting, I mean there are several interesting things about this all. Nonprofits have been around for forever in the United States, but nobody had written much about them. There was an article about Andrew Carnegie or something about giving away your money, you know, and that was part of what we studied. But, I had to have a bibliography with each one of these courses that I proposed. It was hard to come up with half a dozen books that related there to, and a few articles. �While I was on sabbatical, I attended a conference on nonprofits in Seattle, and met some people there. That was very helpful. Somebody from the New Social… (JS): New School. (MM): New School, there we go, in New York City, and Carnegie Mellon, Mellon, Carnegie Mellon, yeah. That’s in Cleveland, right? (JS): Pittsburg. (MM): Pittsburg…Oh. What’s in Cleveland then? (JS): Case Western. (MM): Hmm. Well, it was one of those. Somebody from the University of San Francisco, is that a private school? (JS): Yes. 00:28:01 (MM): I spent some time with each of them or attended their sessions and talked with them and got a lot of good ideas. It was a small conference; there weren’t very many people there. It was apparent to me that this was an area that was really going to go gangbusters because, well, this was the time President George H.W. Bush talked about a thousand points of light. It was apparent what was happening in the field of public administration, and I mean it was pure, perfectly apparent that public administration was contracting out more and more governmental functions to nonprofits, and that it was working fine. This was a great thing. (JS): What proportion of your teaching over the next decade or so got directed toward nonprofit rather than public administration generally? 00:29:00 (MM): Well, really by the mid ’90s, I was hardly involved with nonprofits anymore other than, when we wrote the grant, the grant was funded for a million dollars I believe. Eleanor didn’t get as much credit as she was due, but we loved her for it, at least those of us who knew. The grant called for four different things. One was for a degree emphasis at least in the graduate program with courses. Second was for philanthropy and nonprofit as an area of study to be infused in other courses, much as we would do with ethics or something like that, that it would just kind of be part of the general area of study. Third, the grant was to set up a center for the study of nonprofits. The Center for the Study of Philanthropy and Nonprofit Leadership is actually what it was called. The fourth thing had to do with the community somehow. I can’t recall how. That didn’t affect me as a faculty member. But, as a faculty member, even though by 1996 or so I no longer taught anything purely nonprofit, it was a part of all my courses and it was a part of all �our thinking, and advising students, placing them for internships in nonprofit organizations. It was just a booming area. (JS): As the Johnson Center, what became the Johnson Center for Philanthropy was getting set up, what connection did you have with that, or were you helping with the grant writing process or implementation of it? (MM): I really didn’t help with the grant writing process other than to develop those three courses for Eleanor. I may have provided some other information, but I don’t recall a lot. We hired a new faculty member who I think had more nonprofit experience than I did. I had been involved in Boy Scouts and YMCA type programs, and I was on a board of a nonprofit organization in Grand Rapids at that time. But, otherwise, I had not done a lot of nonprofit type of work. I had read some books [laughs]; book learning. But, I think Eleanor in writing the grant worked with the Kellogg Foundation, and I think the two of them more than anything, decided the boundaries and the emphases of this grant, what we should try to do. Out of that came these four different things. I don’t think anyone was necessarily in the driver’s seat on that, although perhaps Kellogg was more than anything else because Joel Orosz was at Kellogg Foundation at that time. [He later joined GVSU.] I asked him to serve on a panel at a conference in Lansing and he came and I met him and we talked. So I had some contact, but we didn’t really work together on the grant at all. I’m sure he worked with Eleanor. 00:33:12 (JS): Once we get to the mid ’90s and beyond, what has really been your area of focus in teaching and work since then? (MM): Since the mid ’90s, I’ve taught always the “bread and butter” course of Research Methods. Already back in the 1980s, we had made Research Methods in the Social Sciences into a cross-disciplinary course. I would have History majors in there who were getting a B.S., Communication majors, people from Soc, Psych, everywhere. I would always teach Research Methods, that was more than a fourth of my teaching load. Another fourth of my teaching load was always the internship program. I taught Human Resource Management on the undergraduate level. I’ve been teaching that for [35] years I guess. For a while, we had no one to teach Budgeting. We had an adjunct teaching Budgeting. I knew that she didn’t want to do it much anymore, so I sat in the class with her. I asked her if I could visit the class. Of course I had taken a Budgeting class you know, in grad school. So, I sat in the class and decided, you know, I could do this [laughs]. So I taught Budgeting for a while. I’m not sure I did a very good job but, you know, you step in if you have to. But I only taught the Nonprofit Organization twice. I taught it the first time, had fifteen students in it. People who were, I mean I could’ve just let them talk all night. I didn’t have to say much of anything. I didn’t really lecture very much at all. We had presentations and material. I remember Barb Van’t Hof, for example, who just recently passed away. She was very active in nonprofit work in the community. She was in that class and eventually got her Master’s Degree with us. But there were a lot of others who knew more of the practical aspects of nonprofit organizations than I did. �(JS): So you had basically a class that had people already involved in this kind of work in one way or another? 00:35:43 (MM): Yes. Yes. One of the younger students worked for the Lutheran Social Services Organization I think it’s called; something like that. Yeah, there were a couple of police officers who were involved in parochial education with their children and served on school boards and things like that. (JS): And you taught it a second time? How much later? (MM): I taught it a second time, and it did not enroll as well. I guess it was in the winter semester. I don’t know what the deal was, but we only had about six people. One of the students was extremely knowledgeable and willing to contribute above and beyond, so it wasn’t a boring semester for me. I mean, it turned out to be very good. But, I felt that I was just stretching myself too thin. We hired Mike Payne, we hired Donna VanIwaarden, and these were people who could teach in that area, [and] didn’t want to teach in some of the areas that I had been teaching in. So, I just kind of let it go. Plus, we hired Thom Jeavons, I think whom you know, and I guess he must have taught a course for us each semester I think in addition to his other duties with what came to be called the Johnson Center. 00:37:16 (JS): Over the course of the time that you spent at Grand Valley, how would you characterize how the school has changed? (MM): We’re much bigger [laughs]! We’re much better. Certainly the faculty is, we’ve got a bunch of bright people on the faculty that I associate with daily. I’m very impressed, almost intimidated, really good people. And our students are so bright. My goodness. Not that we didn’t have bright students back then, but we certainly had some very marginal students as well who had a hard time making it. (JS): Because some of the kinds of things that you teach, you are really in a position to feel a little bit of the pulse of what kind of undergraduates go through and see the traditional students as well as the nontraditional ones that you might get in Public Administration. So, you do have something to measure them by if you are teaching the kind of the course that an awful lot of people take. You’ll see that. (MM): Yeah. I think particularly, I guess Research Methods because Social Science Research Methods involves some statistical analysis and some methodology and it was kind of a foreign course to a lot of, particularly the older students. I had a lot of police officers particularly, “What do I have to take this for?” [laughs] So, I would try to make it relevant to their interests and their needs. When I started teaching that in 1975; there was nothing I could adopt for a good text book. I think the first Criminal Justice Research Methods book, and it was also applicable to Public Administration, came out finally about 1980. If I had had my sabbatical earlier, I could �have written it [laughs], but, well I wouldn’t have done as well. It was a good book. That was a challenging and hard course to teach. I don’t teach it much anymore because we’ve reorganized and we now have a PA Research Methods class that’s taught by another faculty member. Students are generally smarter. By the time they take this Research Methods class they’ve had Statistics. And of course, we have the technology. We have a statistical program that we can use in class that they’ve used in their stats class. So we can cover just a whole lot more material and make it a more meaningful class, I think. Things have really changed since the mimeograph days [laughs] it seems like. Wow! 00:40:30 (JS): What do you think have been the biggest problems that have accompanied the growth? I mean, I got to Grand Valley in 1990, and they had eleven thousand students and that was a lot more than a decade earlier. Now we are at twenty five or something like that. What problems have you seen come up during the course of that time? (MM): Well, when I got there in 1975, the initial controversy was, do we want to have any graduate programs? There was the Seidman Graduate School of Business because it had been endowed. That was okay, but do we want to have any other graduate programs? Well, starting just after I got there, a couple of graduate programs in Education, and that kind of opened the floodgate I guess. And so, even the hardcore liberal arts, undergraduate emphasis type of people who were afraid of losing money, status, etc., began to realize that probably graduate education was an okay sort of thing. But, it really wasn’t until the mid ’80s and ’90s that we really got going with graduate education. Another major problem that I think Grand Valley faced was that we were a commuter school out 15 miles from Grand Rapids. Not much housing on campus at that time, very little; just the dorms and the Ravines. We began teaching off campus in Muskegon at Muskegon Community College and downtown Grand Rapids, Union High School; wherever we could find rooms to teach in, we would teach some classes. I supported that idea. I thought that was a good idea. Then in the mid 1980s we got land next to the Grand River and built the Eberhard Center which opened in 1987. Well that was our foot print in Grand Rapids, and I was confident that we were going to be able to grow and prosper as a two campus university. I knew there were things that had to be ground out yet as to who should be down here and who should be out there, you know, but… like in 1987 when we started when the Eberhard Center opened up. In 1990 the Public Administration programs moved downtown into rental quarters, 25 Commerce. Western Michigan University’s master’s program in Public Administration program was just mopping up the whole area of western Michigan. Now, it’s all us. You know, it took ten, fifteen years, but we hired good people, good faculty. Boy! (JS): So how large has the Public Administration program become? (MM): I think we have about 250 graduate students. They’re not full time, all of them of course, but 250 graduate students, which was an unheard of figure to me because I remember the Dean asking me one time, this would have been 1985 or ’86 just after I had taken over the graduate program. I had coordinated it for about seven, eight years there. “How big do you see this �getting? Where do you see it going?” “Oh,” I said, “I think we’ll probably top out at 60 or 70. That’s about, that’s a good sized graduate program in Public Administration nowadays.” Well, it was in the ’80s, but [not now anymore]. He didn’t like my answer then either [laughs], and of course I was wrong. We really did grow way beyond, but we hired additional faculty too and that helped us to grow. We have about 250 graduate students and we have about, I would guess around 150 undergraduate majors. (JS): Is it generally less common to be doing that kind of thing as an undergraduate major? (MM): Yes. There are about a hundred schools in the country that offer an undergraduate major in Public Administration, and there are a lot more than that that offer graduate degrees in Public Administration. MPA, the master program, or the master’s degree, is really considered entry level into professional work. But, I think the undergraduate degree has helped us serve the interests of a lot of people who wanted to get into the nonprofit world and couldn’t quite see themselves going on for a master’s degree, either for monetary reasons or they felt it was too challenging or whatever. They would get a bachelor’s degree and do fine in the nonprofit, in many of the smaller nonprofit agencies as event planners, fundraisers, and things like that. (JS): To look back over your teaching career and your time at Grand Valley, is there a particular aspect that you enjoyed most or are most proud of? 00:46:04 (MM): Oh, let’s see. I think it was difficult to let go of things as we grew. Obviously, you know, there came a point when I had to absolutely sever myself from any contact with Criminal Justice students or Criminal Justice practitioners really because there just wasn’t time. I mean, there were too many people. That was difficult to do. And, the Legal Studies program in the mid ’80s just had no one to run it, so I tried to kind of keep it going. We had part time instructors. I wasn’t the coordinator of it or anything like that, but I know that I helped it stay alive. Now, we have excellent faculty, you know, it’s an excellent program, it’s accredited by the American Bar Association, all this kind of stuff. Things have just, just boomed. But, the difficulty I suppose along the way always was you know, you had to [let go]. Okay like in nonprofits, here I got involved in nonprofit study, taught a couple classes then realized, “I can’t spread myself that thin.” And we had others, Thom Jeavons and so on, who came along, and that was their interest and that was their expertise. Well, let them do it then. It was great. It was, it was fun. (JS): So you had what was, eventually became three or four different jobs. (MM): Sort of, yeah. Oh man. Yeah. It was pretty rough and tumbled. I came here into a faculty of five, five people. I was the sixth, and that first year, I had never run into anything like it that was so much acrimony. There were the two older folks, and then there were the two younger folks, and then there was me and Bob, an older guy who tried to, you know, keep them from at each others’ throats. It was not a fun time. I mean, it was challenging in a way, so I suppose it was fun in that sense, but I lost some sleep over it I know that. (JS): Did the dynamic change as you brought in more people or people retired? �(MM): What happened is one of the persons, took a two year leave of absence, and that helped. Then another retired. I think he was encouraged to retire. But personal relationships-wise, there’s always controversies in small groups, even in medium-sized groups. But I’ve had, in my opinion anyway, excellent relationships with my colleagues since 1980, thereabouts. I’ve had, you know when I think about it some [excellent colleagues], Jim Walker was a Criminal Justice prof. that I was instrumental in helping to hire in 1977, he tragically died I guess it must be seven, eight years ago now. Good guy, you know, you could just talk to him about anything, anytime and he didn’t feel threatened. He didn’t threaten me I guess, and we just always got along well. And then my favorite colleague, I suppose was Bob Clark, who is now deceased. He retired probably 14 years ago. He would be well into his eighties by now. Just really a nice guy, an Irishman from Chicago you know; had good times. He taught in the Political Science Department but came into the Public Administration program when we reorganized in the early ’80s. So, I got to know him then. We worked together well. (JS): Now at this stage of your career you’ve kind of moved towards the phased retirement business or what are you doing now? 00:51:48 (MM): Yes. I’m in my fifth year of phased retirement. When I asked for phased retirement I was eligible for Social Security and I thought, “Well, I’ll ask for five years.” That’s what I thought the growing rate was. I guess it was. There were others that were asking for five years and got five years. So I asked for five and they gave me five. I didn’t think I would use five, but you know the economy kind of went in the drink. My 401(k) took some hits, and I’ve been healthy and I guess I still am enjoying it. I’m finding it harder to learn people’s names, students [laughter]. I can’t… I don’t know. I’m having a hard time with that. Always in the past, I would know everyone’s name by the third week of school maybe, maybe the fourth. It was a thing that came [easily], but this will be my last year. I intend to try to retire. I’m kind of looking forward to it. I think I’ve done this long enough. (JS): Do you have an idea with what you’d like to do with the extra time once you’ve got it? (MM): Well, yeah. I’ve got a lot of books I’d like to read. We have one son here with two grandchildren that are in their teens now, and so who knows, in another ten years if I’m still living I’ll have great-grandchildren probably. And then we have a son in Austin, Texas. He and his family have two little ones. So, what we’re starting to do, starting last year and the year before I guess already, is to spend some time down there in the winter. We finally bought an inexpensive condo down there and are renting out part of it. We can live in part of it when we’re down there. So far that’s working out okay. It’s hard to run rental property that’s twelve-hundred miles away. It’s been working out okay. I guess I don’t plan to do a lot of traveling. I would like to explore my home state more, South Dakota. I’d like to explore Michigan more. I don’t feel that I’ve been around enough. When I grew up in South Dakota, I grew up in the East River part of South Dakota, and the West River part is just west of the Missouri River and is just a completely different state. I just would like to know more about it I guess. Michigan, I’ve never been to Houghton or, I’ve been to Sault Ste Marie, but I haven’t been around as much as I’d like. �So, that kind of traveling and in Texas we’d like to do some traveling. New Orleans, I’d like to go there again, but I don’t think Europe. While I was teaching at Ball State University I had a chance to teach in Europe at Air Force bases. Ball State had a contract with the U.S. Air Force, so we spent six months in Germany, two different locations. I taught graduate classes to Air Force Officers. You know Monday and Tuesday and Thursday nights we would teach or something like that. And then Friday, Saturday, and Sunday, man we’d pile in the car and go here, there, everywhere. Over the 4th of July we were in Paris which is, you know, a matter of a few hours drive from where we were and everything’s close. And that was fun. That was really, we had a good time. Ran out of money, of course, we never got to Rome [laughs]. We got into Italy quite a ways, got to Florence and Pisa and so on. And then, while I’ve been at Grand Valley, I kind of inherited from another faculty member a program that involved graduate students shadowing sort of, their English counterparts in Bristol at Bristol University. It was with Bristol University and they set up the contacts that we made. We would go there and we would live for a couple weeks in Bristol. And I did that one year. My wife came with me and we spent a week in London and you know, marvelous. I wouldn’t mind going back to England again, I guess, that would be fun. It gets to be expensive to do that kind of travelling and I don’t know that we’re going to have that much money. We’ll see. 00:56:46 (JS): So much for the 401(k)…. (MM): You know, it just depends. (JS): Before we close out the interview, are there other particular things that stand out in your mind about your career, your time at Grand Valley that you haven’t brought in here yet? (MM): I think we need to say a couple more things about the philanthropy and nonprofit study because I mean the grant, of course, that Eleanor got in 1990 or 1991 was certainly the impetus for it, but Thom Jeavons only stayed, I think, a couple of years and then left. And then we hired Dott, Dott somebody, Dorothy [Freeman] somebody, can’t come up with her last name now. And she was good too, but only stayed a couple of years. Well, with that kind of, we were still feeling our way. It really took off, I guess, with Donna VanIwaarden, who was our faculty member in Health. And I remember being kind of perturbed, you know, “Gee Donna, we need you to teach Health. How come you’re gonna do that?” She was just so remarkably effective at it, in my opinion. She, I don’t know when she took over as director of the, what we call the Center for Philanthropy and Nonprofit Leadership. She must’ve taken over maybe in 1996 or 7 or 8, something like that. She got the grant renewed, got another grant, got a couple grants, I think. And by that time also, Dorothy Johnson was getting interested in our program. She probably had been involved in it earlier, I just wasn’t aware of it. Her involvement and Donna VanIwaarden, and you know, by the time we moved into the DeVos Center in 2000, we were a respectable Center for the study of philanthropy and nonprofit leadership. You know we didn’t, we weren’t in the same league quite yet with University of Indiana or Arizona State, but, we eventually got into that league too I guess, or so it seems now. Dorothy Johnson certainly was a big push. And in general, well I know we’ve gotten some grants from other sources. And Margaret SellersWalker, who also taught in our program, was very much interested in nonprofits, had been active �in nonprofit work, and even though she was a faculty member in Public Administration, she was much involved with the Johnson Center. And just respected people from the community began to pay attention to us. We began to have more interactions of that sort. It just boomed. Now did, Kathy take over when Donna...? Yeah, Kathy took over from Donna. 01:00:24 (JS): Do you see this as an area where there’s still more room for growth and development? (MM): Well, they’ve gone in directions that I’ve never even thought about. I mean, that shows you how much attention I’ve paid to it. They’ve really, for example, they, I think Joel Orosz began this teaching grantmakers how to make grants. You know how to evaluate grant requests and things like that, a Grantmaking School. Well, that’s nationwide as far as I know. And Joel had to kind of had to step off due to health concerns. But that’s one big thing that has gotten us a lot of attention. We also got involved with American Humanics [now called Nonprofit Leadership Alliance] and that was funded initially by the Johnson Center. Let’s see, when did we start American Humanics at Grand Valley? I guess about 2003 probably, 2002. 01:01:09 (JS): And what is American Humanics? (MM): Let me tell what American Humanics is. American Humanics was developed by several large nonprofit organizations. The leaders of these nonprofit organizations got together: Boy Scouts, Girl Scouts, YMCA, and things like that, America Cancer Society, Red Cross, and so forth. Got around the table and said, “What do people need to know, coming out of college to come to work for our kinds of organizations? They should know…” They more or less set out a curriculum. And it was called the American Humanics curriculum. And they do not give a certificate or a degree or anything like that, but they recognize a program as being affiliated with American Humanics. They, it costs thousands of dollars per year, I think, to belong to that organization. And students come out then with at least, it’s not on their transcript, but they certainly have some sort of a certificate saying that they’ve taken the appropriate number of courses. When we joined American Humanics with money from Kellogg to do this, we hired a young woman from Denver who worked with us for a couple years and did a good job, but left when her husband had an opportunity in Colorado to go back. Then we hired Quincy Williams, who’s just been dynamite for us. Quincy worked with American Humanics in their headquarters in Kansas City. Some, I think, some family connection helped bring him to us. He’s now our American Humanics man. Gee, you know, that’s been a big boon on campus because it’s not public administration, it’s the entire campus. Anybody can major in anything and take a select series of, I don’t know, five or six courses, and do an internship and attend a national conference and that’s it. You’ve got your American Humanics. It’s garnered a lot of attention, I think, for the study of nonprofits, and for philanthropy in general. So I think that’s a development that a colleague of mine, Martha Golensky, who’s now retired for some time, she and I went to a conference in Kansas City to explore whether we ought to join American Humanics and we �came back and said, “Yes, we ought to join.” This was probably, I don’t know, 1990 or something. Of course, there was no money to join at that time. We didn’t, but we knew about the American Humanics program for a long time. That’s been a real good way to instill the study of philanthropy and nonprofits into a wider range of students at Grand Valley. So that’s been kind of surprising to me. I think the community, CRI, Community Research Institute, is that what it’s called? Gustavo [Rotondaro] is involved in that. I’ve looked at some of the data that they collect and it’s fascinating, it’s just marvelous to look and play around with that. They do other kinds of things. Let’s see, what else do they do? I know that we have some kind of tripartite agreement with Arizona State and Indiana University and Grand Valley where we have exchanges of scholars and I believe there’s an opportunity for people from Grand Valley to, for example, get a Ph.D. by not being on campus all the time at Indiana University. It’s really been quite an honor for Grand Valley to be in that league I think. And I think we belong in that league. Indiana University was ahead of us a little bit. And that’s kind of one of the interesting things I think about the study of philanthropy and nonprofits. It’s wholly appropriate that Indiana University be the, one of the leading lights in this area. Because I taught at Ball State for four years in Indiana, and the whole political culture is very citizen-oriented, very civic involvement, spoil system also, but anyway, citizen involvement in public affairs. And that’s where the nonprofit area of study and public administration kind of married up. Under those terms, you know that we’re both involved in public affairs. One is a little more altruistic; the other is a little more mechanistic, maybe, a little more efficiency administrative in orientation. But we’re all involved in the same game. So, it’s been exciting to see the evolution of things the way they’ve gone. Fantastic. Been a great career, can’t believe it, can’t believe it. 01:07:36 (JS): Time moves fast sometimes. (MM): I guess so, I guess so. I was looking at some old papers today, just kind of to refresh my memory as to how we started this in the late ’80s, early ’90s. There were a couple of memos that I wrote that were pretty…exclamation points [laughs]. I don’t know, I guess I must have, you know, had some strong feelings about various things. I certainly have always felt that there’s a certain amount of ideological, what, discomfort between public administration and nonprofit. Part of the underlying theory, I think, of philanthropy is to keep government smaller, diminish the need for government a bit and allow civic and citizen involvement. I think that’s appropriate. But it does kind of cause sparks once in a while when either one side or the other side pushes too hard. So I need to finish out this semester and be around for a few events next semester. I won’t be teaching next semester because I’m teaching full time this semester. That will be my half time work completed at the end of April. I guess I will clean out my office and throw away a lot of things that I don’t have room for at home really and don’t really want to keep anymore [laughter]. Some of these things, you don’t want to let go of. You really want to, kind of live it over again. Although some of the stuff, I’m glad to get rid of. �(JS): Thank you for taking the time to come in and talk to me and tell me about it. (MM): Thank you for giving me a chance to roll on. I hope I made some sense. I think, you know, we’re in a good place for philanthropy and nonprofits really in western Michigan because, I didn’t mention that, but you know we’ve just benefited enormously from philanthropy, local philanthropy. I mean, the DeVoses could have given their money, you know, anywhere. The Amway folks, this is their community, and it still is. I mean, third generation. That’s marvelous. I mean, that’s been a real boon for the Grand Rapids area, the whole west Michigan area. So, I hope they, I hope this kind of thing continues, because I don’t have that kind of money to give around, but I can benefit from it, you know. We all benefit from it. (JS): We can teach the people who work for them to it better. (MM): Yes. Okay, thank you. � https://digitalcollections.library.gvsu.edu/files/original/35166eb55c8139712c966ef7e6fff87a.mp4 ce1a851cd49edf8e4527d2184f385e0e Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Michigan Philanthropy Oral History Project Interviews Subject The topic of the resource Philanthropy and society--Personal narratives Family foundations--Michigan Charities--Michigan Description An account of the resource The Michigan Philanthropy Oral History Project (MPOHP) was initiated in 2006 as an innovative partnership between the Council of Michigan Foundations, StoryCorps, Michigan Radio and the Dorothy A. Johnson Center for Philanthropy and Nonprofit Leadership at Grand Valley State University to create an oral history of Michigan philanthropy. Additional video interviews were created by the Johnson Center for Philanthropy to add to the depth and breadth of the collection. Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/516">Michigan Philanthropy Oral History Project (MPOHP) (JCPA-08). Johnson Center for Philanthropy Archives</a> Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Date A point or period of time associated with an event in the lifecycle of the resource 2017-05-02 Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/page/InC/1.0/?language=en">In Copyright</a> Format The file format, physical medium, or dimensions of the resource Sound Text Moving Image Language A language of the resource eng Type The nature or genre of the resource audio/mp3 application/pdf video/mp4 Identifier An unambiguous reference to the resource within a given context JCPA-08 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant 2006-2008 Creator An entity primarily responsible for making the resource Johnson Center for Philantrhopy Contributor An entity responsible for making contributions to the resource StoryCorps (Project) Oral History A resource containing historical information obtained in interviews with persons having firsthand knowledge. Source <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/516">Michigan Philanthropy Oral History Project (JCPA-08)</a> Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Mast, Myron D. video interview and transcript Creator An entity primarily responsible for making the resource Mast, Myron D. Description An account of the resource Myron "Mike" Mast, Ph.D., discusses his early life and education in South Dakota, his move to Grand Rapids to attend Calvin College, and his graduate work at the University of Colorado. He discusses the development of public administration as a field of study at Grand Valley State University, the role of faculty in shaping the School of Public and Nonprofit Administration, development of the nonprofit curriculum and the Johnson Center for Philanthropy, and his plans for life after retirement. Contributor An entity responsible for making contributions to the resource Smither, James Dorothy A. Johnson Center for Philanthropy and Nonprofit Leadership, Michigan Philanthropy Oral History Project Subject The topic of the resource Philanthropy and society Personal narratives Charities Michigan Associations, institutions, etc. Identifier An unambiguous reference to the resource within a given context JCPA-08_MastM Language A language of the resource eng Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/InC/1.0/">In Copyright</a> Type The nature or genre of the resource Moving Image Text Format The file format, physical medium, or dimensions of the resource video/mp4 application/pdf Relation A related resource Johnson Center for Philanthropy Archives Date A point or period of time associated with an event in the lifecycle of the resource 2010-09-10 Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/40df11e52ae38a937fb8bd10b22b7fcd.mp4 d337b167f84ffc947a74a6dd53dc7863 https://digitalcollections.library.gvsu.edu/files/original/9d90bf10bb67539df7b2e68325294edc.pdf b16643f646dcdd8f50e22d162a723fb8 PDF Text Text Grand Valley State University Veterans History Project Warren Mastenbrook (00:25:00) Introduction (00:23) Family and Pre-enlistment (00:27) • Born in 1923 in Grand Haven, MI. Mastenbrook grew up with 3 brothers. • His father ran a filling station and was a veteran of World War I and received the Purple Heart. Also his mother was a school teacher. During the Depression his father did all right. (01:24) • Didn’t graduate high school in 1941 because he lacked ½ credits. Mastenbrook was 18 in June, 1941 and after working the summer decided to join the Marine Corps because he didn’t want to go back to school. Enlistment and Training (03:03) • Was sent to Parris Island where he underwent basic training in September 1941. Following that he was stationed at Quantico, VA. He was on his way to Chicago when Pearl Harbor was bombed. (03:03) Served 6 months training as a mechanic and then 6 months of aircraft training at Navy Pier in Chicago. Combat Experiences (04:38) • Afterwards, he boarded a train for San Diego, CA, from where he was shipped to Hawaii. Served as crew chief for a F4F Wildcat carrier-based fighter plane with his BMF-211 outfit. Mentions various places marines were sent to: Wake Is., Midway, and Honolulu, Hawaii where he was stationed. In Honolulu, he joined up with his outfit and went 1000 miles west to Kolombangara, an island in the Solomons which was significant because it had an airport on it. • Mastenbrook briefly mentions that Pan Am at the time was trying to build a hotel on Kolombangara, an island shaped like a horseshoe. (05:38) Afterwards, he returned to Honolulu, Hawaii they were outfitted with a new Corsair aircraft. They stayed there for training. • From there they went to Espiritu Santu and Guadalcanal but didn’t stay long. They went from there to Bougainville where the Japanese made a stand. The Japanese had a big base there. (07:24) Mentions the bombing runs that went on there morning and afternoons. Gives a brief description of the American �and Japanese positions on the island. Mentions that Japanese Zeros would often counterattack making it difficult to position their aircraft. After a while, they got off the island because of continual Japanese attacks. • Mastenbrook briefly mentions the fighting on Green Island, northwest of Rabaul. (08:57) At this point, the Japanese had no planes. Mastenbrook briefly describes his crew and a certain Colonel Lindberg. (11:22) • Mentions shooting down 26 airplanes [context not clear here, since he was not a pilot] during the course of the war. Also, mentions losing an engine once and having to fly back to Guadalcanal. Going Home (12:29) • Afterwards, Mastenbrook mentions that he was sent back via a new Liberty ship to San Francisco where he met up with a man from Grand Haven. They exchanged stories. • Mentions that he was never wounded nor that his outfit encountered kamikazes. Returned home in 1944. • From San Francisco he went to Santiago and then home to Grand Haven for a period of 30 days leave. Afterwards, he went down Cherry Point, NC where he worked pulling out on B-25 and Corsair engines. Gives brief description of job responsibilities in some detail. (15:01) He was discharged on Dec. 20th, 1945. After the War (15:20) • After being discharged, he went to Grand Rapids looking for jobs, but after finding nothing, returned to Grand Haven. Worked in a variety of capacities for the next few years; first as a factory worker and later as a service agent for Pennsylvania Central Airlines for 3 years in Muskegon. Afterwards, he lived in Traverse City for 11 years and returned to Grand Rapids. (16:31) Had 36 years and 9 months worth of working. During his time with Pennsylvania Central Airlines he spent 22 years on the big island of Hawaii. (18:09) Mentions that he regularly attends Marine Corps Reunions every year around the U.S. (23:31) � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Veterans History Project Creator An entity primarily responsible for making the resource Grand Valley State University. History Department Description An account of the resource The Library of Congress established the Veterans History Project in 2001 to collect memories, accounts, and documents of U.S. war veterans from World War II and the Korean War, Vietnam War, and conflicts in the Middle East and elsewhere, and to preserve these stories for future generations. The GVSU History Department interviews are part of this work-in-progress, and may contain videos and audio recordings, transcripts and interview outlines, and related documents and photographs. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant 1914- Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/page/InC/1.0/?language=en">In Copyright</a> Subject The topic of the resource Afghan War, 2001--Personal narratives, American Iran Hostage Crisis, 1979-1981--Personal narratives, American Korean War, 1950-1953--Personal narratives, American Michigan--History, Military Oral history Persian Gulf War, 1991--Personal narratives, American United States--History, Military United States. Air Force United States. Army United States. Navy Veterans Video recordings Vietnam War, 1961-1975--Personal narratives, American World War, 1939-1945--Personal narratives, American Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Contributor An entity responsible for making contributions to the resource Smither, James Boring, Frank Relation A related resource Veterans History Project (U.S.) Identifier An unambiguous reference to the resource within a given context RHC-27 Language A language of the resource eng Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/455">Veterans History Project interviews (RHC-27)</a> Oral History A resource containing historical information obtained in interviews with persons having firsthand knowledge. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context MastenbrookW Title A name given to the resource Mastenbrook, Warren (Interview outline and video), 2008 Creator An entity primarily responsible for making the resource Mastenbrook, Warren Description An account of the resource Warren Mastenbrook is a WW II veteran who served in the U.S. Marine Corps as an aircraft mechanic from 1941 to 1945. In this account, he discusses his pre-enlistment years, enlistment and training the U.S. and combat experiences in the Pacific, primarily in the Solomons. Contributor An entity responsible for making contributions to the resource McCauslin, Kelly (Interviewer) Spring Lake District Library (Spring Lake, Mich.) Subject The topic of the resource Oral history Veterans History Project (U.S.) Video recordings United States--History, Military Michigan--History, Military Veterans United States. Marine Corps World War, 1939-1945--Personal narratives Language A language of the resource eng Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/page/InC/1.0/?language=en">In Copyright</a> Type The nature or genre of the resource Moving Image Text Relation A related resource Veterans History Project (U.S.) Date A point or period of time associated with an event in the lifecycle of the resource 2008-02-16 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/455">Veterans History Project Collection, (RHC-27)</a> Format The file format, physical medium, or dimensions of the resource application/pdf video/mp4 Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/36f2d98d35fd6ac633f4f1cc1d2c7e80.pdf 88ee9e0e5ace82803eed071055b909bc PDF Text Text CITY OF MUSKEGON MASTER LAND USE PLAN �-" FROM THE LIBRARY OF .Planning & Zoning Center, Inc. CITY of MUSKEGON MASTER LAND USE PLAN Prepared For: City of Muskegon Planning Commiss i on Prepared By: TOD J. KILROY, CONSULTANT P.C. 1721 CROOKS RD. SUITE 201 TROY, MICHIGAN 48084 PROGRESSIVE PLANNING ASSOCIATES, P.C. 838 West Long Lake Road Suit e 250 Bloomfield Hills, Michigan 48013 ADOPTED BY PLANNING COMMISSION: _] OCTOBER 18, 1984 �T LIST OF CITY OFFICIALS PLANNING STAFF CITY COMMISSION Mayor Elmer J. Walcott Director Vice Mayor Thomas Higgins Assitant Director Liz O'Hara Commissioner Joan Stewart Commissioner John Williams Commissioner Mary Commissioner William Larson Commissioner William Bailey c. Jones PLANNING COMMISSION Chairman Harold J. Workman Vice Chairman Terry MacAllister Commissioner Thomas J. O'Toole, Jr. Commissioner Daniel Oglesby Commissioner Howard Sieplinga Commissioner Raymond Seppamaki Commissioner Robert F. Hagemann III Commissioner Joan Stewart Commissioner Elmer J. Walcott City Manager Robert F. Hagemann III ., Assistant City Manager Susan B. Essex , ' City Attorney Thomas J. O'Toole Rick Chapla Assistant Planner Donald E. Haas Assistant Planner Greg Sundin (no longer with the Department) ZONING & INSPECTIONS Director Julius A. Winkler �TABLE OF CONTENTS INTRODUCTION & REGIONAL SETTING CHAPTER I- GOALS ,. & OBJECTIVES Purposes of the Master Land Use Plan Basis of Planning Policy Land Use Objectives Public Facilities Objectives Additional Objectives CHAPTER II- LAND USE INVENTORY Existing Land Use Visual Reconaissance Survey CHAPTER III- POPULATION Population Analysis Housing Analysis HOUSING ANALYSIS & & Projeciton CHAPTER IV- RESIDENTIAL NEIGHBORHOODS PLAN Existing Patterns & Conditions Residential Neighborhoods Plan CHAPTER V- RECREATION PLAN & COMMUNITY FACILITIES PLAN Recreation Plan Community Facilities Plan ,. PAGE 1 3 3 4 5 7 8 11 11 16 20 20 26 31 31 37 41 41 43 CHAPTER VI- ECONOMIC BASE ANALYSIS 46 Market Analysis Commercial Potential Industrial Base Analysis 46 CHAPTER VII- MAJOR STREETS PLAN Concepts and Standards The Current Situation Problem Areas Major Streets Plan CHAPTER VIII- MASTER LAND USE PLAN Description of the Plan APPENDIX Resolution of Adoption Affidavit of Mailing By City Clerk 48 53 57 57 59 59 61 62 62 �List of Tables ,, ,,. ,, , 1. City of Muskegon Land Use Acreage 14 2. Land Use Comparison 1973-1983 16 3. Population Trends 1970-1980 20 4. Population Composition Comparison 1970-1980 21 5. Persons Per Household 22 6. County of Muskegon Population Projection 23 7. City of Muskegon Proportional Share Method 23 8. Projected Permanent Populations, 1978-1998 24 9. Growth Rate Method 24 10. Arithmetic Projection Method 25 11. Cohort Survival Projections 25 12. Summary of Population Projections 26 13. Existing Land Use Acreages By Neighborhood 31 14. Existing Densities By Neighborhood 33 15. Existing Densities - Multiple Family 34 16. Selected Multiple Family Development 35 17. Capacity Calculations 36 18. Total Population By Neighborhood 38 18. Total Supportable Commercial Land 49 19. Existing 49 20. Population Expectations 51 21. Total Supportable Commercial Land - Secondary Area 51 & Supportable Commercial Land �List of Tables (continued) Page ,. 22. Present Commercial Zoning Districts and Land Use 52 23. Zoned Commercial Land and Projected Demand 52 24. 1980 Occupational Characteristics 53 25. Employment Expectations 54 26. 1980 Employment by Industry Group in Muskegon 54 27. Employment 55 28. Expected Industrial Land Area Allocation & Land Area Allocation 55 ,, ,,, ,. I" ,, r r Follows Page Number 1. Visual Reconnaissance 16 2. Existing Land Use 13 3. Density Factors 35 4. Residential Area Plan 39 5. Recreation & Community Facilities 44 6. Trade Areas 48 7. Business & Industrial Areas Plan 54 8. Major Streets Plan 60 9. Master Land Use Plan 65 �Ll Introduction & Regional Setting r ,, r r �INTRODUCTION AND REGIONAL LOCATION , , ,, ,, ,, ,, , The most recent Master Plan for the City of Muskegon was prepared in 1974. The purpose of this Master Land Use Plan is to provide updated future land use and housing documentation as part of the municipal plan under the provisions of the Municipal Planning Act, Act 285 of the Public Acts of 1931, as amended. The Master Land Use Plan for _Muskegon is to serve as a guide for the future development of the City, and to be utilized as a working tool for planning related recommendations and decisions by the Muskegon City Planning Commission. The City of Muskegon comprises approximately 12,000 acres or 17 square miles, 2,000 acres of which are in water areas such as Muskegon Lake and Ruddiman Lake (in McGraft Park). The 1980 population of the City was recorded at 40,800 while the Muskegon Norton Shores SMSA listed a total area population of 180,000. Population of nearby communities was recorded at 14,300 in Muskegon Heights, 4,000 in North Muskegon, 22,000 in Norton Shores, and 4,000 in Roosevelt Park. The balance of the SMSA population reside in the adjacent Townships and in the out-county areas (including Oceana County). An historic sketch provided by the Muskegon Area Chamber of Commerce indicates that Muskegon derives its name from th e Chippewa word "Muskego" (Ottawa-Maskigon) meaning "river with marshes". First recorded white visitor to Muskegon was Jean Nicollet, French explorer, who came here in 1634, thirteen years after the pilgrims landed at Plymouth. On April 16, 1675 (two days before he died) Pere Marquette spent the night at the mouth of Muskegon Lake. Pendalouan, greatest war chief of the Ottawa Nation prior to Pontiac, lived at Muskegon and led his tribe at the battle of Starved Rock, Illinois, where the Fox Indians were exterminated. The history of Muskegon covers three eras: the Fur Trade Period, 1810 to 1837: the Lumber Era from 1837 to 1900: and the Era of Diversified Manufacturing from 1900 to the present. The first trading post was established here in 1810 by the widow of Joseph LaFrarnboise, who began making annual trips to the Muskegon Area in her quest for furs. In 1812, Jean Baptiste Recollet established a fur trading post near the mouth of Bear Lake in North Muskegon. The first sawmill on Muskegon Lake was built in 1837. In 1887 Muskegon acquired the title of "Lumber Queen of the World". The 47 sawmills in the City were cutting in excess of 600 million board feet, more than had ever been cut at any single point. The Village of Muskegon was incorporated in 1860 and the area incorporated as the City of Muskegon in 1869 with a population of .....-1- �about 6,000. Muskegon Heights was incorporated as a Village in 1891 and became a City in 1903. The City of North Muskegon became a Village in 1881 and incorporated as a City in 1891. More recently, the City has taken a positive and aggressive approach to the redevelopment of the Downtown Area and new emphasis in the rehabilitation of its residential areas. Diversified housing types and a growing economy have contributed to the re-kindling of the spirit necessary to promote a viable urban community. The continuation of that same theme is essential to assure that the City will remain in the forefront in the West Michigan economy in the years ahead. This new Master Land Use Plan updates basic data and suggests some new courses of action to be taken by community leaders to achieve that goal. , [J :J ,, r -2- �Chapter I Goals & Objectives ,,, ,, �Chapter I- GOALS AND OBJECTIVES INTRODUCTION ,, r The development of objectives and policies by functional activities recognizes the need to focus on identifiable elements of the planning process, which is necessary to bring about the intent of the broad goals. The development of objectives is an attempt to establish more definitive statements inherent in the goal statement, while policies begin to identify day to day direction for decision makers. This first portion deals with the purposes of the overall Master Land Use Plan for the City. r PURPOSES OF THE MASTER LAND USE PLAN ,, The purposes of the Master Land Use Plan are: ,, ,, ,, ,, ,, r J J J J -To improve the physical environment of the City as a setting for human activities to promote the general health, safety, and welfare by making the City more functional, beautiful, decent, healthful, interesting and efficient. -To promote the public interest or the interest of the community at large, rather than the interests of individuals or special groups within the City. -To facilitate the democratic determination and implementation of community policies and physical development. The Master Land Use Plan is primarialy a policy instrument. The Master Land Use Plan constitutes a declaration of long-range goals and objectives and provides the basis for a program to accomplish such goals. By placing the responsibility for determining policies with the Planning Commission and providing an opportunity for citizen participation, the Master Land Use Plan facilitates the democratic process. -To affect political and technical coordination in community development. -To inject long-range considerations into the determination of short-range actions. -To bring professional and technical knowledge to bear on the making of political decisions concernin9 the ph¥sical development of the community. As an expression of desirable physical development, the Master Land Use Plan is an affirmation of goals and objectives. -3- �BASIS OF PLANNING POLICY This Master Land Use Plan attempts to reflect the community structure and quality of community life which the City desires. Recommendations indicated 1n this report and the resulting objectives will be translated into a Master Land Use Plan and will reflect the City's key decisions in selecting future development and potential redevelopment patterns. , The basic Master Land Use Plan is not just a series of maps. Rather the Plan is first a series of policy statements of objectives. These objectives cover the following topical areas: (1) ,, Land Use: (2) Residential and Housing Commercial Industrial (3) Public Facilities: Recreation Civic Center/Downtown Improvements Police and Fire Utilities Traffic and Transportation Additional Objectives GENERAL OBJECTIVES The general objectives are first description of each topical area: ,, , ,, :J :J :J :J :J listed and then followed by a Promote development that is attractive and aesthetically pleasing. Preserve historic buildings and natural resource features of the City wherever possible. Place the general welfare of the economic interest of development. community ahead of the purely Promote public access to waterfront areas to improve the quality of life. Provide for the growth of the City of Muskegon while maximizing and balancing the optimum and economical use of the community resources. Promote the concept that Muskegon is the central place with individual identity while recognizing the inter-dependent nature of the City with a wider Metropolitan community. Promote environmental practices in the City. and energy -4- conservation attitudes and �(1) LAND USE OBJECTIVES Residential Areas Promote quality housing, regardless of type or style. Attempt to provide realistic open space to dwelling unit either through sufficient yard common open space areas. serve each spaces, or Preserve and retain the open water areas, flood areas, and drainage courses of the City for view by resident ialusers. Building locations and heights should be designed so that views to Lake Michigan and Muskegon Lake will be maintained and protected. Plan medium and high density residential development in specific areas that will complement existing development patterns. Encourage a high percentage of home ownership and permanent housing types. Separate single family, cluster, and multiple family residential areas from nonresidential uses, through appropriate buffering techniques. Housing Implement the adopted Housing Policy with Federal, State and local assistance. J Provide programs which will assist in revitalizing the housing supply and preserve the present housing supply as much as possible. Provide a variety of housing types to make a greater choice of housing opportunities available to all residents. Attempt to locate any assisted housing undue concentrations of such housing. Program capital improvements development in a logical fashion all residents. so as to avoid any related to residential to best meet the needs of Provide public fac i 1 it ies and services of appropriate sea le to meet the needs of all housing areas of the City. Provide sites for housing for Senior Citizens that are central in location and would be close to religious, cultural, civic, medical, and shopping facilities. Encourage private investment in housing stock of the City. -5- �Continue the loan and providing assistance to family units. grant rehabilitation qualified owners of programs to one and two Provide appropriate standards in the Zoning Ordinance and other control ordinances to accomodate housing development at reasonable densities and well planned land use patterns. Coordinate housing development with the West Michigan Shoreline Regional Development Commission, the Michigan State Housing Development Authority and the City in accordance with various housing policies. r Provide for the review and approval of all housing plans and programs by the City Commission to insure compatibility with the housing goals and policies of the City. Commercial r Continue Area. rehabilitation and redevelopment of the Downtown Continue to familiarize the merchants with methods of financing development and redevelopment of the commercial frontage throughout the City. Continue and encourage attempts to provide screening buffers between commercial and residential uses. Encourage the provision of off-street parking facilities make commercial f ac i 1 it ies more easily accessible potential customers. and to to Strip or linear commercial development should be discouraged and clustered commercial development should be encouraged. ,, Provide commercial environments that utilize a comprehensive site plan approval process with emphasis on aesthetic as well as functional location standards. Encourage diversification in the type of commercial and business establishments in order to meet a greater range of citizens needs. Continue emphasis of new development in the downtown area that will complement present uses rather than conflict with established land use patterns. -6:,,,--- �Industrial Maximize the use of available transportation the location of industrial areas. f ac i 1 it i es in Concentrate industrial uses where there is current industrial use, and buffer such uses from residential uses. Protect other uses physical and visual. from the intrusion by industry, both Attempt to set aside land adequate to provide an employment base for at least the residents of the City and the immediate area. Continue to inform industrial developers as to the availability of land in the City for industrial and research use. ,, (2) PUBLIC FACILITIES OBJECTIVES Recreation , Recognize the need for a variety of recreation faciliti ,e s ecompassing the full range from home yard to city-wide facilities. Provide adequate park and recreation space as an integral part of each new or rehabilitated development be it a subdivision, multiple family complex, mobile home park, commercial center, office facility, or industrial park. ,, Encourage cooperation with the School District in providing recreation facilities and programs where appropriate. ,, Utilize natural features (with emphasis on the Lake Michigan Shoreline and the Muskegon Lake frontage). ,, Provide a variety of facilities and programs to accomodate the recreation needs of all segments of the population. J J Implement the priori ties that have City's Urban Parks Program. been recommended in the Continue to seek funding from the State of Michigan, Federal government, Community Development Block Grant Program, and other services to provide recreation facilities and opportunities. Civic Center/Downtown Improvements Assure availability of adequate parking facilities that would be under City ownership in the downtown area. -7- �Continue to modernize and improve the Civic Center a nd ada p t to changing population levels and needs where appropriat e . Police and Fire Provide adequate police and fire protection national and state standards for evaluation. service using Traffic and Transportation Provide a coordinated thoroughfare plan with all surrounding communities. Utilize the adopted City of Muskegon standards and specifications for roads and thoroughfares. Promote a balanced, diversified transportation system as a basic requirement for providing ease of movement through the Muskegon area that considers all land use types such as residential, commercial, off ice, industrial, public, and semi-public activities. Provide a transportation system which is other activities and with the environment. compatible with Continue to improve the existing transportation facilities to keep pace with increasing traffic volumes. Assure high aesthetic standards in the design, routing, an d landscaping of existing and future improvement and additions to the circulation system by encouraging planting on a ll roads. Provisions should be made for some interconnection of su b division streets in the City where appropriate. J J J J J Boulevards should be encouraged at entrances to subdivision s for aesthetic values and efficient traffic movement. A necessary component of the thoroughfare plan is a recognition of mass transit and pedestrian needs. Appropriate reference should be made to regiona l mas s transportation facilities. (3) ADDITIONAL OBJECTIVES: Mixed Land Use Development Consideration of an appropriate theme relating to the architecture and the land-use arrangement in the City will be accomplished. -8- �New uses will be encouraged to provide a combination of housing, cultural, recreation, and commercial uses designed to ensure a twelve month population, and to introduce a new set of investment opportunities for diversification throughout the City. Housing coordinated with the recreation and lake orientation will be encouraged. Assisted housing compatible with the market rate development should be examined and coordinated with city-wide housing policy. Building and Construction Requirements Materials encouraged for use will be of highest quality which is cost effective. Facade treatments will be compatible with area and with the established theme in each neighborhood of the City. Signage will be compatible with existing facades and accepted theme and be in compliance with the upgraded Sign Regulations in the Zoning Ordinance or other ordinance. Setbacks, as a function of density, will be organized so that visual and physical access to recreation and open space are enhanced. Surface treatments will be of excellent design with a variety of high quality durable materials. Energy Conservation Energy conservation techniques techniques may include: will be encouraged. These Orientation of buildings to capture passive or potential and to provide winter wind screening. solar Orientation of vegetation cooling and wind screening. solar and plantings for Provision for advanced energy conservation technology in architecture, including the potential of are a -wide heating, appropriate and uniform materials, and compatible building designs. -9- �Conflicting Uses Incompatible or conflicting uses will be moved or removed, and where that is not possible, be screened by vegetation and architectural features. Negative effect of vehicular traffic on living areas will be minimized through screening and landscaping. Parking, service and storage uses will be allocated to buffer zones away from residential districts and away from open space and water areas. Nonconforming uses will be monitored to effectuate potential elimination of such activities. r :J , - J , -10- �Chapter II Land Use Inventory ] �Chapter II- LAND USE INVENTORY EXISTING LAND USE In July and August of 1983, a complete field survey of all existing land use within the City of Muskegon was accomplished. The field notes were mapped by land use category. Color coded maps were prepared using the City base maps at a scale of l" = 300'. The coded maps were reviewed by City Planning staff members and appropriate corrections made. The coded maps were then measured to determine the extent of use for each classification. The following is a brief description of the findings. The total area of the City of Muskegon is 18.99 square miles or 12,153.37 acres. The developed portion of the City comprises 4,491.17 acres while water areas account for an additional 2,452.75 acres. Vacant land was recorded at 3,242.88 acres while streets and railroad rights-of-way accounted for 1,930.83 acres of land. The land use classification system used following descriptive categories: in 1983 consists of the RESIDENTIAL Single and Two Family Single family detached dwellings, including only the developed portions of large parcels (the approximate area devoted to buildings and lawn). In cases where more than one platted lot is under the same ownership, only those lots occupied by structures and lawn are included. Two family included generally flats, duplexes, and similar units. Multiple Family Residential dwelling units. Structures containing three or more Mobile Home Residential - Courts or parks where land has heen platted or parcelled to allow temporary or permanent storage of mobile homes. Also includes individual single-wide mobile home sites used for residential purposes. COMMERCIAL ] Convenience Commercial - Includes the land area occupied by retail and service facilities, and related off-street parking, which accommodates day-to-day convenience shopping and service needs. Included in this category are such uses as food and drug stores, personal services such as barber shops, beauty shops, and local repair services such as shoe repair, tailors, dry cleaners, and laundromats. -11- �Comparison Commercial - Includes the land area occupied by retail uses, and related off-street parking, offering commodities which are normally purchased at infrequent intervals and for which the consumer may "shop around". Individual uses included in this category are such activities as apparel stores, shoe stores, furniture and appliance stores, large discount stores, department stores, and similar activities. Office Commercial - Includes the land area occupied by all types of individual office facilities and related off-street parking. Included in this group are such uses as real estate, medical, professional and clerical. Office facilities which are ancillary to commercial or industrial uses are not included in this category. Automotive Commercial - Includes the land area occupied by retail and service facilities which are auto-oriented; i.e., gas service stations, tire stores, and automotive accessories. This category does not include bump and paint shops. INDUSTRIAL Light Industry - Includes the land area devoted to those types of industrial manufacturing and nonmanufacturing uses which do not exert primary influences on adjacent areas or parcels from the standpoint of scale of operation, type of operation, or type of traffic. Examples are warehousing, bump and paint shops, and technological industries. Heavy Industrial - Includes the land area devoted to those types of industrial manufacturing and nonmanufacturing uses which were considered to exert primary influence on adjacent areas or parcels due to the scale of operation, type of operation, or type of traffic. Examples are plants which manufacture finished or semifinished products from raw materials. PUBLIC Elementart Schools - Land developed or owned by the local school district or elementary schools. J ] Junior and Senior High School - The junior and senior high school sites as indicated on the Existing Land Use Map. Other Public - Includes land owned by Federal, State, County or City Government. Examples are Municipal Offices, the District Court, Post Office, and parks. Semi-Public Includes land devoted to use by utilities for electric gas, or pipeline -services, and also union hall, and fraternal organizations such as VFW and similar organizations. -12- �.J c::::J ONE a TWO FAMILY RESIDENTIAL ft€ctd MULTIPLE ....--- J FAMILY JA-:-:-:-:-:-:-J CONVENIENCE - COMPARISON ~ 0 F FI CE RESIDENTIAL COMMERCIAL COMMERCIAL E!IIIIII AUTO 111111111111111 GENERAL J J .J .J .J .J / .J COMMERCIAL ~ ELEMENTARY SCHOOL ~ JUNIOR HIGH SCHOOL ~ SENIOR HIGH SCHOOL ~ OTHER PUBLIC ~ SEMI - PUBLIC ~ CORRECTIONAL ~ GOLF FACILITY COURSE - LIGHT INDUSTRIAL mmJliil CHUR CH ~ HEAVY INDUSTRIAL llm!m!lllll HOSPITAL ~ WATER ORIENTED li!DlmlD PAROCHIAL ~ PARK SCHOOL 1imm CEMETERY c:::::::::::i VACANT < .J J ' .J l CITY OF MUSKEGON, MICHIGAN TOD J. KILROY , CONSULTANT P.C. CITY OF MUSKEGON PLANNING COMMISSION TROY I MICHIGAN 0 DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT 0 100 SCAL.111,HT - PROGRESSIVE PLANNING ASSOCIATES, P.C. BLOOMFIELO HILU, MICHIGAN il �Table 1 : City of Muskegon LAND USE ACREAGE % of Total % of Developed Area Area 1,767.66 198.72 -01,966.38 14.54 1.64 -016.18 39.04 4.39 -043.43 91. 86 46.64 43.54 37.50 80.38 299.92 0.76 0.38 0.36 0.31 0.66 2.47 2.03 1.03 0.96 0.83 1.78 6.63 294.86 426.18 721.04 2.43 3.51 5.94 6.51 9.41 15.92 Elementary Sch. 61. 32 Jr. & Sr. High 43.98 Other Public 774.16 Semi-Public 76.26 Correctional Fae. 72.86 Golf Courses 171.53 Subtotal 1,200.11 0.50 0.36 6.37 0.63 0.60 1.41 9.87 1.35 0.97 17.10 1.68 1. 61 3.79 26.50 Acres Land Use Residential --.J _] .J _J Single and Two Family Multiple Mobile Home Subtotal Commercial Convenience Comparison Office Auto General Subtotal Industrial Light Heavy Subtotal Public _] Institutional _] _J Churches Hospitals Parochial Sch. Cemeteries Subtotal 81.72 38.04 72.54 111.42 303.72 0.67 0.31 0.60 0.92 2.50 _J Table is continued on next page. -14- 1.80 0.84 1.60 2.47 6.71 �.- Table 1, continued. Water Oriented Fae. 36.74 0.30 0.81 Total Developed 4,527.91 37.26 100.00 Streams 2,452.75 20.18 101.51 0.84 Streets 1,828.32 15.04 Vacant 3,242.88 26.68 TOTAL 12,153.37 100.00 Marinas Lakes & Railroads ,. Source: Field Survey conducted by TOD J. KILROY, CONSULTANT P.C. Staff in July and August of 1983. Overall, the developed portion of the City land area consists of 37.2 percent of the total area with more than 20 percent being in lakes, ponds, and streams. The railroad right-of-way figure at 101.5 acres is relatively high, however, the street right-of-way amount is cons is tent with other urban communities in Michigan. Once all the developed land, water, and rights-of-way are deducted from the total, the remainder is vacant land. The survey found 3,242 acres or five square miles of vacant land in Muskegon. ,, r The land use picture in Muskegon has been changing during the past ten years. A similar survey was accomplished in 1973 and the following Table compares the decade changes by category. The overall size of the City area grew due to annexation activity and more water area being included in the Muskegon Lake area. Better measuring techniques were applied to more closely define the City boundary. The only category with a slight change has been the increase in the amount of land used for commercial purposes. All other classifications were impacted dramatically during the decade. There are several reasons for the changes. The residential category decreased because of the removal of substandard housing. Industrial land use increased by 100 percent because of new industrial activity in the City primarily in the Port City Industrial Park. Public & Semi-Public increased because of additional land purchased along the Muskegon lakefront, the Ryerson Creek land purchased, and the land area purchased by the City in the Central Business District (CBD) area. Other public lands have also been added in the flood plains along the Muskegon River (various branches) north of Skyline Drive. -15- �Table 2: LAND USE COMPARISON 1973 TO 1983 City of Muskegon 1973 Acres Major Category (1) (2) ( 3) (4) (5) (6) Net Acreage Change 2,560.00 280.00 310.00 725.00 7,850.00 NA* 1,966.00 300.00 721. 00 1,541.00 1,929.00 5,696.00 -594.00 + 20.00 +411.00 +816.00 **-225.00 NA 11,725.00 12,153.00 +428.00 Residential Commercial Industrial Public, Semi-Public Streets & Railroads Water & Vacant TOTAL 1983 Acres *included in category (5) **acreage change amount is total of both category (5) & (6) NOTE: The geographic area of the City of Muskegon increased through annexation efforts as well as through refinement in the measurement techniques in the area of water within the municipal boundaries. Sources: Land Use Plan, City of Muskegon, Michigan, 1973-74 and Previous Table 1. VISUAL RECONNAISSANCE SURVEY The impression of the community: what does the visitor see, and how is Muskegon perceived? One aspect of this work is a visual reconnaissance dealing with the City and how an outside nonresident may think when visiting the City. What are the obvious factors and conditions that form that first impression? What is the character of the community? Once these conditions are identified, proposals can be formulated to maximize the advantage of the positive aspects, and corrective measures can be suggested for solving problems. J J First impressions include the perception of a total community with a central city surrounded by residential suburbs. The Muskegon metro-area is traversed by the Seaway Drive Expressway with growth being 1 imi ted by the proximity of Lake Michigan on the west, Muskegon Lake on the north, and the Muskegon River (and branches) to the northeast. The City of Muskegon and it's suburbs have historically been water oriented due to ease of transport of raw materials to the area, and the location of major industrial -16- -- �• "' ,, ,, .... -..---·1 i I ,, (-;.- -- ,~ I I ' -- ..:-,e.,-' ·---. - COMMERCIAL I Park I ,,,, / ' MAJOR ENTRANCE TO CITY Harbor Entron SECONDARY J - Industry ' * - - Denotes MAJOR TO CITY OF CITY OF MUSKEGON PLANNING COMMISSION DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT City Hall ENTRANCE CITY GON, MICHIGAN -- -- TOD J. KILROY, CONSULTANT P.C. T 'l0Y, MICHIGAN PROGRESSIVE PLANNING ASSOCIATES, P.C. BLOOMFIELD HILLS, MICHIGAN AREA �r J J J . "' :J :J :J :J :J facilities along the shore of Muskegon Lake. With orientation to heavy manufacturing, processing, fabrication, steel and paper processing, castings and similar uses, the community grew and developed along classic lines. Residential areas grew out from the CBD in a radial fashion south and east along major thoroughfares. Neighborhood shopping facilities developed to service adjacent residential areas on those same streets. Strip commercial use along Apple, Getty, Lakeshore, Laketon, and Henry Streets generally contain older and under-utilized retail and service uses. The concentration of heavy industrial use has been retained in certain portions of the Muskegon Lake shore area while new industrial users are locating in closer proximity to the expressway and in the Port City Industrial Park. A confusing street pattern coupled with numerous railroad corridors complicate the land use pat tern. Many ra i 1 1 i nes are now unused, yet the tracks still remain. In other areas the railroad tracks have been partially removed creating an open space and neighborhood amenity. The Central Business District (CBD), is alive and well. This area is a tribute to forward thinking business and community leaders using innovative measures to capture the essence of the suburban shopping center in the Muskegon Mall, and made it work. The obvious infusion of Federal grant dollars together with City, County, and local investment permitted a concept to become reality. Considerable renewal and redevelopment has taken place in Muskegon. Newer housing for senior citizens and low/moderate income families have contributed to the renewal effort in the City. The City's residential areas are improving due to self help and rehabi li tia t ion programs. People are moving back to older residential areas because of moderate cost housing. There seems to be a sense of place, a stability, and general feeling of neighborhood pride and concern when talking with people in Muskegon. Private re-investment has occurred through new housing and rehabilitated housing activities. Historically, the City has been involved in extensive urban renewal activities on a largescale basis. The clearance activites of years past have given way to preservation and rehabilitation efforts. New housing has been constructed in areas cleared by the City and numerous older homes have been rehabilitated. Cultural, public, community elements, parks, and similar uses are abundant in Muskegon. The park areas along Lake Michigan, the park and boat launch facilities on Muskegon Lake, the golf course at the Community College, McGraft Park, and the open space along Ryerson Creek all contribute to a sense of breathing space within an urban environment. The cresent shape of the City is a function of the actual land form and the lakes provide a natural amenity not found in other urban communities in the State. -17- �Muskegon is not without observer include: it's problems. Issues apparent to the Mixed land uses and poor relationship between land use close proximity of residential areas to industrial activities without appropriate buffering. Under-utilized Muskegon Lake frontage - old buildings and shipping areas no longer functioning - the need for renovation and re-use. Recreation amenities such as launch facilities are hard confusing street pattern. ] parks, beaches, and boat to find because of the Poor housing conditions still exist in areas, such the World War II housing area near McGraft Park. as Aging industrial and commercial base in need of renovation and expansion - new businesses are needed, not just replacement from another location. Traffic in residential areas no separation by function or through traffic from local traffic confusion and conflict. There are many positive aspects to be observed about Muskegon. The following is a listing of those elements. Unified (visually and functionally) geographic area. Water - good views, beautiful sunsets, natural beauty of the water areas, sand dunes, and good water quality. Variety of climate and recreational use potential. Nice place, parks. pleasant, clean, well kept streets and ] Making good progress on cleaning up residential areas rehabilitation of housing is occurring. J J J J J County airport - good air service to near and far. All infra-structure water. in place - Hospitals - excellent available now. schools, facilities, well parks, sewers, dispursed and Senior citizen housing currently existing City is beginning to open lake area with new boat launch and two new private marinas. -18- �Muskegon Lake frontage is being opened for use and view th~ough the removal of obsolete industrial buildings. Historical preservation in Heritage District is accomplished through the renovation of buildings. being Air of optimism throughout the community. Sense of community (metro area) yet some protectionism in area cities and townships. -19- political �Chapter Ill Population & Housing Analysis J ~ ) ) J J- �Chapter III- POPULATION AND HOUSING ANALYSIS POPULATION ANALYSIS AND PROJECTION Planning of the City is primarily concerned with achieving the development of an environment which is pleasant and efficient for all residents. Population numbers and content is a matter of concern. Past trends, current levels and future expectations are all importa:1t elements in helping determine the level to which community facility needs must be oriented. Water and sewer facilities, school plant needs, recreational land needs, retail and industrial space requirements, thoroughfare needs, are all directly related to the size and characteristics of the population. These characteristics will be utilized as the base for factors applied in the forthcoming Master Land Use Plan elements. PAST POPULATION TRENDS The 1980 U.S. Census of Population has released final figures that lists the current population of the City of Muskegon at 40,823. This figure represents a loss of 3,808 persons since 1970. Overall, Muskegon County grew very slightly during the past decade yet the more urban centers suffered a loss in population. The following Table illustrates population trends during the last ten years in relation to the County, State, Region, and communities within the Muskegon Metro-area. Table 3: POPULATION TRENDS: Area J 1970 1970-1980 1980 United States 203,211,926 Michigan 8,881,826 Muskegon County 157,426 Oceana County 17,984 Ottawa County 128,181 City of Muskegon 44,631 City of Muskegon Hgts. 17,304 City of Norton Shores 22,271 City of Roosevelt Park 4,176 City of North Muskegon 4,243 Muskegon Township 13,754 220,762,922 9,258,344 157,589 22,002 157,174 40,823 14,611 22,025 4,015 4,024 14,557 % Change +8.6% +4.2% +0.1% +22.0% +22.6% -8.4% -15.5% -1.1% -3.8% -5.1% +5.8% SOURCE: U.S. Census of Population for appropriate years as listed by TOD J. KILROY, CONSULTANT P.C., December, 1983. ) J -20- �I I I I I I I I I I I As might be expected, the urban core decreased in population while the suburban communities adjacent to the central city enjoyed population increases. Even though the County experienced growth in the out-county Townships, such activity was off-set by the population losses in the central city and the adjacent communities. The ability of the City of Muskegon to stop the out flow of population and encourage renewed interest in the residential neighborhoods of the City are tied directly to rehabilitation and redevelopment efforts. The infusion of Community Development Block Grant funds, special rehabilitation grants, Michigan Housing Development Authority Funds (rental unit rehabilitation), and similar efforts from the private sector, will all contribute to renewal efforts. POPULATION CHARACTERISTICS The characteristics of population are important in determining needs of the residents in planning for potential attraction and development of the City. One of the more important elements of these characteristics is age composition. The latest release from the Census Bureau indicates 5 3. 07% of the population is female while 46.93% is male. Median age is 28.0 years with females slightly older at 29. 7 years while the males are 26. 7 years of age. Comparison of the life phase classification over time gives an indication of the actual changes that are occuring in the City's population. The population content has implications in the areas of school facilities, parks and recreation programming, and other services such as housing for senior citizens. Table 4: POPULATION COMPOSITION COMPARISON - 1970 TO 1980 Age Group Under 5 5 - 14 15 - 19 20 - 44 45 - 64 65 & over Life Phase Pre-School Elem. School Second. Sch. Family Forming Mature Farnlies Retirement 'IDTAL s:xJRCE: Population in 1970 Number Percent Population in 1980 Number Percent 3,913 8,722 4,431 12,180 9,715 5,670 8. 77 19.54 9.93 27.29 21.77 12.70 3,524 5,880 3,708 14,410 7,368 5,933 8.63 14.40 9.08 35.30 18.06 14.53 44,631 100.00 40,823 100.00 Change in % Figure -0.14 -5.14 -0.85 +8.01 -3. 71 +l.83 Census of Population for 1970 and 1980 Bureau of the Census, U.S. Department of Camnerce, Washington, D.C., August, 1982. -21- �I I I The composition of the population is compared for the latest ten year reporting period by the Table above. The younger age groups have lost population while the family forming and retirement groups have increased in population. Perhaps the same age group in the 15-19 year groups decided to stay in the City and begin their adult life rather than move on. The lower numbers in the younger age groups are the result of adults choosing to 1 imi t family size, later marriage, or no marriage, as well as the impact of birth control. Even though the City lost population, the individual groups gained or lost numbers depending upon differing circumstances. POPULATION AND HOUSEHOLDS Another population parameter is the average population per household. The 1970 Census of Population indicated a total of 44,631 persons in households in Muskegon, and 15,925 dwelling uni ts. The result is an average household size of 2. 80 for the City. The 1980 data from the Census indicates that figure has dropped to 2.68 persons per household during the ten year period. Table 5: PERSONS PER HOUSEHOLD LOCAL, COUNTY, AND STATE: 1970 AND 1980 BASED UPON TOTAL HOUSING UNITS 1970: Persons Per Household Area State of Michigan County of Muskegon City of Muskegon City of Muskegon Heights City of North Muskegon City of Roosevelt Park City of Norton Shores SOURCE: 3.30 3.16 2.80 3.12 2.87 3.23 3.40 1980: , Persons Per Household 2.58 2.73 2.68 2.70 2.58 2.37 2.75 U.S. Census of Population for 1970 and 1980 and from Sourcebook for Water Quality Planning, West Michigan Shoreline Regional Development Commission, March 1977. The above Table indicates a slight trend toward smaller numbers of persons per household, generally cons is tent with the State-wide and County trend. The 1980 data reveals a figure of 2.68 persons per unit for the City with the County figure being slightly higher at 2.73. The nearby communities vary in their numbers, but in every case, the ratio has decreased in the last ten years. -22- �POPULATION PROJECTIONS Several procedures have been used for estimating the future population of Muskegon. Experience has shown that the smaller the area under study, the greater the chance for error in the population estimation. This is due to the great number of variables involved at the local community level, and holds true regardless of the statistical technique used. The rate of population growth can best be determined by evaluating past trends and anticipated population for the City alone as well as using population projections for larger government units of which the City is a part. It is necessary to consider the factors as general economic trends, and trends in residential development when estimating population. The following approaches provide a range of population expectations for discussion. The population expectation can be estimated in several ways. One method utilizes a proportional ratio of the City to the metropolitan area ( or the County) using the larger geographic area's population projection. This means as the SMSA grows ( or the County) so too, the City will expand. The West Michigan Shoreline Regional Development Commission issued revised population projections in August of 1979. Their prediction for Muskegon County was as follows: Table 6: COUNTY OF MUSKEGON POPULATION PROJECTION Year: Population: 1978 1983 157,460 157,680 1988 Applying the twenty-six percent results for the City are derived: 157,380 share 1993 1998 155,656 152,287 factor, the following Table 7: PROPORTIONAL SHARE METHOD CITY OF MUSKEGON POPULATION PROJECTION Year: Population: 1978 1983 1988 1993 1998 40,939 40,996 40,918 40,470 39,594 -23- �The Regional Agency also prepared population projections for City of Muskegon. the Table 8: PROJECTED PERMANENT POPULATIONS, 1978 TO 1998 FOR THE CITY OF MUSKEGON Year: Population: SOURCE: 1978 1983 1988 1993 1998 40,481 39,809 38,836 37,715 36,327 An Update of 208 Population Projections 1978 to 1998, by West Michigan Shoreline Regional Development Commission, August, 1979. Another method of population projection is the Growth Rate Method. This method simply assumes that the 1980-1990 growth rate will be the same as the previous decade, and the 1980-2000 growth rate will be consistent with the previous two decades. The calculation results in the following data: Table 9: GROWTH RATE METHOD CITY OF MUSKEGON POPULATION PROJECTION For 1990 Estimate Muskegon 1980, Population 1970 to 1980 Percentage Change 40,823 X Projected Local Change Projected 1990 Muskegon Population (-8.4%) -3,429 persons = 37,394 For 2000 Estimate Muskegon 1980 Population 1960 to 1980 Percentage Change 40,823 x(-12.2%) Projected Local Change Projected 2000 Muskegon Population -4,973 persons = 35,850 Another demographic method of population projection is called the Arithmetic Method. This method assumes a numerical change by 1990 equal to the numerical change for the City between 1970 and 1980, and a numerical change by the year 2000 equal to the change for the City between 1960 and 1980. The results are as follows: -24- �Table 10: ARITHMETIC PROJECTION METHOD CITY OF MUSKEGON POPULATION PROJECTION For 1990 Figure Muskegon 1980 Population 1970 to 1980 Numerical Change 40,823 -3,808 Potential Muskegon Population in 1990 37,015 persons For 2000 Figure Muskegon 1980 Population 1960 to 1980 Numerical Change 40,823 -5,662 Potential Muskegon Population in 2000 35,161 persons Another method of population projection is the Cohort-Survival Technique. Th is calculation includes variables of birth rates, death (survival rates) and migration rates for a given geographic area. The formula takes the movement of persons into and out of an area into account. Without such movement, population growth is a function of natural increase ( or decrease) where births and deaths of any age group are taken into consideration. Obviously, the City's population increase or decrease is but a function of migration. Table 11: COHORT SURVIVAL PROJECTIONS CITY OF MUSKEGON PROJECTION No. 1 -NO MIGRATION- Year: Population: . 1980 1985 1990 1995 2000 40,823 39,800 38,800 37,700 36,600 CITY OF MUSKEGON PROJECTION NO. 2 -SOME MIGRATION- Year: Population: 1980 1985 1990 1995 2000 40,823 41,000 40,918 40,470 39,594 The following Table lists the various projections by method and/or source in a summary form: -25- �SUMMARY OF POPULATION PROJECTIONS Table 12 1985 1983 Method Propor. (26%) Regional Agency Growth Rate Arithmetic Cohort Surv. #1 Cohort Surv. #2 1988 1990 1993 1995 1998 40,996 40,918 40,470 39,594 39,809 38,836 37,715 36,327 2000 37,394 35,850 37,015 35,161 39,800 38,800 37,700 36,300 41,000 40,918 40,470 39,594 HOUSING ANALYSIS The City of Muskegon Department of Planning & Community Development has recently prepared a "Housing Policy" which sets forth a variety of data and information concerning the current housing program of the City and a series of generalized recommendations. The report was presented and discussed with the Members of the City Commission in August and September of 1982. Several of the goals and objectives were amended as a result of these meetings and have been included in this analysis. The "Housing Policy" is subdivided into four major areas of work: Part Part Part Part I II III IV Analysis of Current Conditions Goals & Objectives Policy Review and Recommendations Priorities in Policy Implementation PART I - ANALYSIS OF CURRENT CONDITIONS Demographic population: changes in Muskegon Metropolitan area The County population increased by only 1% between 1970 and 1980. The City's population decreased by 8.5% for the same ten year period. Population shifts within the Metropolitan and County area have occurred in that the more rura l communities are growing while the urban centers are declining. The City's racial composition shifted in that 14% were classified as black in 1970, while 21% were found in the same classification in 1980. The minority population in the City -26- �of Muskegon comprised 24% of the total population in 1980. Demographic information indicates that 96% of the minority population lives in the eastern half of the City. Employment opportunities within the County have decreased during the past ten years. Between 1969 and 1978 5,500 jobs in manufacturing employment were lost. Conversely, the service category created 3,000 new jobs. Of the 2,000 dwelling units constructed in the last 10 years 1,500 were multiple family residential. During the same time period approximately 1,700 were removed from the City's inventory. Assisted housing within the City applies to roughly half of the units constructed during the last 10 years. More specifically, the type of construction has been multiple family primarily oriented to low-moderate income households. A conclusion of the analysis indicates that subsidized and unsubsidized housing efforts within Muskegon have been provided to white and moderate income persons, while there has been a lack of attention paid to assistance to the majority of low income minority persons. This portion of the report provides an indepth analysis of each of the neighborhoods as identified by the City for planning purposes. The following is a brief sketch of the neighborhood descriptions: Marquette Neighborhood gained in population during the last 10 years, while the majority of the neighborhoods lost in population. Neighborhoods losing in population had . a high percentage of black residents in 1970. Froebel Neighborhood was 80% black in 1970 and lost more than 50% of its population during the decade. A similar condition occurred in the Angell Neighborhood which was 40% black in 1970. That neighborhood lost 24% of its population during the 1970-1980 decade. According to the report the greatest changes occurred in the Marquette and East Muskegon Neighborhoods. Population increases and urban renewal ac·tivi ties contributed to the changes which occurred. Only three neighborhoods increased in the number of housing units during the time period. The Marquette, Henry/Glenside, and Bluffton Neighborhoods increased in the number of dwelling units, primarily in multiple family. This portion of the "Housing Policy" report includes information regarding the investment climate within the City, the housing industry in Muskegon and reaches some conclusion regarding the housing activities within the community. -27- �Although population numbers decreased approximately 9% for the last ten years, the number of households increased by approximately 1.4%. As previously noted the number of persons per dwelling unit decreased during the same time period by approximately one-half a person. A continued emphasis on multiple family dwellings construction during the time period contributed to the overall increase in the number of dwelling units. The report describes various financial institutions and the availability to finance housing from local resources, or combinations of local resources and City funds. As noted, the housing market will continue to have difficulty in the next few years. Many activities direclly impact housing. The report dealt with three specific areas, taxation, regulation, and subsidies. In the discussion of taxation, the report indicates a tax burden at a relatively high level; slightly more than 60 mills. Properties of the City in the Muskegon Heights School District are taxed 67 .15 mills. Compared to other portions of the County where millages are less, the City is at a di sad vantage when housing is considered. Further discuss ion contained indicated applicability of Act 198 Tax Abatement activities and the relative impact of those tax abatement certificates or tax exemption certificates in relation to the local tax burden. The second area of City involvement deals with the regulation of the developmental aspects of the housing market. Specifically, the report addresses the areas of construction, zoning, housing code, and dangerous building ordinance, and other regulatory measures. There is description of the housing code and the ability of the Inspections Department to enforce the code provisions. Concern is expressed regarding the ability of the City to pre-inspect occupancy of substandard dwellings and rental properties. The City's rehabilitation program includes a provision for below market interest rate loans for participating landlords. The rental rehab project is funded through the City's Block Grant Program and may in future be combined with additional reallocated funding from the Department of Housing and Urban Devlopment. There is also an activity dealing with the environmental improvement. As an annual Community Development funded activity, the environmental inspector's position is used for the abatement of various environmental problems. -28- �As is the case in most urban communities throughout th e country, Muskegon has received Community Development Block Grant funds since 1975. A portion of that funding has been set aside for rehabilitation activities. Indications are that approximately 60% of Block Grant funds have been expended for rehabilitation activities during the past two years. PART II - GOALS & OBJECTIVES The goals & objectives portion of the report is subdivided into four areas of interest. Included are goals & objectives dealing with housing supply, housing quality, equality of opportunity, and land use and design. I I I I The goals dealing with housing supply include the provision of adequate, safe, and sanitary housing that is affordable for all Muskegon residents. The second goal states that housing programs should promote the vitality of neighborhoods of the variety of housing resources. The second general topic dealing with housing equality has four goals. Those are to upgrade the quality of the supply, to retain historic buildings, to provide adequat e essential services, and to encourage citizen involvement in housing programs. The equal opportunity provision deals with the concept of nondiscrimination in housing regardless of the type and the promotion of maximum choice of housing type in location. The land use goals include the promotion of land use planning and the improvement of regulatory measures and review procedures. PART III - POLICY REVIEW AND RECOMMENDATIONS The next major portion of the report is a topic listing of each goal and objective followed by a proposed policy to achieve the stated objective. Descriptive information is given as justification for each of the policies that are suggested. PART IV - PRIORITIES AND POLICY IMPLEMENTATION The final section of the report deals with the establishment of a prioritized list of activities that should take place to implement the various objectives and policies that have been suggested. In many instances prioritized actions suggested will implement several objectives rather than just one. The "Housing Pol icy" of the City of Muskegon is a comprehensive and in-depth analysis of the current housing situation within the community. Conclusions drawn from the review include a general lack of conventional housing construction in the past ten years, considerable influence and construction of subsidized and government assisted housing during the same time period, -29- �I considerable removal of substandard housing during that decade, and concern on the part of City staff regarding a l~ck of interdepartmental cooperation and coordination to achieve the various objectives listed. Also the "Housing Policy" sets forth general guidelines for implementation, however does not relate to specific projects, locations or proposals. The policy has the flexibility of allowing creativity and innovation on the part of land developers and realtors within the Muskegon market, yet provides specific policies to be carried out in order to improve the housing situation of low-moderate income families in the City. The overriding thread of consistency throughout the report seems to be an awareness of the public response to moderate income housing families and the emphasis on senior citizen housing. Similarly, the positive aspects of the City's public housing program in relation to the lower income of families within the community is referenced. The concern expressed deals with the lack of conventional housing for low income families and individuals. The overall policies and suggested priorities seem to focus to the provision of additional assisted housing, however, to encourage a high degree of home ownership. This can be accomplished through the implementation of the policies and priorities that are suggested. -30- �Chapter IV Residential Neighborhoods Plan �Chapter IV- RESIDENTIAL NEIGHBORHOODS PLAN EXISTING PATTERNS AND CONDITIONS For purposes of local planning and data gathering at the neighborhood level, the City of Muskegon has been subdivided into eighteen (18) neighborhood units. The boundaries of the neighborhood units were determined by City Staff in cooperation with the U.S. Census Bureau based on 1980 Census information. Some of the Census Tracts were subdivided using block information. The total amount of vacant land enumerated during the Land Use Survey was 2,799 acres of which 1,323 acres was classified in the nonresidential vacant category.The residential classification of vacant land comprised 1,475 acres of which 168 acres is currently zoned Multiple Family Residential. The remaining 1,307 acres is classified as Vacant Single Family Residential. Table 13: EXISTING LAND USE ACREAGES BY NEIGHBORHOOD Census Tract 411 4b 4c 2 3 511 5b 7 6.02 6.01 811 8b 8c 21a 21b 21c 9 10a 10b N11me Tot11I Acres Resldentl11 I Slngle Multiple M11rquette 824. 78 E11st Muskegon-N 667.60 Eut Muskegon-S 1,085.00 Other 244.65 1,309.50 Froebe I* Angel I 498.00 North Mcl11ughlln 219. 75 South Mcl11ughlln 328.50 Downtown 208.85 North Ne I son 285.80 South Nelson 298.09 E11st Nims 165.49 West Nims 260.87 Other 209. 78 Henry 423.75 Ruddlman 163.39 Glenslde 239.18 Lakes I de 716.30 Beachwood 204.90 Bluffton 536, 70 151.57 442.07 62.09 88.40 6.50 5.00 8,890,88 2,682,34 201,41 3,207,97 1.50 7.59 7.75 2.00 -o- -0- 145.64 153.26 98,60 178. 15 7.31 2,67 1.90 6.30 -0- -o- 106.57 6.30 48.25 7.80 1.83 * 484.05 acres are essentl11lly undevelopable. vacant single famlly. 161.74 0,31 -o81. 74 254.61 132.87 257.33 -o- 237.85 334.19 114. 53 420. 72 194.47 65.23 56.37 177.05 113. 31 131, 37 34. 70 54.16 167. 78 204.83 89.34 52.33 245.60 131,95 220,45 -0- 140.65 331.49 64,35 81 ,35 Other Development -0- V11c11nt Resldentl11I Slngle Multlple 263.50 45.05 17.15 56.70 1.62 34.50 -o- -0-0- Vacant Other -0- -0- 41.27 11.20 31.97 48,99 6,60 222,58 22.46 14.60 -05,08 1, 13 26. 76 10.62 632.07 130.12 236.66 22.32 1.67 6. 78 28.80 7,00 5.95 21,50 6. 10 42.00 42, 32 -06.43 83,31 2,00 10,88 1,307,94 167.93 1,323.29 568.88 9.90 4.32 5.80 -06. 76 4. 17 6.09 13. 71 9.11 7.91 0.22 3.00 5.78 0.67 2. 70 2.45 -0- They are swamp land and f 111 area, but are considered -31- �r CONCEPTS The residential neighborhood unit has traditionally been defined as an area sufficient size to accommodate various types of residential, of public, recreation, and open space elements in a self contained unit. In many Michigan cities, the square mile outlined by major streets (the mile road system) has been identified as the local neighborhood unit. Similar areas have been delineated by the U.S. Bureau of the Census and by the City of Muskegon Department of Planning and Community Dev e lopment as specific neighborhood areas. Whether these areas are called residential units, local neighborhoods, or similar names the basic concept here is to consider these smaller defined areas as the Residential Planning Unit. These planning units are purposely designed to unify physical areas into functional and cohesive residential units. The boundaries of the residential neighborhood are most often considered as physical barriers to safe and sufficient flow of pedestrian and vehicular traffic. Boundaries would include such elements as major thoroughfares, rai !roads, freeways, or major nonresidential land uses. In order to effectively plan for residential development within the community and/or redevelopment of residential neighborhoods, implementation of general plans is usually carried out through the adoption of new zoning regulations. Zoning is a legislative technique wherein the community has authorization through State Enabling Legislation to control the density and land use on all parcels of land throughout the City. In order to formulate an effective zoning plan for the community, it is necessary to have a good base of information dealing with existing densities in each of the residential neighborhoods. The following table indicates the existing densities by neighborhood for the City of Muskegon for single family and two-family dwellings and for multiple family dwellings. -32- �r r Table 14 : EXISTING DENSITIES BT NEIGHBORHOOD r Al I Slngle Census Tract 4a 4b 2 3 5a 5b 7 6.02 6.01 Sa Sb 21a 21b 21c 9 10a 10b Total Exlstlng Owe 111 ng Un Its Name 1,911 Marquette 1,969 East Muskegon-N 278 East Muskegon-S Froebe! 422 1,494 Angel I 1,210 North Mclaughlln 1,312 South Mclaughlln Downtown 32 1,411 North Nelson 831 South Nelson 580 East Nims West Nlms 984 Henry 671 Ruddlman 538 Glenslde 620 1,498 Lakeslde Beachwood 202 BI uffton 387 16,350 Gross Tota I Acres 824. 78 667.60 1,085.00 1,309.50 498.00 219.75 328.50 208.85 285.80 298.09 165.49 260.87 423.75 163.39 239.18 716.30 204.90 536. 70 8,436.45 & Two Faml ly Dwel I lngs 660 1,944 251 422 1,408 838 1,209 15 861 738 474 868 617 70 550 1,433 202 387 12,947 Single Dens tty Fam! ly Factor for Sing le Faml ly Acreage 151.57 4.35 442.07 4.40 62.09 4.04 81. 74 5.16 254.61 5.54 132.87 6. 31 4. 70 257.33 -0-o145.64 5.91 153.26 4.82 98.60 4.81 178.15 4.87 106.57 5. 79 -0-o140.65 3. 91 331.49 4.32 64.35 3.14 81. 35 4. 76 2,682.34 4.80 The previous Table indicates the average single family density throughout the City is 4.8 units per acre. The highest single family density was found in neighborhood Sa North McLaughlin, while the lowest single family density was 3 .14 uni ts per acre located within the Beachwood neighborhood. The following Table lists the present neighborhood densities for multiple family use in the City. The average density for multiple family development within the City is 27.22 units per acre. The highest density was located in the North Nelson neighborhood at 75 units per acre, while the lowest density was located in the East Muskegon North neighborhood at 3.85 units per acre. The Froebe!, Beachwood, and Bluffton neighborhoods have no recorded multiple family dwellings located therein. -33- �Table Census Tract 4a 4b 2 3 5a 5b 7 6,02 6.01 8a 8b 21a 21b 21c 9 10a !Ob 15: Name Marquette East Muskegon-N East Muskegon-S Froebe I Angel I North McLaughlin South Mclaughl In Downtown North Nelson South Nelson East Nims West Nims Henry Ruddlman Glenslde Lakeside Beachwood Bluffton EXISTING DENSITIES - MULTIPLE FAMILY Al I Mui tip le Fam! ly Three or More Units Mui tip le Fam! ly Acreage 1,251 25 27 -086 372 103 17 550 93 106 116 54 468 70 65 -0- -o- 88.40 6.50 5.00 1.50 7.59 7,75 2,00 -07.31 2.67 1.90 6.30 6.30 48,25 7.80 1.83 -00.31 3,403 201.41 Density factor Multlple 14.15 3.85 5.40 -o11.33 48.00 51.50 -o75.24 34.87 55.79 18.41 8.57 9,70 8.97 35.52 -o-027.22 Records obtained from the Inspection Department of the City of Muskegon indicate a total of 16 identified multiple family projects located throughout the City. The following table is a listing of those projects including the number of units, the amount of acres of each site, and the density in terms of units per arce. -34- �SELECTED MULTIPLE FAMILY DEVELOPMENT Table 16: Census Tract 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 1ll 12) 13) 14) 15 l 16) 3 4a 5a 6.02 21a 21b 21b 21b 21b 21b 21c Name I of Units Carriage House Glen Oaks Hickory VI I lage Muskegon Townhouses Oakwood V111 isge Bayview Towers The Hermltisge Hisrtford Terrace Jefferson Towers Hancock House Barclay VI I lage Barclay Senior VI I lage Hackley VIiiage Ruddlman Terrace Glenslde Estates Glenslde Gardens 124 669 180 214 175 200 80 161 183 18 93 70 54 256 16 74 2,567 Acres 10.0 30.0 12.0 18.0 17.5 5.0 5.0 2.0 2.0 1.0 9.0 3.0 5.5 35.0 .5.0 9.0 (Density Dwelllng Unlts/ac) 12.40 22. 30 15.00 11.89 10,00 40.00 16.00 80.50 91.50 18.00 10.33 23.33 9.80 7.31 3.20 8.22 167.70 Average Density for mid to high rise projects= 58.3 units/acres Average Density for three-story and lower projects - 12.04 units/acres Overisl I Averisge Density for all projocts - 15.31 units/acres Source: City of Muskegon Inspection Department records, January 1984. Overall average density for the projects listed in the above table is 15.31 acres units per acre. There are three (3) senior citizen high-rise devlopments within the community, those being Bay View Towers, Jefferson Towers, and Hartford Terrace. The average density for mid to high-rise projects is 58.3 units per acre. The balance of the multiple family development within the community in buildings of three (3) stories or lower is 12.04 units per acre. In order to have an understanding of the ultimate development capacity of the City, all vacant residential parcels were enumerated and all vacant lots were counted throughout the City. The table of Capacity Calculation for the City of Muskegon indicates a total of 823 acres of vacant single family land and 167. 9 acres of vacant multiple family land. -35- �7 NEIGHBORHOOD BOUNDARY NEIGHBORHOOD NUMBER 5.97 EXISTING 4.00 PROPOSED 9.70 EXISTING 8.00 PROPOSED DWELLING DWELLING DWELLING DWELLING 2 (CENSUS UNITS UNITS UNITS UNITS PER PER PER PER TRACT) ACRE - SINGLE ) FAMILY ACRE - SINGLE t FAMILY ACRE - MULTIPLE ACRE - MULTIPLE FAMILY FAMILY 1 ---- , < .,,. -,. "' -;. ~ J ') J ,. r -" -.,,. ~ ' G> -t- CITY OF MUSKEGON, MICHIGAN TOD J . KILROY , CONSULTANT P.C. CITY OF MUSKEGON PLANNING COMMISSION TROY, MICHIGAN o DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT 0 U •oo SCAU: IN F£ET 1100 I PROGRESSIVE PLANNING ASSOCIATES, P.C. 8LOOMFIELO t!ILLS, MICHIGAN �Table CAPACITY CALCULATIONS 17 : Single Fam I ly Census Tract 411 4b 2 3 5t.1 5b 7 6.02 6.01 8t.1 Sb 2111 21b 21c 9 1011 10b Vacant Multlple Res. Proposed Density <Un I ts/ Acre> Potential Dwel I Ing Units Name Acres Marquette East Muskegon-N East Muskegon-S Froebe I Angel I North Mclaughlln South Mclaughlln Downtown North Nelson South Nelson East Nims West Nims Henry Ruddlman Glenslde Lakeside 263.50 45.05 17.15 84.83 9.90 4.32 5.80 4.00 4.00 4.00 4.00 5.00 6.00 4.00 1,504 180 69 339 50 26 23 -0- -o- -o- 6. 76 4. 17 6.09 13. 71 41.27 11.20 31.97 48.99 6.60 222.58 5.00 4.00 34 Beachwood Bluffton 823.89 4.00 4.00 3.00 4.00 17 24 55 206 49 128 196 20 890 4.47 3,810 4.00 4.00 5.00 4.00 Vacant Acres Faml ly Res. Proposed Density <Un I ts/ Acre) 56. 70 1.62 14.00 5.00 34.50 s.oo -o- 9.00 10.00 14.00 Potentlal I Ing Units Dwel 1. 13 50.00 9.00 20.00 15.00 15.00 10.00 9.00 10.00 9.00 25.00 9.00 794 8 173 -091 111 4 150 52 13 41 37 225 131 -046 -010 167.93 16.11 1,886 9.11 7.91 0.22 3.00 5.78 0.67 2.10 2.45 22.46 14.60 -o5.08 -0- 14.oo Based upon the obove data and some statlstlca I ana lysls, an ultimate holding capacity for the City can be derived. To determine this figure the potential dwell Ing units must be multlpled by persons per unit. This must be done for both single family and-multlple family resldentlal categories. In turn, these figures must be odded to the existing City population. Proposed dwell Ing units x persons per unit= addltlonal population. Sing le Fam I ly: 3,810 du x 2.35 persons/units 8,953 Multlple Family: 1,886 du x ,.at persons/unit a 3,413 Existing Population 40,823 Ultimate Holding Capacity 53,189 -36- �RESIDENTIAL NEIGHBORHOODS PLAN The Density Factors Map lists existing and proposed densities throughout the City on a neighborhood-by-neighborhood basis. The previous table entitled Capacity Calculations was dependent on the proposed densities as _listed on the Density Factors Map. These densities were suggested as a result of indepth analysis of existing and proposed conditions and land uses within the City of Muskegon. Each of the neighborhoods varies in content and character and therefore proposed densities vary from one neighborhood to another. As envisioned during the preparation of the Density Factors Map, Neighborhood #7 - the Downtown Area will have no single family dwellings located therein. There are three ( 3) acres now vacant and now zoned multiple family. There are three (3) neighborhoods without any multiple family residential being proposed. Those areas include the Froebel Neighborhood (#2), the Glenside Neighborhood (#2lc), and the Beachwood Neighborhood (#l0a). Should any of these areas be proposed for multiple family, the suggested densities contained on the Density Factors Map would apply. Total population expectations are listed in the following table for each neighborhood within the City. The basis of this calculation is the 1980 Neighborhood Statistics information gathered by the Census and the projected potential dwelling units for single family and multiple family for each particular neighborhood. -37- �r Table Census Tract .- 4a 4b 2 3 5a 5b 7 6.02 6.01 Ba 8b 21a 21b Zic 9 10a 10b TOTAL 1 8: Name Marquette East Muskegon-N East Muskegon-S Froebe! Angel I North Mclaughlln South Mclaughlin Downtown North Nelson South Ne Ison East Nims West Nims Henry Ruddlman Glenslde Lakeside Beachwood Bluffton Tota Is 1980 Populatlon 4,408 5,344 900 1, 181 4,095 2,998 3,307 26 3,035 1,940 1,329 2,338 1,160 1,072 1,370 4,079 554 934 POPULATION BY NEIGHBORHOOD Potenfla I Dwel I Ing Units In Slngle Fam! ly 1,504 180 69 339 50 26 23 -034 17 24 55 206 49 128 196 20 890 40,823 3,810 Potentla I Potentla I Potenfla I Populatlon Dwel I Ing Populatlon Grand In Units In In Total Slngle Multlple Multlple Capacity Fam! ly ( 1 ) Faml ly Famlly (2) Popu Iat! on C3 > 3,534 1,437 794 9,379 423 8 5,781 14 162 173 313 1,375 -0796 I, 977 -o118 4,378 91 165 61 111 201 3,260 54 4 3,368 7 150 272 298 -o80 52 94 3,209 40 13 24 2,004 41 56 74 1,459 129 37 67 2,534 484 225 407 2,051 115 131 237 1,424 301 -0-01,608 461 46 83 4,623 47 -o-o601 2,092 10 18 3,044 8,953 1,886 3,413 53, 189 ( 1 ) Ca lcul at Ion of dwell Ing units multlplled by 2.35 persons per unit. r - (2) Calculatlon of dwelllng units multlplled by 1.81 persons per unit. (3) Addition of all populatlon columns. (4) Calculatlons may vary because of sampllng error and methods used by the U.S. Bureau of Census In gathering Neighborhood Statistics Data. The Residential Areas Plan delineates residential and nonresidential areas throughout the City of Muskegon. The One Family Residential areas illustrate the location of single family neighborhoods and where such uses are anticipated to continue or be located in the future. The multiple family areas are those with existing multiple family developments as well as the multiple family properties that are currently zoned and undeveloped at this time. Multiple family use is generally distributed through the northeast portion and southwest portion of the City (not including the Lakeside area). The more concentrated high-rise senior citizen developments are reflected on the plan southeast of the downtown area. -38- �There are three (3) "Mixed Use" Residential Areas Plan. designations that appear on the The first category is entitled Mixed Use Commercial. Activities to be encouraged in the Mixed Use Commercial designation include office, retail, warehousing, and various forms of housing. The intent is to encourage reuse and new use of existing land parcels. This designation applies in four specific locations as follows: ,- 1. The Muskegon Lakeshore area adjacent to Terrace Street north and west of the downtown area from E. Western Avenue over to and including the Lakey property and all of the Teledyne property. 2. The Lumbertown area, the Amazon Building area, and the mixed use commercial and office, marina and wateroriented development area located on w. Western Avenue north of Michigan Avenue and adjacent to the Lakeshore. The property designated encompasses the Muskegon Lakeshore area from Lakeshore Yacht Harbor to Hartshorn Marina. 3. The third area for Mixed Use Commercial designation applies to the lakefront property west of the Standard O ii Tank Farm north of Lakeshore Drive west to the boundary of the S.D. Warren Paper Company. 4. The final area for Mixed Use Commercial development is located between Henry Street and Seaway Drive south of Young Street and north of Hackley Avenue. This area presently contains a variety of single family, multiple family, office, commercial, industrial, and similar uses and the intent of the Mixed Use Commercial designation is to encourage a final land use plan of limited commercial and office oriented activities. The second Mixed Use category is entitled Mixed Use Heritage. The City of Muskegon has designated an area as a so-called "Heritage" zone. This area includes property from 7th Street northeasterly to 4th Street and from Muskegon Avenue northwesterly tow. Western Avenue. Most of this historic area is presently on the State and National Historic Register and contains a variety of single family, multiple family, office, and commercial uses all of which are located in unique historic buildings. The intent of the City is to preserve this area, retaining the original character of the buildings, however, allowing a variety of new uses. -39- �7 NEIGHBORHOOD BOUNDARY NEIGHBORHOOD NUMBER CID ONE 8 TWO FAMILY RESIDENTIAL c:::a::J MULTIPLE ~ FAMILY RESIDENTIAL MIXED USE (HERITAGE) i:::c::GJ MIXED USE (CENTRAL) ~ MIXED USE (COMMERCIAL) c:::::J NON - RESIDENTIAL / / / / 1 / AREA /'' /. / / / // / ... ,, < ' CITY OF MUSKEGON, MICHIGAN CITY OF MUSKEGON PLANNING COMMISSION TOO J . KILROY , CONSULTANT P.C. 0o DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT I.ii aoo ICAl.[ IH TROY , MICHIGAN ieoo n:n PROGRESSIVE PLANNING ASSOCIATES , P.C. BLOOMFIELD .. ILLS , MICHIGAN �The third Mixed Use category is identifiedas uses surrounding the downtown area of the City. The Mixed Use-Central area designation is located immediately surrounding the Muskegon Mall. The intent here is to encourage a variety of land uses generally intensive in nature complimenting the comparison shopping activities and related services available at the Muskegon Mall. The Residential Areas Plan suggests the retention of existing residential areas and continued inf ill and reuse of properties that are currently zoned for residential use. The plan changes from present land use forms and zoning designations include the Mixed Use Commercial designation east of Henry Street north of Hackley Avenue as well as, the use of all currently zoned multiple family areas for future apartment and condominium development. The plan is unique in that it recognizes the lakefront orientation of the Mixed Use areas and the potential of those areas along Muskegon Lake. With the ability to introduce medium and higher density residential use in those mixed use areas, the residential character and aspects of the lakefront can easily be maintained and enhanced in future land use decisions. -40- �J Chapter V Recreation Plan & Community Facilities Plan �Chapter V- RECREATION PLAN AND COMMUNITY FACILITIES PLAN RECREATION PLAN The City of Muskegon Department of Planning, and Department of Recreation and Parks, prepared a Recreation and Park Rehabilitation Plan in February, 1983. The Plan was prepared in cooperation with the Urban Park and Recreation Recovery Action Program, and the National Park Service, U.S. Department of the Interior. The Plan was developed in accordance with the guidelines established by the Recreation Services Division of the Michigan Department of Natural Resources. Assessment of Existing Conditions, Issues, and Needs The current Department of Recreation and Parks was established by the Muskegon City Commission on October 25, 1949. At the same time, a seven member Board of Recreation and Parks was formed to determine policy and procedures for the operation and maintenance of the park system. In addition to being directly responsible for the Recreation and Parks Department, a Director administers four divisions within the Recreation and Parks Department. City park and recreation facilities are depicted on the accompanying Recreation and Community Facilities Plan. At the present time, the City possesses over 860 acres of park and open space within the City Limits. Chase Hammond Municipal Golf Course encompasses 250 acres north of the City proper. The parks and recreation facilities indicated on the Recreation and Community Facilities Plan are summarized as follows: Tot Lots include Aamodt Park and and are City maintained. the Ninth Street Tot Lot, Play rounds, as defined in the Plan on file with the MDNR, are epicted in conjunction with local elementary schools. 3 Neighborhood Parks are three in number, Park, Seyferth Park, and Beachwood Park. and include Sheldon Playfields, as highlighted in the 1983 Recreation and Parks Rehabilitation Plan, are used intensively in relation to their size, and provide active recreational uses. These playfields are the backbone, in terms of active rect"eation, of the entire parks system, and include Beaukema Playfield, Smith-Ryerson, Reese, McCrea, Marsh, and Campbell. -41- �Major Parks include Fisherman's Landing, McGraft, and Pere Marquette. Fisherman's Landing is oriented towards spot fishing, McGraft Park is oriented towards active and passive family recreation, while Pere Marquette Park provides water and beach related activities. Special Use Activities include the Chase Hammond Golf Course, Hackley Park (ceremonies, etc.), the Indian Cemetery (Muskegon Lake View), L.C. Walker Sports Arena and Annex (Hockey and cultural events), Hartshorn Marina, and Cottage Grove Landing. Open Space Parkland consists of Verterans' Memorial Park, Richards Park, Green Acres Park, Ryerson Creek Open Space, Muskegon Lakeshore Open Space, Meuer Court, Peninsula Park, Lake Michigan Park, and Bronson Park. A February, 1981 Muskegon Lake Shoreline report extensively reviewed the Muskegon Lake shore frontage and offered many development strategies for continued improvement of the lake area. School related recreation facilities are provided by the Muskegon Public School District through elementary, junior and senior high schools. In addition to public schools, recreation facilities are available through the Greater Muskegon Catholic Schools, the West Michigan Christian Schools, the Muskegon Intermediate Schools System, and Muskegon Community College. Problems and deficiencies within the overall recreation planning for the City includes the lack of facilities for the handicapped and elderly, and the lack of use of vacant parcels available along the shoreline of Muskegon Lake. Another major problem facing recreation planners is the slow deterioration of inner-city parks and playgrounds because of the financial burden of maintaining these f ac i 1 i ties. Also, 1981 budget cu ts have resulted in fewer services to the youth, elderly, and handicapped. Recreation Plan Goals and Objectives In 1979, the City of Muskegon Recreational Facilities Plan prepared a series of general policies to guide the Department in the developments of goals and objectives for the city-wide park system as follows: 1. The City Recreation and Parks System should serve mainly the day use demands and needs of its residents. 2. The City should supplement and not compete with private or semi-private recreation activities. r -42- �3. The Recreation and Parks System should endeavor to have its special facilities and programs, self-supporting. 4. The City shall consider the special those who are at some disadvantage. requirements of Based upon a complete inventory and analysis, city-wide recreation goals are geared to first, localizing recreation opportunities for the citizens of the City of Muskegon, and secondly, increase regional tourism. COMMUNITY FACILITIES PLAN The City of Muskegon City Hall is located at 933 Terrace Street at the intersection of Terrace and Muskegon Avenue. The facility was opened in 1970 and contains the majority of administrative offices and meeting facilities used by elected and appointed officials. The structure contains off ices of the City Manager, City Clerk, Tresurer, Water Office, Finance Department, Assessor, Inspection Department,Planning and Community Development Offices, Recreation and Parks Department, Engineering, and Police Department. The Muskegon County Department of Public Works and Central Dispatch offices are also located in the City Hall. The building serves numerous functions, is heavily utilized for conferences and meetings as well as the day to day functions of city government. The building appears to be adequate for various administrative and service functions while the site is 1 imi ted in terms of size in the event an expansion of the structure was necessary. Recognizing the stable population within the community, it appears expansion of the building would not be warranted. A small offstreet parking area is located immediately adjacent to the building which services as police department parking, as well as parking for several administrative offices. Across Muskegon Avenue one-half of the city block is occupied by an off-street parking facility that is utilized by visitors and city staff. Because of 1 imi ted parking f aci 1 it ies on-site, the re tent ion of this off-street parking area to the northwest of City Hall is recommended. The Police Department is located within the City Hall structurP, physically separated from other office functions by the internal design of the building. The Pol ice Chief indicates the Muskegon Police Department is comprised of six separate divisions or bureaus as follows: J ' l The Records Bureau The Juvenile Bureau The Identification Bureau The Patrol Division The Detective Bureau The Traffic Bureau The Department is comprised of 65 sworn officers and 9 clerical personnel providing 24-hour coverage and service to the residents of the City. r -43- �Standards utilized in general evaluation of police department personnel adequacy rely upon a guideline of 2 to 2.5 officer per 1,000 population in an urban setting. A suburban or rural police department agency is usually evaluated on the basis of 1 to 1. 5 officers per 1,000 population. In the Muskegon situation the urban atmosphere and the number of incidents recorded by the department indicates need for staff levels at the standard of 2 to 2.5 officers per 1,000. The Fire Department of the City of Muskegon is headquarterd at Central Station immediately adjacent to City Hall along Terrace Street. The Central Station is 52 years old and is in process of a 3-phase renovation program. The Central Station services all of the downtown area and its immediate environs, as well as the central east side of the City. Fire Station No. 4 is located on Hackley east of Barley and is planned to be closed in the immediate future and relocated at the intersection of Laketon an n Lakeshore Drive. The Madison-Laketon Station No. 2 was closed due to budgetary constraints and Central Station is used to service the east side of the City. The building is currently leased by the Michigan Department of Transportation as a field office. Station No. 5, called Marquette Station, is located in the northeasterly portion of the City in the Marquette neighborhood. This station is relatively new and functionally adequate to service the needs of the northeast portion of the City for the forseeable future. The Fire Department contains 47 full-time personnel and the Fire Chief indicates this personnel level is generally adequate to service the needs of the City utilizing existing facilities. Mutual aide agreements are in effect with all surrounding city and township areas to provide mutual assistance in the event of a substantial fire. The Chief indicates consideration has been given to establishing a cooperative fire department among the Ci ty and some of the surrounding suburbs. Due to shifts in population and the fire service needs of the community serious consideration should be given to further discussion regarding implementation of the fire authority approach. Economies of scale could be realized in terms of personnel, equipment and general over al 1 operation. ' Other municipal facilities include the Public Services Building located at 1350 E. Keating which provides sewer, water, and general public works functions for the community. The site contains a modern office structure and associated storage and service facilities. The site appears to be adequate in accomodating existing and planned public service activities in the near future. r -44- r �~ ~ PARK SPACE C1DC OPEN ~ OTHER e:mml GOLF ~ PUBLIC COURSE MARINA EDUCATIONAL FACILITY l*H I CORRECTIONAL FACILITY CARE FACILITY HEALTH c:::!!:J:J CEMETERY F'§'d'}J OTHER SEMI • PUBLIC / / / ,# /,· /. / / / /, / //. / ., ---- ---- 4F < ...-,.. <" CITY OF MUSKEGON, MICHIGAN TOD J . KILROY , CONSULTANT CITY OF MUSKEGON PLANNING ,COMMISSION 0 DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT ooq IC4l.l If ,HT P.C. TROY , IIICHIQAN -0 - PROGRESSIVE PLANNING ASSOCIATES, P.C. 8LOOMFIELO HILLI , MICHIGAN �The City also operates several cemeteries as indicated in the Existing Land Use Inventory. There is space available within the cemetery areas to accomodate additional burials when necessary. The Farmer's Market is located at 700 Yuba in the north central port ion of the community. The site is adjacent to the northerl y extension of Seaway Drive and borders the Ryerson Creek greenbelt. The Market operates on a seasonal basis and has adequate space fo r the amount of activity. The City's water filtration plant is located along the Lake Michigan Shoreline adjacent to Pere Marquette Park. Line3 extend into Lake Michigan where water intake is accomplished and the facility filters and treats the water prior to distribution throughout the community. The City also operates the Chase Hammond Golf Course located on M-120 north and east of the U.S. 31 Expressway. The City is served by two libraries. The Hackley Public Library, operated by the Muskegon Public Schools, is located at 316 w. Webster Avenue. The second library facility is operated by Muskegon County and is located at 635 Ottawa Street. Both facilities provide more than adequate library services to th e population to the City of Muskegon. Other community facilities include the schools provided by the Muskegon Public School District, as well as the Muskegon Community College located in the northeast portion of the City and the Muskegon Business College which is located immediately adjacent to the downtown area. There are also a variety of parochial schools scattered throughout the City area providing elementary and secondary education. The Recreation and Community Facilities Plan Map graphically depicts existing and proposed facilities throughout the City of Muskegon. The Plan indicates retention of all existing facilities as well as a continued emphasis regarding the recreation aspects of the Muskegon Lakeshore . The Plan indicates a new City Park immediately adjacent to the Harbour Towne develoment near th e intersection of the Channel and Muskegon Lake. The Open Spac e area that is adjacent to the tank farm along Muskegon Lake is als o retained and the new Lakeshore Yacht Harbor developed at the Cole s Bakery property is designated on the Plan as a marina facility. The recently acquired Michigan Foundary Supply Company area is designated as a future marina site recognizing the County's emphasis on development on the site for cross-lake ferry and other theme park tourist attraction type activities. The Plan also illustrates continued recreation development of the Consumer's Power property adjacent to the existing City Park and campground areas. 1 1 T -45- �, Chapter VI Economic Base Analysis �Chapter VI- ECONOMIC BASE ANALYSIS MARKET ANALYSIS COMMERCIAL MARKET ANALYSIS Commercial land use needs will vary substantially between any two cornmuni ties, and it is the purpose of the following to analyze Muskegon's commercial land use characteristics and to recommend a long-range policy and land acreages for meeting those needs. The advent of the automobile brought many drastic changes to the physical makeup of communities. An outstanding example of this change would be today's modern shopping center. Although the concept of the shopping center is fairly recent, the methods of economic market analysis have not readily adapted to this change. As a result, there are too few planned shopping centers and shopping areas which contain the aesthetic and design qualities necessary to draw potential customers. The following concepts and principles have been developed to assist in measuring the community's present and future needs for commercial facilities. FUNCTIONAL CLASSIFICATION OF COMMERCIAL CENTERS There are three basic types of commercial centers: neighborhood, community and regional. They differ in size as well as in the commercial establishments included in each. The types of following is a brief description of the three types of shopping centers. The Neighborhood Center, provides for the sale of convenience goods (foods, drugs and sundries) and personal services (laundry and dry cleaning, barbering, shoe repairing, etc.) for day-to-day living needs of the immediate neighborhood. The neighborhood center is built around a supermarket as the principal tenant. In size, the neighborhood center has an average gross lea sable floor area close to 50,000 square feet. It may range from 30,000 square feet up to as much as 100,000 square feet. The neighborhood center needs from four to ten acres of site area. It normally serves a trade area population of 5,000 to 40,000 people within six minutes driving time. l The Community Center, in addition to the convenience goods and personal services of the neighborhood center, provides a wider range of facilities for the sale of soft lines (wearing app a rel) and hard lines (hardware and appliances). It provides an increased depth of merchandise available. -46- J �A community center is built around a junior department store as the major tenant, in addition to a supermarket. 1t does not have a full-line department store, though it may have a strong speciality store. I I I I I I I I I In size, the community shopping center has an average gross leasable area of 200,000 square feet and range to 500,000 squnre feet. The site area ranges from 10 to 30 acres or more and a trade area population of 40,000 to 100,000 people is necessary to support a community center. The Regional Center, provides for general merchandise, apparel, furniture and home furnishings in full depth and variety. The center is built around one or more full-line department stores for its major drawing power. In size, the regional center has an average gross leasable area of 400,000 square feet. Regional centers range from 300,000 square feet up to 1,000,000 square feet or more. The regional center needs a population of at least 150,000 to 400,000 people. The site area needed for a regional center is 30 acres or more. EXISTING AND PROPOSED COMMERCIAL CENTERS The City of Muskegon has over 250 acres devoted to some sort of commercial establishment, and an additional 43 acres in office use. The City has all three types of centers mentioned above along with linear development along many thoroughfares. The following is a listing of all the commercial centers and major linear development within the City. Linear Commercial Lakeshore Drive between McCracken Street and Torrent Street Intermittent along Sherman Boulevard from Grove Street east to about Barclay Street The Downtown area along Western Avenue, Clay Avenue, Webster Avenue, Pine Street and Third Street Along Ottawa Street from Eastern Avenue to Bayou Street On Apple Avenue between Forest Street and William Street, and also from Roberts Street to Home Street Various locations along Laketon Avenue; between Barclay Street and Seaway Drive, between Sixth Street and Peck Street, and from Terrace Street to Roberts Street On Getty Street from Apple Avenue to Forest Avenue, and from Delano Street to Hovey Avenue The Getty Street - Apple Avenue interchange Along Henry Street from Laketon Avenue south to Sherman Blvd -47- �Neighborhood Centers Farmers' Market in the Murphy Street Walton Avenue area Laketon Avenue from Roberts Street to Creston Street Plumb's Supermarket Center at Apple Avenue and Getty Street Outlet Mall at Henry Street and Windsor Avenue Community Centers I I I I I I I West Village Shopping Center at Henry Street and Sherman Blvd Walgreens Shopping Center also at Henry Sreet and Sherman Blvd Regional Center Muskegon Mall in the downtown area Other commercial establishments exist within the City, but they are generally scattered and not concentrated in a center or a major grouping. The major commercial areas in Muskegon are; the downtown area and Muskegon Mall; the Henry Street-Sherman Blvd shopping center area; the U.S. 31-Apple Avenue interchange; Apple Avenue, Laketon Avenue, Getty Street, and Henry Street. Commercial centers in close proximity to the City include; Beltline Plaza, a neighborhood center at U.S. 31 and Apple Avenue K-Mart Shopping Center, a community center also at U.S. 31 and Apple Avenue Henry Street from Sherman Blvd to Seminole Road, linear development and three community centers, K-Mart, Meijer Thrifty Acres, and Park Row Mall. Plumb's Supermarket and Eberhard Food Store in the City of North Muskegon. At present there are no proposed centers for the City of Muskegon. In Norton Shores, there is a mall proposed for the intersection of Seminole Road and Seaway Drive. COMMERCIAL POTENTIAL The purpose of the market analysis is to evaluate commercial development with regard to the needs of the population served. Generally, the most useful approach is to compare existing commercial development within the City to the needs of projected population levels. The basic assumption of this method is that the households in the trade area choose to make their purchases within their own neighborhood or community. This is not entirely true, of course, but J r -48- �• ( . ,, ' • NEIGHBORHOOD CENTER • COMMUNITY Q PROPOSED • REGIONAL CENTER CB·D CENTRAL BUSINESS ~ LINEAR PRIMARY 1111111 CENTER COMMUNITY CENTER DISTRICT COMME~CIAL TRADE SECONDARY AREA TRADE AREA I ' 0 CITY OF MUSKEGON, MICHIGAN h 0 .5 SCALE IN MILES @ ~ ~. To South Counti Line �the assumption is reasonable, particularly for convenience items. Even for comparison and general trade, the analysis provides an estimate of commercial acreage that is needed by these households, although this acreage may be located outside the locally nefined trade area. In addition, a certain amount of cross-oN'er occurs between trade areas in both directions, cancelling out much of the effect, especially when facilities in adjacent neighborhoods or communities are similar. Table 18: TOTAL SUPPORTABLE COMMERCIAL LAND IN THE CITY OF MUSKEGON - 1985 TO 2000 1985 Comparison Convenience General Totals Source: 1990 2000 Sq. Ft. Acres 821,395 75.4 311,629 28.6 430,630 39.5 Sq. Ft. Acres 821,502 75.4 312,235 28.7 430,538 39.5 Sq.Ft. Acres 858,467 78.8 323,995 29.8 447,439 41.1 143.5 143.6 149.7 TOD J. KILROY, CONSULTANT P.C. estimates. The purpose of the above market analysis was to determine the commercial needs of the City. As indicated above commercial expectations are listed at 143.5 acres for 1985 (within one year). This figure represents the land needed for commercial purposes for the residents of the City based upon their income and their spending patterns. Presently within the City there are 256.4 acres in various commercial categories. This figure is higher than what is actually needed but it portrays the cross-over characteristics of the Muskegon area. It shows that many residents from outside the City 1 imi ts patronize City commerc ia 1 establishments quite heavily. closer comparison of the table above with existing conditions reveals some interesting facts about the City's commercial needs. A Table 19: EXISTING AND SUPPORTABLE COMMERCIAL LAND IN THE CITY OF MUSKEGON Existing Acres J I 46.6 Supportable Acres (1985) Comparison Convenience General 117.9 75.4 28.6 39.5 Total 256.4 143.5 91. 9 -49- �At present there is a surplus of convenience and general commercial acres. Again their meer existence attests to the drawing power of a metropolitan center. If Muskegon was isolated these two figures would be much lower. The comparison category lists a need for 75.4 acres, but only 46.6 acres exist within thP. City. The popularity of planned shopping centers has resulted in people spending more of their income on comparison items. Within the City, the Muskegon Mall meets some of this demand but the deficiency of almost 30 acres means the City should concentrate any future development in this comparison Cp.tegory. This is not to say that the convenience and general categories should not have any development but it should be limited. If the City is to serve as a regional center and draw consumers from the surrounding communities, the comparison category will need even more expansion. The actual drawing power of the City as a regional center depends upon its market penetration into surrounding communities. The cross-over nature of a metropolitan market such as Muskegon necessitates an in-depth review of the income, land use, population, and distribution of surrounding communities. This review follows. SECONDARY MARKET ANALYSIS Based upon driving time, accessibility and support population the following communities are considered to be within the secondary trade area: Muskegon Heights Norton Shores Laketon Township Muskegon Township Roosevelt Park Fruitport Township N. Muskegon The same process used to examine the Primary Trade Area's commercial needs will be utilized to determine the Secondary Trade Area's needs. Many of the tables included previously will be omitted here to avoid duplication. The most important elements to this study are income and population data. With this data, it is possible to project retail sales potential and commercial needs for the area. -50- �Table 20: POPULATION EXPECTATIONS FOR SELECTED MUSKEGON COUNTY COMMUNITIES 1980 1985 1990 2000 Fruitport Village 1,143 Fruitport Township 9,503 6,327 Laketon Townhip 14,611 Muskegon Heights Muskegon Township 14,557 4,024 North Muskegon 22,025 Norton Shores 4,015 Roosevelt Park 1,478 10,567 6,863 15,308 14,476 4,166 22,847 3,524 1,491 10,854 7,233 15,325 14,687 4,207 23,149 3,536 1,513 11,354 7,858 15,353 15,042 4,272 23,676 3,555 Source: 1980 Census, Estimates of Population and Housing, West Michigan Shoreline Regional Development Commission, 1977, and TOD J. KILROY, CONSULTANT P.C. estimates. Table 21: TOTAL SUPPORTABLE COMMERCIAL LAND IN THE SECONDARY TRADE AREA - 1985 ~TO 2000 1985 Sg. Ft. Acres Comparison 2,227,584 836,984 Convenience 1,162,884 General Totals Source: 205 77 107 1990 Sg. Ft. Acres 2,329,658 883,573 1,214,092 389 214 81 111 2000 Sg. Ft. Acres 2,558,517 962,090 1,331,355 406 235 88 122 445 TOD J. KILROY, CONSULTANT P.C. estimates. As indicated above, commercial expectations for the Secondary Trade Area are listed at 389 acres for 1985 (within one year). This figure represents the land needed for commercial purposes for the residents of the area, based upon their income and their spending pat terns. The residents' income can support 3 89 acres. Zoning Districts and Projected Demand In order for a community to properly plan and zone for commercial expansion it is necessary to review existing zoning districts and existing and projected commercial demands. Muskegon has approximately 300 acres at present dedicated to some form of commercial enterprise, ranging in size from the corner gas station to Muskegon Mall. Following is a comparison of existing land use and existing commercial zoning districts. Some categories do not correspond exactly but this is the most accurate portrayal. -51- �Table 22: PRESENT COMMERCIAL ZONING DISTRICTS & LAND USE Present Zoning Acres Zoning District Neighborhood Business CB-1 ) Central Business CC-8) Central Ser v Ice (C-S) Automotive Business (B-1A) General Business (8-3) Tota Is Land Use 108.8 12.5 63.6 13. 9 280.3 Existing Acres Convenience Comparison Office Automotive Bus. General Bus. 4 7 9. 1 ac Difference 91 • 9 46.6 43.5 37.5 80.4 + 16.9 Ac - 34. 1 + 20. 1 - 23.6 +199,9 299.9 ac The "difference" column should always have a positive reading. The above abera t ions are due to the problem of direct correspondence of categories and the wide variety of uses allowable in B-3. This table shows that the City has zoned for approximately 180 acres more of commercial uses than are presently existing. This is only the current view. What is helpful in creating a sound Business Areas Plan is a review of projected demand and how zoning designations should change to fit future needs. Earlier, the commercial potential for the City was determined and projected to the year 2000. This represents what the population and their incomes will demand in the future. Following is a 1 is ting of this, compared to what is presently zoned for these purposes. Table 23: ZONED COMMERCIAL LAND & PROJECTED DEMAND {ACRES) Neighborhood Business Central Business & Service Automotive Business General Business Total Zoned Projected Demand 1985 1990 2000 108.8 76.1 13.9 280.3 28.6 75.4 30.8 8.7 479.1 143.S 28.7 75.4 30.8 8.7 14 3. 6 29.8 78.8 31. 9 9.2 149.7 There are some differences in defintions in the categories in the above table. Perhaps certain automotive enterprises can be conducted in the General Business category. Other variations may also occur. Recognizing these differences exist the above table can still be reviewed, but in a more general manner. The figures -52- �indicate Service category. land use will grow deficiencies in zoning for the Central Business and category (comparison) and the Automotive Business This same deficiency was noted when comparing existing and zoning districts. In the future these categories in size and the zoning districts should do so also. INDUSTRIAL BASE ANALYSIS The analysis of the industrial segment of the local economy includes a view of the employment characteristics of the existing population and a projection of the future employment levels. Further, this analysis examines the amount of existing industrial land use and compares it with the projected need for future years. EMPLOYMENT CHARACTERISTICS & POTENTIAL The 1980 occupational characteristics for the City of Muskegon are listed in the following table. Realizing that we are entering a post-industrial society, with its accompanying larger service and high techonology sectors, this table should be viewed with knowledge of its changing nature. Table 24: 1980 OCCUPATIONAL CHARACTERISTICS IN MUSKEGON Persons Occupational Group Clerical, Sales Workers Operatives & Kindred Workers Service & Household Workers Professional & Technical Craftsmen & Foremen Managers & Administrators Laborers & Farm Workers Totals Source: Percent 3,762 2,936 2,775 1,852 1,640 862 777 25.8 20.1 19.0 12.7 11.2 5.9 5.3 14,604 100.0 U.S. Department of Commerce, Bureau of the Census; Census of Population 1980. (U.S. Government Printing Office, Washington, D.C.) The relationship of the total number of persons employed (14,604) to the City's total population in 1980 equates to approximately 36%. Al though this percentage wi 11 vary in the future depending upon changing population characteristics, it would be reasonable to assume that a like percentage of the future population will also require various types of employment. Applying this percentage figure to the population projections made earlier, employment expectations can be generated. -53- �Table 25: EMPLOYMENT EXPECTATIONS FOR MUSKEGON Year Expectations Population Level 40,823 38,532 36,726 1980 1990 2000 X Employment (36%) = 14,604 13,872 13,221 TOD J. KILROY, CONSULTANT P.C. estimates. Source: The distribution of present employment is listed next. This table includes data relative to the kinds of industry in which the occupational groups are classified. This table represents the various fields in which people are employed. For example, a person working for a Durable Goods Manufacturer would be classified under "Craftsmen and Foremen" in the Occupational Characteristics Table, while the firm he is employed with is manufacturing auto bodies. This data will give some indication as to what might be expected in the future. Of the industries listed there are certain types that relate directly to an acreage generation factor for each expected employee. Table 26: 1980 EMPLOYMENT BY INDUSTRY GROUP IN MUSKEGON Employed Workers in Specific Industry Groups Persons Construction* Durable Goods Manufacturing* Nondurable Goods Manufacturing* Transportation & Communication* Wholesale & Retail Trade (indcluding Finance, Insurance, and Real Estate) Business & Repair Services Personal Services Professional Services Public Administration Other Industries* Totals * Source: Percent 473 3.2 4,107 28.1 823 5.7 758 5.2 3,533 456 586 3,112 655 101 24.2 3.1 4.0 21.3 4.5 0.7 14,604 100.0 Types of industries which relate to the acreage generation factor noted above. U.S. Bureau of the Census, U.S. Census of Population, 1980 (U.S. Government Printing Office, Washington, D.C.) -54- �c::::J CONVENIENCE - COMPARISON COMMERCIAL COMMERCIAL b w4:'¾J OFFICE 111111111111111 GENERAL COMMERCIAL ~ WATER ~ MIXED USE (COMMERCIAL) ~ MIXED USE (HERITAGE) amE MIXED ORIENTED USE COMMERCIAL l~"""i===:/ ··~ c..- I i (CENTRAL) I _...!::.:.....11::!,'~- ~ LIGHT cm::'.11 INDUSTRIAL ~ :;:,: . iel:l~~~~ INDUSTRIAL GENERAL PARK INDUSTRIAL .:::,':: . l:linElllm .. El c I ) ...:~ ... ·-· - - - - - - - - - - - -~· . . .- - - - - - -- .. . ---- :;· l::....::::k: __ cz=::E '' DB!iE:B · tffilElaB ---- ······ ~ ".1"1'11111 i:::;i,;=:--; ...:;t,]\11= = - .-. : ·~'"::~~~5:J L....'.h~ -.- ==~·== :•;,:, <",),!. ==::::i=:.·., V\.' . ~ ~ ,•: tllli,l =L....L.- , ~ ~:*"· 8!9[::363 .. 'f.~ \, I I I> ,,. I 1 ~ rnf1m111anHi . [] IT1h!~\11WW Iii !Ill!Ii m rnffi___:_YWlndlWill < rn[rnra1r11111w --- --- l] -~~ ~ ~rn 7rr, Ea~ 6!3imlil -v -,.. l2lil I@ ffittlJ:11::3 EaB E:iB~ l CITY OF MUSKEGON, MICHIGAN CITY 0_F MUSKEGON PLANNING COMMISSION TOD J . KILROY , CONSULTANT P.C. TROY , MICHIGAN 0 DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT f too - PROGRESSIVE PLANNING ASSOCIATES, P.C. BLOOMFIELD HllLS , MICHIGAN 11 �r r r Those industries that are noted as having a specific land acreage generation factor comprise approximately forty-three (43) percent of the total employment figure for the City. Applying this percentage to employment expectations in the City listed above, an employment figure requiring a land area designation (the acreage generation factor) is listed. Table 27: EMPLOYMENT AND LAND AREA ALLOCATION FOR THE CITY OF MUSKEGON Year 1980 1990 2000 Source: Probable Total Employment 14,604 X 43% Probable Employment Requireing Land Area = 6,262 5,965 5,685 13,872 13,221 TOD J. KILROY, CONSULTANT P.C. estimates. Employment levels are anticipated to remain constant or slightly decline over the next few years. Various industrial employment studies have indicated that an overall ratio of 20 industrial employees per acre of industrial land can be expected in metropolitan areas. Dividing this figure into the above 1 is ted probable employrnen t figures, the following results are yielded. Table 28: EXPECTED INDUSTRIAL LAND AREA ALLOCATION IN THE CITY OF MUSKEGON Year Probable Employment Requiring Land Area 1980 1990 2000 6,262 divided by 20 = 5,965 5,685 Source: Probable Industrial Acreage TOD J. KILROY, CONSULTANT P.C. estimates. -55- 313.1 298.3 284.3 �r r r The above figures are only illustrative, in that the assumption is made that the City will have the same, employment generation characteristics as the City residents' occupations indicate. At present Muskegon has 721 acres of land in the Industrial category according to the Land Use Survey. It is apparent from the previous discuss ion figures that the City's industries employ a large number of persons living outside of the City. Future i ndustr ia 1 exapans ion in the City wi 11 probably be of a 1 ight manufacturing type. The most appropriate location for this expansion is the Port City Industrial Park which is presently below its capacity. The present industrial complex in the Lakeside Area will remain in place during the planning period. It is necessary to realize that Muskegon is not an island, and that a large amount of commuting occurs. Not all of this is commuting into the City either. There are large industrial complexes north and south of the City which draw some employees from Muskegon. In a metropolitan area, this will always occur and it should be realized when formulating an Industrial Areas Plan that surrounding areas play a major role. -56- �r r r r r r r r Chapter VII Major Streets Plan �r r r r r r r Chapter VII- MAJOR STREETS PLAN The Major Streets Plan examines the road needs of today and projects these needs into the future based upon anticipated land uses. Recognition of and coordination with State, Regional, and County road proposals is implicit within the Major Streets Plan document. The purpose of the plan is to suggest the development of the best possible circulation system for the long-range needs of the community. The Major Streets Plan attempts to provide for the efficient movement of existing and anticipated traffic both at the local and regional scale. An important consideration in the development of a Master Plan for the City of Muskegon is the aspect of accessibility. The automobile has reoriented land use patterns, making the free movement of people and goods essential to the economic and social we 1 fare of the community. The Major Streets Plan considers the relationship between the type and intensity of land use and a resulting generation of traffic movements to ensure orderly development and a desirable environment. Often, the Major Streets Plan will shape the urban development pattern giving it guidance and form through the imposition of an expressway system or other major regional collector thoroughfare. Hopefully, road planning takes into account the environmental impact and economic impact that such road proposals will have upon future generations. CONCEPTS The basic concept system suggested herein divides the highway network into four functional activities. The framework of the road system will provide the format for the City's continued development and redevelopment in the years to come. The highway system is composed of freeways, major thoroughfares (major arterials), collector streets, and local streets. The graphic, Street Classification System Concept, indicates the type of streets by its function and also depicts whether the function is that of an internal street or an external street. Internal streets are classified as the local or collector streets, while external streets comprise that portion of the system covering major thoroughfares, collector or secondary thoroughfares, and freeways. STANDARDS Road planning agencies throughout Michigan use generalized road planning standards in proposals for major and local thoroughfare systems. The standards that are suggested herein represent a composite review of various agencies. Composite standards may be summarized as follows: -57- �r SUMMARY OF IDADWAY PLANNING STANDARDS Suggested Standards For r r r Expressway Major Thoroughfare Collector 300' to 500' 120' to 150' 66 1 -86 1 60 1 -66 I B) Pavement Width 12' each lane Urban - 60' Rural - 24 I 36'-44' 27'-32' C) Nl.IlTlber of Lanes 4 or rrore Urban - 4 Rural - 2 2-4 2 24' or rrore None Element A) Right-of-Way D) Median Width 26' or rrore Local None r The City of Muskegon contains the full range of thoroughfare classifications. Freeways include the U.S. 31 Expressway, the I-96 Business Route along Seaway Drive, and Skyline Drive which connects Seaway Drive with the U.S. 31 Expressway. Major thorough -fares within the City include Sherman Boulevard from east to west extending through the City of Muskegon and the City of Muskegon Heights. Laketon Avenue east and west, as well as Apple Avenue. A portion of Evanston Avenue from Getty Street to Creston Street is also classified as a major thoroughfare. West Western Avenue and Terrace Street ( in the downtown area) also meet the classification of a major thoroughfare. Recognizing that portions of the City are in excess of 100 years of age, many of the streets were platted in a subdivision context ranging in right-of-way from 40 to 60 feet. The majority of these local streets are 50 feet in width. More recent development activities have indicated the need to expand rights-of-way and the Terrace Street development expanded the right-of-way to 125 feet to accomodate the boulevard. Similarly, redevelopment activities in the northeastern portion of the City adjacent to Marquette Avenue indicate that many streets were replatted and redivide<l at a 60 foot mininum width right-of-way. TRAFFIC VOLUMES The west Michigan Shoreline Regional Development Commission (WMSRDC) has compiled traffic volume information for major thoroughfares and expressway components of the regional transportation system over the past several years. The mos t recent mapped and tabulated traffic volumes were recorded during 1982. The data plotted by WMSRDC comes from a variety of sources. -58- �r f I ' r ' According to information from the Regional Development Commission, traffic volumes in the Muskegon Metropolitan Area and specifically within the City of Muskegon have remained relatively consistent over the past several years. Static economy, population levels remaining generally consistent, and the lack of employment opportunities have all had some impact upon the existing traffic pat terns ( or the lack thereof). From a review of the existing traffic system, it appears that the majority of major and secondary thoroughfares throughout the City of Muskegon and the immediate surrounding communities are generally adequate to handle the majority of traffic. The peak times in summer and holiday periods cannot be planned for to any great degree, because of the significant investment in capital improvements that might be necessary. Any improvement that is proposed requires significant forward thinking and planning on a site specific basis prior to implementation. THE CURRENT SITUATION The City of Muskegon has faced numerous traffic planning obstacles since its inception over 100 years ago. Depending on the land developer, the street pattern may be parallel to Muskegon Lake perpendicular to Muskegon Lake, at an angle to Muskegon Lake, or running in a north, south, east, and west manner based upon the grid coordinate system of the State of Michigan. The development of the railroad system in, around, and through the City of Muskegon has had a significant impact on the road system. Several railroad c·orr id ors traverse residential, commercial, industrial, and similar land use areas causing skewed intersections of the street patterns, interupting continuity, and establishing a series of inappropriate land use relationships. City records at the turn of the century indicate the willingness on the part of the City Commission to grant easements and street right-of-way vacations for the purpose of the expansion and ex tens ion of the railroad system in and through the City of Muskegon. PROBLEMS The City of Muskegon is not without its thoroughfare problems, the historic conflicts with the railroad are but an indication of the complex traffic pattern that has emerged since the history of the City began. -The present stre~~ system from Laketon to Marquette, from Getty to Muskegon Lake, as well as, Lakeshore Drive area out to the Lakeside area has been in place since the mid 1880's. The traffic pattern has been adjusted by the imposition of the Seaway Drive Expressway, as well as, the construction of the U.S. 31 Expressway. However, the local conflicts and problems within the thoroughfare system still exist. -59- �r 'I I I Other problems that have been observed include the incomplete traffic pattern that exists within the downtown area. West Western Avenue ends prior to the intersection of Lakeshore Drive. Therefore traffic must u ti 1 i ze other local streets to exit from West Western Avenue and enter the traffic pattern along Lakeshore Drive. Terrace Street has been expanded in right-of-way from its intersection with Walton northwest of Apple Avenue, extending past the mall area and adjacent to the Terrace Plaza Office building. Presently Terrace Street ends at the extention of 4th Street, with no major thoroughfare continuity beyond that point. Until recently 6th Street was designated as a state route by the Department of Transportation. It functionally provides access into and through the Heritage District of the City. The attempt to preserve this area as a historic neighborhood will be aided by the removalof major thoroughfare traffic between West Western Avenue and Webster or Muskegon Avenue. Another problem noted during the land use field survey was the extensive street length that is applied in most residential streets throughout the City. There are diversions in the street pattern caused by the imposition of land uses such as schools and cemeteries as wel 1 as the ra i 1 road influence that has occurred. Many streets although residential in character extend for several miles in either north-south or east-west direct ion. More recent development patterns in the Marquette neighborhood and other areas of the City indicate a replatting and redivision of land as well as redesign of the residential street system. In those areas where street pat terns beyond the desirable length, it is recommended that street diversion be placed at intersections redirecting traffic and diverting such traffic onto major thoroughfares. The intersection areas along U.S. 31 Expressway provide traffic access from major thoroughfares such as Apple, Laketon, and Sherman Boulevard onto the expressway system. A problem that was noted indicated that Apple Avenue is constructed as a full interchange while Laketon Avenue and Sherman Boulevard do not hav e a full interchange constructed. As traffic volumes increase in these areas, it would be appropriate to give serious consideration to the construction of full expressway interchanges complet e ly separating each direction and flow of traffic. The final problem particular to the Lakeside area is the inordinant amount of truck traffic that traverses Lakeshore Drive with a destination to Laketon Avenue and eventually to the expressway system. Presently some access is provided along McCracken Street from Lakeshore Drive southeasterly to Sherman Boulevard. Consideration should be given to an improvement of McCracken Street and the 1 imi ting of truck access easterly from McCracken Street to the Lakeshore Drive area. Through the -60- �- EXPRESSWAY MAJOR THOROUGHFARE COLLECTOR LOCAL (300 ' - 500' R.O.W.) ( 120' - 150' R.O.W.) THOROUGHFARE STREET (60' - 66 1 (86' R.O.W.) R.O.W.) ,J / / / / /'" /' / / / /' /' 3 ~= 1·m· ·, · -,1rai ~! ?- ~_,:~--1 ~~~ : _-t: _f5.s.- ,:\J:iit i;r:;; ::::!J.. 'M' .I=. Ji' ·~,~_';.J·""' 3ffi ;;i;l:t :::: ' 'I' ·. ,nl e;:113:~'7'~ ".i J•\ · "!'.IJ:C~, . a:! ma:r" ! d:. Lt.0_; !l:!5=·· - - . ~:: . ! ,;;.~,l--;a.r-" :::::,...,_ . ' t ~ -•-·=-- ·-===i-- • -~~----i1TTTTTTPTTTT-r-<I CITY OF MUSKEGON, MICHIGAN CITY OF MUSKEGON PLANNING COMMISSION 0 TOD J . KILROY , CONSULTANT P.C. TROY I MICHIGAN 0 Iii DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT ... ICAU bi ":IT 7 - 1 PROGRESSIVE PLANNING ASSOCIATES , P.C. SLOOMFIELD HILLS , MICHIGAN I L_ �construction of a boulevard type street along McCracken Street and the presently unused railroad right-of-way, a serious traffic problem could be avoided. Major traffic generators could then utilize this reconstruction of McCracken to access into the Lakeside area with minimal negative impact upon surrounding residential neighborhoods. MAJOR STREETS PLAN J I I I The Major Streets Plan designates the existing major thoroughfares of Sherman Boulevard, Laketon Avenue, Apple Avenue, Seaway Drive, Henry Street, West Western Avenue, and Terrace Street as the major arterial system for the City. The expressway designation applies to portions of Seaway Drive that are of free-way consequence and to the U.S. 31 Expressway along the eastern portion of the City. A similar designation applies to the Skyline Drive area along the northerly edge of the community. The collector road system designates Lakeshore Drive, McCracken Street, Peck Street, Wood Street, Marquette Avenue, Harvey Street, 3rd Street, and Clay Avenue as secondary arterials. I I I I I I r r r r r -61- �-I I I I I r r r r r Chapter VIII Master Land Use Plan �;r , J I I I I I f CHAPTER VIII - MASTER LAND USE PLAN INTRODUCTION The Master Land Use Plan sets forth a statement of community objectives and policies for meeting current and anticipated problems and guiding future development of the City. This section of the Master Land Use Plan deals with future land use for the City, keeping in mind the current situation and the probable future. It is important to remember the geographical location of Muskegon and its role as a regional center as well as land use and facilities now in place. overall, it is important to recognize the limitations of the Master Land Use Plan as well as its potentials. No one has clear vision of the future, and, therefore, it is not possible to precisely predict how a parcel or neighborhood of the City will develop. The Master Land Use Plan should be viewed as a guide to the future and it should be recognized as just that. The Plan should be used as a guide to an improved quality of 1 i fe with minimum adverse effects upon the land and the people who live and work on it. DESCRIPTION OF THE MASTER LAND USE PLAN r r The Master Land Use Plan for the City of Muskegon proposes development of the community over the next fifteen years to the year 2000. Relying on the data of the foregoing sections as a bas is for project ion, the Master Land Use Plan Map graphically portrays how the various parcels should be used as future development and the eventual redevelopment of specific areas, occurs in the City. Categories of use on the Master Land Use Plan include twenty-six specific delineations grouped into six general categories dealing with residential, commercial, industrial, mixed use, recreation/public/semi-public, and circulation. within each of the above listed categories certain types of land uses are expected to be predominant. Overall, Muskegon is almost completely developed. With a 1980 population of about 40,000 persons and an estimated capacity population of 54,000, the Ci ty is approximately 80% developed. The vast majority of land wi t hin the city is devoted to residential uses. The other major uses planned for the City are public, recreation, and i ndustr i a 1. A. description of each category and the specific uses anticipated within each classification follows. The residential land use category on the Master Land Use Plan is subdivided into single family residential, two family residential, and multiple family residential. The Plan envisions an eventua l occupation of all single family lots within existing neighborhoods. There are two large areas that are presently -62- �J I I I I I r r vacant which are proposed for single family development. The area north of Marquette and east of Creston is designated for single family use. Another area of potential single family development is the land north of Sherman Boulevard and east of Barclay Street. The vacant area of proposed residential development known as Harbour Towne is found close to the channel in the Pigeon Hill area of the City. The two family designation appears in the central portion of the City near the Senior Citizen developments. The majority of the blocks so designated presently contain twofamily dwellings. The multiple family designation has been applied at various locations throughout the City to accommodate different housing options and lifestyles. In the block southeast of Lakeshore Drive between McCracken and Estes, multiple family residential is proposed to buffer the other residential areas from the commercial development along Lakeshore Drive. Expansion of existing multiple developments is suggested. Among those so proposed are the areas in the vicinity of Muskegon Community College, the Barclay Street and Hackley Avenue area, and northwest ·of the Hume Home on Lakeshore Drive near Davis Street. Muskegon has a reasonably large commercial base and it is proposed here for moderate expansion in recognition of it's role as a regional center. The Economic Rase Analysis details the commercial potential of Muskegon based on the number of households and the incomes of the City and surrounding communities. The Master Land Use Plan uses that study as a guideline and proposes various commercial areas. Many of the linear commercial patterns established on major thoroughfares through the years are proposed for future commercial development. In some of these areas there are vacant commercial buildings and lots which should be utilized more productively. Residences exist in some of these areas also and appear out of place. Eventually these conflicting land uses will be eliminated through market pressures for commercial development. The major changes to the commercial atmosphere of the City are mostly in the downtown area where various mixed use designations have been applied. Around the City other areas are proposed as dominant commercial centers. The Henry Street - Sherman Avenue area is proposed as a major commercial center including both comparison and general shopping facilities. This area should be connected in character to the Outlet Mall, to enable this retail development to be consistent. The Ottawa Street Western Avenue corridor is also proposed for commercial uses. The northern section of Muskegon has a convenience commercial area proposed for the eastern side of Getty Street north of Wesley in the Marquette Avenue vicinity. An office district is planned for the Peck Street - Sanford Street corridor near Hackley Hospital. Other -63- �commerc ia 1 uses throughout the City are proposed to coordinated shopping districts and to discourage undesirable strip development. I I I J r establish spot or A second factor analyzed in the Economic Base Analysis is the Industrial Base. In accordance with that analysis, specific areas of the City have been designated as light industrial, general industrial, or industrial park. The most significant designation is the continued delineation of the Port City industrial park in the extreme southeastern portion of the City. This area will provide sufficient space for light industrial expansion in the years to come. Another industrial expansion area is the existing industrial area north of Brusse Avenue and west of Getty Street. The area encompassed in this designation extends to the expressway interchange. Limited additions to the industrial district near Seaway Drive and Laketon Avenue are also proposed. The Mixed Use category contains various uses that can be combined to create a unique living, shopping, or office environment. There are three Mixed Use designations that appear on the Master Land Use Plan. The Mixed Use Commercial designation includes a variety of land uses. Activities to be encouraged in the mixed use-commerc ia 1 designation include office, retail and limited research and warehousing, as well as, the potentia 1 of some form of housing activity. The intent is to encourage reuse and new use of existing land parcels and existing buildings. The Mixed Use Commercial locations as follows: designation applies to four specific 1. The Muskegon Lakeshore area adjacent to Terrace Street north and west of the downtown area from E. Western Avenue over to and including the Lakey property and all of the Teledyne property. 2. The Lumber town area, the Amazon Building area, and the mixed use-commercial and office, marina and wateroriented development area located on W. Western Avenue north of Michigan Avenue and adjacent to the Muskegon Lakeshore. The designated property encompasses the area from Cole's Marina to the City Marina facility. 3. The third applies to Farm along S.D. Warren area for Mixed User Commercial designation the property west of the Standard Oi 1 Tank Lakeshore Drive over to the boundary of the Paper Company. -64- �4. I I I The final area of Mixed Use Commercial development is located between Henry Street and the Seaway Drive south of Young Street and north of Hackley Avenue. This area presently contains a variety of single family, multiple family, office, commerical, industrial, and similar uses. The intent of the Mixed Use Commercial designation is to encourage a final land use plan of limited commercial and office oriented activities with less emphasis in residential uses of the land. The second Mixed Use category is entitled · Mixed Use Heritage. The City of Muskegon has designated a "Heritage" zone. This area includes the general area from 7th Street northeasterly to 4th Street and from Muskegon Avenue northwesterly to W. Western Avenue. Most of This historic area is presently on the State and National Historic Register and contains a variety of single family, multiple family, office, and commercial uses all of which are located in unique historic buildings. The intent of the City is to preserve this area, retaining the original character of the buildings, however, allowing a variety of new uses. The third District. allocation The intent intensive activities Mixed Use classification is cal led Central Rusi ness The area designated for the Mixed Use-Central is located immediately surrounding the Muskegon Mal 1. here is to encourage a variety of land use, generally in nature, complementing the comparison shopping and related services available at the Muskegon Mall. The emphasis of the Master Land Use Plan is to recognize the downtown area as the focal point for the Muskegon Region. By utilizing a combination of innovative zoning and planning techniques, such an emphasis can be maintained and enhanced in future years. The fifth Master Land Use Plan category includes Public, SemiPublic and Recreation uses. The major emphasis in this category is to provide the City's residents with a variety of activities, ranging from passive to active. This is accomplished by the large number of existing parks, playfields, nature areas and open space. Further expansion of parks is limited to acquiring vacant adjacent acreage. This is the case for McGraft Park & Ryerson Park ( some of the land will remain as open space). One additional recreation area is the one planned for the consumers power area west of East western Avenue for use as a park or possibly community open space. Another addition to the recreation inventory is the proposed park located at the northeast side of the Harbour Towne development now under construction. -65- �a CJC!J ONE TWO ~ MULTIPLE FAMILY ,❖:.:,:-b:,.,J CONVENIENCE - FAMILY COMPARISON RESIDENTIAL COMMERCIAL COMMERCIAL E111i1Bm OFFICE - PARK tB] OPEN - ~ SPACE EDUCATIONAL ~ WATER COMMERCIAL ORIENTED COMMERCIAL INDUSTRIAL ~ GENERAL COURSE / ~ / OTHER PUBLIC liDilm HEALTH PARK miiD MIXED USE (COMMERCIAL) tm&J MiXED USE OiERITAGE) m3D MIXED USE (CENTRAL) FACILITY mm! MARINA INDUSTRIAL Cll!:l INDUSTRIAL FACILITY CORRECTIONAL lmm GOLF GENERAL ~ LIGHT ~ RESIDENTIAL CARE / USE ,,i FACILITY //' CEMETERY ~ OTHER - RAIL - MAJOR SEMI - PUBLIC /. FACILITY THOROUGHFARE COLLECTOR / / / / // THOROUGHFARE ./ 3 ·.; ~11 ~ ~ .J u~ ..) · - - -- - - - - -- - - - - - - ------ - - - - ------ ----- / I < .,,. -,.. <" ' J -" ~ -.,,. ~ Cl ~ CITY OF MUSKEGON, MICHIGAN CITY OF MUSKEGON PLANNING COMMISSION I DEPARTMENT OF PLANNING & COMMUNITY DEVELOPMENT -- ICAU .. P'UT OCTOBER 1, 1814 ADOPTED OCTOBER 11 , 1984 TOD J . KILROY, CONSULTANT P.C. T•OY , MICHIGAN PROGRESSIVE PLANNING ASSOCIATES, P.C. BLOOMFIELD HILLS , IIIICHIOAN �There is presently a publicly-owned marina on Muskegon Lnke at thP end of Div is ion Street. A new private marina, Lakeshol'." e Yacht Harbor, is in place just west of Hartshorn at the base of Western Avenue on the Cole Bakery property. Cemetel'."ies are depict ed on the map and no new sites are proposed. I I I I I The final category shown on the Master Land Use Plan deals with Circulation. All rail facilities are shown with the <iistinctive railroad symbol. The thol'."oughfares depicted here are the same as those on the Major Streets Plan Map and generally do not alter any existing patterns. McCracken street is proposed as a collector thoroughfare to be relocated in the railroad right-of-way. In conclusion, the Master Land Use Plan analyzes statistical data, land use patterns, proposed developments and other available data to arrive at a document and maps that portray the future development of the City of Muskegon. Retention of the residenti al character and regional vitality of Muskegon is implicit within the Plan. Similarly, a recognition of the numerous natural resources, the lakes, and parks have been taken into account during formulation of this document. Finally, the variou s development options the long lakefront poses were analyzed and combined to utilize this natural and unique resource most effectively. It is hoped that this document will serve as the long range guide to decision-making during the next fifteen to twenty years. -66- �Appendix �RESOLUTION MUSKEGON CITY PLANNING COMMISSION M)TION by: SUPPORTED by : Commissioner MacAllister Commissioner Seppamaki To adopt the following Resolution: WHEREAS, the :Muskegon City Planning Commission has been studying elements of the Master Land Use Plan as outlined in Act 285 of the Public Acts of 1931, as amended, the Mtmicipal Planning Act, and WHEREAS, notices were duly published and mailed to hold a Public Hearing on elements of the Master Land Use Plan, and WHEREAS, .a Public Hearing was held on October 18, 1984, at the Muskegon City Hall, 933 Terrace Street, Muskegon, Michigan 49443 on the Master Land Use Plan, including the text and maps for regional location, goals and objectives, existing land use, population, recreation, community facilities, economic base analysis, business area and industrial areas, housing analysis, and master land use plan, said plan being on display before the Public Hearing in accordance with Act 285 of the Public Acts of 1931, as amended, NOW, THEREFORE, BE IT RESOLVED, that the Muskegon City Planning Commission on this 18th day of October, 1984, hereby adopts the Master Land Use Plan for the City of Muskegon, dated October, 1984. BE IT FURTHER RESOLVED, that the adopted Master Land Use Plan be attested and transmitted to the City Commission and Muskegon County Register of Deeds for filing and use, and to the Muskegon County Planning Commission for County Commission review and to the West Michigan Shoreline Regional Development Commission for review and approval. Ayes: Nays: Absent: Commissioners MacAllister, Sieplinga, Sepparnaki, Stewart, Oglesby, and Workman '.\lone Commissioners Walcott, O'Toole, and Hagemann MOTION CARRIED. I, Harold Workman, Chairman of the Muskegon City Planning Commission, do hereby certify that the above is a full and true copy of a Resolution adopted at a special meeting of the Muskegon City Planning ,h :ldzt?ber 18, 1984, Co~/on C ]v',1,14,{(J./4 /-1,'2~ttiai Muskeg6n City Planning Commission rman I,. I, Marva A. Vasquez, Clerk of the City of Muskegon certify that a copy of the Master Land Use Plan was on display in the Muskegon City Hall in accordance with Act 285 of the Public Acts of 1931, as amended. �I I I I I I I I I I I I I I I I I I I AFFIDAVIT OF MAILING BY CITY CLERK STATE OF MICHIGAN) COUNIY OF MUSKEGON) ss Marva A. Vasquez, being duly sworn, deposes and says that she is the City Clerk of the City of Muskegon; that on September 13, 1984, the ~1uskegon City Planning Conmission set the date of a Public Hearing to hear any corrments or suggestions on the updated Master Land Use Plan for the City of Muskegon; and that a Notice of said Hearing was duly published in the Muskegon Chronicle, a daily newspaper of general circulation in the City of Muskegon on the date specified in the Affidavit of Publication attached hereto. Deponent further says that a true copy of said Notice was served upon each public utility company and each railroad company owning or operating any public utility or railroad within the geographical area of the City of Muskegon, by Registered United States Mail, and to surrounding units of local government including county, cities, townships, public schools and regional planning agency, by first class mail, at least fifteen (15) days before the date of hearing, which said hearing was held on October 18, 1984. Said notices were mailed at the Muskegon office of the United States Postal Service on October 3, 1984. ?J~c:. v/ Marva A. Vasquez City Clerk Subscribed and sworn to before me this 31st day of October, 1984. Mary=:t7 mitli Notary Public, Muskegon Cotmty, Michigan. My Commission Expires February 20, 1985. T7 1/ �I I I I I I I I I I Pri 1 I I I I NOTICE OF PUBLIC HEARING CITY OF MUSKEGON MASTER LAND USE PLAN Tht Muskegon City Planning Commission will hold a Public Hearing at 7:00 P.M. on Thursday, October 18, 1984, In the Com· mission Chambers at the Muskegon City Hall, 933 Terrace Street, Muskegon, Michigan 49443. The purpose of the Pub I le Hearing will be to hear any comments or suggeations on the up· dated Master Land Use Plan, which contains : Existing Land U1e; Population; Hou1ing Analysis; Recreation and Com· munlty Facilltle1; Economic Base Analysls; Bu1iness Areas & lndustrlal Area Plan; Goals, Objective and Policies; and the Master Land Use Plan. Coples of the Plan and Maps will be avallable for examination prior to the Public Hearing at the offices of the Planning Depart· ment and City Clerk in the Muskegon City Hall and at the Hackley Public Library, 316 W. Webster Avenue, Muskegon, dur· Ing regular business hours. If you are not able to attend the Publlc Hearing, written comments wlll be received until 5:00 P.M., Thur1day, October 18, 19M. HAROLD WORKMAN Chairman Muskegon City Planning Commission MARVA VASQUEZ Clerk City of Muskegon PUBLISH : October 3, 19M STATE OF MICHIGAN } County of Muskegon ss. .............................................P..~.r.J.~J.l ....M..,.....J..~.P..R~.~..~... ........ ................ being duly sworn deposes and says that he is the Printer of the MUSKEGON CHRONICLE, a newspaper printed and circulated within said County of Muskegon; that the annexed notice was duly printed and published in said MUSKEGON (Ll... _. _ . . . day(s); that is to say, on the CHRONICLE !or(".~?.L........ J., !{1 "& t1 {_ '-< t' , / ........... _........~.~ .............................._.. day (w+ of ·---·j~.::-...ef.:::J.L................... 19 ....:__7.., and the .................................................. -....... _.. day (s) of.::.-...........·-··-··.........._......_.-.. _........ ~ .............. , and that s~id publication was continued during said time without any intermission or omission, and that he--~-~o:ed. e of the faets above set forth. ,. , Cl J Subscribed and sworn to before me this................... ./(............................day of !...ii _/ vi. ·-. . -..... . . . . ... . . . . . N~b;;:-f:,t~. M~k;g~~ ·~~ttt·M,~li·. . .-.-. . . ...... 0.c.z...~.":::.(~.(_:L . . .....A. D. 19 ... .....................times, $ ..................-.. .. .. LORNA L. fORGESON .,Otar) Public. Muske1:on County. 1\11cn,~u 11,!v Comm1ss1on Exp ires Docember ~. ! 98'> � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Muskegon_Master-Land-Use-Plan_1984 Creator An entity primarily responsible for making the resource Tod J. Kilroy, Consultant P.C. Progressive Planning Associates, P.C. Date A point or period of time associated with an event in the lifecycle of the resource 1984-10-18 Title A name given to the resource Master Land Use Plan Description An account of the resource The Master Land Use Plan for the City of Muskegon was prepared by Tod J. Kilroy, Consultant P.C., and Progressive Planning Associates, P.C. The Plan was adopted by the City of Muskegon Planning Commission on October 18, 1984. Subject The topic of the resource Master plan reports Land Use--planning Muskegon (Mich.) Muskegon County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/e827c4ac4a8c2216cbdf352209331007.pdf 62a07fd6849b5ea447757956a66f78b1 PDF Text Text L r [ �I ~ I I I I I I I City ofRochester Hills Oakland Counry, Michigan MASTER LA.No USE PLAN March, 1992 Adopted in accordance with Act 285 of1931, As Amended The Municipal Planning Act ~ Public Hearings: March 17, 1992 Adopted: March 31, 1992 I ' I I d~i.~ Nicholas E. Gallopoios Planning Commission Chairperson ~ ✓~--~_,, Patricia A. Goodwin Planning Commission Secretary �I ~ r I I I • City of Rochester Hills Master Plan City of Rochester Hills Mayor and City Council Billie M. Ireland, Mayor Scot Beaton, Council President Jon A. Buller Paul S. Funk Barnett Jones Gary Peters Patricia Roberts Lauren Shepherd City of Rochester Hills Planning Commission Nicholas E. Gallopoulos, Chainnan William Boswell Paul S. Funk, Vice Chainnan Eric Kaiser Eugene S. Nowicki James Rosen George Sadowski Lauren Shepherd* Patricia Somerville Gene Ferrera Director of Planning and Zoning Patricia A. Goodwin Planning Consultant Gerald Luedtke and Associates, Incorporated Special Consultant on NatuTal FeatuTes Todd Holloway Special C01Wlltant on Demographics Patricia Becker *Member through November, 1991 Adopted March 31, 1992 �• • • • • • • • • Table of Contents INTRODUCTION POLICIES OF THE MASTER PLAN CITIZEN PARTICIPATION POLICIES RECREATION AND OPEN SPACE POLICIES TRANSPORTATION POLICIES HOUSING POLICIES COMMERCIAL DEVELOPMENT POLICIES COMMUNITY FACILITIES POLICIES INDUSTRIAL DEVELOPMENT POLICIES HISTORIC PRESERVATION POLICIES PLANNING COORDINATION POLICIES Page l 4 4 5 10 14 16 23 25 26 27 28 NATURAL FEATURES HISTORICAL PERSPECTIVE METHODOLOGY WOODLAND COVER MAP WETLAND COVER MAP HABITAT SENSITIVITY MAP PRIMARY HABITAT ZONES DEFINITIONS 41 POPULATION AND HOUSING POPULATION TRENDS AGE DISTRIBUTION OTHER POPULATION CHARACTERISTICS HOUSING CHARACTERISTICS SUMMARY 43 43 46 48 49 50 ECONOMIC ANALYSES PROJECTION OF FUTURE COMMERCIAL DEVELOPMENT NEEDS MARKET ANALYSIS FUTURE COMMERCIAL IMPACT OF CITY OF ROCHESTER FUTURE COMMERCIAL IMPACT OF SURROUNDING COMMUNITIES OFFICE DEVELOPMENT INDUSTRIAL DEVELOPMENT 51 29 30 32 34 36 39 51 52 65 65 69 71 URBAN DESIGN INTERRELATED OPEN SPACE SYSTEM TRANSITIONS RELATION OF BUILDINGS TO THE ENVIRONMENT ENTRANCEWAYS REVITALIZATION OF THE OLDE TOWNE DISTRICT DETENTION AND RETENTION PONDS 103 107 112 LAND USE EXISTING LAND USE FUTURE LAND USE PLAN 113 113 122 UTILITIES 132 78 78 92 99 �List of Tables II II II II II Table Title PH-1 PH-2 PH-3 PH-4 PH-5 PH-6 POPULATION COUNTS PERCENTAGE OF GROWTH IN POPULATION POPULATION PROJECTIONS TRENDS IN AGE DISTRIBUTION HOUSEHOLD COMPOSITION HOUSING CHARACTERISTICS 44 44 43 E-1 E-2 E-3 E-4 POPULATION AND HOUSEHOLD PROJECTIONS NET DISPOSABLE INCOME RETAIL SALES PER HOUSEHOLD 1990 ANTICIPATED AVERAGE SALES PER SQUARE FOOT 1990 EXPECTED SPENDING POTENTIAL AND SUPPORTABLE BUILDING AREA 53 54 56 E-5 E-6 E-7 E-8 E-9 E-10 E-11 E-12 E-13 E-14 E-15 E-16 D-1 D-2 D-3 LU-1 LU-2 LU-3 LU-4 LU-5 1995 EXPECTED SPENDING POTENTIAL AND SUPPORTABLE BUILDING AREA 2000 EXPECTED SPENDING POTENTIAL AND SUPPORTABLE BUILDING AREA 2010 EXPECTED SPENDING POTENTIAL AND SUPPORTABLE BUILDING AREA TOTAL SUPPORTABLE COMMERCIAL LAND 1990-2010 TOTAL SUPPORTABLE COMMERCIAL LAND AT CAPACITY EMPLOYMENT FORECAST FUTURE OFFICE SPACE DEMAND IN OAKLAND COUNTY OFFICE DEVELOPMENT 1981-1990 INDUSTRIAL DEVELOPMENT 1981-1990 EXISTING INDUSTRIAL/RESEARCH PARKS ANNUAL SQUARE FOOTAGE OF INDUSTRIAL DEVELOPMENT 1960-1990 INTERRELATED OPEN SPACE SYSTEM CAPITAL IMPROVEMENT PROGRAM INTERRELATED OPEN SPACE SYSTEM CAPITAL IMPROVEMENT PROGRAM SUMMARY TABLE INTERRELATED OPEN SPACE PROGRAM CAPITAL IMPROVEMENT PROGRAM PARK IMPROVEMENTS EXISTING LAND USE - 1991 ACREAGE CHANGE COMPARISON EXISTING LAND USE COMPARISON: 1973, 1980, AND 1991 FUTURE LAND USE ACREAGE COMPARISON OF FUTURE LAND ACREAGE BETWEEN 1986 AND 1992 MASTER PLANS 46 48 49 57 59 60 61 62 63 64 70 71 72 75 74 76 87 88 89 117 118 119 124 125 �II •Ill II •Ill Ill II .. ■ II II II ~ • List of Figures Figure P-I P-II Title COMMERCIAL BASE ANALYSIS POLICY OPTIONS -FUTURE COMMERCIAL DEVELOPMENT POLICY FOR FUTURE COMMERCIAL DEVELOPMENT 18 20 W-II W-III WOODLAND COVER MAP WETLAND COVER MAP HABITAT SENSITIVITY MAP 33 35 PH-I PH-II POPULATION PERCENTAGE GROWTH TRENDS IN AGE DISTRIBUTION 45 D-I D-II INTERRELATED OPEN SPACE SYSTEM PLANNED PATHWAYS IN RELATION TO INTERRELATED OPEN SPACE SYSTEM TOTAL PATHWAY SYSTEM VISUAL IMPRESSIONS OF OLDE TOWNE VISUAL IMPRESSIONS OF OLDE TOWNE VISUAL IMPRESSIONS OF OLDE TOWNE STYLISTIC COMPATIBILITY OF FACADES IN OLDE TOWNE STYLISTIC COMPATIBILITY OF FACADES IN OLDE TOWNE 80 111 LU-I LU-II EXISTING LAND USE - .1991 FUTURE LAND USE 116 123 U-I U-II WATER DISTRIBUTION SYSTEM SANITARY DISTRIBUTION SYSTEM 133 134 W-I D-III D-IV D-V D-VI D-VII D-VIII 37 47 83 84 108 109 110 111 �Introduction �• • • • • • • • • • • • • • • • Introduction For the past 30 years, the City of Rochester Hills, and its predecessor the Township of Avon, have carried out a very thorough and consistent planning and zoning process. In 1964, the Township of Avon adopted a Future Land Use Plan to guide development in the community. On January 2, 1974, after 18 months of comprehensive study, the Planning Commission adopted a new Master Land Use Plan for the community . Adoption of a new zoning ordinance on August 24 , 1977 and new rapid growth in the community necessitated a review and updating of the Master Land Use Plan. The updated plan was adopted on February 20, 1979. In 1986, the city again adopted a completely revised Master Land Use Plan on July 15, 1986. This plan addressed the extensive residential, commercial, and industrial development which had occurred in the city during the 1980's. The city established a Citizen's Advisory Growth Management Committee in 1989 which analyzed the urbanization process in Rochester Hills and surrounding communities and made specific recommendations for controlling and planning future growth and development in the City of Rochester Hills. Concurrent with the work of the Growth Management Committee, the Rochester Hills Planning Commission has, for the past 18 months, been in the process of developing a new Master Plan for the city. The Planning Commission has met with representatives of the Growth Management Commit tee and has carefully considered all of its recommendations in development of the new Master Plan. The plan differs from the 1986 Master Plan in several ways. The new plan places more emphasis on control of the amount and location of commercial and industrial development, while still recognizing the need for a strong property tax base in the community. The plan also contains new, more flexible approaches toward economic recycling of previously developed properties. The plan also places more emphasis on improving the visual quality of the city as it nears full development. All data on land uses, natural features, and demographics in the plan were newly compiled during the past year, representing a total updating of all categories of information from the 1986 Master Plan used in the current plan. The follows: 1. primary purposes of the new Master To improve the physical environment setting for human activities. -1- of Plan are the city as as a �2. To promote the general heal th, safety, and welfare of city residents by making the city more functional, beautiful, decent, healthful, interesting and efficient. 3. To promote the public interest or the interest of the community at large, rather than the interests of individuals or special groups within the community. 4. To facilitate the democratic determination and implementation of community policies and physical development. The plan is primarily a policy instrument. The plan constitutes a declaration of long-range goals and objectives. The plan facilitates the democratic process by fixing responsibility for determining policies with the Planning Commission, which in turn provides an opportunity for citizen participation. 5. To effect political and munity development. 6. To inject long-range considerations ation of short-range actions. 7. To bring professional and technical knowledge to bear on the making of political decisions concerning the physical development of the community. technical coordination in cominto the determin- The new Master Plan contains the following chapters: 1. 2. 3. 4. 5. 6. 7. Policies of the Master Plan Natural Features Population and Housing Economic Analyses Urban Design Land Use Utilities In March of 1990, the City of Rochester Hills adopted a new Master Recreation Plan for the city. This plan has been carefully reviewed in development in the new Master Land Use Plan and is an integral part of the total master land use planning process of the city. The 1990 Master Recreation Plan was developed through a comprehensive planning process which included consideration of population trends and physical characteristics of the city, review of existing recreation services and facilities, assessment of city-wide recreation opportunities and deficiencies, and identification of long-term recreation goals and policies. The 1990 Master Recreation Plan was also designed so that it meets the -2- �• • • • • • •■ • •■ • •■ requirements of the Michigan Department of Natural Resources for a certifiable local recreation master plan. This will ensure that the city is eligible for grants and other funding for recreation facilities development from the State of Michigan • In July of 1989, the Rochester Hills Planning Commission adopted the Rochester Hills Traffic Study and Comprehensive Transportation Plan prepared by BRW Incorporated of Minneapolis, Minnesota. This plan was amended in 1991 to include a study of the Adams Road Corridor. The Comprehensive Transportation Plan serves as the major thoroughfare component of the city's master planning process. This plan was designed to provide an understanding of current and projected trends in traffic in the city, and to present a comprehensive program of solutions designed to address problems associated with traffic. The primary study area for the Transportation Plan are the boundaries of the City of Rochester Hills and the City of Rochester. The secondary study area included a more extensive area of the region to account for significant growth trends in communities adjacent to and nearby Rochester Hills and Rochester. Several of the chapters in this plan were based on more detailed technical reports prepared by the city's planning consultant and planning staff. These reports are available for public use in the Rochester Hills Planning Department . -3- �Policies of the Master Plan �• • • • • • • •■ •■ •■ Policies of the Master Plan Citizen Participation Policies The Rochester Hills Planning Commission has historically placed emphasis on effective citizen participation in the planning process. This approach will be continued into the future . AVAILABILITY OF INFORMATION The city will continue to inform the citizenry on a timely basis of all planning issues and proposals under consideration. Maps, written reports, and other data on specific planning issues will be available to the public. The professional planning staff of the city wi 11 be accessible to the public for consultation on community development issues. Public workshops and hearings will be scheduled as needed for planning and community development topics • EXPLICIT POLICY PLANNING The planning commission will continue to develop explicit written planning policies to guide and portray its decisionmaking process. Policies provide continuity in the planning process and give assurance to the public that planning decision-making will follow the rationale of the adopted master plan of the city. PROFESSIONAL COURTESY The planning commission will continue to extend every possible courtesy to citizens and other persons who appear before the commission on any planning matter. Every attempt will be made to ensure that each citizen is fully heard and that their comments are carefully considered . THE GOOD OF THE ENTIRE COMMUNITY In evaluating citizen comments and suggestions, the planning commission will consider how specific planning recommendations affect, not only one part of the city or one property owner, but the overall sound development of the entire city. Short-range actions will be carefully evaluated to determine what long-range considerations or results they may bring. -4- ■ �• Playgrounds II • The primary purpose of playgrounds is to provide active play areas for elementary and junior high school children. Playgrounds should include play equipment such as swings, slides, and climbing apparatus. Open space for pick-up sports should be provided if the area is large enough and such activities do not conflict with adjoining residential areas . A playground should be accessible to children without crossing a major street and usually should be within one-half mile of any home. School playgrounds are typical examples of this type of facility. Playgrounds may have smaller picnic areas for small groups. Partial or full fencing may be necessary to protect children from traffic and to contain balls used in play areas. Playfield Playfields are areas which are set aside for organized sports. A playfield may serve a large portion of Rochester Hills or may serve the entire city. A playfield should have adequate parking and vehicular access on a secondary or collector street. Playfields must also be provided with adequate off-street parking to meet the needs of multiple-team sport activities. Special Facilities Special recreation facilities should be provided on a city-wide basis to meet the recreation needs of the Rochester Hills population. Such special facilities include swimming pools, large ice rinks ( artificial and natural), community centers, indoor recreation facilities, golf courses, and tennis courts. Special facilities must have adequate parking and access from a primary or secondary thoroughfare. Special facilities may exist separately or may be planned as part of a major park . I Natural Areas Natural areas are undeveloped portions of the city which can serve as a greenbelt, a nature preserve area, or as a special recreation area for hiking or bicycling. -6- I i I �• • • • • • • • • • • • • • Major Parks Major parks are community-wide facilities which combine two or more of the elements listed above. Elements within a major park should be designed so that they are properly separated. Passive and active recreation activities should not conflict with one another. A major park should include large picnic areas for different size groups, active play areas and children's playground equipment. Vehicular access should be provided by primary or secondary streets. PRESERVATION OF LAND ADJACENT TO CLINTON RIVER AND OTHER WATER BODIES Land adjacent to bodies of water and the Clinton River and its tributaries should be preserved for larger lot and open space residential uses. Low density areas around existing watercourses should be established to decrease potential pollution problems. The 1992 Master Plan contains new information on wetlands and other natural features adjacent to the Clinton River and its tributaries . BIKE PATHWAY AND TRAILWAY SYSTEM The city should continue to implement plans to provide an interconnected system of bike paths and trailways throughout the city. The bike pathway and trail way system should link various residential areas to recreation facilities, schools, shopping, and other destination points . CLINTON RIVER The city should protect the Clinton River and its tributaries to maintain an acceptable level of water and environment quality for all types of water recreation use . PAINT CREEK TRAILWAY The city should continue to encourage the development of the Paint Creek Trailway. -7- �• COST OF OPERATING RECREATION FACILITIES • • • • • • • • • • • • • • The city should carefully consider the costs of maintenance and operation when planning proposed recreation facilities. Each proposed recreation facility should be carefully evaluated to determine its impact on the city budget, the tax burden it may create, and the overall comparison of costs to benefits to residents of the city . INTERGOVERNMENTAL TIES COOPERATION IN PLANNING RECREATION FACILI- Rochester Hills should cooperate and coordinate with other communities, Oakland County, the Region, and the State of Michigan in the planning and development of recreation sites, facilities, and programs. The city should define which recreation facilities it can best provide and maintain and should focus on these improvements. Some kinds of recreation facilities and services can be provided by other levels of government . COOPERATION WITH SCHOOL DISTRICTS The City of Rochester Hills should encourage cooperation with school districts in providing recreation facilities and programs. The Rochester Community Schools, Avondale School District, and private and parochial schools should be consulted on relevant recreation planning proposals . RECREATION COMMISSION The city should utilize the full resources of the Rochester-Avon Recreation Authority in planning and implementing adopted plans for recreation-oriented facilities . PUBLIC ACCESS The city should encourage access to rivers and streams . -8- and develop increased public �• • • • • • • • • • • • •I • NEW OPEN SPACE PRESERVATION APPROACHES The city should actively support new approaches to open space preservation being considered by the state legislature such as land banking and transfer of development rights . PURCHASE PROGRAM The city should continue to pursue an aggressive program of land acquisition for public passive and active recreation use within budgetary limitations . I -9- I I I �• •■ • • • •I •I •I I I I Transportation Policies Note: The city adopted a Comprehensive Transportation Plan in 1989. These transportation policies are in agreement with the recommendations of that plan . ROADWAY FUNCTIONAL CLASSIFICATIONS Thoroughfares in Rochester Hills according to the following system: . • . • . should be classified Principal Arterial Major Arterial Minor Arterial Collector Local Local streets should serve abut ting properties within a neighborhood. Collector streets should gather vehicle trips from local streets and feed them to arterial streets . Arterial streets should be of adequate capacity and design to serve both through traffic and internal traffic circulation needs in the city. Principal arterials should serve through traffic primarily and should be located and designed so they do not disrupt the quality or viability of residential, commercial, and industrial areas of the city . INTERCEPTION OF THROUGH-TRAFFIC A strategy to intercept through-traffic originating outside Rochester Hills and Rochester and divert it to selected identified routes should be developed. This diversion strategy in part includes and affects ro~dways and communities outside Rochester Hills/Rochester. This strategy should at least include: , 1. A north/south arterial generally located near the eastern city boundary to intercept traffic from the east and to provide a high quality connection to M-59. 2. The development of a north/south arterial between M-59 and Silver Bell Road to attract traffic originating in northern Rochester Hills and north of the city and -10- I �• • • • • • • • •I •I I •I destined to the Oakland Technology Park, destinations to the west . SIX LANE MAJOR ARTERIAL ROADWAYS Six-lane major arterial roadways should generally not be built because of sensitive land use and environmental adjacencies and the high capital cost of such improvements. The volume of traffic projected for many major mile roadways in the city for the Year 2005 is greater than twice the roadway's current capacity. This traffic volume could generally not be accommodated by roadways less than six paved lanes . However, because of the primarily residential land use and environmental characteristics along most roadways in the city, six lanes would be incompatible with adjacent land use and/ or the environment and should, therefore, not be bui 1 t. In addition, the capital cost to acquire the required right-of-way to construct the six-lane roadway greatly exceeds the funding capability. The only exception to this finding is Rochester Road south of Avon, if a boulevard cross-section is provided. The reason for this is the commercial nature of the road and forecasted volume of traffic . ACCEPTANCE OF LOWER LEVEL OF TRAFFIC SERVICE Major roadway widening and other planned transportation projects will not be able to accommodate the 2005 forecasted traffic at an acceptable level of service. Therefore, the level of service along selected arterial roadways will be below accepted standards. This is the result of the trade-off between growth in Rochester Hills and the surrounding communities, and the unacceptability of six-lane roadways and/or lack of funding. The acceptance of a lower level of traffic service is necessary in order to preserve essential features of environmental quality in the city. EXTRANEOUS TRAFFIC IN NEIGHBORHOODS Residential neighborhoods in Rochester Hills should be reasonably free of inter-sectional cut-through or extraneous traffic which disrupts their quietude and safety. As a city matures and traffic volumes and congestion increase on major arterial streets, there is a tendency for motorists to seek shortcuts through residential neighborhoods to save time and -11- I the Palace, and �• • • • •I •I •I •I • •I avoid congestion. Any modifications to the local street pattern or any major street closures should be done only after an overall comprehensive traffic analysis of a neighborhood and surrounding affected areas. Experience has shown that the unplanned random closing of streets usually only compounds traffic in adjacent areas . COLLECTOR STREETS Collector streets serve four purposes: ( 1) to collect vehicle trips from local streets and feed them to major thoroughfares; (2) to interconnect sections of a neighborhood; (3) to provide access to neighborhood facilities such as schools or parks; and ( 4) to provide means of ingress and egress to neighborhoods for emergency vehicles such as police cars, fire trucks, and ambulances. A system of collector streets to serve the above defined purposes should continue to be developed. This process should recognize the unique characteristics of each neighborhood, should be flexible, and should be based on a common set of criteria that relate to the purposes of collectors. PEDESTRIAN AND BICYCLE CIRCULATION Pedestrian and bicycle ways should be developed throughout the city in accordance with the Pedestrian Non-motorized Vehicular Pathway Plan. A pedestrian or bicycle way should be more than a simple paved sidewalk. It should include shade trees, benches for rest, drinking fountains, and works of art. Pedestrian and bicycle ways should be designed to connect residential neighborhoods with adjoining city parks, schools, neighborhood shopping areas, and other attractions. ALTERNATIVES TO SINGLE-OCCUPANT AUTO TRAVEL The provision and encouragement of other than singleoccupant auto travel offers potential to reduce congestion and should be considered and pursued where feasible. Alternatives include: Transit service . Car pools/van pools . Staggered work hours . Metering of freeways -12- I �Iii • • •II II II • • • • • • • • • • The City of Rochester Hills should work with state, regional, county, and other municipal authorities to reduce vehicular travel. The successful implementation of these travel demand management strategies has the potential to reduce peak hour travel by five to twenty percent . LAND USE/TRAFFIC DEMAND RELATIONSHIPS Rochester Hills should achieve a balanced relationship between its transportation and land use systems. There should be an adequate number of streets of appropriate carrying capacity to serve the city's land use pattern. Whenever new, more intensive land use developments are proposed, the city should analyze the traffic which will be generated and how the increased traffic will affect the thoroughfare system. The city should require developers of large projects or projects which have high traffic impacts to prepare a traffic impact analysis as part of the project approval process . LAND USE/TRANSPORTATION INTERFACE The interface between the transportation system and adjacent land uses should be complementary. All roadway upgrading should be completed in a manner which is sensitive to adjacent land uses and environmental characteristics . Intensive development areas should be served by special access roads or service drives rather than direct access to heavily-traveled arterial roadways. The number of driveways penetrating a major thoroughfare should be limited. Offstreet parking areas should be developed to minimize conflicts with through traffic . THOROUGHFARE AESTHETICS Thoroughfares in Rochester Hills should be visually pleasing to both the traveling motorist as well as to the pedestrian and to persons who view streets from adjoining land-use areas. Trees and other landscaping in and adjacent to the right-of-way and special design effects such as boulevards or parkways should be encouraged. Billboards and signage should be discouraged through effective zoning and sign regulations . -13- �• • • • • • I • AMENITIES FOR HIGH DENSITY HOUSING High- and medium-density housing should be located near amenities which will make such areas desirable and ensure their long-term viability. For example, apartments benefit from proximity to a natural or wooded area or a major city park. Apartment and townhouse developments are often more desirable when they are within walking distanc .e of shopping and entertainment districts • REDEVELOPMENT OF LAND FILL AREAS The area of Rochester Hills generally bounded by Avon, Dequindre, and School has historically been the location of several land fills and other refuse disposal operations. The city should actively promote the gradual redevelopment of this area for special recreational facilities, residential development, and light industry. Special recreational facilities could include the use of former land fill sites for a golf course, winter sports complex, botanical garden, arboretum, tennis/racquetball club, fitness center, and similar uses. Strategic infilling of new residential development on some parts of the area should be encouraged. Specialized eva I uat i on s for presence of t ox i c was t e ma t er i a l s w i l l need t o be completed before any for new land uses. former land fill areas can be recycled HOUSING FOR ELDERLY II Housing for the elderly should generally be located where supporting facilities such as health care, shopping, and recreation are readily accessible. I I I I -15- I �II Commercial Development Policies II II II II II II II -II II II II II II AMOUNT OF COMMERCIAL DEVELOPMENT A detailed Commercial Base Analysis was prepared for the new Master Plan. It sets forth a more refined evaluation of the effect of disposable income on the need for commercial development in the city than was contained in the 1986 Master Plan. Review of Options for Policy Development Rochester Hills is largely a residential community. Given the current number of households in the city, and considering those projected to be constructed over the next 10 to 20 years as the city approaches "build-out," there is clear need for commercial activity to support the needs of those households. Ideally, the city would like to achieve the ideal amount of commercial development -- not "too much" nor "too little" commercial development for the needs of the residents. The master plan provides the opportunity to determine the best estimate of the "just right" amount of commercial development for the city. A reasonable estimate of the appropriate amount of commercial development can be determined based on sound analysis of the present and projected future, and good judgement of how the projections should be applied to the city. In preparing the master plan, the Planning Commission has a responsibility to make the most reasonable and soundest estimate of the necessary and supportable amount of commercial development. Baseline for Projection of Future Commercial Land Use The Commercial Base Analysis has determined the level of commercial property development that is supportable by the residents of the city in absolute terms for the years 1990, 1995, 2000, 2010, and at "build out." The supportable commercial land for 1990 was estimated to be 371 acres. The analysis also includes an estimate of 504 acres as the actual amount of developed commercial land in 1990. The difference of approximately 133 acres between the 1990 "actual" and 1990 "supportable" is attributed to be largely the result of commercial activity from populations -16- �• •IJI II II II II • • • • • • outside the city. Because the ¥acancy rate in 1990 is about 5%, it should be treated as if it were occupied. Further, because there are no indications of permanent vacancy or abandonment, or of a widespread lack of customers, the 1990 actual development must be considered viable and realistic for projecting future commercial development . Policy Options for Future Commercial Development Having established the baseline for future projections of supportable commercial development as the actual 1990 level of 504 acres, the issue that must be resolved is: What should be the policy for future development? In other words: How do we handle the 133 acre difference between the current actual and supportable as we project into the future? Figure P-I shows in graphic form, the results of the Commercial Base Analysis, the actual 1990 baseline, and projections of four different scenarios related to the four policy options discussed below. While there may be more options that could be considered, those presented represent the basic options available. The policy options and scenarios are: 1) Support no commercial activity beyond that solely for the residents of Rochester Hills. This is represented by capping present development at 504 acres to correspond to the projected supportable acreage at build-out of 503 . Implementing such a policy would probably result in untenable levels of congestion in the existing business because there is no viable way to prevent outsiders from shopping in Rochester Hills. It probably is acknowledged that some amount of commercial property beyond that which is supportable by the residents is necessary and justifiable. This leads to the three additional policy options. 2) Reduce the amount of commercial activity from external populations by 50% at build-out. This policy prescribes that Rochester Hills would effectively transfer 1/2 of the support of outside communities that currently exists to those outside communities as well as the incremental development for those communities. This scenario would be reflected as a decrease of 11 acres every 5 years from the 133 acres differential. This would be an extremely aggressive growth management policy. -17- �-- ····••1••····· Figure P-1 Commercial Base Analysis Policy Options -- Future Commercial Development 800 1990 Zoned Commercial 700 Support External Growth Limit Growth for Extemal to Present Amount 1990 Actual 600 Reduce Commercial by 50% for External I I--' 500 o:> I No Commercial for External -Cap at Present Amount 133 Acres Diff. 36% ACRES 400 Projected Supportable 300 200 YEAR ACTUAL 1990 1995 504 2000 371 401 430 488 2010 2020 100 SUPPORTABLE 503 50% LESS MAINTAIN 133 MAINTAIN 36% 504 534 504 523 541 570 570 563 504 545 585 621 664 636 684 0 1990 1995 2000 2005 YEAR 2010 2015 2020 ■ �II II II II II II II II -II II II II II II 3) Limit commercial development to amount supportable at build-out plus specified increment. At build-out, the amount of commercial land use would be no greater than that supportable by the population at build-out, plus an increment which is equal to the current difference between that supportable by the current population and which is actually in place (1990). 4) Continue to support incremental growth in commercial activity resulting from growth in external populations. This policy assumes that overall patterns of development would not change from today and Rochester Hills would continue to support the additional development needed to support growth of outside communities. This would be reflected as a constant percentage of 36% greater than projected supportable. This policy would probably not be supported by a wide spectrum of residents. The Planning Commission recommends that policy option No. 3 be adopted in the master plan to guide future commercial development in the city. This policy option is illustrated graphically in Figure P-II. ROCHESTER ROAD COMMERCIAL DEVELOPMENT Commercial development on Rochester Road should continue to be 1 imi ted to the three established commercial nodes at Auburn, Hamlin, and Avon Roads. This policy will prevent linear commercial sprawl and protect the viability of existing commercial nodes and the quality of surrounding residential neighborhoods. ROCHESTER ROAD: A SPECIAL URBAN DESIGN DISTRICT The Rochester Road corridor should be designated as a Special Urban Design District with higher standards for sign control, facade design, landscaping, screening, and parking lot design. Although many of the developments are already completed, the creation of a special urban design district wil 1 affect the replacement and updating of faci 1 i ti es which will be an ongoing process in the area for many years. The master plan contains a section which sets forth special urban design concepts and standards for the Rochester Road business corridor. Many of the design ideas will require voluntary compliance or implementation on the part of business owners since they cannot be regulated by ordinance. -19- �--····~·-····· • Figure P-II Policy for Future Commercial Development Rochester Hills Master Land Use Plan 800 1990 Zoned Commercial 700 600 I "" Limit Grow1h tor External to Present Amount 1990 Actual IV 0 I Potential for Revised Zoning 500 133 Acfes Dilf. 36% ACRES 400 Projected Supportable 300 200 YEAR ACTUAL 1990 504 SUPPORTABLE 504 371 401 1995 534 563 430 488 2000 2010 2020 100 MAINTAIN 133 621 636 503 0 1990 1995 2000 2005 YEAR 2010 2015 2020 �BEAUTIFICATION OF M-59/ROCHESTER ROAD AREA II II II II II II II •II II • • • The intersection of M-59 and Rochester Road is a major visual entranceway to the city and its shopping areas. This area is presently barren and unattractive. The city should take the initiative to start a major landscaping program within and near the right-of-way of these two thoroughfares. Appropriate county and state agencies should participate. Flowering apple and pear trees, evergreens, and other plant materials should be planted to improve the visual quality of this area on a year-around basis. State funding is specifically earmarked for such a beautification effort. WALTON BOULEVARD COMMERCIAL DEVELOPMENT Commercial development on Wal ton Boulevard tinue to be limited to the existing development at the intersections with Adams and Livernois. will prevent commercial sprawl and protect the existing homes and the quality of surrounding neighborhoods. should conat the nodes This policy viability of residential REVITALIZATION OF AUBURN ROAD COMMERCIAL AREAS The city should help spark revitalization of deteriorated strip commercial frontage on Auburn Road through planning of strategic infrastructure improvements such as road paving, shared parking, landscaping, and other needed improvements. RESEARCH/OFFICE DEVELOPMENT Additional land areas should be planned for research/ office development within mixed-use business districts based on the strategic economic location of Rochester Hills in Oakland County in proximity to companies which require support services from firms typically located in research/office development areas. OFFICE DEVELOPMENT Office development should be encouraged at planned locations which are compatible with and complementary to residential development. Office land uses can be used as a transition between industrial or commercial areas and nearby residential neighborhoods. -21- �• • • • • • • • • • • • • • MIXED-USE DEVELOPMENT Non-residential mixed-use development areas should be Such areas will considered for strategic areas of the city. provide greater development flexibility and help strengthen the city's tax base . A non-residential mixed-use category will include the following uses: Office, research/office, light industrial, and hotel/motel. A non-residential mixed-use category would not include development of heavy industry, residential development, and commercial uses not related to the primary permitted uses. Performance standards for regulating specific developments will need to be developed as part of the revision of the city's zoning ordinance which will be carried out after adoption of the new master plan • OFF-STREET PARKING All commercial facilities in Rochester Hills should have adequate off-street parking. Parking facilities development programs should be designed to meet the needs of older, established commercial districts. Proposed new commercial developments should continue to be stringently reviewed to ensure that adequate off-street parking is provided. -22- �• • • • • • • • • • • • • • Community Facilities Policies LIBRARY FACILITIES The City of Rochester Hills has in place a library system which is responsive to the changing needs of its population. Library facilities are readily accessible and have been designed so that they provide an aesthetically pleasing and intellectually stimulating experience for the library patron. POLICE PROTECTION FACILITIES Police protection facilities should be adequate to maintain the security, safety, and wel 1-being of Rochester Hills residents. Police facilities should be located to allow deployment of adequate manpower within minimum response time to all parts of the city. The design and maintenance of police facilities should be maintained at all times at a level which allows the department to function at a high level of efficiency . FIRE PROTECTION FACILITIES Fire protection facilities should meet the standards for fire company distribution published by the American Insurance Association. Fire facilities should be reevaluated on a regular basis as new development occurs in Rochester Hills to determine if modifications or additions to facilities are needed to serve new development . MUNICIPAL OFFICE SPACE Modern, comfortable office space should be provided to house all departments of the municipal government. The location of Rochester Hills municipal offices should be convenient to the citizenry and all municipal office installations should be provided with an adequate amount of convenient off-street parking . -23- • �• • • • • • • • • • • • • • SOLID WASTE DISPOSAL In 1990, the city prepared a "Comprehensive Solid Waste Management Plan." The city should continue to actively participate in area-wide solid waste disposal planning. Recycling centers should be planned as an integral part of the city's land development pattern . ONGOING MONITORING, TIES REPAIR AND The city should continue its program of monitoring, repairing, and replacement of sewers, water mains, and roadways. The city's goal should be to detect problems with the utility systems and roads while they are still manageable and can be repaired at a reasonable cost . As deemed necessary, the city should study special problems and also plan for the long-range public utility needs of the city . DEVELOPMENT OF NEW PUBLIC UTILITIES New developments that generate a substantial increase in utility demand should be required to install or help pay for installation of the new utility services. The city and developers should cooperate on the design and construction of new sewers and water mains. Developers should be required to submit a traffic impact statement to determine the amount of additional traffic to be generated, the impact on traffic patterns, and the transportation improvements that will be needed . COORDINATION OF UTILITY IMPROVEMENTS The city should coordinate utility and street reconstruction or replacement projects to save costs and minimize inconvenience to residents. The city should maintain ongoing communication with all departments, agencies, and commissions, within and outside the city, that are concerned with utilities and roads in Rochester Hills . -24- • REPLACEMENT OF PUBLIC UTILI- �• • • • • • • • • • • • • •I Industrial Development Policies INDUSTRIAL LOCATION Industrial areas in Rochester Hills should maximize the use of available trunk transportation facilities ( rail and highway). These trunk facilities provide the most efficient and economic access for industrial facilities and siphon off industrial vehicle trips before they become disruptive to the residential environment . PLANNED INDUSTRIAL PARKS Industrial development should be encouraged in planned industrial parks wherever possible. In particular, the Leach Road area should be planned as an industrial park . -25- I �II • • • • • • •I -I Historic Preseroation Policies HISTORIC PRESERVATION The city should actively encourage the preservation of historic buildings and sites. An up-to-date survey of historic buildings and sites in Rochester Hills should be maintained. Particular emphasis should be placed on preservation of major historic buildings such as Meadowbrook Hall, the Sarah Van Hoosen Estate, the Avon Township Hall in Rochester, and the many historic residences throughout the city • I I -26- �• • • • • • • • • • • •I Planning Coordination Policies PLANNING COORDINATION The City of Rochester Hills should carefully monitor long-range master planning and land use and zoning changes in the surrounding communities of Rochester, Auburn Hills, Oakland Township, Shelby Township, and Troy. Open lines of communication should be maintained with both lay and professional planners representing these communities so that any potential land use or transportation conflicts can be addressed on a timely basis. Planning coordination should include the Rochester Community Schools, Avondale School District, and private and parochial schools. Local planning should be coordinated with the planning programs of Oakland County and the Southeast Michigan Council of Governments ( SEMCOG) • I I -27- I �Natural Features �• • • • • • • • • • • • • -I Natural Features This chapter of the master plan is designed: (1) to identify important natural features which should be taken into account when planning the overall future land use pattern of the city: ( 2) to provide the necessary planning rationale to support the city's adopted wetland and tree protection ordinances: and ( 3) to provide guidance to potential land developers on natural features which may affect the future use of their properties. A practical understanding of Rochester Hills' ecological make-up is necessary in order to develop and apply land use planning strategies in a comprehensive manner. Just as economic base data, population dynamics, transportation and other social and cultural information is evaluated, updated and synthesized into a framework for allocation of land use, environmental factors must also be studied. Vegetation cover inventories, wildlife habitats and ecological processes must be defined to reflect present conditions and to identify long-term impact issues. This understanding can then be included in the development of planning strategies for the future management of the full spectrum of the city's land resources. Such an ecological analysis is essential to the process of managing the city's growth . Previous Master Land Use Plans for Rochester Hills have included map exhibits and summaries of wetland and woodland cover. These documents showed in a broad and simplified format the land cover features that existed within the city years ago. Vegetation resources were mapped as simply "woodland" or "wetland." Actually, these broad categories have many subgroups that need to be identified in order to fully evaluate land use impacts. Each subgroup has its own distinct ecological processes and each contributes differently to the physical and biological character of the city . Since the production of the 1986 Master Land Use Plan, the city has implemented local wetland and tree protection ordinances. These measures have been established to regulate the loss or modification of certain remaining natural features in order to protect the "heal th, safety, and welfare of the public." The legal and planning foundation of such policy lies in the commitment to actively manage surface water quality, aesthetic values and ecological stability for the maintenance of "quality of life" within the community. Knowing that one's surroundings are healthy and ecologically active is important. This inventory and study of the city's vegetation features and habitat zones includes a more detailed assessment of cover type subgroups and provides a summary of general wildlife diversity factors which serves as -28- �• • • • • • • • • • •I • •I an indicator of the overall heal th of the community. This will assist in the evaluation of development impacts to site specific as well as city-wide ecosystems and guide the implementation 0£ land use planning in an environmentally sensitive manner . HISTORICAL PERSPECTIVE Rochester Hills is located in the eastern portion of Oakland County and is geographically described as lying within the Central Clinton River Watershed. This is the midpoint of convergence of the Cl in ton River's primary northern tributaries. The basic land form classification of the city's surface features includes recessional and ground moraines left behind from the retreat of the last glacial period (Wisconsin Stage of the Pleistocene). Outwash and fluvial terrain formed the confines of the major stream courses that resulted in the development of the river valleys and floodplains that make up the city's present landscape. Rochester Hills lacks many of the glacial kettle and manmade lakes found in other areas of northern Oakland County . Instead, it possesses a wide range of riverine (river) aquatic ecosystems associated with its many creeks and streams. Only a few palustrine associated aquatic resources exist which are found in isolated areas. The landforms and primary ecological processes found in the city today are largely due to the river's dynamic hydrologic influences. As a first order regional watercourse, the Clinton River serves as a collection system for surface runoff and contributing flows from feeder tributaries such as the Paint, Stoney, Galloway and Sargent's creeks. Flooding, collection of sediment and contaminants, ponding and erosional processes all influence vegetation and biological processes within the region. With its richly wooded and steeply defined valley walls, it serves as a broad "niche" linking many secondary natural areas and habitats . Woodland and other upland resources within the city are historically characterized as Central Hardwood and Second Growth forest associations with a variety of successional prairie areas left over from the post European settlement agricultural period. Many of these successional prairie areas were once mature hardwood tracts that were cleared for crop production because of their relatively flat characteristics and soil suitability. The conversion of these mature upland forest areas to agricultural land uses caused a migration of terrestrial species to steeper wooded areas and wet-forest zones which are -29- �• • • • • •I • • • • • • •I associated with creek floodplains. These areas were of little use to farmers. The decline of farming in the area resulted in the transformation of many lands once used for cropland to series of grairie ecosystems and successional forest edges. This probably facilitated a brief increase in the amount of acreage within historical Avon Township that was actively used by wildlife. As suburban residential development accelerated in the late 1960's, these prairie and new growth forests were consumed for the same reasons as agriculture-gentle slopes and good soil. The loss of habitat of this type caused a second phase of migration by terrestrial and aviary wildlife to the remaining woodlots, river valley corridors and pocket marshes. These remaining undisturbed areas became the only source of nesting and feeding cover for most species of wildlife. Concentration of the food chain within small isolated cover zones combined with the degradation of surface water quality reduced the overall habitat value within these areas to a level that could only support a limited number of "tolerant species." Since the late 1970's, escalation in the demand for the city's remaining "natural areas" and its proximity to the expanding economic base in north-central Oakland County has brought increased development pressure to Rochester Hills. Residential and corporate construction and infrastructure improvements, such as utilities and roads, threaten to consume much of the city I s remaining "remnant ecosystems." As the steep, richly wooded sites and those near small water bodies and marshes are increasingly preferred by buyers, efforts to develop these areas wi 11 increase. This may result in a dramatic reduction in the remaining species diversity and overall ecological heal th of the area. This study should assist Rochester Hills in protecting its natural resources by serving as a tool for implementing sound land use strategy and assist the city in coordinating environmental protection efforts with its neighboring communities . METHODOLOGY The maps contained in this section of the Master Land Use Plan were developed by synthesizing three different types of information . Existing base data, aerial photographic records and field investigations were compiled and compared to arrive at an up-to-date summary of current vegetation and habitat zone features within Rochester Hills. This summary was then digitally recorded within electronic files for production of a series of exhibit maps to be included in this section of the Master Plan. -30- �• • • • •II • • • • • • • • The process began with the need for a suitable base map This of the major road and water features within the city. base needed to include features identified on the United States Geolpgical Survey Maps for the area including residential streets and local drainage courses so that they could serve as a reference for the mapping of small vegetation features. To satisfy this requirement, the Michigan Department of Natural Resources computer file system was used. This base data system is called the Michigan Resource Information System or MIRIS. It contains all of the necessary information needed to record the schematic locations of various vegetation types. Additionally, this file system contains previous mapping of some of the woodland and wetland features of the area which could be revised and included in the final vegetation cover maps. The next step involved the examination of existing aerial survey information so that the general location of major woodland and wetland features could be identified. If suitable and accurate aerial records were available, they would provide a valuable source of information on cover features and allow for examination of the interrelationships of different types of vegetation and proposed land use. For this, color infrared aerial photographs of Rochester Hills, taken in 1978, were also obtained from the Michigan Department of Natural Resources. Al though more than ten years old, these photos record images using a process that shows, in a range of reds, purples, and whites, the long wave light spectrum that is emitted by the features of the Earth's surface. This type of photograph records different types of vegetation as different textures and shades of "red," which were then traced and electronically digitized to produce draft maps for use in field examination . To correct for changes in land use since 1978, Oakland County black and white aerial photos, taken in 1989, were compared against the color infrared records. This step provided for a more accurate mapping of remaining vegetation features and it incorporated the current development patterns of the city . Draft maps were then used in actual field examination to record small pockets of forested and emergent wetland that were too small to be distinguished from the aerial photographs. This step also involved revision of the preliminary information to reflect a more accurate picture of the city's land cover resources and their quality. -31- �• • • • • • • • • -• • • - The revised and updated information was then digitally recorded within the map file system to produce the final map products. These products include large size full color computer maps, report size color maps, report size black and white reproducible maps and large size reproducible mylar maps for the c i ty's general map file. Additionally, the final computer map files containing the vegetation and habitat information will be incorporated into the Engineering Department's computer file system for use in future development planning and analysis . WOODLAND COVER MAP (FIGURE W-I) Woodlands play an important role in the overall stability of the city. As a source of shelter, they provide nesting and breeding opportunities for birds and mammals and serve as corridors linking other types of habitat. The various sizes of trees, understory shrubs and ground cover that make up woodlands, stabilize slopes, decrease runoff by increasing infiltration, improve air quality and enrich the soil . Woodlands are constantly undergoing phases of regeneration and population by various plant types. As older trees die, saplings replace them rejuvenating the forest with new fruit and nut sources which attract wildlife. The greater the diversity of plant types within the woodland, the greater its value as upland habitat. The Woodland Cover Map identifies primary stands of mature upland trees that exist with sufficient numbers and densities to form stands or tracts. Small, isolated clusters of trees occurring in residential developments or road corridors lack the components to provide diverse habitat opportunities. As such, they are not represented within the map • LEGEND Upland Hardwoods This classification is largely comprised of plants of the oak-hickory association of the Central Hardwood Forest. Existing in these areas are white, red, bur and chinquapin oaks, shag bark hickory, butternut and black cherry . Included in some of the locations are fringe groupings of sugar maple, beech, ironwood, sassafras, aspen, and basswood (not part of the oak-hickory groups) which are found in areas with higher soil moisture. Upland Conifers Upland conifers are evergreen tree species that are found in stands or bands in upland environments. Species forming this group include white, red, scotch and austrian pine, northern white cedar, fir, and spruce. -32- �w --------······· • LEGEND t WOODLAND COVER UPLAND HARDWOODS - UPLAND CONIFER W/41//21 • 1000 OPEN WATER 2000 ~ .... Figure W-1 WOODLAND COVER MAP RESOURCE INVENTORY - 1991 ROCHESTER HILLS, MICHIGAN FOR ftLAflllC PURPOIES ONLY IOUIICI: I. IIDUt IJfllffflllDf" '7 MMN. ~ 1:ltUIO COU. lffWID J0W. P'ttOftlGINl!ff, ltJI '"'"' WO.-... IDMl:E INftltllWIJM STSl'OI 11017M DtMl'MMf t:I !MM. 101J1C1S. 1• l. 1100H w.n.M. fOlll.lltS ll'01Qlr'I. 1111 MAl , 1111 NHG1 @ COl'IIIIGIII M1. TODD IIOUOWAI _=,.~ OMIOHMOOAL --- PUHHll4C ......... ............. ._.. n5i_i ,.._ �• • • • •II ""- WETLAND COVER MAP (FIGURE W-II} Wetlands are perhaps the most important feature of Rochester H.i lls' land cover resources. Because they exist in locations where water or saturated soils transition to upland resources, they serve as the link between aquatic and terrestrial species. This link serves as a critical "ecotone" where the greatest degree of species interaction and energy flow occurs which is vital to the formation of a diverse ecosystem. Wetlands contain the broadest spectrum of plant species and types of any vegetation cover classification. They can be comprised of wetforests, wetmeadows , scrub and shrublands, emergent marsh and submersed aquatic plants. They are also the native habitat of more threatened and endangered species than any other group. Because of this inherent diversity and their position within the overall vegetation composition of the city, they serve as the most important breeding, nesting and feeding cover for the highest number of birds, mammals, insects and fish. The contribution and functional value of wetlands extends beyond their richness as wildlife habitat. The plant life of wetlands can improve water quality by absorbing nutrients and contaminants, reduce storm water velocities, store floodwaters and recharge ground water supplies. LEGEND Shrub, Emergent or Aquatic Bed, Wetmeadow This classification describes those wetland plant communities that are most eas·ily identified by the average person as a bog or marsh. The three subgroup names refer to three different types of wetland vegetation that typically exist in close proximity to water. Aquatic bed wetlands are made up of plants such as lily pads, pondweeds, and milfoil that grow in the shallow depths of permanent water bodies. Emergent vegetation is found in the shallowest locations and ranges into the transition of saturated soils that extends onto drier ground. This group includes cattails, rushes, goldenrod, aster, and sedges. Shrub wetlands are those areas dominated by brush and woody vegetation that includes witchhazel, scrub willow, alder, and red-osier dogwood. -34- �w , •••••• , ••••••• • LEGEND 1. WETLAND COVER LOWLAND HARDWOOD LOWLAND CONIFER SHRUB, EMERGENT OR AQUATIC BED, WETMEADOW OPEN WATER 1000 lOOO J :::s 1000 Figure W-II WETLAND COVER MAP RESOURCE INVENTORY - 1991 ROCHESTER HILLS, MICHIGAN FOA PlUNING PURPOaEI Oltl Y 80URC( ... I \ID$H llf'#f8l()« t, M'II.M. EWIX'S , U4000CCILIN'WUIIOIW.fflOl'OrolWffl.lt71 IIDCiM'JIOO.KIIRWiUD!Sl'Sl'Dt lillOCNII DEPlllnlrol)ff 'X" tW\M. !BlA:B,. ltlt l. lfQIDIH IMf\lML fOl&.IC INUMa'r. l"1 l&At, 1111 ..~ , © COPYAIOHT 111l TODO HOUOWAT ~:fow~ -[IN'IK>NMOOAL --- ... ·---Pl,i,NNIHC ,,.,,_ '"""""""',. ,_ ,... �• • • "II • --~ - Lowland Hardwood Lowland hardwoods are characterized by mature deciduous wetfo :t est tree species which occur in floodplains and seasonally saturated depressions. Members of this group include green ash, red and silver maple, cottonwood, basswood, black willow, swamp white oak, and hornbeam. Lowland Conifer Stands of wetforest evergreen trees species define this cover type. This group is mainly comprised of red cedar and tamarack. Open Water Open water includes surface water features such as ponds, lakes, rivers, creeks, and drains. HABITAT SENSITIVITY MAP (FIGURE W-III) The distribution of wildlife within Rochester Hills covers many parts of the city. Unfortunately, this distribution includes only a few sizeable habitat "niches" that provide a sheltered and diverse environment that can support a range of species interacting with one another on a number of levels. Due to the pattern of development and the loss of vast areas of vegetation resources, these niches occur where the remaining plant and animal communities have stabi 1 i zed within a ecological order driven by the three basic elements of access to food, water, and shelter. These areas are defined by the interrelationship between vegetation that provides food and shelter, and streams and ponds that provide water and food. In identifying habitat zones, an examination of wetland and woodland vegetation was conducted which compared these features to water bodies. Wildlife use of an area cannot be predicted without an understanding of this relationship. This habitat inventory does not attempt to map specific wildlife populations. Instead, it identifies suitable habitats within the city where the basic needs for food, water, and shelter are satisfied. The map reflects the quality of these zones based on their forming a "system" with the potential to support a variety of species and ecological processes. The limiting factor for these sys terns is the availability of open water. Initial identification of habitat zones focused on those areas where two or more vegetation resources, either woodland or wetland, interfaced directly with open water. These locations establish critical "ecotones" that create breeding, nesting -36- �,. ...... ,...,.11•• -· • LEGEND HABIT AT ZONES HIGHLY SENSITIVE HABITAT ZONE - - R - - IIODERA TEL Y SENSITIVE HABITAT ZONE I IIARGINALL y SENSITIVE HABITAT ZONE I W"~ • 1000 OPEN WATER .... ) .... Figure W-111 HABITAT SENSITIVITY MAP RESOURCE INVENTORY - 1991 ROCHESTER HILLS, MICHIGAN FOR ,uJOING PIIIPOOU OIU IOUIICE ~0-~ LI. ~LllFMI\IH' rT•UK.l!!Oll:ES 1:MO:ID0:UatfNP>iJOllrlPttOfOCM"M'l'. lti'I IC>«.w llf!DJIC[.,,,.,. smDI ll«)Of( OB'MIOf r, MU1M,_ ll;DR:t5.. ,. . l. 1CHD1H MlJ\1111,l IUA.aB NJDJ, ttU MAY, 1111 tt'l-001 (f) COl'Y- 1111. TOGO HOUOWAT -[MOHM(tflM. --- PUHNIHC .,.._ . . . . . . CDl"lla.11111: ·-...::;:: - �• -II •II II "-, , - and feeding opportunities for a aviary, and amphibious species. vast array of terrestrial, The minimum size for a zone varies based on the "richness" and complexity of this interface and on adjacent land use influences. In general, the minimum size criteria may be defined as an area that contains open water and a plant community of functional size with a shelter belt of either steep topography, mature for est or open land. The shelter belt is a physical trait that serves as a buffer from dominant human intervention and disturbance to the zone's inherent ecological relationships or ecology. A habitat zone may also be adjacent to another zone of a lesser or higher value. Other small isolated pockets of habitat certainly exist throughout Rochester Hills, but these locations lack the components and interrelationships necessary to facilitate a complex site ecology. These small locations do not appear on the Habitat Sensitivity Map for this reason. Three different ratings are assigned to the habitat zones which identify them as either "Highly Sensitive, Moderately Sensitive, or Marginally Sensitive." This system places a quality factor on each habitat zone which is a combination of the diversity of the habitat features within the zone and includes the zone's susceptibility to degradation as a result of development influences such as storm water contamination, clearing and foot traffic. Hence, the higher the value for a given zone, the greater its role in the overall ecological make-up of the city. Highly Sensitive Habitat Zone These areas contain the richest relationships of water and plant cover features and afford wildlife the greatest protection from disturbance. These areas provide the highest degree of habitat opportunity and serve as the foundation for species existence within their surrounding areas. Because of their richness and potential for utilization of the largest number of species, they are Highly Sensitive. Moderately Sensitive Habitat Zone These zones are characterized by a lesser degree of plant cover diversity or are served by water features that are smaller than the Highly Sensitive Zones. As a result, their potential to serve a diverse range of wildlife species is somewhat limited. They do provide certain special habitat functions such as serving as isolated niches for specific wildlife communities. -38- �II II • • " " Many of these areas abut one or more High Sensitive Zones. In doing so, they serve as secondary support habitats for many of the species which are found in areas which are more sensitive and more di verse. Because of their lesser role in the city's biological diversity and their reduced plan make up, they are Moderately Sensitive. Marginally Sensitive Habitat Zone Environments that contain features such as open-range land, golf course fairways, steep topography or plant community-to surface water relationships that lack diversity define these zones. In general, they serve as corridors that link higher value habitats and function as natural buffers that support Highly Sensitive and Moderately Sensitive Zones. PRIMARY HABITAT ZONES The following list contains a summary habitat features for each of the seventeen identified on the Habitat Sensitivity Map: of the habitat major zones Area l. Western Clinton River Valley: Largest and most diverse system, centered on major regional water course. Elements include river, marsh, standing water, lowland shrub and aquatic bed food and cover sources, upland and lowland hardwoods. This zone functions as a major corridor for wildlife. Area 2. Oakland Second Di verse aquatic Area 3. Central Paint Creek Watershed: Primary "cold water fishery" and upland corridor system of local impact. Third largest. Elements include stream aquatic bed, standing water, lowland conifer and shrub cover, meadow food sources, mature upland f crest. Water qua! i ty values good to the mouth of Sargents Creek. Area 4. Central Stoney Creek Valley/Winkler Pond: Fourth largest system, centered around Stoney Creek corridor. Elements include stream aquatic bed, marshland, upland and lowland conifer, and upland hardwoods. This zone has steeply defined valley walls and serves as a corridor between Winkler Pond and other habitats. University/Golf Course: largest system, centered on Galloway Creek. mix of lower order water bodies, shrub and bed food sources and upland hardwoods. -39- �• Area 5. •II Bloomer Park: Part of a major parkland resource. It includes prairies, shrublands, mature wooded valley slopes, and a perched pocket open water marsh ecosystem. This system serves important support resource values to the Clinton River corridor. Area 6. Ill East Clinton River Valley: A short segment within the City of Rochester that contains river aqua ti cs, permanent standing water, emergent marsh, lowland shrub edges, upland conifers and hardwoods, and lowland forest. Area 7. Pine Trace/Sprague Drain: Primarily a lowland forest environment. Elements include standing water, marsh and lowland harwoods. Area 8. Honeywell Ditch: Primarily a lowland forest environment. Elements include creek bed, lowland conifer, lowland hardwood and upland hardwood. Area 9. Rochester/Orion Road: A lowland hardwood and seasonally flooded swamp ecosystem containing pocket marshes and creek flow corridor functions. Area 10. Sheldon Road: Primarily a shrubland and wetmeadow corridor. Elements include lesser order creek aquatic, marsh, and lowland. Area 11. (unnamed) Narrow upland forest corridor contiguous to Paint Creek. Elements include upland hardwood, standing water, and lowland hardwood. Area 12. Sargent's Crossing: Lowland stream corridor associated with Sargent's Creek. Elements include creek bed aquatic, marsh, lowland shrub, and upland hardwood. Area 13. Dutton Ditch: Primarily a lowland forest corridor. Elements include lowland hardwood, creek bed aquatic, marsh, and standing water. Area 14. Upper Sargent's Creek: Primarily an upland forest with lesser order creek flow. Elements include mature upland hardwood and creek bed aquatics. II "-- -40- �• • • • •Ill "- Area 15. (unnamed) Isclated lowland shrub wetland and emergent marsh with mature fringe understory plants and seasonal standing water. Area 16. (unnamed) Isolated lowland forest, marsh and mature fringe understory with seasonal saturation and standing water . Area 17. (unnamed) Isolated lowland forest and emergent marsh. DEFINITIONS Diversity: Ecological diversity is simply described as the number of different species and interrelationships that exist within a given area. Ecosystem: A community of living things interacting and dependent on one another and with their physical environment. An ecosystem is any area with a boundary through which an input of energy and matter can be measured and related to one or more environmental factors. Ecotone: The interface between different ecosystems or the edge that is defined by rapid changes in species communities and associations. Floodplain: The area inundated by water flows within river basins that exceed normal bank elevations to an average high water level as a result of major rain events and cause a reformation of soil and vegetation conditions. Habitat: The place where an organism, plant, or animal normally lives and reproduces. Natural Community: A population of plants and animals living and interacting in a given locality. Wetland: Land characterized by the presence of water at a frequency and duration sufficient to support, and that under normal circumstances does support, wetland vegetation or aquatic life and is commonly referred to as a bog, swamp, or marsh. -41- �II II • - Wetland Vegetation: Plants that exhibit adaptations to allow, under normal conditions, germination and propagqtion and to allow growth with at least their root systems in water or saturated soil. Included in this definition are vegetation groupings of wetmeadows, wetforests, and wet-shrublands. Woodland: A cluster or grouping of mature or second growth tree species forming a woodlot, stand, or forest. The area must allow for the regeneration of normal succession of forest tree populations. -42- �Population arul Housing �I Population and Housing I I I I I I I ,, I I I The City of Rochester Hills has experienced a rapid increase in population and number of households during the 1980's. The 1990 U.S. Census enumerated 61,766 people in the City of Rochester Hills. This represents an increase of more than 51 percent from the 1980 population count of 40,779. The number of households increased by 62 percent, from 14,598 in 1980 to 22,353 in 1990. The majority of this growth occurred in the latter part of the decade, between 1986 and 1990. POPULATION TRENDS Looking back at historic trends, Rochester Hills ( previously Avon Township) has been growing rapidly since 1940, with at least a 50 percent increase in each ten year period. Oakland County experienced similar growth levels during the 1940 to 1960 period, but has leveled off and grew only 7 percent in the 1980 to 1990 decade. Table PH-1, Table PH-2, and Figure PH-I exhibit population trends in greater detail. Rochester Hills has also grown at a more rapid pace in recent years than any of its immediate neighbors. Troy, to the south, experienced very rapid growth up to 1980, as did Oakland Township to the north. Most of Troy is now developed, while land use policies are responsible for slowing the natural growth rate in Oakland Township. The City of Rochester is almost completely developed; its population remained almost constant over the past decade. Auburn Hills (to the west) and Shelby Township (to the east) experienced modest increases. The Southeast Michigan Council of Governments ( SEMCOG) has developed forecasts for the twenty year period to the year 2010 (See Table PH-3). TABLE PH-3 I POPULATION PROJECTIONS FOR THE CITY OF ROCHESTER HILLS I Year Projected Population I 1995 2000 2005 2010 64,581 67,355 70,128 72,902 Capacity -43- I 79,522 �.. .... - .. - - - • - - - - - - --~ , 1111 ~ TABLE PH-I POPULATION COUNTS 1940 1950 1960 1970 1980 1990 Michigan 5,256,106 5,371,766 7,823,194 8,881,826 9,258,344 9,295,297 Detroit 1,623,~52 1,849,568 1,670,144 1,514,063 1,203,339 1,027,984 Tri-County Area 2,377,329 3,016,197 3,762,360 4,204,443 4,043,633 3,912,679 254,068 396,001 690,259 907,871 1,011,793 J ,083,592 ROCHESTER HILLS 5,017 8,903 15,945 24,513 40,779 61,766 Rochester Auburn Hills Shelby Township Oakland Township Troy 3,759 3,465 2,946 966 6,248 4,279 6,210 5,930 1,343 10,087 5,431 8,959 17,114 2,469 19,402 7,054 12,646 29,467 4,793 39,419 7,203 15,388 38,939 7,628 67,102 7,130 17,076 48,655 8,227 72,884 1980-1990 SEMCOG Forecast 1990-2010 Oakland County I ~ ~ TABLE PH-2 PERCENTAGE OF GROWTH IN POPULATION I 1940-1950 1950-1960 Actual 1960-1970 - 1970-1980 Michigan 2.2 45.6 13.5 4.2 0.4 n.a. Detroit 13.9 -9.7 -9.3 -20.5 -14.6 -19 . 1 Tri-County Area 26.9 24.7 11.8 -3.8 -3.2 3.3 Oakland County 55.9 74.3 31.5 11.4 7.1 16.6 ROCHESTER HILLS 77. 5 79.1 53.7 66.4 51.5 18.0 Rochester Auburn Hills Shelby Township Oakland Township Troy 13.8 79.2 101.3 39.0 61.4 26.9 44.3 188.6 83.8 92 . 3 29.9 41.2 72.2 94.l 103.2 2.1 21.7 32.1 59.1 70.2 -1.0 11.0 25.0 7. 9 8.6 1.6 47.1 35.1 66 . 3 23 . 7 �I -sv- :.,, I .....&.. I §~ I'\.) C) ( C) C) I'\.) C) ~ C) O') (X) C) C) C) C) 'O 'O ~ ("') ~ ;:: ~ ;,. ROCHESTER. HILLS :::,.. ..._, Auburn Hills C;:, Towtship :::,. ;,. 5 ~- Michigan g ;,; ~ 0 -c = ~ -·= ~ 0 ~-::, Detroit L...-~ ROCHESTER. HILLS ~ Auburn Hi II s ~ , Oakland TO\l,TlShip I """" Detro i t ,_____ ROCHESTER HILLS ~ ., Auburn Hills ~ __...,. Oakland TO\\nShip ~ ~ = ~ ~ (JQ Detroit ROCHESTER HILLS Auburn Hills ~ Oakland Tomship Cl ., 0 ~ ~ . Detroit ....__ _ _-l ROCHESTER HILLS =- burn Hills land T0W1ship Detroit en tI'.1 ~~~ .n(i 'Tj \0 0 N~O o~ 0 ROCHESTER HILLS Auburn Hills Oakland Tomship C1 I �I I· I I I I I I -I I I - Rochester Hills' growth rate is expected to decline to a more modest 18 percent as the amount of land available for residential , development shrinks. Auburn Hills and Shelby Townships, with more available developable land, will grow at more rapid rates, while the City of Rochester will remain at its current population level. Oakland Township is forecast to grow by 66 percent, to about 15,000 population, over the next twenty years. AGE DISTRIBUTION Rochester Hills' population growth is concentrated among adults, rather than children. During the decade of the 1970's, population in the age groups under age 25 increased at only half the rate for the city as a whole, while explosive population growth was observed in the adult age groups, over age 25. Table PH-4 and Figure PH-II indicate age distribution trends in greater detail. TABLE PH-4 TRENDS IN AGE DISTRIBUTION Under 5 5-17 18-24 25-44 45-64 65+ 1970 1980 1990 2,011 7,790 3,372 6,016 4,291 1,033 2,720 9,719 4,527 12,893 8,347 2,573 4,447 11,863 5,122 22,459 12,528 5,347 35.3% 24.8% 34.3% 114.3% 94.5% 149.1% 63.5% 22.1% 13.1% 74.2% 50.1% 107.8% 24,513 40,779 61,766 66.4% 51.5% 1970-1980 1980-1990 The 1980's brought greater growth in the number of young families, while the baby "boomlet" produced a large increase in the number of children aged zero to four. The baby boomlet, as it is known, represents the phenomenon of children being born to the baby boomer generation. The baby boomers were born between 1946 and 1964; they were at the prime child-bearing ages (25 to 40) in the late 1980's. While these young people will, generally, have fewer children than their parents did, there are so many of them having one or two children that a "boomlet" results. These young parents, having the boomlet babies, are also at a prime age for buying homes. Thus, their age group ( 25 -46- �...... -...,,__, ................. .. .. .... Figure PH-II Trends in age Distribution 25000 65+ 20000 m=t?'~Wz'M 45-64 -25-44 15000 I ,t::> -..J I 10000 5000 ~ 18-24 - 5-17 <5 0 1970 Source: 1990 Census - APB Associates 1980 1990 �I I I I I I I I •I I I I I I to 44) increased by 74 percent in Rochester Hills, · ahead of the 51 percent increase for the city overall. On the other growth rates were lower for persons aged 5 to 24, a hand, which 'includes the baby "bust"--the low birth rate group years of the early 1970's. Overal 1, as of 1990, 26. 4 percent of Rochester Hills' population was children under 18 years of age. The figure for the state as a whole is comparable. However, only 8.7 percent of the city's population was 65 and older, considerably under the 11.9 percent for Michigan and 10.9 for Oakland County. Rochester Hills attracts households in the prime adult years (25 to 64), both with and without children. OTHER POPULATION CHARACTERISTICS Race and Hispanic Origin. Overall, 95 percent of Rochester Hills' 1990 population was white. Asian and Pacific Islanders represented 3.2 percent, followed by black (1.4%), American Indian (.2%), and other race (.3%). Hispanics, who may be of any race, constituted 1 .4% of the 1990 Rochester Hills population. Almost everyone in Rochester Group Q.uarters Population. Hills was living in a housing unit in 1990. Only 773 people (1.3%) were enumerated in group quarters such as nursing homes. Household Composition. Over two-thirds ( 67%) of Rochester Hills households were headed by married couples in 1990 (See Table PH-5). In contrast, the statewide figure is only 55%. Most of the remaining households had only one person living in them. Very few are headed by a single parent with children. TABLE PH-5 HOUSEHOLD COMPOSITION Household Type Number Married Couple 15,053 Other family (two or more people related to each other) 2,016 One person living alone 4,366 Other non-family group 918 Total 22,353 -48- Percent 67% 9% 20% 4% 100% �I I I I I I -I •I I I I -I Population Per Household. The average number of persons per households in 1990 was 2. 7 3. This represents a decline of 7 percent from the 1980 figure of 2. 94 persons per household. The decline was expected, in view of the increased number of households without children and the fact that completed fertility rates are much lower than in previous generations. Completed fertility is the number of children a woman has, or will have, in her lifetime. HOUSING CHARACTERISTICS Rochester Hills had 23,535 housing units at the time of the 1990 U.S. Census (See Table PH-6). Of these, 22,353 were occupied and 1,182 were vacant, for a vacancy rate of 5 percent. Many of the units recorded as vacant, however, were newly constructed and awaiting their first occupants. The total housing stock grew by 61 percent between 1980 and 1990; the number of occupied units, or households, grew by 62 percent. TABLE PH-6 HOUSING CHARACTERISTICS 1980 Number 1990 Percent 1980 1990 Percent Chan9e TOTAL HOUSING UNITS 14,598 23,535 100 100 54 OCCUPANCY STATUS Occupied Vacant 13,761 837 22,353 1,182 94 6 95 5 62 33 TENURE Owner-occupied Renter-occupied 10,970 2,791 17,363 4,990 80 20 78 22 58 79 9,653 1,158 638 1,511 698 940 14,813 2,360 560 2,201 2,117 1,484 66 8 4 11 5 6 63 10 3 9 9 6 53 104 -12 46 203 58 UNITS IN STRUCTURE Single-family Row house Two to four Five to nine Ten or more Mobile home MEDIAN HOUSING VALUE MEDIAN CONTRACT RENT $61,300 $137,900 $300 $566 -49- 125 88 �I I I I I I I I II I I I I I I I Like most Detroit area suburbs, Rochester Hills is a city of hom~owners: four out of five households own their living quarters. However, rental housing increased as a percentage of the total housing stock during the 1980's, and had a larger growth rate (79 percent as compared to 58 percent for owner-occupied units). Looking at the data for uni ts in structure clarifies this trend. Two categories of housing had very high growth rates during the decade: row houses ( one unit attached) doubled, and apartment uni ts in bui !dings with ten or more uni ts tripled ( See Table PH-6) . Single-family homes, while still comprising nearly two-thirds of Rochester Hills' housing stock, increased in number at a much slower rate. Housing values increased dramatically during the decade. The median value of single-family homes, as estimated by their occupants, increased by 125 percent, from $61,300 in 1980 to $137,900 in 1990. In comparison, the Michigan statewide median value is only $60,600; Oakland County's figure is $95,400. Rental levels also increased substantially, from a median of $300 in 1980 to $566 in 1990. However, only one renter in six paid more than $750 per month. The median rent figure for Oakland County is $495; for Michigan, only $343. SUMMARY Rochester Hills is an affluent community of homeowners. It has experienced high growth rates in recent years and very substantial increases in housing value. About average in the proportion of the population that is children, the community has a lower than average proportion of senior citizens. Most households are either headed by married couples or persons living alone. The single-family home but many apartment and row recent years. Housing value than the average for Oakland is the predominant housing type, house uni ts have been built in and rent are considerably higher County as a whole. -50- �I Econom.ic Ana{yses �I Economic Analyses I 'I I I I •I I I I I I PROJECTION OF FUTURE COMMERCIAL DEVELOPMENT NEEDS Rochester Hills does not exist as a separate urban center, but is actually part of a large concentration of suburban communities forming the Oakland County retail trade area. Some types of commercial development will draw customers just from Rochester Hills, while other shopping facilities will draw from all of Oakland County or even a large part of the entire Detroit Metropolitan Area. For example, a neighborhood convenience shopping center containing a supermarket will normally draw customers from a one to two mile trade area. A community shopping center will draw customers from a three to five mile distance. A major regional shopping mall can draw customers from eight or more miles away if there are good expressway connections. Development of major shopping facilities in neighboring communities could have an important impact on any projection of commercial space demand in Rochester Hills. For example, construction of a large, regional shopping mall in an adjoining suburb or intensification of retail facilities in Downtown Rochester could significantly reduce the demand for retail space within the City of Rochester Hills. The concept of projecting future commercial development needs based on a community's population characteristics when fully built up is well accepted in the literature of city planning. The analysis also provides interim commercial development land projections for the years 1995, 2000, 2010 as well as for maximum capacity at total community build out. Most communities in Oakland County pursue, permit, or reject commercial developments based on their own local preferences and advantages. It would be rare for one community to turn down a commercial development because it would negatively affect another shopping area in an adjoining city. Therefore, each city must very carefully assess its own commercial development potential within the broader trade area so that it does not end up with abandoned and boarded up shopping facilities due to overbuilding or stronger outside competition. The conclusion of this ana.lysis contains certain cautions on the amount of further commercial development which Rochester Hills can realistically expect to absorb and permanently support in a viable manner. -51- I �I MARKET ANALYSIS I I I I I I •I I I I I I The market analysis provides information on supportable commercial acreage for 1990, as well as projections for 1995, 2000, 2010, and full capacity build up. An important factor in a market analysis is the number of households. This figure is multiplied by an average household income figure to determine the spending potential for Rochester Hills. These calculations eventually determine the appropriate commercial needs of the city. The 1990 U.S. Census of Population indicates that the current number of households is 23,487. The number of households in Rochester Hills is expected to increase from 23,487 in 1990 to 30,900 in 2010. Based on previous planning studies done by the city, the number of households when the city is totally built-up will be approximately 31,809. The household size is predicted to decrease from 2.78 persons per household in 1990 to 2.5 persons per household in 2010. The forecast, at five year intervals, is shown in Table E-1. Another important factor of the market analysis is the level of household income. This figure is multiplied by the number of households and determines the buying power the total community wi 11 have for goods and services. The 1990 average household income is estimated to be $48,444. Disposable income can now be calculated from the total household income. The total income is distributed between taxes, housing costs, insurance, medical and other services, and tangible goods. Disposable income is the percentage of total income that is available for tangible goods such as food, clothes, automobile costs, and other real i terns. For Rochester Hills, the disposable income used for retail sales is estimated to be fifty-four percent ( 54%) of the total household income. The projected number of households and the disposable income per household are indicated in Table E-2. These two (2) figures are multiplied to attain the net disposable income for Rochester Hills until the year 2010. The disposable income per household is next distributed among consumer expenditure categories by percentages. These percentages portray how a Rochester Hills household will spend its income. A listing of the ten (10) consumer expenditure categories used and their accompanying explanation of uses are set forth below: l) GENERAL MERCHANDISE SALES includes the following estab1 ishments: department stores, variety stores, general merchandise stores, dry good stores, sewing and needlework stores. -52- I �I I TABLE E-1 POPULATION AND HOUSEHOLD PROJECTIONS I I I CITY OF ROCHESTER. HILLS r J I • I I I I t YEAR PERSONS PER HOUSEHOLDS (ADJUSTED) 61,807 2.78 23,487* 1995 64,581 2 . 70 25,342 2000 67,355 2.63 27,192 2005 70,128 2 . 56 29,041 2010 72,902 2.50 30,900 CAPACITY 79,522 2.50 31,809 *This table indicates the number of households in the city as 23,487; while the Population and Housing chapter of the master plan indicates the city has 23,535 households. This difference of 48 households is due to a minor increase in the household figure by the U.S. Census Bureau between the time the two chapters were prepared. 1990 U.S. Census of Population, 1990 SEMCOG Regional Development Forecast, Gerald Luedtke and Associates, Incorporated -53- I HOUSEHOLDS 1990 Sources: t POPULATION PROJECTIONS �TABLE E-2 NET DISPOSABLE INCOME CITY OF ROCHESTER. HILLS t • TOTAL INCOME PER HOUSEHOLD (In 1990 Dollars) (54% OF TOTAL INCOME) NET INCOME (In 1990 Dollars) YEAR HOUSEHOLDS 1990 23,487 $48,444 $26,160 1995 25,342 $48,444 $26,160 2000 27,192 $48,444 $26,160 2005 29,041 $48,444 $26,160 2010 30,900 $48,444 $26,160 Sources: 1990 U.S. Census of Population, SEMCOG 1990 Regional Development Forecast, Howard L. Green and Associates, Incorporated, Gerald Luedtke and Associates, Incorporated -54- �2) APPAREL AND ACCESSORY SALES includes establishments primarily selling clothing of all kinds and related articles fpr personal wear and adornment. 3) FURNITURE, FURNISHINGS, AND EQUIPMENT SALES are establishments primarily selling merchandise used for furnishing the home (furniture, floor coverings, draperies, glass and chinaware, refrigerators, household appliances, radio and television sets). 4) OTHER COMPARISON SALES include the multitude of retail establishments that are too small to categorize indi vidually. 5) FOOD STORES primarily sell food for home preparation and consumption. 6) DRUGS AND PROPRIETARY STORES fill and sell prescriptions, proprietary drugs, patent medicines, and other health and first-aid products. 7) EATING AND DRINKING PLACES principally sell prepared foods and drinks for consumption on or near the premises. 8) AUTOMOTIVE SALES include businesses selling new and used automobiles, new parts and accessories, motorcycles, mopeds, aircraft, boats, and recreation vehicles. 9) GASOLINE SERVICE STATIONS primarily retail gasoline and automotive lubricants. They may also sell batteries, accessories, and perform repairs. 10) HARDWARE, LUMBER, AND GARDEN SUPPLY establishments primarily sell lumber and other building materials, paint, glass and wallpaper, hardware, nursery stock, lawn and garden supplies, and mobile homes. The percent of total disposable income and the estimated retail sales per household for the current and projected years are indicated in Table E-3. A similar spending pattern throughout the projection period is assumed. To derive the supportable retail space for the appropriate year, the retail spending figures indicated in Table E-3 are multiplied by the expected number of households to determine the total retail sales for the city. Total retail sales is converted into supportable building square footage by dividing the dollar amount per square foot per category into the total sales figure. The Urban Land Institute has prepared a table of expected sales per square foot for various types of land use. Table E-4 indicates the sales per -55- �., W//1 • TABLE E-3 RETAIL SALES PER HOUSEHOLD CITY OF ROCHESTER. HILLS COMMERCIAL CATEGORY PERCENT OF TOTAL DISPOSABLE INCOME ESTIMATED RETAIL SALES PER HOUSEHOLD (In 1990 Dollars) COMPARISON: General Merchandise Apparel & Accessary Furniture, Furnishings, & Equipment Other Comparison TOTAL COMPARISON 13.3% 5.0% $ 3,479 1,308 5.7% 12.5% 1,491 3,270 36.5% $ 9,548 20.8% 3.1% 9.2% $ 5,441 33. 1% $ 8,659 17.1% 8.7% 4.6% $ 4,473 2,276 _l_,204 30.4% $ 7,953 100.0% $26,160 I Ln O'I I CONVENIENCE: Food Stores Drugs & Proprietary Eating & Drinking Places TOTAL CONVENIENCE 811 2,407 GENERAL COMMERCIAL: Automotive Gasoline Service Station Hardware, Lumber, & Garden TOTAL GENERAL TOTAL RETAIL SALES Sources: Howard L. Green and Associates, Incorporated, Gerald Luedtke and Associates, Incorporated �TABLE E-4 1990 ANTICIPATED AVERAGE SALES PER. SQUARE FOOT (Gross Leasable Area) CITY OF ROCHESTER. HILLS COMMERCIAL CATEGORY SALES PER SQUARE FOOT COMPARISON: General Merchandise Apparel & Accessary Furniture, Furnishings, & Equipment Other Comparison $117 202 184 154 CONVENIENCE: Food Drugs & Proprietary Eating and Drinking Places 288 172 131 GENERAL COMMERCIAL: Automotive Gas Service Station Hardware, Lumber, & Garden Sources: 128 121 111 URBAN LAND INSTITUTE, Dollar and Cents for Shopping Centers: 1990 Gerald Luedtke and Associates, Incorporated -57- �• • "I • • • -I I I 'I '- square foot figures used. Tables E-5, E-6, E-7, and E-8 show the expected supportable building area in square feet for the years 1990, 1995, 2000, and 2010 respectively . Supportable building area in square feet is now converted into land acreage needed for retail operations. Conversion of the supportable square footage into acres will facilitate an easier comparison to property sizes needed for commercial development. A generally-accepted standard indicates that for each square foot of building, three (3) additional square feet of parking, loading space, greenbelts, and setbacks will be required. This standard has been checked against the Rochester Hills zoning ordinance and landscape regulations and found to be accurate for use in the city. Thus, the acreage is calculated by multiplying supportable building area by four (4) and then dividing by 43,560 (the number of square feet in one acre). The results are indicated in Table E-9. The purpose of this market analysis is to determine the commercial requirements of the future population of Rochester Hills. As shown in Table E-9, the supportable commercial land area for 1990 is 371.2 acres. This acreage number represents the land that can be supported for commercial uses for Rochester Hills residents based upon their income and spending patterns. The short-range projection to 1995 portrays a need of 400. 5 acres for commercial development. A middle-range projection to the year 2000 indicates a commercial need of 429.8 acres. The long-range projection to 2010 shows a commercial demand of 488.4 acres. Figures for Rochester Hills at capacity development can be attained by utilizing this same market analysis process. The 1986 Master Plan reports the holding capacity of the city to be 32,501 households. We have adjusted this figure to 31,809 based on park land acquisition the city has carried out since the 1986 plan was completed . The supportable total commercial acreage can be determined by using the capacity household figure stated, and performing the many calculations involved. To preclude the duplication of the many tables previously listed, a summary table showing the number of supportable acres at total build-out is set forth in Table E-10. The purpose of the foregoing analysis was to determine the amount of commercial development space which Rochester Hills' own population could support. The analysis indicated that the City of Rochester Hills could support 371.2 acres of commercial space by the year 1990. However, the city currently has 504 acres of commercially developed land; therefore, the city now has 132. 8 acres of commercial land developed in excess of what its own population could support in the year 1990. This indicates that the city's commercial developments are serving a population beyond its own municipal boundaries. -58- �:a ;· w·•-,···· •:ca• • TABLE E-5 1990 EXPECTED SPEND!~ POTENTIAL AND SUPPORTALE BUILDING AR.EA (NUMBER OF HOUSEHOLDS - 23,487) COMMERCIAL CATEGORY SPENDING POTENTIAL (In 1990 Dollars) PER HOUSEHOLD TOTAL SALES COMPARISON: General Merchandise Apparel & Accessary Furniture, Furnishings & Equipment Other Comparison $ 3,479 SUPPORTABLE BUILDING AREA (S_QUARE FEET) . 1,308 81,711,273 30,720,996 698,387 152,084 1,491 3,270 35,019,117 76,802,490 190,321 498,717 $ 9,548 $224,253,876 1,539,509 $ 5,441 811 2,407 $127,792,767 19,047,957 56i~3L209 443,725 110,744 431,551 $ 8,659 $203,373,933 986,020 $ 4,473 2,276 1,204 $105,057,351 53,456,412 28,278,348 820,760 441,788 254,760 TOTAL GENERAL $ 7,953 $186,792,111 1,517,308 TOTAL RETAIL SALES $261160 $614,419!920 4,042,837 TOTAL COMPARISON $ I U1 ~ I CONVENIENCE: Food Stores Drugs & Proprietary Eating & Drinking Places TOTAL CONVENIENCE GENERAL COMMERCIAL: Automotive Gasoline Service Station Hardware, Lumber, and Garden Source: Gerald Luedtke and Associates, Incorporated �aw --{- •••••a• TABLE E-6 1995 EXPECTED SPENDING POTENTIAL AND SOPPORTALE BUILDING AR.EA (NUMBER OF HOUSEHOLDS - 25,342) SPENDING POTENTIAL (In 1990 Dollars) PER HOUSEHOLD TOTAL SALES COMMERCIAL CATEGORY SUPPORTABLE BUILDING AREA (SQUARE FEET) COMPARISON: General Merchandise Apparel & Accessary Furniture, Furnishings & Equipment Other Comparison $ 3,479 1,308 $ 88,164,818 33,147,336 75J, 545 164,096 1,491 3,270 37,784,922 82,868,340 205,353 538,106 $ 9,548 $241,965,416 1,661,100 $ 5,441 811 2,407 $137,885,822 20,552,362 60,9~8_!194 478,770 119,490 465,635 $ 8,659 $219,436,378 1,063,895 $ 4,473 2,276 ---..!..? 204 $113,354,766 57,678,392 30,51!1768 885,584 476,681 274,881 TOTAL GENERAL $ 7,953 $201,544,926 1,637,146 TOTAL RETAIL SALES $26,160 $662,946,720 4,362,141 TOTAL COMPARISON I 0) 0 CONVENIENCE: I Food Stores Drugs & Proprietary Eating & Drinking Places TOTAL CONVENIENCE GENERAL COMMERCIAL: Automotive Gasoline Service Station Hardware, Lumber, and Garden Source: ' Gerald Luedtke and Associates, Incorporated �....... •••••a TABLE E-7 2000 EXPECTED SPENDING POTENTIAL AND SUPPORTALE BUILDING AREA (NUMBER OF HOUSEHOLDS - 27,192) COMMERCIAL CATEGORY SPENDING POTENTIAL (In 1990 Dollars) PER HOUSEHOLD TOTAL SALES SUPPORTABLE BUILDING AREA (SQUARE FEET) COMPARISON: General Merchandise Apparel & Accessary Furniture, Furnishings & Equipment Other Comparison I $ 3,479 1,308 $ 94,600,968 35,567,136 808,555 176,075 1,491 3,270 40,543,272 88,917,840 220,344 577,389 $ 9,548 $259,629,216 1,782,363 $ 5,441 811 21_407 $147,951,672 22,052,712 65,4511_144 513,721 128,213 4991_627 $ 8,659 $235,455,528 1,141,561 $ 4,473 2,276 1,204 $121,629,816 61,888,992 32,739,168 950,233 511,479 294,947 TOTAL GENERAL $ 7,953 $216,257,976 1,756,659 TOTAL RETAIL SALES $26,160 $711 ,3421?20 4,_§80, 583 TOTAL COMPARISON 0) f-' I CONVENIENCE: Food Stores Drugs & Proprietary Eating & Drinking Places TOTAL CONVENIENCE GENERAL COMMERCIAL: Automotive Gasoline Service Station Hardware, Lumber, and Garden Source: Gerald Luedtke and Associates, Incorporated �c------ l· ··••a• • TABLE E-8 2010 EXPECTED SPENDING POTENTIAL AND SUPPORTALE BUILDING AREA (NUMBER OF HOUSEHOLDS - 30,900) COMMERCIAL CATEGORY SPENDING POTENTIAL (In 1990 Dollars) PER HOUSEHOLD TOTAL SALES SUPPORTABLE BUILDING AREA (SQUARE FEET) COMPARISON: $ 3,479 1,308 $107,501,100 40,417,200 918,813 200,085 1,491 3!270 46,071,900 101,043,000 250,391 6561123 $ 9,548 $295,033,200 2,025,412 $ 5,441 21407 $168,126,900 25,059,900 74,376,300 583,774 145,697 5671758 $ 8,659 $267,563,100 1,297,229 $ 4,473 2,276 1,204 $138,215,700 70,328,400 37,203,600 1,079,810 581,226 335,168 TOTAL GENERAL $ 7,953 $245,747,700 1,996,204 TOTAL RETAIL SALES $261160 $808,34~!009 _?_1318,845 General Merchandise Apparel & Accessary Furniture, Furnishings & Equipment Other Comparison I O', N I TOTAL COMPARISON CONVENIENCE: Food Stores Drugs & Proprietary Eating & Drinking Places TOTAL CONVENIENCE 8ll GENERAL COMMERCIAL: Automotive Gasoline Service Station Hardware, Lumber, and Garden Source: Gerald Luedtke and Associates, Incorporated �-·---- ···••11• • TABLE E-9 TOTAL SUPPORTABLE COMMERCIAL LAND IN ROCHESTER HILLS 1990-2010 1990 SQUARE FEET OF BUILDING I COMPARISON 1995 ACREAGE OF TOTAL DEVELOPMENT SQUARE FEET OF BUILDING 2000 ACREAGE OF TOTAL DEVELOPMENT SQUARE FEET OF BUILDING 2010 ACREAGE OF TOTAL DEVELOPMENT SQUARE FEET OF BUILDING ACREAGE OF TOTAL DEVELOPMENT 1,539,509 141.4 1,661,100 152.5 1,782,363 163.7 2,025,412 186.0 986,020 90.5 1,063,895 97.7 1,141,561 104.8 1,297,229 119.1 1,517,308 139.3 - 1,637,146 150.3 1,756,659 161. 3 1,996,204 183.3 O'\ w I CONVENIENCE GENERAL TOTAL Source: 371.2 Gerald Luedtke and Associates, Incorporated 400.5 429.8 488.4 �TABLE E-10 TOTAL SUPPORTABLE COMKER.CIAL LAND AT CAPACITY CITY OF R.OCHESTFR. HILLS COMPARISON 191.5 Acres CONVENIENCE 122.6 Acres GENERAL 188.7 Acres TOTAL 502.8 Acres -64- �FUTURE COMMERCIAL IMPACT OF CITY OF ROCHESTER In addition to the commercial acreage needs generated by the current •and projected population of Rochester Hills, the City of Rochester will add disposable income to the area. The 1990 SEMCOG Regional Development Forecast estimates that 3,468 households are located in the City of Rochester. The average household income is reported to be approximately $35,065. The disposable income per household is calculated to be $18,935. The City of Rochester can expect to generate a total disposable income of $65,666,580 in 1990. An estimated total of 175,000 square feet of retail space is located in the Rochester Central Business District. The total amount of commercial acreage in the City of Rochester has not been tabulated and is unavailable. Although there will be considerable interchange among City of Rochester Hills and City of Rochester shoppers, it would not be possible to accurately assess the impact on each city without a detailed shopper origin/destination study. FUTURE COMMERCIAL IMPACT OF SURROUNDING - COMMUNITIES The City of Rochester Hills is surrounded by Oakland Township, Orion Township, the City of Auburn Hills, Bloomfield Township, the City of Troy, and Shelby Township. In 1990, these six surrounding communities contained 78,658 households. It is retail trade generated by these surrounding communities which is supporting the amount of retail development in Rochester Hills which exceeds the needs of the city's own residents. During December of 1990, Gerald Luedtke and Associates, Incorporated conducted a vacancy survey of commercial space in the City of Rochester Hi 11 s. Our survey indicated that slightly less than 5% of commercial space in the city was unoccupied. This level of vacancy is very low; many viable shopping areas exhibit a 5 to 10 percent vacancy rate. This low vacancy rate indicates that the current amount of commercial development is apparently not pushing the market to its limits. It also indicates that the communities which surround Rochester Hills provide a substantial and healthy cushion to support the amount of retail space in the city which exceeds the needs of the city's own population. Let us consider the future impact of each of the six (6) surrounding communities: Oakland Township is a low-density, primarily residential community located north of the City of Rochester Hi 11 s. By design and intent, Oakland Township has very little retail development to serve its population. The community contained 2,864 households in 1990 and had a relatively high median -65- �• household income of $57,649. Access between Oakland Township and the shopping districts of Rochester Hills is very good by way of Adams Road, Orion Road, and Rochester Road. It is very 1 ikely ' that the City of Rochester Hills is ful f i 11 ing most of the retail shopping needs of Oakland Township residents in the discount and general merchandising categories. However, Oakland Township residents have a relatively high median household income ($57,649 in 1990) and many of the upscale retail purchases of residents of this community are probably made in Birmingham and Troy. Oakland Township has had a long-term policy of discouraging any significant commercial development within its boundaries, and although it will grow gradually, it does present a viable, permanent retail market for stores in Rochester Hills. Orion Township is located northwest of the City of Rochester Hills and is accessible by way of Orion Road or Silver Bell/Adams Roads. The Village of Lake Orion located within Orion Township does not effectively compete with the offerings of Rochester Hills. Many of the stores in the downtown shopping district of the Village of Lake Orion consist of specialty stores such as picture framing stores, hobby shops, and other unique offerings which have a more specialized clientele. There is one K-Mart Center located in Orion Township near the Village of Lake Orion. However, the City of Rochester Hills still represents a strong retail draw to residents of Orion Township. In 1990, Orion Township had 7,950 households and a median household income of $42,948. The master plan and zoning ordinance of Orion Township do not propose or encourage significant increases in retail development. The community wishes to maintain a semi-rural lowerdensity residential image. Therefore, Orion Township wi 11 also continue to be a potentially strong market for retail sales within the City of Rochester Hills. The City of Auburn Hills is located west of Rochester Hills and consists of the former Pontiac Township which remained after the City of Pontiac was incorporated many years ago. In 1990, Auburn Hills had 6,693 households and a comparatively lower median household income of $37,283. Auburn Hills is directly accessible to Rochester Hills by way of Walton Boulevard, Hamlin Road, Auburn Road, or M-59. Auburn Hills also is drawn to the City of Pontiac Central Business District which currently competes with Rochester Hills for purchases by Auburn Hills residents. The proposed 2,088,139 square foot shopping mall in Auburn Hills will, of course, directly compete with Rochester Hills for retail dollars originating in the Auburn Hills community. The proposed mega-mall will contain 30% clearance retail outlets, 30% traditional discount merchandisers, 30% manufacturers outlets, and 10% food and services establishments. Thus, it will be a strong competitive force which will siphon off -66- �• trade from Rochester Hills as well as from other surrounding communities. Bloomfield Township is located southwest of the City of Rochester Hills and does not represent a strong market component within the Rochester Hills trade area. In 1990, Bloomfield Township had 16,768 households and an extremely high median household income of $71,077. Bloomfield Township is accessible to retail areas in Rochester Hills by way of Adams Road or the I-75/M-59 connection. Because of the high income levels in this community, most shoppers will be drawn to Birmingham or to Troy rather than to Rochester Hills. Only those shopping dollars specifically aimed at discount type purchases would be attracted to Rochester Hills and probably will be siphoned off to Auburn Hills when the mega-mall is eventually constructed. The City of Troy is located directly south of the City of Rochester Hills. According to analyses conducted by the Oakland County Economic Development staff, that portion of Troy located north of 17 Mile Road is significantly oriented to the City of Rochester Hills trade area. Households located south of 17 Mile Road shop primarily in Troy, Birmingham, and other communities to the south. In 1990, Troy had a population of 26,749 households and a relatively high median household income of $49,187. Troy has numerous good and direct connections to shopping areas in Rochester Hills by way of Adams Road, Crooks Road, Livernois, Rochester Road, John R, and Dequindre. Shelby Township is located directly east of the City of Rochester Hills in Macomb County. In 1990, this rapidly growing township had 17,634 households and a median household income of $43,857. According to analyses completed by the Macomb County Economic Development staff, Shelby Township has a much stronger retail shopping orientation to stores located to the east in Sterling Heights than it does to stores located in .Rochester Hills. During recent years, there has been considerable development of discount type anchor stores such as Target or Mervyn's around the original Lakeside Regional Shopping Mall. The combination of a major regional shopping mall such as Lakeside which is augmented by a number of discount and other supporting stores creates an extremely strong draw. Furthermore, connect ions between Shelby Township and the City of Rochester Hills by way of 23 Mile Road or Avon Road are often congested and generally serve as a deterrent. Conversely, access to shopping areas in Sterling Heights on the east is excellent, primarily by way of the M-53 expressway. It would appear that Shelby Township will not be a strong supporting economic neighbor to future retail development in the City of Rochester Hills. -67- �This analysis has shown that the population of the City of Rochester Hills can support a total of 502 .8 acres of commercial development at that point when the community is totally built up. In other words when the maximum residential holding capacity has been reached, the residents within the community could support no more than this amount of retail space. However, as has previously been pointed out, the city could support additional retail space if it seeks to serve retail markets beyond its municipal boundaries. The city currently has 722.4 acres of land zoned for commercial development. If the city's own optimum population will support no more than 502.8 acres of retail development, Rochester Hills is therefore overzoned by 219.6 acres of commercial land to meet the future needs of its own population. As was previously pointed out, the city currently has 504 acres of existing commercial development. This indicates that the city has already reached or used up its total commercial development potential based on the optimum size of its own population when fully developed. A city has three basic options when planning the amount of future commercial development land for which it will zone: 1. The community can plan for the needs of its own population only. Under such an approach, Rochester Hills would have to now stop most future commercial development because this analysis has shown that it already has reached the maximum level which the city's optimum population will support. 2. A community can plan for less commercial development than its population will support. For example, Oakland Township has followed the basic planning premise that people should reside in Oakland Township, but do their shopping elsewhere. It does not wish to have any significant retail development. It is too late for Rochester Hills to consider this option, since it already has substantial retail development which will fully meet the needs of its future population growth. 3. A community can plan for more commercial development than its own population can internally support. A good example of this scenario is the large shopping district contained in downtown Birmingham. Under the third option, a city can specifically decide through appropriate planning policies that it desires to serve as a strong shopping magnet and will plan accordingly. Usually a community which follows this option sees the advantages of a strong tax base and the overall amenities which can be offered by viable shopping districts to a community. It should be pointed out that -68- �there are many levels at which this policy could be carried out. For example, Rochester Hills could become a secondary shopping magnet which serves more than its internal . population, but could still stop substantially short of becoming a major retail center such as downtown Birmingham, the Big Beaver Road complex in Troy, or the proposed mega-mall in Auburn Hills. OFFICE DEVELOPMENT Since 1980, office space in southeast Michigan has increased by more than 40 percent, growing from 80 million square feet to over 121 million square feet by the end of 1991. Demand for office space in the Detroit Metropolitan Area has been affected by downsizing of the "big three" automobile companies. As General Motors Corporation, Ford Motor Company, and Chrysler Corporation continue to strive for improved efficiency, many office workers are being laid off. Since 1986, over 9,000 jobs have been lost in the automobile industry in Oakland County. Table E-11 portrays employment forecasts for the City of Rochester Hills. While the city experienced a 178.1 percent increase in employment in the decade from 1980 to 1990, the projected increase for the period 1990 to 2010 will be approximately 74.5 percent according to SEMCOG forecasts. SEMCOG projects over 15,000 new jobs will be added in Rochester Hills in the period from 1990 to 2010. The City of Rochester Hills represents an important office market. The city currently has 783,216 square feet of office space. Future demand for office space in Oakland County will remain strong, but will be less than the peak office demand years reached in the mid 1980 's. Employment projections prepared by the Southeast Michigan Council of Governments indicate that employment within the finance, insurance, real estate, and service industries in Oakland County is expected to increase to 312,031 jobs by the year 2005. By applying an industry average of 196 square feet of off ice space per employee, the demand for office space in Oakland County should reach 18 million additional square feet by the year 2005 (See Table E-12). -69- �Ill TABLE E-11 II EMPLOYMENT FORECAST FOR ROCHESTF.R. HILLS 1111 Ill 1111 1111 Ill 1980 7,262 1985 8,978 1990 20,196 1995 23,959 2000 27,722 2005 31,484 2010 35,247 Change 1980 - 1990: 12,934 178.1% Change 1990 - 2010: 15,051 Source: 74.5% SEMCOG Regional Development Forecast, 1990 -70- �TABLE E-12 FUTURE OFFICE SPACE DEMAND IN OAKLAND COUNTY Year Employment growth from 1985 Square foot to emeloyment factor Total office demand (square feet) 1990 1995 2000 2005 25 , 858 42,887 73,728 92,911 196 196 196 196 5,068,168 8,405,852 14,450,688 18,210,556 Rochester Hills is strategically located near the Oakland Technology Park and has strong potential for future office development. The city is served by M-59 which connects to I-75. These transportation linkages create a viable office market development area. Projected road improvements will make Rochester Hills more attractive to future office development. From 1984 through 1988, there was an intensive period of office construction in Rochester Hills (See Table E-13). During 1987 and 1988, a total of 13 office building permits were pulled by developers each year. The dollar value of new office development in the city peaked in 1988 with $6,773,600 worth of office construction in one year. Since 1988, office development has dropped dramatically due to the economic recession. In 1990, only one office construction permit was pulled with a modest value of $22,000. Rochester Hills currently has 783,216 square feet of developed office space. Of this amount, 295,942 square feet are used for medical office purposes and 487,274 square feet are used for general office purposes. The city currently has a 22. 3 percent vacancy rate in medical office space and a 17.5 percent vacancy rate in general office space. INDUSTRIAL DEVELOPMENT There are currently over 12 million square feet of vacant industrial and high technology space available for lease in the Greater Detroit area. Oakland County has acout 6.8 million square feet or 55 percent of the total. There is a trend in the industrial market to construct speculative buildings that adapt to high-tech users. Oakland County has about 30 percent of the total industrial acreage zoned for industrial development in Southeast Michigan. The primary -71- �II TABLE E-13 ~ OFFICE DEVELOPMENT IN ROCHESTER. HILLS • • • - 1981 TO 1990 Dollar Value Number of Permits 1981 $ 100,000 2 1982 $ 520,000 1 1983 $ 486,500 3 1984 $1,415,000 4 1985 $4,922,000 8 1986 $5,500,000 5 1987 $5,370,200 13 1988 $6,773,600 13 1989 $3,195,500 4 1990 $ 1 Source: 22,000 Oakland County Department of Devel,opmen t -72- Community and Economic �• area of industrial · growth is expected to occur in Auburn Hills due to the 1,100 acre Oakland Technology Park and Chrysler's new Technology Center. Other areas of projected industrial growth within Oakland County are expected to occur in Novi and Wixom due to the availability of land and accessibility to the I-696 expressway. The master plan recommends that the city al locate l, 016 .1 acres for industrial development; 698 .1 of these acres are already developed. By contrast, Farmington Hills has 643 acres, Novi has 1,784 acres, and Wixom has 848 acres. It is expected that the typical industrial park of the future will be one of a business park rather than a manufacturing environment. As robotics and testing facilities expand and assembly functions decline, companies wi 11 want to locate closer to interstate highways and their major clients or customers. It is expected that the supply of available industrial acreage will continue to exceed the demand which will result in increased marketing efforts by industrial park developers to attract new businesses to the area. New industrial parks that are located near freeways and major suppliers will compete with older existing parks and secondary locations causing a movement from one industrial area to another within the Greater Detroit Metropolitan Area. Much of the job growth in Oakland County in recent years has been in service industries, especially in the higher paid service sectors of those industries. Although growth will be concentrated in non-manufacturing jobs, manufacturing jobs outside of the auto industry will also do well in Oakland County. Auto industry employment in Oakland County is expected to suffer a net loss of 1,000 jobs between 1989 and 1992 with sharp declines in the first two years followed by a significant rebound in 1992. This information is from an economic forcast performed by University of Michigan economists, George A. Fulton and Donald R. Grimes, for Oakland County's Economic Development Di vision. Much of the rebound in 1992 will be due to the planned completion of research centers operated by Chrysler, Nissan, and Volkswagen of America. According to the Fulton-Grimes study, manufacturing sectors that will continue to grow include scientific instruments, plastics, printing and publishing, and chemicals. Non manufacturing sectors that will continue to grow include wholesale trade, retail trade other than restaurants, finance, and services. Within the services industry, the business and professional category will add 15,000 jobs between 1989 and 1992. The health category will grow by 6,000 jobs and other services wi 11 add 7,000 jobs. The construction industry is expected to lose 1,000 in Oakland -73- �County over the 1989-1992 utilities will remain flat. period, and transportation and Table E~ l4 portrays industrial development in Rochester Hills between 1981 and 1990. Industrial development in the city began to accelerate in 1983 and peaked in 1986 when 42 industrial construction permits were pulled with a total dollar value of construction of $34,389,760 . Since 1986, annual increases in value of industrial construction in the city have decreased, but there is still substantial yearly industrial investment in Rochester Hills. Despite the current economic recession, 12 industrial building permits were pulled in 1990 for a total dollar value of $5,216,100. The following table shows existing industrial research parks located in the City of Rochester Hills. and TABLE E-15 EXISTING INDUSTRIAL/RESEARCH PARKS IN ROCHESTER HILLS Park Name Acreage Avon Industrial Park Avon Tech Park Garland Industrial Park Industro-Plex East Industro-Plex West Northfield Industrial Park Rochester Hills Corporate Rochester Hills Executive Park Rochester Industrial Park Royce Haley Industrial Park T.A.N. Industrial Park Commerce Park of Rochester Hills Total Acreage 33 50 34 40 20 60 63 86 35 10 20 25 476 The new future land use plan recommends a reduction in the amount of industrial development land in Rochester Hills. The 1986 plan indicated a total of 1,300. 7 acres of industrial land, while the new plan recommends a total of 1,016.1 acres. Large areas of former industrial land have been changed to mixed-use development or residential use because -74- �TABLE E-14 INDUSTRIAL DEVELOPMENT IN ROCBESTF.Jl HILLS 1981 TO 1990 Dollar Value Number of Permits 1981 $ 1,115,000 5 1982 $ 1,860,000 3 1983 $ 3,340,000 8 1984 $ 7,748,000 19 1985 $12,553,000 28 1986 $34,389,760 42 1987 $12,092,511 19 1988 $ 9,560,300 10 1989 $ 3,490,200 9 1990 $ 5,216,100 12 Source: Oakland County Department of Community and Economic Development -75- �TABLE E-16 ANNUAL SQUARE FOOTAGE OF INDUSTRIAL DEVELOPMENT 1960 - 1990 Year Sguare Footage 1960 1964 1965 1967 1968 2,112 76,296 69,080 61,237 7,740 1969 1970 1971 1972 1973 80,461 127,236 74,623 27,360 50,822 1974 1975 1976 1977 1978 20,948 99,339 57,657 91,210 100,485 1979 1980 1981 198.2 1983 152,314 79,064 97,388 61,480 55,088 1984 1985 1986 1987 621,174 699,963 563,001 1,091,187 1988 1989 1980 517,926 137,708 250,628 TOTAL 5,273,527 -76- �of problems of land use compatibility and because of the lack of a strong future market for industrial development in the city. As the residential neighborhoods of the city became more fully developed during the last ten years , it became apparent that some proposed industrial areas were incompatible with surrounding residential uses. The new "mixed-use" land use category would include development of several light industrial/research and development type uses. Currently, Oakland County contains more foreign companies than any other county in Southeastern Michigan. This trend is expected to continue based on the county's overall quality of life and variety of residential areas as access to the automotive market, access to the industrial market, and availability of executive and professional talent. Oakland County could be positively impacted by the new marketing approach which the counties of Oakland, Wayne, and Macomb have initiated. This marketing approach is known as "Greater Detroit - A World Technology Center." This new campaign was created to help portray the region as a major development and investment location for new technology. -77- �Urban Design �Urban Design This section of the master plan focuses on the visual appearance of •Rochester Hills. It contains the following sections: 1) A recommendation for an Interrelated Open Space System, 2) Land Use Transitions, 3) the Relation of Buildings to the Environment, 4) Entranceways, 5) Revitalization of the Olde Towne District, and 6) Detention and Retention Ponds. Rochester Hills is approximately three-quarters developed. As the city nears total build-out during the next ten to twenty years, there is still an opportunity for the city to achieve a higher quality of visual environment in both private and public developments. There is a need for the planning commission to aggressively implement new approaches to planning for the visual quality of the city. This section of the master plan sets forth specific recommendations and approaches to deal with aesthetic issues. INTERRELATED OPEN SPACE SYSTEM In a well-designed city, open space areas such as parks, boulevards, parkways, and bicycle pathways should flow between land use areas and serve as visual and functional linkages. Changes from one land use to another should not be visually abrupt as one moves from commercial to office to multiple-family to single-family land use areas. One way to provide a more visually pleasing land use pattern in the city would be to develop an interrelated open space linkages system. This concept is based on the idea that public parks and open space areas, large ins ti tuti.onal and private open spaces, public boulevards, special pathways and trails, and significant natural areas can be interlinked so they create a semi-continuous "greenbelt image" throughout the city. By relating or interconnecting these open space elements, a more pleasing visual image can be created throughout the city and the transition from one land use area to another will be softened and made more attractive. The linkage of open space areas in the city also has certain functional advantages. For example, pedestrian and bicycle pathways can be interconnected with parks and nature areas so that a person can enjoy a continuous ride or hike throughout many beautiful natural and man-made areas of the city. Institutional areas such as Oakland University or Michigan Christian College could be linked to various open space pathway systems which serve the broader city. -78- �The illustration following this page shows th~ integrated open space system recommended by the master plan. This map shows the public parks and open space areas, large institutional and private open spaces, school locations, boulevards, pathways and trails, natural areas, and other elements which will comprise the interrelated open space system in the city. Detailed pathway linkages to individual schools are not shown because they represent a level of detail beyond the scope of a master plan. The Rochester Hills transportation plan recommends development of seven boulevards in the city: Dequindre Boulevard, Rochester Boulevard, Livernois Boulevard, Crooks Boulevard, Hamlin Boulevard, Walton Boulevard, and Adams Boulevard. Boulevards create a park-like corridor in an urban setting. These future boulevards in Rochester Hills will also serve as the "main street" of many of the residential sub-communities within the city. Boulevards help give a human scale to the land use pattern. Boulevards can also be planned and designed so they accommodate the pedestrian, the bicyclist, and the automobile alike. A person who travels along a boulevard in Rochester Hills will have two kinds of visual experiences. The first kind of experience is that of the park-like setting created by the grass, trees, and pathways which exist along the boulevard. The second visual expression is formed by the surrounding community or development pattern adjacent to the boulevard. The design of adjoining buildings: their scale, landscaping, and setback from the boulevard, help to create the total visual expression as one travels along a boulevard in the city. New development along this city's boulevards should be designed to strengthen the visual character of each boulevard. Specific design characteristics which can greatly enhance or detract from the visual quality of boulevards in Rochester Hills include the following: building height, setbacks, building orientation, parking lots, curb cuts, and landscaping. Each of these factors must be carefully regulated and planned along the city's boulevards to preserve their visual attractiveness. The seven boulevards proposed for Rochester Hills will provide a sense of spaciousness and greenery that will add to the beauty of adjacent neighborhoods. Since boulevards act as a link between areas of recreational activity, they can be used for pleasure driving, as well as walking, bicycling, and horseback riding if adjacent trails are planned. 1 The City of Rochester Hills has adopted a separate Recreation Master Plan. This section is concerned with the urban design/aesthetic role open space can play in development of the city. It is not intended as a plan for recreation facilities. -79- �PUBLIC PARKS AND OPEN SPACE AREAS A. B. C. D. E. F. G. H. I. AVON NATURE CENTER AND CITY HALL BLOOMER PARK BORDEN PARK THELMA G. SPENCER PARK PINE TRACE GOLF CLUB/AVONDALE PARK RIVERBEND PARK CITY OF ROCHESTER MUNICIPAL PARK ADAMS ROAD PARK TIENKEN ROAD PARK ELEMENTARt SCHOOLS (PUBLIC) 0 0 0 0 0 0 0 0 0 4l!) LARGE INSTITUTIONAL AND PRIVATE OPEN SPACE J. K. L. M. N. GREAT OAKS COUNTRY CLUB MICHIGAN CHRISTIAN COLLEGE OAKLAND UNIVERSITY BROOKWOOD GOLF COURSE ROCHESTER HILLS GOLF AND COUNTRY CLUB DEERFIELD BREWSTER BROOKLANDS HAMLIN LONG MEADOW McGREGOR MEADOW BROOK NORTH HILL STILES UNIVERSITY HILLS MIDDLE SCHOOLS (PUBLIC) 41) AVONDALE HART REUTHER VAN HOOSEN WEST 0 0 0 G HIGH SCHOOLS (PUBLIC) G) ADAMS ROCHESTER 0 PRIVATE SCHOOLS €) HOLY FAMILY LUTHERAN HIGH NORTHWEST ROCHESTER HILLS BAPTIST ST. JOHN LUTHERAN 0 €) $ SPECIAL PATHWAYS AND TRAILS 0. P. Q. R. S. Zl. PAINT CREEK TRAILWAY JOHN R. PARKWAY TIENKEN PARKWAY SOUTH BOULEVARD PARKWAY AVON PARKWAY PARKWAY ON REALIGNED OF ADAMS ROAD PUBLIC BOULEVARDS T. u. v. \:Y. z. DEQUINDRE BOULEVARD ROCHESTER BOULEVARD LIVERNOIS BOULEVARD CROOKS BOULEVARD HAMLIN BOULEVARD WALTON BOULEVARD ADAMS BOULEVARD SIGNIFICANT NATURAL AREAS a. b. c. d. CLINTON RIVER LINEAR OPEN AREA WITH SIGNIFICANT WOODLANDS AND WETLANDS SARGENT CREEK STONY CREEK/WINKLER POND OTHER SENSITIVE HABITAT AREAS FigureD-1 INTERRELATED OPEN SPACE SYSTEM SPECIAL DISTRICTS e. f. g. STONEY CREEK HISTORIC DISTRICT WINKLER MILL POND HISTORIC DISTRICT ROCHESTER HILLS MUSEUM AT VAN HOOSEN FARM GERALD LL'EDTKE AND Asso~~TEs -- I ~ RP ~ E D �I I I II •II Development of an interconnected open space system in Rochester Hills will provide residents with a means to travel from one park or residential area to another and to engage in hiking, biking, and/or horseback riding while experiencing the city's nathral scenic amenities and open spaces. Residents of Rochester Hills can participate in alternative modes of transportation including automobile driving, bicycling, and walking. The bicycle is a slow moving vehicle in relation to the automobile, and the pedestrian is slow moving in relation to both the bicycle and the automobile. None of these three mix very well together. To compensate for this basic incompatibility, trail ways in the city should al ways be separate from the roadway itself. The map following this page shows the proposed bicycle pathway system in Rochester Hills as it relates to the integrated open space system. It should be pointed out that it is not always possible to link every open space area in the city due to various development constraints. Linkages have been planned wherever feasible within the overall development pattern of Rochester Hills. Safe walking school routes have been carefully considered in designing the interrelated open space system. Implementation of the interrelated open space system can be achieved through a "greenway planning approach." Greenway planning is a strategy which emphasizes the protection, preservation, and enhancement of natural, cultural, and recreation resources through a variety of conservation measures. These measures can include less-than-fee acquisition, land use controls, cooperative land owner agreements, and tax incentives. Greenway planning is a distinct departure from transitional open space conservation planning in which protection strategies usually involve public agency acquisition and management. The greenway planning approach assumes that a relatively small percentage of a landscape area will be in public ownership and that private land owners will play a major land stewardship role. This assumption makes sense because many significant landscapes in Rochester Hills are too large, too diverse, and too complex to be managed by the city alone. The specific elements system are as follows: of -81- the interrelated open space �• PUBLIC PARKS AND OPEN SPACE AREAS A. B. c. D. E. F. G. H. I. Avon Nature Center and City Hall Bloomer Unit No. 2 of the Rochester-Utica State Recreation Area Borden Park Thelma G. Spencer Park Pine Trace Golf Club/Avondale Park Riverbend Park City of Rochester Municipal Park Adams Road Park Tienken Road Park LARGE INSTITUTIONAL AND PRIVATE OPEN SPACE J. K. L. M. N. Great Oaks Country Club Michigan Christian College Oakland University Brookwood Golf Course Rochester Hills Golf and Country Club SPECIAL PARKWAYS AND TRAILS o. P. Q. R. S. T. Paint Creek Trailway John R. Parkway Tienken Parkway Parkway on Realigend Section of Adams Road South Boulevard Parkway Avon Parkway PUBLIC BOULEVARDS U. v. W. X. Y. Z. 1. Dequindre Boulevard Rochester Boulevard Livernois Boulevard Crooks Boulevard Hamlin Boulevard Walton Boulevard Adams Boulevard SIGNIFICANT NATURAL AREAS a. b. c. d. Clinton River Linear Open Area With Significant Woodlands and Welands Sargents Creek Stoney Creek/Winkler Pond Other Sensitive Habitat Areas SPECIAL DISTRICTS e. f. g. Stoney Creek Historic District Winkler Mill Pond Historic District Rochester Hills Museum at Van Hoosen Farm -82- �,. - 711!1 ~~~~~~~~ .,~. .,.,.,·' Pathways shown here are part of the Interrelated Open Space System. The map on the following page portrays all existing and planned pathways in the city. .,., ·" , ., ., .,· .,., ,~- ,,· "" I /Je~~ A --- ·111 ' ' / :R.._~ "'Ill ~ r -'.'!kf:J." ~-··- -~,.,,., ~ . !.? ~ - EXISTING PATHWAYS PLANNED PATHWA YS O,i<I'.: "1,vo lbi,,, a.'<' .,,\,,:;, V ,•. ~~ oit- . -· -· c..~,., ,., . .,_ <Ii~. ·~:, ' '.'-:., u ,,,:;: •✓. -,~ c~o,.. ·-'.'),. '~~·· .... ~ ·· ~ GrnALD LunTKE AND AssoCIATFs 11\CUHt'UHATED ~ " ~If-;: Figure D- 11 PLANNED PATHWAYS IN RELATION TO INTERRELATED OPEN SPACE SYSTEM �r Figure D-111 "f' r r CITY OF ROCHESTER HILLS MASTER PLAN: PATHWAYS i:.J 0: Cl z ,~ H :::> QI I i:.J ROCHESTER ---~"" ' r r r Cl l ' -' ((\_ l~ k_ •r a. ; H ::i:: Cl) z 3: 0 ---- EXISTING PATHWAYS ~ PLANNED PATHWAYS >< a:l i-l i:.J ::i:: Cl) r r llt \ . N I ltilCH • 1 100 FEET A �I I I I I I I • I Irt 1981, Avon Township voters approved a $2 million bond fund specifically for the installation of 8 foot wide pathways along every major road in the township, as per the adopted Master Pathway Plan. By establishing the Master Pathway Plan the township ( and now, the city) was able to require that developers of property which abutted a major road install the 8 foot wide pathway. Therefore, wherever possible, pathway installation has been accomplished by private development. The Pathway Bond Fund has been used to fill in gaps along major roads where development has already occurred, or where development is not expected to occur for several years. The original $2 million bond fund has been nearly depleted. To complete the installation of pathways as per the Master Pathway Plan, it is estimated that it will require an additional $3 million of public funds. The Advisory Bike Path Committee has no formal, stated criteria which are used to establish a priority list for projects. The committee has developed an informal, yet effective, method of developing its work plan for each year . . The committee's primary concern is to see that pathways are installed where they are needed most to improve pedestrian safety along walking routes to the schools. Second, pathways should be installed near other major pedestrian traffic generators, such as shopping centers and major residential areas. Finally, pathways should be installed along all other major roads, beginning with those with the heaviest traffic volumes. Each year, the Advisory Bike Path Committee prepares a priority list of pathway segments to serve as a workplan for the construction season. The workplan is forwarded t ·o the City Council as a recommendation to allow the City Council to formally adopt the workplan. In 1990, the city adopted a separate "Master Recreation Plan" which sets forth recreation facilities projects and improvements. This plan was adopted as an element of the Master Land Use Plan. The Master Recreation Plan recommends development of several key elements of the interrelated open space system including: Avon Nature Center and City Hall, the Van Hoosen Farm Complex, Borden Park, Thelma G. Spencer Park, Riverbend Park, Adams Road Park, and Tienken Road Park. The integrated open space system concept also includes seven boulevards: Dequindre Boulevard, Rochester Boulevard, Livernois Boulevard, Crooks Boulevard, Hamlin Boulevard, Wal ton Boulevard, and Adams Boulevard. The boulevard proposals were approved by the city as part of the -85- �I Comprehensive Transportation Plan prepared by BRW, Inc. or as a result of adoption of a special corridor study for the Adams Bouleva~d. The Comprehensive Transportation Plan was adopted by the Planning Commission in 1989 and the Adams Road Corridor Study was adopted in 1991. The preservation of scenic areas and sensitive habitats along the Clinton River will also be important to implementation of the integrated open space system. The Master Recreation Plan identifies the Clinton River as one of the city's most valuable natural features which contributes significantly to the overall character and image of the community. The city should strive to acquire any lands which become available along the river and protect and preserve the quality of related natural habitats. In the long-term, the river should become a greenway through the city, providing a link between parks and community facilities, including the proposed multi-purpose recreation center, City Hall, the Avon Nature Area , the Paint Creek Trail, and the Rochester Utica State Recreation Area. Other significant waterways which similarly should be preserved and protected include Stoney Creek and Paint Creek. A detailed discussion of the natural features of the Clinton River is contained in the section of the Master Plan entitled "Natural Features." The following section sets analysis of the costs of carrying space system through 1996 . Total the system have been indicated. the basis for the cost estimates. -86- forth a brief budgetary out the interrelated open costs for each element of Detailed footnotes explain �1IIIIIJ ~ INTERRELATED OPEN SPACE SYSTEM Capital Improvement Program TABLE D-1 Fund Road 1992 Hamlin . 1992 Hamlin J992 ' ~dams 1992 Adams . 1992 John R 1992 John R · .!II!! Res Blvd Prkway Prkway Prkway Prkway South Blvd Prkway • 1993 ., J.ivemojs . Res l3lvd 1993 John R Prkway 1993 \ John R Mway 1993 >\ -..J I 1994 Adams \ 1994 • ·•· Adams\ ·,•, i994 Adams 1994 ·• · Crook$ ❖ 1994 Crooks 1994 · ' Livernois . f 1994 Livernois 1994 . Livernois . ' 1995 1995 1995 1995 1995 1995 1995 1995 1995 1995 1995 1995 1996 1996 1996 1996 1996 1996 1996 1996 From To ·. Crooks '(•! Livernois Auburn Hamlin Auburn Hamlin MI Blvd )1993 , SouUi:BMl :: Prkwaf I Pathway Length (ft) Road Year 00 - - -- ----Crooks South Blvd Auburn •'•'· South Blvd Auburn · · Livernois Walton Avon ., t : Bloomer •::.,· Res Blvd Walton Res Blvd Hamlin : Res Blvd Avon · Res Blvd ; South Blvd Res Blvd Auburn Res Blvd '· South Blvd ,. Res Blvd Auburn · Res Blvd ·•' Hamlin Avon Prkway Avon · Prkway Avon Prkway Avon >· · Prkway Avon Prkway Tienken Prkway Tienken Prkway Tienken Prkway Tienken Prkway Tienken Pdcway Washington Prkway Livernois Prkway Cost ($) \,/ 10,560 · < 700,000 4,500 85,500 ?, •• 3,800 72,200 \ ' 15,200 288,800 5,080 , 96,520 3,200 60,800 :.Adams:\:'f /}( :,:Ctookll=}' ): , =\\ Crooks Avon Hamlin Avon · Adams Old Perch Livernois RochesteJ JohnR Adams ,::? Brewster . Livernois Rochester Sheldon Sheldon Walton Pathway >'9i680 .;;,,:; 0 ,,;:-3,200 5,280 j83.920:<:) 0 ' '60,8()0 / / ·· 100,000 .. ·6,20Q j : •: 117,800 ' Pathway < tt• • JAJI < N/A \ A,B A,B A,B Tienken 2,000 38,000 A,B 1,000 \)'" ' 19,000 A.B Old Perch · Livernois Rochester JohnR .,... Dequindre Brewster Livernois Rochester Sheldon Washingtorf Dequindre Tienken 3,800 72,200 .. \,. · •· O :. 0 A,B -/ N/A\i 4,900 93,100 A,B ( 5,280 ,·•· 100,000 \ A,B 108,300 A,B A,B . 5,700 . 1,000 3,900 2,400 2,400 t·••,:;:::;::::~.600'.: •·•:•·• 10,600 O· 2,800 4,600 5,300 6,400 . 8,900 5,280 19,000 · •·••·· · · · 74,100 45,600 45,600 87,400 201,400 0 53,200 87,400 100,700 121,600 . ,;::. 169,100 100,000 Landscaping ($) Fund Source A,B 140,500 j/ C,DAF A,B : : .: : :, , ,. ., ,.,. , ...,,.,,"':::, 121,500 C,D.E.F ·13,500 }C,D..B.F : A A,B 27,000 C,D.E.F t A,B \ 27,000 .·. C,D,E.F A,B 27,000 C,D.E.F Avon Walton .· Auburn / .. ', Hamlin Auburn Hamlin Avon Landscaping Fund Source A,B A,B A,B A,B A.B N/A A,B A,B A,B •A,B ••r·· A,B A,B \ 24,150 \• { \WC~l!.P {• 13,500 C.0.E.F .121;soo:;:: ,, c;t>.E.F J• 27,000 C,D.E.F 13,500 ; // C,D,E,P . . C,D.E.F <CCP.E.F 121,500 C,D.E.F 121,500 } (:. ~.O.E.F 121,500 C,D.E.F ,:,::121,SOO ,. /_ f C,D.E.F 121,500 C,D.E.F 121,500 · 121.SOO t · 121,500 . CJ)AP J C.O.E.F C,D,E;F 27,000 C,D.E.F 27,000 ) \ C.D,E.F 27,000 C,D.E.F 13,500 '· C,D.E,F 40,500 C,D.E.F 27,000 · ' · C~D.E.F . 13,500 C,D.E.F 13,500 , C.O.E.F > 27,000 C,D.E.F 27,000 C;D,E,F 27,000 27,000 · Walton MI Blvd W Cty Limits Adams N/A 40,500 0 0 kochestcr MI Blvd , 300 A,B :,:;,, ., . ·•\. M-59 Auburn::• 5,700 70,250 // Rochester MI Blvd Auburn Hamlin 11,400 A,B 600 140,500 Rochester MI Blvd Hamlin Avon 2,900 A,B 55,100 140,500 Dequindre Res Blvd M-59 Auburn 4,200 79,800 A,B 60,750 A,B , : . Dequindre Res Blvd Auburn Hamlin 5,000 95,000 60,750 Dequindre Res Blvd Hamlin Avon 7,280 138,320 A,B 60,750 Dequindre Res Blvd City Rochester Washington A,B •.·:• 1,500 28,500 30,375 Legend: Ml Blvd =Michigan Boulevard RB =Residential Boulevard PW = Parkway A =Pa1hway Fund B =Private Development C = Future Bond Fund D = State and Federal Grants E =Private Funds F =Other Sources Prepared by: Rochester Hills Planning Department C,D.E.F C,D.E,F C,D.E.F C,D,E,F C,D.E.F C,D.E,F C,D.E.F C,D,E,F �TABLE D-2 ....... --·· · , INTERRELATED OPEN SPACE SYSTEM Capital Improvement Program Summary Table Fund Year Pathway Length (fl) 1992 42,340 803,820 356,500 1993 24,360 462,520 200,250 1994 23,680 449,600 972,000 1995 57,180 1,086,100 297,000 1996 21,780 413,820 604,375 Total 169,340 ft $3,215,860 $2,430,125 Pathway Cost ($) I (X) (X) I Prepared by: Rochester Hills Planning Department Landscaping Cos& ($) �.. V - INTERRELATED OPEN SPACE SYSTEM Capital Improvement Program Park Improvements TABLE D-3 Fund Year I ---- Park Improvements Cost($) Funding Sources 1,500,000 C,D,E,F 1991 Borden Parle Complete Initial Construction 1991 Van Hoosen Fann Complex Renovations to Dairy Barn, Mille House, Calf Barn and Bull Barn 625,000 C,D,E,F 1991 Avondale Park Complete Initial Construction 413,000 C,D,E,F 1992 Borden Park Construct Indoor Turf Arena, Mutt-purpose Gym, and Municipal Pool 3,500,000 C,D,E, F 1992 Avon Nature Center Construct Canoe Launch and Gravel Parking Lot 20,000 C,D,E,F (X) I.O I Total $9,578,000 Legend: C =Future Bond Fund D =State and Federal Grants E = Pr;vate Funds Prepared by: Rochester Hills Plann;ng Department F = Other Sources �INTERRELATED OPEN SPACE SYSTEM CAPITAL IMPROVEMENT PROGRAM Footnotes I 1. "PATHWAY LENGTH" is the length, in feet, of new pathways needed to complete the pathway network along Parkways and Boulevards within the Interrelated Open Space System. 2. "PATHWAY cosr is an estimate of the cost, in dollars, to install the lineal feet of pathway listed in the previous column. Pathway installation is estimated at a cost of $100,000 per mile, which has been rounded to $19.00 per lineal foot. 3. 3 different types of roads within the Interrelated Open Space System have been identified: Parkways, Residential Boulevards, and Michigan Boulevards. The table abbreviates these road types as Prkway, Res Blvd, and Ml Blvd. A typical Parkway would be a 2 to 5 lane road, an 8 foot bike path, and landscaping between the road and the bike path. A Residential Boulevard consists of a 4 lane divided road, landscaped median, bike path, and landscaping between the path and the road. The boulevard is typically less than 30 feet wide. A Michigan Boulevard consists of 4 or more lanes with a landscaped median which is between 45 and 60 feet wide, a bike path on each side, and landscaping between the path and the road. For both boulevards, the landscaping strip between the path and the road is generally 10-15 feet wide. 4. "LANDSCAPING" contains estimates of cost to install landscaping along all Parkways and Boulevards within the Interrelated Open Space System. Cost estimates were developed for three types of road: Parkways, Residential Boulevards, and Michigan Boulevards. Parkways $27.000/mile Landscaping along Parkways includes planting 88 large shade trees per mile on each side of the road, which is enough trees to plant them, on average, every 60 feet. The estimate assumes an average price of $85.50/tree plus an installation factor of 1. 8 per tree. Residential Boulevards $121.500/mile Landscaping along Residential Boulevards, such as the proposed widening of Livernois, includes planting 132 small shade or ornamental trees in the boulevard median and planting 132 small shade or ornamental trees on each side of the road between the pathway and the road (396 trees total/mile). The estimate assumes -90- �a cost of $58.00/tree and an installation factor of 1.8/tree. Also included in the estimate is installing hydro-seed or sod in the median at an estimated cost of $80,000/mile. Installing grass in the median would likely be a part of any budget to widen a road to a boulevard and, therefore, would be automatically funded. The remaining landscaping improvements would require funding. $140,SOQ,lmile Michigan Boulevards Landscaping along Michigan Boulevards, such as Walton Boulevard, includes planting 88 large shade trees in the median and planting 88 large shade trees on each side of the road in an easement area outside of the pathway (264 trees total/mile). Again, large shade trees are estimated at a cost of $85.50/tree X 1.8 for installation. Because this median is wider, installing grass is estimated at $100,000/mile. As with a residential boulevard, installing grass in the median would likely be a part of the road widening project and would be covered in the widening projects's budget. The remaining landscaping improvements would require funding. 5. Letter abbreviations have been used to represent possible funding sources for new pathways and landscaping within the Interrelated Open Space System. Most of the pathways now in place along major roads in the city have been funded through the Pathway Fund. However, the current Pathway Fund has been depleted. Renewal of the Pathway Fund by city residents will be key step in implementing this plan. Some pathways have been installed by private development as the land adjacent to the city's major roads is developed. This method of funding has been aggressively pursued, were possible, and will continue to be the most desireable way to fund the pathways. 6. Funding the landscaping improvements described above could come from several sources. Small amounts of money may be available through State or Federal Grants and from private sources, such as donations. The most likely source of funding would be the establishment of a new bond fund especially for landscaping improvements along major roads. A new future "Landscape Bond Fund" would require the approval of the residents of the city. CllCE.5-SEX;I'ICNOF PARKW\Y/PAlHNAY SYSfEM FOR MIOIIGAN IDJLEVARilS r -91- �-- TRANSITIONS Ttansi tions between different land uses have a profound effect on the aesthetic image of a community. In a wel 1planned community, there are pleasing transitions between commercial and residential areas or between multiple-family and single-family areas or other land use changes. When transitions are abrupt, lacking, or poorly designed, there is a displeasing visual result. There are three primary ways in which the planning commission can achieve desirable transitions between different adjoining land use areas in Rochester Hills: 1) Through appropriate land use planning; 2) through effective use of landscaped green spaces or buffers; and 3) through carefully regulated site design. A compatible and complementary arrangement of land uses will create a visually pleasing impression. For example, the location of a residential development adjacent to a park or open space area is a visually pleasing relationship. The placement of a commercial development directly within the context of a single-family residential neighborhood would be an extremely displeasing land use relationship. The first line of attack in achieving effective land use transitions is through correct placement of land uses in the overall land use design of the city. Most land use planning is based on criteria of compatibility and disruptiveness. The designer of a land use pattern tries to achieve a balanced plan which arranges the desired land uses in the most compatible and least disruptive pattern. Issues such as economic development, aesthetic quality, recreation opportunities, quality of residential environment, or efficient traffic flow are usually interpreted within the overall framework of the two considerations of compatibility and disruptiveness. , Land uses which are compatible can simply co-exist comfortably near one another or they can reinforce one another in a positive way. An apartment complex and an office development may co-exist compatibly, but will not have any significant beneficial effect on one another. An open space area located adjacent to an apartment complex wi 11 have a definite positive beneficial effect because of the recreation opportunities and aesthetic enjoyment afforded to residents of the apartment complex. The beneficial relationship between adjoining land uses can be one sided or the land uses may have a reciprocally beneficial affect on each other. The Rochester Hills Future Land Use Plan is based on a hierarchy of land use compatibility relationships. At one end of the hierarchy are the most intensive or disruptive land uses and at the other end are the least intensive or least disruptive land uses. The hierarchy is as follows: -92- �I N M 0 R T E N E s I V E Heavy Industry Restricted Industry General Commercial Neighborhood Commercial Office Multiple-Family Residential Single-Family Residential Open Space I L E s s N T E N s I V E By arranging adjacent land uses based on the above hierarchy, effective transitions will usually occur as one travels from one land use area to another. A second way of achieving effective transitions between land use areas is the use of landscaped green spaces. The City of Rochester Hills has achieved some excellent results in this regard. There are many very fine examples in the city in which the planning commission has required well-landscaped green spaces between different land use areas. Some of these examples are illustrated in this section of the plan. The city's current landscape regulations are very stringent and have been carefully drafted to achieve the optimum level of green space transition effect between adjoining land uses. A third approach to establishing transitions between differing land use areas is through site design. The planning commission can review and regulate the layout of proposed developments to improve the quality of transition between land use areas. For example, the placement and design of parking areas has a great effect on the relationship between two adjoining land use areas. If a large parking lot for a shopping center is improperly located or designed, it can have a serious negative effect on an adjoining residential subdivision or multiple-family housing development. The setback of buildings from a major thoroughfare can affect the quality of transition between land use areas. Very often, a good effect can be achieved by a more generous setback with abundant landscaping along the required green way. It is recommended that the city consider amending its subdivision ordinance to increase the minimum greenbelt width along frontage abutting a major thoroughfare. Effective transition can also result from the placement of buildings on the site. For example, some apartment developments in Rochester Hills have all garages facing one side of a thoroughfare creating a negative visual image on the adjoining land use area. By varying the placement of garages and vehicular approachways throughout the site, a more compatible visual relationship is created with adjoining land use areas next to the apartment development. -93- �After the new master plan is adopted, it is recommended that the city reevaluate its site design, building placement , and setbacJc regulations in the zoning ordinance to determine if modifications can be made which will achieve improved visual transitions between land use areas. , , , , -94- �Examples of Transitions This example on Rochdale shows the successful transition from a multiple-family development into a single-family residential neighborhood. The residential units toward the front of the winding street are multiple-family units and the dwellings to the rear of the street are single-family homes. Because of the careful placement of the housing groupings on this curved road, there is a satisfactory visual transition between the multiple-family and single-family residential groupings. -95- �" The photographs on the following page show a welldesigned transition between a single-family residential neighborhood and an adjoining shopping center. The residences in the top photograph face on Primrose Street. The photo shows the east side of the Mei jers Thrifty Acres commercial property adjacent to the residential neighborhood. A very large 75 foot wide greenbelt has been provided between the residential neighborhood and this shopping center complex. The greenbelt has been bermed and planted generously with Austrian Pines and various species of deciduous trees. As the greenbelt trees mature, the screening effect between the two adjoining land uses should be very satisfactory. The aesthetic image would have been better without construction of the chain-link fence at the rear of the residential properties; however residents probably desire the privacy and protection to family and pets which the fencing provides. It probably would not be possible to provide such a generous buffering transition in all areas of the city in which residential and commercial developments are located next to one another. However, the basic concept of a bermed grassy greenbelt with evergreen shrubs is a desirable design feature which could be adapted to other areas of the city on a smaller scale if necessary. -96- �• II -97- �• This is an excellent example of a well-landscaped transition b~tween a single-family residential neighborhood and Tienken Road, which is a major thoroughfare. A 35 foot wide greenbelt has been provided between the residential lots and Tienken Road. The greenbelt is planted with a well-maintained lawn. Both deciduous trees and evergreen trees are liberally planted on the greenbelt to provide a visually soft image. A handsome white painted wood fence is erected at the rear of the residential properties where the greenbelt begins. -98- �• RELATION OF BUILDINGS TO THE ENVIRONMENT Proposed developments in Rochester Hills should be related harmoniously to the use, scale , and architecture of existing buildings in the vicinity that have a functional or visual relationship to the proposed buildings. Development in Rochester Hills should enhance the visual quality of the city and the quality of life for its residents. Visual quality is the result of the harmonious relationship among the various elements of the built environment and with the natural environment. In order to preserve and enhance these qua! i ti es, it is the intent of this section of the plan to identify the elements of design which affect the subjective relationship between the existing architectural fabric of the city and proposed new construction, and to provide guidelines for insuring that new construction will add to the visual quality of the city. The intent here is NOT to discourage new and innovative architectural forms, but instead to identify certain characteristics which contribute to the overall environmental harmony of the city. New architectural styles and building technologies can be appropriate for the city as long as they are not harshly discordant with the existing forms. ~ When preparing plans for design review, developers should be cognizant of the interrelationships among buildings in the area. Each building is more than a separate structure - it is part of the total built environment. A good design professional can fit a building into the existing environment, especially major construction projects and facade renovations involving a substantial change. Recommended Approach to Architectural Review Process It is recommended that developers submit building elevations of proposed structures to the planning commission for architectural review simultaneously with submission of site plans. The planning commission can review architectural design proposals based on the premise that proposed developments in Rochester Hills should acknowledge and respect surrounding existing architecture. Proposed buildings should be visually related to their surroundings with respect to: Scale Materials, texture, and color Rhythm of solids and voids Spacing of buildings or signs Open space and landscapes -99- �• Street facade Roof slopes Fenestration Intent The intent of the architectural review process will be to initiate a negotiation process with the applicant to obta i n any necessary revisions to the building design which will make it more compatible and harmonious with the surrounding architectural character of the community. The intent of the architectural review process will be achieved through negotiation, not through ordinance requirements or enforcement. The revision of architectural drawings will be sought on a voluntary basis as part of the total review and approval process. Procedure The applicant will be asked to submit building elevations for the front, side, and rear facades of each proposed structure. An architectural review will be prepared for the planning commission by either the planning department staff or by the city's planning consultant. This review document will assist the planning commission in identifying possible areas of architectural design change which would be desirable. Based upon the professional design review, the plan commission will determine its position in negotiating possible design changes in the building design. Several Michigan communities have carried ,o ut this voluntary architectural design review process for many years and the level of compliance has been very high in virtually every community despite the fact that the architectural review process is not actually based on an ordinance or enforcement procedure. As long as the review process is reasonable and the aesthetic results are positive, there is usually no opposition to such a review process. Architectural Review Guidelines The City of Rochester Hills zoning ordinance requires that building design elevations be submitted with a site plan approval application. The submission of building design elevations at the review stage provides an opportunity for the planning commission to carry out an architectural review process. Many communities in Michigan engage in the architectural review of such submissions. The professional planning staff and/or planning consultant can prepare a critical commentary of the architectural designs for consideration by the planning commission. Usually, the aesthetic eval ua ti on of the architectural design is used to make recommendations to the applicant for modifying or -100- �II improving the design of the proposed structure. Most planning commi&sions make such recommendations in an advisory capacity and they are usually not the basis for an actual denial of a site plan. In actual experience, most developers are willing to make some modifications to their architectural designs on a voluntary basis. The process of architectural review is usually carried out within this spirit. The design of proposed developments in Rochester Hills should acknowledge and respect the surrounding existing patterns of development, and should be such that those desirable existing patterns are complimented and strengthened. The following principles of architectural design are set forth for use by the planning commission to use in evaluating the aesthetic features of building design: a. , Scale A sense of scale directly relating to the surrounding neighborhood should be provided. The scale of a building depends on its overall size, the mass of it in relationship to the open space around it, and the sizes of its doors, windows, porches and balconies. The scale gives a building "presence"; that is, it makes it seem big or small, awkward or graceful, overpowering or unimportant. The scale of a building should be visually compatible with its site and with its neighborhood. b. Style Architectural styles should be compatible with the character of the area and/or existing structures. c. Signage Coordinated signage should be planned when to facades or new buildings are designed. d. alterations Rooflines Cluttering of rooflines as a result of too many different angles and roof pitches should be avoided. A roof can have a dramatic impact on the appearance of a building. The shape and proportion of the roof should be visually compatible with the architectural style of the building and with those of neighboring buildings. Commercial building facades should not exhibit roof elements which are visually out of proportion with the other building design elements. e. Mechanical Equipment Mechanical equipment, including metal chimneys, at grade, attached to, or on the roof of a building, should -101- �I be screened from view; or they should be integrated into tpe overall design of the building. f. II • Landscaping Landscaping should be used to enhance the design and to either strengthen or buffer the visual relationship with surrounding areas. g. Rhythm of Solids and Voids The rhythm of solids to voids in front facades should be well-designed. When you look at any facade of a building, you see openings such as doors or windows (voids) in the wall surface (solid). Usually the voids appear as dark areas, almost holes, in the solid and they are quite noticeable, setting up a pattern of rhythm. The pattern of solids and voids in the front facade of a new or altered building should be visually compatible with that of its neighbors. h. Proportions of Openings The proportions of openings within the building should be compatible with the overall design. Windows and doors come in a variety of shapes and sizes; even rectangular window and door openings can appear quite different depending on their dimensions. The relationship of the height of windows and doors to their width should be visually compatible with the architectural style of the building and with that of its neighbors. i. Facade Materials The relationship of facade materials is important to the design integrity of a building. The facades of a building are what give it character, and the character varies depending on the materials of which the facades are made and their texture. In Rochester Hills, many different materials are used on facades - depending on the architectural style of the building. The facades of a building, particularly the front facade, should be visually compatible with those of other buildings around it. Building materials should be chosen carefully, and it is generally more desirable to use as few differing materials as possible. j. Site Elements The size, placement, and materials of walls, fences, driveways, and parking areas may have a visual impact on a building. These features should be visually compatible with the building and neighboring buildings. • -102- �I • II ENTRANCEWAYS Entranceways to the City of Rochester Hills are a very important planning issue. There are approximately 27 thoroughfares which enter Rochester Hills from surrounding communities. About 18 of these thoroughfares are significant because they carry a moderate to extensive number of motorists in and out of the city each day. Entranceways are important because they create the first impression which a motorist has when entering the city. Efforts by the municipal government to improve and maintain the visual appearance of the city's entranceways are important for the following reasons: 1) An attractive entranceway contributes to enjoyment of residents of the community. the aesthetic 2) Entranceways give the community identity and distinguish it from surrounding communities. 3) Entranceways establish the character of Rochester as a quality residential area. 4) Attractive entranceways help to enhance and property values in the city's neighborhoods. Hills stabilize The city should prepare and implement an entranceway beautification program. Design plans should be prepared for beautifying and improving the appearance of each of the major entranceways to the city. Such a design plan would be detailed in nature and is beyond the scope of this master plan. The design plan should recognize both the public and private land ownership characteristics of each entranceway to the city. Entranceway beautification consists of more than simply placing a welcome sign or shrubs near the entrance to Rochester Hills. A comprehensive ent~anceway beautification program also addresses zoning and environmental controls on properties which surround the entranceway. There are three basic ways in which entranceway beautification can be planned and carried out: 1) Through a municipal landscaping and signage program; 2) through effective zoning and environmental controls with particular emphasis on adjacent woodlands and wetlands; and 3) through negotiation with property owners at the predevelopment or early site planning development stage when new developments are being proposed adjacent to a major entranceway to the city. It is often possible to negotiate greenbelts, setbacks, or other special landscape treatments which will make the entranceway more attractive and also will complement the adjoining private development. The design plan for entrance- -103- �way beautification should set forth a detailed design for each entranceway including signage and landscaping, zoning and environfuental controls, and other features which will affect the visual quality of the area. Priorities should be established among the various entranceways in this city and funding sources should be identified so that the entranceway beautification program can proceed on a systematic basis. Each year the city should try to beautify a certain number of entranceways . An important component of entranceway beautification is ongoing maintenance. After entranceways have been landscaped, they need to be carefully maintained in order to continue to look good. The entranceway beautification program should be carefully coordinated with the interrelated open space development concept which is also presented in this plan. Attractive entranceways to the city will make an initial "visual" statement which will then be picked up and continued by the interrelated open-space system consisting of parkways, boulevards, greenbelts, municipal parks, and other open-space features. ' -104- �,. , , Entranceway Examples This entranceway to the City of Rochester Hills looking east on Wal ton Boulevard as one leaves the City of Auburn Hills is very handsomely designed. The tasteful signage and the lush evergreen shrubbery planted both in front and behind the sign provide an aesthetically pleasing entranceway to the city. -105- �This entranceway to beautiful in its natural on Orion Road as one Rochester Hills. The magnificent mature trees to the city. the City of Rochester Hills is very state. This entrance to the city is leaves Oakland Township to enter curvature of the pavement and the provide a very beautiful introduction -106- �REVITALIZATION OF THE OLDE TOWNE DISTRICT , J J f In January of 1988, a revitalization plan was prepared for the Olde Towne area; however, this plan was never officially adopted or implemented . Since 1988, several local streets in the area have been paved and some of the commercial store fronts have undergone renovation, but the area still lacks an overall unified theme and has not come to grips with the problem of off-street parking facilities. Auburn Road, which serves the Olde Towne Shopping District, is a State of Michigan highway. The Michigan Department of Transportation has long-range plans to widen the existing two-lane pavement on Auburn Road. If the thoroughfare is widened, it would wipe out parking in front of the stores. Merchants in the area are concerned that the elimination of frontal parking could spell the economic doom of the area. If the section of Auburn Road serving Olde Towne were transferred to local municipal control, state highway regulations pertaining to removal of on-street parking would no longer apply. As part of preparation of the new master plan, a new detailed on-site evaluation of urban design and development issues in the Olde Towne area was completed. The results of this field evaluation are presented in Figures D-IV, D-V, and D-VI. Based upon reevaluation of the 1988 plan and the recent survey of the area, the following recommendations are made: 1) Consideration should be given to paving alleys behind the business strips; 2) consideration should be given to development of a combination of parking both in front and behind stores, as well as parking on some local streets which could be closed; 3) a safe pedestrian crossing and circulation system should be provided for school children and other pedestrians; 4) the revitalization strategy should include detailed urban design and landscaping approaches; 5) a building facade design theme should be defined based on a New England shopping village concept; 6) zoning and landscaped green areas should be used to demarcate the Olde Towne area and to prevent continuous strip development; 7) a uniform series of lettering styles for commercial signage should be adopted for the district; 8) merchants and surrounding residents should be carefully and systematically consulted when exploring the above recommendations. -107- �~ ... .. -~ w '--l___j____Y <..9 0 0::: a BOAT SALBS FULL SERVICE GAS STATION Autos and Trucks Stored Lot Without Screening Poor Landscaping _J Un i que Structure on Auburn Road (Variation of Ouonset Hut) Fair to Good Condition Lawn is Nice Gravel Parking i n Front Rear Building is a Ouonset Hut that i s Rusted and Unsightly (Blighting Influence) co ---cf -- £b O::: (..'.) J] □ RETAIL PIALL Recent Contruction Very Good Condition Vacant Supermarket Paved Parking Good Lawn With Landscaping 0 > <:{ LI L__J .._.I W 11 M VACATED BUILDING Structure in Very Poor Condition Weeds on Auburn Road are Very Tall tr AUBURN 4\[ el I .,.JlC . I RBSIDBNCB StructuC"e in Good Condition \ MATURE TREES LOCATtuON BOTH RESIDENTIAL SHOULD BB PRESERVED M - '\ uo , } - LARGE VACA~TL~~=~ Busin::.Jess Zoned B- on Both Auburn Frontage R Roads and John RESIDENTIAL STRUCTURE Stcucture 1n Poor Condition LAWN PRODUCTS COPIPANY Retail Use Yard Screened Metal Building in Pair Condition Very Good Landscaping Figure 0-IV VISUAL IMPRESSIONS \ \ • VACANT BUILDING \ \>-- - - - Structure 1n Poor Condition Blights Area No Public Sidevalk on ~ t - -- Auburn Road w 0 z w CD " PARTY STORR - NBWBR STRUCTURE Paved Parking Roadway Frontages are Landscaped Building in Very Good Condition I - r;i AUTOflOTJVB USB Truck/Trailer Rental Automobile Repair Cars and Rental Vehicles Stored in Front on the Corner No Screening o t YehicJes Building in Poor to Pair Condition z □ CD 0 0::: Ci]I tJIC 0::: z I 0 J 0 0 0 ~ ~ ,...□ N + �..,~ ~ ~ ~ ,.. _ _ _ _ _ _ _ _ _ _ _ _ _ ___,..llf"-~IIIIIIPARTY STORE New Facade Siding Condition of Original Structure Unknown Parking on Auburn and Longview Roads Parking Areas Surfaced With Gravel ANI"AL HOSPITAL ---. I I CARPET STORE Newer Building Gravel Parking in Front and on West Side Da I --. -=--- .__ AND COOLING BUSINESS/AUTO SERVICE FACILITY Renovated Facade on Heating and Cooling Business Paved Parking on Auburn Road RENOVATED BUILDING Lawn Maintenance Equipment New Facade on Parked Out Front Original Structure Original Structure is in Fair Condition Sides Need Painting LI I □- Invokes a •colonial• 0 Image by the Use of Windows With ears and l'luntins The Entrance Invokes I ROCHESTER HILLS PRECINCT IS Very Good Condition Paved Parking --,,-,--, D I RETAIL BUILDING a •colonial• Image □ J Never Structure ::J I Very Good Condition Paved Parking I . ARTS SCHOOL Poor to Faii: - Condition Siding on Harrison Packing on Auburn Road ._ I PARTS SALES in Good Condition Trailers on Along Auburn Road OLDE TOWNE CORNERS - - - - - - - . . . . S111all Strip Mall Retail and Office Uses Decorative Freestanding Laaps I f--' • Very Good Condition Facade/Roof Very Good Condition Sides Need Painting Gravel Parking in Front D .... ---, on Culbertson (Has an Olde Towne l ■age) Brick Facade Very Good Condition Paved Parking 0 In Poor Condition I.O I I RETAIL OPERATION Sales and Service Very Good Condition Good Landscaping on Longview Road Well Designed Paved Parking Area on Longview Road GAZEB0 - - - - - - - - - - - • 8 Good Condition No Walks Leading to It N + BARBER SHOP Building-in Poor Condition l ._ REUTHER MIDDLE SCHOOL Very Good Condition Large Lawn on Auburn Road Nev Facade Ea~sed Du ■ pster on Bast Side of Building ...., [1Cl z 0 $'. w (/) l- Figure D-V VISUAL IMPRESS IONS (/) o:: w m _J ::) u - - - - + - ---1 i11----11 w > z (9 Ig ,.... I Pre-Fabricated Office Building on Auburn Road (Very Good Condition) Tall Concrete Block Production Building in Rear Lawn Adjacent to Auburn Road Wood Furniture and Products are Displayed on the Lawn Adjacent to Auburn Road A Wood Stockage Fence Encloses the Storage Yard Fronting on Both Auburn and Longview Roads. The Fence is in Fair Condition. . �._ ......, ~ ·~ V .t'.W. ~ ~ ~ TWO AUTO RETA[L FAC[LITlES PROPANE GAS SUPPLY-----i■ Sales of Auto Parts Light Industrial Use Paved Packing on Side (Vacated Outdoor Storage of Street) and Pront Propane Tanks Ouapsters at Rear -----,-outdoor Storage Area is Need Screening {;:] Not Screened Pro ■ Structures Ap~ear in Auburn R?ad Good Cond 1t 1 on '"L I It-'-- - - - ;, Side Parking is provided by the RESIDENCE Vacated Eastern Avenue Non-Retail Use 11111,1, Non - Rctdil Use Commonly Located in RESTAURANT _ _ _ _ _ _ _ _ __ ' ' - - - ---. Parking at Reac Surfaced in Gravel Structure in Condition Shingles are Needed on Roof Fascia Packing Acea is Sucfaced ---·· .....---Gravel and Unscreened ,..,__ I the Pcont Lawn ' 1 II I I' I I I I ~ j Area I Convenience Sto~e Nice Lawn ~ 11 111 CHUiJ, I I-' I-' CHURCH COIIPLEX Includes School and Parking One-Story Brfck With D e r y Good Condition Wide lletal Fascia foe Non-Retail Use the Roof Line Packing in Pcont surfaced With Loose Gcavel of Moderate to Large Size Needs Landscaping NEW STRIP RETAIL USB Brick With Sloped Roof Vecy Good Landscaping and _j Parking Area Lawn Along Auburn Road (J) (J) OCJ 0 I I Vacant Acea Containing Mature Trees and a Moved Lavn z II RESIDENTIAL USE Non -Retail Use Newec Shingles and Siding z 0 (J) 0:: 0:: <t: I L--l 1 - -- D [] ---1 11 0 ...... w D z 0 z _j 0:: 0:: 1-- l'.) w (J) <t: w t--- - - - -~ <t: w :::j w w I t - -- - - - - 1 2 o--- - - - + - - PARTY STORE Older Building Siding llay Cover Structural Problems Encroaches into Auburn Road Right-Of-Way Exposed Du ■ pstec Along Auburn Road I Redesigned as a Self Service Gas Station With 1 SHOE REPAIR FACILITY Old, Concrete Bui1ing Very S ■all Il I I/ ~ I I t" I . . . . . . LARGE GARDEN ~ Non-Retail ~NCR ~~ In P o o r ~ STATION AND ONYENIENCE STOR Rear Screeening Poor_ Condition LIi . J t INSURANCE AGENCY Nev Roof and Siding Asphalt Horseshoe Dcive No Landscaping Located at an Entrance P(int Into the City Needs Have Overrun ~ - ""''"--~II CHURCH . Non -Reta1 l Use In Good Condition Pront Lawn Has Been Overrun by Weeds Parking in Reac -7 BARBER SHOP - -Newer Wood Siding Packing Area Sucfaced in Gravel r Commercial Districts In Poor Condition Paved Parking on Auburn Road TOOL CUTTER SERVICE Light Industrial Use Structure in Fair to Good Condition ---, --, Figure D-VI VISUAL IMPRESSIONS RESTAURANT Lawn and Lanscaping is Good Paved Parking Shaced Parking With Retail/Office Use to the West c:. w 0:: 0 z ::) 0 w 0 ONE-STORY RETAIL BUILDING OP RBCBNT CONSTRUCTION (OFFICE USES CURRENTLY INHABIT TOE SPACES} Lawn is Good T~ees are Lacking Paved Parking Shaced Packing With Restaurant on the Cocner of Auburn Road and Dequindce N + �Stylistic Compatibility I I 'J The two buildings illustrated in figure D-VII are in the Olde Towne Shoppinef District of Rochester Hills. The building on the right has been restored with a definite colonial architectural motif. It is quite nicely designed. The building on the left does not follow a colonial motif; but has a fake mansard-type roof which extends downward over the front half of the building. The fake mansard roof has large lettering identifying the "A & S Heating and Cooling" firm. Figure D-VIII below shows how the redesign of the heating and cooling store would make it compatible with the surrounding architecture. If the Olde Towne revitalization program is to be successful, it will be necessary that all renovation follow the basic architectural motif which has been established for the area. Figure D-VII Figure D-Vl I I -111- �-r - DETENTION AND RETENTION PONDS A detention p'ond holds storm water, but has a means of outflow so the water can be drained from the pond. A retention pond, by co~trast, has no outflow capability and the water remains in the pond. Most ponds in Rochester Hills are detention-type ponds. They have provision for outflow of water. Many of these ponds are visually unattractive. They often consist of a land depression surrounded by a rather stark looking chain-link fence. It is recommended that the city zoning ordinance be revised to specifically require the full landscaping and screening of such ponds. One issue with respect to landscaping of ponds is that of public safety. There is concern that children could climb over fencing and drown in the basins when they are at high water level. However, this issue can be addressed through carefully regulated slope and depth requirements in the zoning ordinance. By requiring gradual sloping of the sides of ponds and specifying a maximum depth, drowning accidents can be prevented. The example below shows an attractively landscaped detention pond in the city. -112- �Land Use �Land Use EXISTING LAND USE A detailed lot-by-lot existing land use survey was completed as part of the preparation of this plan. The following land-use system was used in the survey: 1. Single-Family Residential Single-family detached dwellings, including only the developed portions of large parcels (i.e., the approximate area devoted to buildings and lawn). In cases where more than one platted lot is under the same ownership, only those lots occupied by structures and lawn are included. 2. Two-Family Residential - Generally flats or duplexes. 3. Multiple-Family Residential three or more dwelling units. 4. Mobile Home Residential - Courts or parks where land has been platted or parcelled to allow temporary or permanent storage of mobile homes, or independent uni ts located beyond the limits of a mobile home park. 5. Convenience Commercial - Includes the land area occupied by retail and service facilities, and related off-street parking which accommodates day-to-day convenience shopping and service needs. Included in this category are food and drug stores, personal services such as barber shops, beauty shops, and local repair services such as shoe repair, tailors, dry cleaner and laundromats. 6. Comparison Commercial - Includes the land area occupied by retail uses, and related off-street parking, offering commodities which are normally purchased at infrequent intervals and for which the consumer may shop around. Individual uni ts included in this category are apparel stores, shoe stores, furniture and appliance stores, and department stores. r f r Structures II containing 11 7. Office Commercial - Includes the land area occupied by all types of individual office facilities and related off-street parking. Included in this group as offices are real estate, medical, clerical, etc. Office facilities which are ancillary to commercial or industrial uses are not included in this category. 8. Automotive Commercial - Includes the -:------...,..,----,,----by retail and service facilities oriented, i.e., gas service automotive accessories, etc. -113- land area occupied which are autostations, tire stores, This category does not �r include bump , and industrial. paint shops which are classified as 9. r r r r General Commercial - Includes the land area occupied by those types of retail and service facilities, and related off-street parking, which normally do not requiie a shopping center location, and do not primarily cater to the convenience needs of adjacent residential areas. Included in this category are such uses as commercial lodging, restaurants, bowling alleys, and drive-in theaters. 10. r Light Industrial - Includes the land area devoted to those types of industrial manufacturing and nonmanufacturing uses which were not felt to exert primary influence on adjacent areas or parcels from the standpoint of scale of operation, type of operation, commercial traffic, etc. Examples are warehousing, bump and paint shops, and technological industries (radio assembly) . 11. Heavy Industrial - Includes the land area devoted to those types of industrial manufacturing and nonmanufacturing uses which were considered to exert primary influence on adjacent areas or parcels due to the scale of operation, type of operation, commercial traffic, etc. Examples are plants which manufacture finished or semi-finished products from raw materials and gravel mining, gas processing, and junk yards. 12. Landfill and Mining Operations Landfills include sanitary landfill operations. Mining includes gravel or sand extraction operations. 13. Public Elementary School - Land developed or owned by the School District for elementary schools. Elementary schools are indicated with an E on the Existing Land Use Map for 1991. r. , , J , , II II 14. Public Junior High School - Land developed or owned by the School District for junior high schools. The Junior High Schools are indicated by a 11 J 11 on the Existing Land Use Map for 1991. 15. Public Senior High School - Land developed or owned by the School District for senior high schools. The Senior Highs are depicted with an 11 S 11 on the Map. 16. Other Public - Includes land owned by Federal, State, County, or City government. Examples are municipal offices, parks, and post office, etc. -114- �r 17. Quasi-Public Land developed for private utility purposes such as substations. parks 18. Churches and Institutional - Land developed gious purposes, parochial schools, etc. for 19. Streets and Alleys The full rights-of-way designated on the Existing Land Use Map for 1991. 20. Railroad Right-of-Way Western Railroad. 21. Special Purpose Uses - The land area devoted to Oakland University, golf courses, riding stables, hospitals, and similar uses. 22. Lakes and Ponds - Water areas such as Galloway Lake and the lake at Thelma Spencer Park. 23. Floodplain and Rivers - The floodplain as delineated by the Corps of Engineers reports on the Clinton River and Paint Creek. 24. Vacant - Platted and unplatted undeveloped land. [ r f f - An example and rel ias is the Grand Trunk The results of the existing land use survey are shown in Figure LU-I and Tables LU-1 , LU-2, and LU-3. The master plan adopted by the city in 1986 was not based on a current existing land use survey; that plan utilized a land use survey completed in 1980. Table LU-2 portrays changes in land use which have occurred between the 1980 survey and the 1991 survey. The category of land use which showed the largest acreage increase during the 11 year period between the two surveys was single-family residential. In 1980, the city had 4,953.6 acres of developed single-family residential land and by 1991, 1,955 additional acres had ·been added. This represents a 39.5 percent increase. Multiple-family residential development also showed a substantial increase during the 11 year period; in 1980 the city had 438. 5 acres of multiple-family development and by 1991 the city added 348.7 acres of multiple-family development, indicating a 79.5 percent increase. The city has two mobile home developments which evidenced a 21.1 percent increase in acreage due to build out during this period. All categories of commercial land use increased substantially in the period between 1980 and 1991. Comparison commercial facilities showed the largest increase with 123.7 percent, followed by convenience commercial with an increase -115- �r 0 0 0 E f SINGLE TWO , I OAKLAND UNIVERSITY ii~ ~1 ~-~ ~Ii:;,._~-::.' ~ RESIDENTIAL FAMILY MOBILE ~ ~ RESIDENTIAL FAMILY MULTIPLE e S T E R FAMILY RESIDENTIAL HOME RESIDENTIAL CONVENIENCE COMMERCIAL •• • • COMPARISON COMMERCIAL 9 PUBLIC ELEMENTARY ~ ~ ~ @ PUBLIC JUNIOR HIGH SCHOOL PUBLIC SENIOR HIGH SCHOOL ~ • COMMERCIAL OFFICE AUTOMOTIVE COMMERCIAL GENERAL COMMERCIAL INDUSTRIAL LIGHT INDUSTRIAL HEAVY OTHER PUBLIC QUASI PUBLIC SCHOOL ( CHURCHES , ETC . ) INSTITUTIONAL @ SPECIAL PURPOSE 0 VACANT OR AGRICULTURAL :-:-_:::, FLOODPLAIN ... _,_. i ;,,, • :·,; ; ~:i,. . "::J SUPPLEMENTARY SYMBOLS C CEMErERY W WELL SITE f FIRE STATION Figure LU-I \ EXISTING LAND USE City of QOCHESTER HILLS OAKLAND COUNTY • MICHIGAN ROCHESTER HILLS PLANNING COMMISSION A Grn-\1 nLl 11 >1n 1,nAw1<1~1E~ • ' J �' TABLE LU-I EXISTING LAND USE - 1991 ~ ._. LAND USE CATEGORY ACREAGE Single-Family Residential Two-Family Residential Multiple-Family Residential Mobile Home Residential 6,925.3 1.6 787.2 197.l 33.1% ACREAGE DEVELOPED AREA PERCENT OF TOTAL 43.6% 0.9 6,925.3 1.6 787.2 197.l . *·* 5 .o 1.2 *·* 3.8 Convenience Commercial Comparison Commercial Office Commercial Automotive Commercial General Commercial 90.3 210.7 70.l 75.7 173.8 0.4 1.0 0.3 0.4 0.8 90.3 210.7 70.l 75.7 173.8 0.6 1.3 0.4 0.5 1.1 Light Industrial Heavy Industrial Landfills and Mining Operations 620.2 80.9 214.2 3.0 0.4 1.0 620.2 80.9 214.2 3.9 0.5 1.3 Public Elementary Schools Public Junior High Schools Public Senior High Schools Other Public Uses 101.5 150.0 93.5 948.7 0.5 0.7 0.4 4.5 101.5 150.0 93.5 948.7 0.6 0.9 0.6 6.0 Quasi-Public Churches or Institutional Streets and Alleys Railroad Right-of-Way Special Purpose Uses 1,352.7 135.l 2,523.9 63.0 1,078.3 6.5 0.7 12.l 0.3 5.2 1,352.7 135.l 2,523.9 63.0 1,078.3 8.5 0.9 15.9 0.4 6.8 Lakes and Ponds Floodplain and Rivers Vacant 139.8 256.8 4,622.7 0.7 1.2 22.l 15,893.8 100.0% -...J I TOTAL CITY AREA PERCENT OF TOTAL TOTAL *·* ·LESS 20,913.1 THAN 0.1 PERCENT 100.0% Source: Gerald Luedtke and Associates, Incorporated �... 11111 TABLE LU-2 ACREAGE CHANGE COMPARISON 1980 SURVEY* 1991 SURVEY ACREAGE CHANGE PERCENT CHANGE 4,953.6 2.4 438.5 200.4 6,925.3 1.6 787.2 197.1 +1,971.7 -0.8 +348.7 -3.3 +39.8% -33.3 +79.5 .:.1.6 Convenience Commercial Comparison Commercial Office Commercial Automotive Commercial General Commercial 57.4 94.2 51.0 66.0 125.8 90.3 210.7 70.1 75.7 173.8 +32.9 +116.5 +19.1 +9.7 +48.0 +57.3 +123.7 +37.5 +14.7 +38.2 Light Industrial Heavy Industrial Landfills and Mining Operations 182.4 61.4 244.2 620.2 80.9 214.2 +437 .8 -30.0 +240.0 +31.8 -12.3 Public Elementary Schools Public Junior High Schools Public Senior High Schools Other Public Uses 97.5 162.1 48.1 402.5 101.5 150.0 93.5 948.7 +4.0 -12.1 +45.4 +546.2 +4.1 -7.5 +94.4 +135. 7 Quasi-Public Churches or Institutional Streets and Alleys Railroad Right-of-Way Special Purpose Uses 958.3 70.5 2,246.0 81.0 983.1 1,352.7 135.1 2,523.9 63.0 1,078.3 +394.4 +64.6 +277 .9 -18.0 +95.2 +41.2 +91.6 Lakes and Ponds Floodplain and Rivers Vacant 119.0 375.3 8,892.4 139.8 256.8 4,622.7 +20.8 -118 .5 -4,286.8 +17.5 -31.6 -48.2 20,913.1 20,913.1 LAND USE CATEGORY Single-Family Residential Two-Family Residential Multiple-Family Residential Mobile Home Residential I I-' I-' CD I TOTAL +19 .5 +12.4 -22.2 +9.7 *The 1980 acreage figures are exclusive of annexation. Source: Gerald Luedtke and Associates, Incorporated �__.. -- . TABLE LU-3 EXISTING LAND USE COMPARISON: 1973, 1980, AND 1991 PERCENT OF TOTAL AREA 1973 PERCENT OF TOTAL DEVELOPED AREA PERCENT OF TOTAL AREA 1980* PERCENT OF TOTAL DEVELOPED AREA Residential 18.8% 46.6% 26.8% Commercial 1.1 2.7 Industrial 0.9 Public or Quasi-Public PERCENT OF TOTAL AREA 1991 PERCENT OF TOTAL DEVELOPED AREA 48.6% 37.8% 49.7% 1.8 3.4 2.9 3.9 2.1 1.2 2.1 3.4 4.4 3.4 8 .1 8.3 15.l 13.3 17.6 Special Purpose Uses 5.5 13.7 4.7 8.5 5.2 6.8 Land Extraction or Fill 2.2 5.7 1.2 2.1 1.0 1.3 Rights-of-Way 8.5 21.1 11. l 20 . 2 12.4 16.3 LAND USE CATEGORY - - I I-' ~ I Vacant, Floodplain and Water 59.6 44.9 24.0 -TOTAL 100.0% 100.0% 100.0% 100.0% 100.0% *The 1980 figures indicate percentages of land area exclusive of annexation. Source: Gerald Luedtke and Associates, Incorporated 100.0% �f of 57.3 percent, general commercial with an increase of 38.2 percent, office commercial with an increase of 37.5 percent, and automotive commercial which increase of 14.7 percent. Light industrial land use is the land use category which showed the largest percentage increase in the 11 year period between the two surveys. In 1980, the city had 182 .4 acres of light industrial use and in 1990 it had 620.2 acres which represents a 240 percent increase. Heavy industrial land use increased during the same period by 31.8 percent. The area devoted to landfills and mining operations actually decreased by 12.3 percent based on the 1991 survey. This reduction was not due to the actual elimination of land fills, but due to an error contained in the 1980 land use survey which represented certain areas as land fill. This error has been corrected in the 1991 survey. During the past 11 years, the amount of land devoted to elementary, junior, and senior high schools showed modest increases. The amount of land in the city utilized for public parks showed a substantial increase during this same period. In 1980, public uses other than schools occupied 402. 5 acres, by 1991 these uses occupied 946. 3 acres indicating a 135.1 percent increase. Churches and institutional land uses increased by 91. 6 percent in the 11 year period. Both railroad rights-of-way and flood plain and river areas showed decreases between the two surveys. A portion of the former railroad right-of-way has been turned into a recreational pathway as part of the Paint Creek Trail. Areas which were formerly classified as flood plain and river have been included in various adjoining residential developments and have been reclassified resulting in a reduction of 31.6 percent in this category. Examination of Table LU-3 shows that Rochester Hills is predominately a residential community with 38. 0 percent of the city's total land area devoted to this use. The second largest land use are areas classified as vacant, flood plain, or water which represent 23.9 percent of the total land use area. The third largest land use category in the city is public or quasi-public with 13. 2 percent of the total area devoted to this use. Other land uses, although they may have substantial impact in terms of traffic and economic benefits, actually occupy a relatively small portion of the total land use area. Commercial land uses occupy only 2. 9 percent of the city's total land area, industrial land uses occupy 3. 4 percent, special purpose uses occupy 5.2 percent, and land extraction or fill operations occupy approximately l percent of the city's total land area. Rochester Hills is primarily a lower density residential community with viable commercial, indus- P. -120- �trial, and public land-use components. As the city nears build-out, it . should mature as a stable and very desirable residential community. It has been and wi 11 continue to be a desirable place in which to live. J J f r r -121- �FUTURE LAND USE PLAN The Future Land Use Plan is portrayed in Figure LU-II. Table LU-4 inqicates the quantities of each proposed land use within the total city. The Future Land Use Plan is the culmination of a planning process which was initiated by the Planning Commission over a year ago. The Planning Commission has consulted with numerous neighborhood organizations, city departments and commissions, and other community city groups in development of the adopted Future Land Use Plan. Land use planning is a process which determines the most desirable spacial relationships of future land uses through an assessment of past, present, and future determinants. It is also concerned with strategies for achieving such relationships. The future land use planning process is directed toward developing and maintaining a wholesome environment for the residents of Rochester Hills. Therefore, the people of the community their needs, wants, and interests -- are the prime concern of the future land use planning process. Each land use decision reflected in this plan was carefully analyzed by the planning consultant and planning staff and thoroughly studied and discussed by the Planning Commission at open public meetings. A public hearing on the master plan was held on March 17, 1992 and required public notices were published in the Rochester Clarion in accordance with the provisions of Public Act 285 of the Public Acts of 1931, the Municipal Planning Act. Having been duly adopted by the Planning Commission on March 31, 1992, an attested copy of the Master Land Use Plan has been forwarded to the Oakland County Planning Commission and certified to the city council and the Oakland County Register of Deeds. Subsequent to adoption of this master plan, the City of Rochester Hills Planning Commission will continue to keep the Land Use Plan and zoning regulations of the city updated. The zoning ordinance, subdivision regulations, land development ordinances, and applicable codes will implement the plan. The plan has been designed to be a reasonable and well thought-out guide for decision making on future land development. Residents of Rochester Hills and investors in the community can look to the plan as a document designed to protect the health, safety, and general welfare of the community. The plan should also provide stability in future planning and zoning decision making in the city. The Future Land Use Plan is based on the premise that Rochester Hills is primarily a single-family residential community. The residential neighborhoods are delineated, to a large degree, by the original major street network which was established when Rochester Hills was still Avon Township. -122y- �r ~ TABLE LU-4 FUTURE LAND USE ACREAGE LAND USE CATEGORY ACREAGE PERCENT OF TOTAL 10,278 . 3 224.7 821. 7 197.1 49 . 2% 1.1 3. 9 0.9 Residential Single-Family Cluster Housing Two-Family or Multiple-Family Mobile Home Commercial ~ Convenience or Comparison Automotive Service Oriented Office Research Office 538.9 84.0 148.8 37.7 2.6 0.4 0.7 0.2 229.5 1.1 971.5 44.6 4.6 0.2 102 . 4 83.3 150.0 93.5 1,375.7 15.3 710.1 1,082 . 1 194.0 7.4 6.8 274.3 139.8 3,038.6 63.0 0. 5 0.4 0.7 0.5 6.6 0.1 3.4 5.2 0. 9 Mixed-Use Non-Residential Mixed-Use Industrial Light Industrial Heavy Industrial Public and Quasi-Public Existing Elementary School School Property or Option Junior High School Senior High School Local Recreation Regional Recreation City-Wide Recreation Special Purpose Floodplain Civic Center Fire Station Cemetery Lakes and Ponds Streets and Alleys Railroad Right-of-Way TOTAL 20,913.1 *·* Less than 0.1 percent - l -124- *·* *·* 1.3 0.7 14.5 0.3 100. 0% �~, ~ ~ TABLE LU-5 FUTURE ACREAGE CHANGE COMPARISON BETWEEN THE 1986 AND 1992 MASTER PLANS 1992 ACREAGE ACREAGE CHANGE PERCENT CHANGE 11,861.7 119.3 823.1 205.2 10,278.3 224.7 821.7 197.1 -1,583.4 +105.4 -1.4 -8.1 -13.3% +88.3 -0.2 -3.9 13,009.3 11,521.8 -1,487.5 -11.4% 662.4 73.1 204.0 40.0 538.9 84.0 148.8 37.7 -123.5 +10.9 -55.2 -2.3 -18.6% +14.9 -27.1 -5.8 979.5 809.4 -170.1 -17.4% o.o 229.5 +229.5 Light Industrial Heavy Industrial 1,098.3 202.4 971.5 44.6 -126.8 -157.8 -11.5% -78.0 SUMMARY 1,300.7 1,016.1 -284.6 -21.9% LAND USE CATEGORY 1986 ACREAGE Residential Single-Family Cluster Housing Two-Family or Multiple-Family Mobile Home SUMMARY Commercial Convenience or Comparison Automotive Service Oriented Office Research Office I I-' IV SUMMARY u, I Mixed-Use Non-Residential Mixed-Use Industrial Note: Differences in future land use between the 1986 and 1992 master plans are due to: (1) actual increases or decreases in the amount of land uses planned; (2) the redesignation of certain land use areas to the right-of-way classification; (3) the introduction of new land use categories; (4) increases in the amount of land used for detention ponds and local recreation ; (5) increases in the amount of school property; and (6) transference of public property such as regional park land being acquired by the city. �-, ~ TABLE LU-5 CONTINUED FUTURE ACREAGE CHARGE COMPARISON BETWEEN TIIE 1986 ABO 1992 MASTF.Jl. PLANS LAND USE CATEGORY 1986 ACREAGE 1992 ACREAGE ACREAGE CHANGE PERCENT CHANGE Schools Existing Elementary School School Property or Option Junior High School Senior High School - 80.8 95.0 43.8 48.1 102.4 83.3 150.0 93.5 +21.6 -11.7 +106.2 +45.4 +26.7% -12.3 +242.5 +94.4 267.7 429.2 +161.5 +60.3% 520.0 191.5 289.8 1,375.7 15.3 710.l +855.7 -176.2 +420.3 +164.6% -92.0 +145.0 1,001.3 2,101.1 +l,099.8 +109.8% 2,496.5 81.0 3,038.6 63.0 +542.1 -18.0 +21.7% -22.2 2,577.5 3,101.6 +524.1 +20.3% Special Purpose Floodplain Civic Center Fire Station Cemetery Lakes and Ponds 1,072.5 375.3 98.0 2.5 109.8 119.0 1,082.1 194.0 7.4 6.8 274.3 139.8 +9.6 -181.3 -90.6 +4.3 +164.5 +20.8 +0.9% -48.3 -92.4 +172.0 +149.8 +17.5 SUMMARY 1,777.1 1,704.4 -72.7 -4.1% 20,913.1 20,913.1 SUMMARY Recreation Local Recreation Regional Recreation City-Wide Recreation SUMMARY I ...... N °'I Rights-of-Way Streets and Alleys Railroad Right-of-Way SUMMARY Other Public and Quasi-Public TOTAL Source: Gerald Luedtke and Associates, Incorporated �The 36 square mile township, which included the City of Rochester, was divided into residential development modules or neighborhoods by a street gridiron pattern based on the concept of major thoroughfares located approximately one mile apart. From east to west, there were six major thoroughfares: Adams, Crooks, Livernois, Rochester, John R, and Dequindre. From north to south, there were seven major thoroughfares which include: Dutton, Tienken, Walton, Avon, Hamlin, Auburn, and South Boulevard. These 13 basic streets formed the original gridiron pattern which, in turn, delineated the residential modules or neighborhoods which comprise the city's development pattern. The Future Land Use Plan has been designed to carefully protect the environmental quality of each of the city's residential neighborhoods. The major thoroughfare network which defines land use was established during the early days of Avon Township. r Single-family neighborhoods are defined by the major thoroughfare system based on a one-mile grid pattern. Non-residential uses are usually located on the periphery of the neighborhoods . r The city has exercised considerable care in its past planning and zoning to ensure that multiple-family, commercial, and other non-residential uses are limited to the periphery of major single-family areas, or are located at the intersection of major thoroughfares. Most of the sing lefamily residential neighborhoods consist of curvilinear -127- �street patterns which intersect with the main mile road gridiron • pattern of arterial streets . Multiple-family developments have been located on the edge of single-family neighborhoods or have been situated where they provide a transition between commercial or office uses and adjoining single-family residential areas. Many large single-family development areas in the city contain internal open space or recreation/park areas which have either been develop~d by the city or have been developed as a result of the residential subdividing process. r r r r r Most multiple-family residential developments in Rochester Hills are of large size ranging between 5 acres and 190 acres in size. The majority of multiple-family developments are located within a portion of the city located between Livernois on the west and John R on the east. Multiplefamily developments have been carefully planned so that they do not interfere with or create traffic intrusions into single-family residential neighborhoods. Several multiplefamily residential developments act as transitions between shopping centers and nearby single-family residential subdivisions. Areas planned for industrial development in Rochester Hills historically have been located along the Grand Trunk Railroad right-of-way, in proximity to M-59, and to a lesser degree, in the area near Hamlin and Dequindre. These industrial development areas originally needed access to rail service, but eventually the linkages to M-59 and the other major arteries of the city's transportation system became more important to their economic viability than did the railroad. The economic corridors containing industrial and commercial developments follow Rochester Road and the Grand Trunk Rai l road corridor . -128- �Major commercial development areas in Rochester Hills have beed carefully planned so that they are located at major intersections. The major commercial development concentrations in the city are located at Rochester and Auburn, Rochester and Hamlin, Rochester and Avon, Livernois and University, Walton and Adams, and Tienken and Rochester. Secondary commercial areas are located at M-59 and Dequindre, at Auburn and John R, at A~burn and Dequindre, and a ~ Crooks and Auburn. Many of the commercial areas contain transitional off ice development areas which provide a transition between the commercial area and adjoining multiple-family or single-family development areas. Although Rochester Hills has a substantial amount of planned shopping center development, the city has a relatively limited amount of strip commercial development. The city's past planning and zoning practices have carefully regulated strip commercial development and prevented a continuous pattern of strip development along most major arteries. The Future Land Use Plan recommends commercial development only at already established commercial development "nodes" or concentrations. No new major commercial areas are recommended. Commercial facilities are strategically located at major transportation intersections. The Future Land-Use Plan recommends that non-residential mixed-use development areas be planned in the southwest portion of the city between Adams and the Grand Trunk Railroad and in the northeast portion of the city east of the Rochester/Tienken intersection. The non-residential mixed-use category includes the following uses: office, research/ -129- �office, light-industrial, hotel/motel, and certain commercial uses whi•ch are functionally and physically related to the above uses such as restaurants and office supply stores. The non-residential mixed-use category does not include development of heavy industrial uses, residential development, and commercial uses which are not related to the primary permitted uses. Performance standards for regulating specific developments within the non-residential mixed-use category will be developed as part of the city's zoning or_dinance. The master plan sets forth the concept of mixed-use development, and subsequent zoning regulations will further detail the objectives of these land-use areas of the city. The area bounded by John R, Avon, Dequindre, and Hamlin has been utilized for many years for various land fill operations. Within this area were included: the s.o.c.R.R.A. Landfill; Six-Star Landfill: Kingston Landfill; Jones & Laughlin Landfill; Sand-fill, Incorporated Landfill, MAL Enterprises Landfill; and the City of Highland Park Woodfill site . . Within this area, it is impossible to precisely delineate areas which cannot be developed due to former landfill operations unless expensive, detailed engineering studies are performed for each site. Therefore, the master plan recommends that certain land areas be designated for single-family residential or light industrial development subject to completion of detailed engineering and environmental studies for each development proposal for the area. It is also recommended that certain private and public recreation uses be permitted in this area subject to special approval. Such recreation facilities could include golf courses, ski lodges, theme parks, nature study areas, arboretums, exercise clubs, tennis clubs, and lighted baseball complexes. The regulation of single-family residential and light industrial land uses will be accomplished primarily through revision of the city's zoning ordinance. The new zoning ordinance will need to set forth specific standards for engineering and environmental studies which will be required before any development proposal can be approved within this area of the city. The master plan recommends that the city pursue state and federal funding to initiate demonstration projects to reclaim and recycle former landfill sites in the city. The purpose of the demonstration projects will be to actually help remove pollutants from the soil as well as to serve as a laboratory for study by other communities in Michigan and nationally. The city should encourage formation of a regional initiatives consortium including local universities to implement this approach. -130- �The City of Rochester Hills adopted a ~aster Recreation Plan in March of 1990 which sets forth a long-range program for acqu~sition and development of park and recreation facilities in the city. This previously adopted plan has been carefully reviewed for compatibility with the new master plan and is considered to be an integral part of the master planning process of the city. Recreation facilities are well distributed throughout the city. The system of recreation facilities consists of facilities operated by both the city and the school systems. -131- �Utilities �Utilities The ultimate population or "build-out" capacity of a community is directly related to the availability of public utilities. Drainage throughout the city is handled with retention and detention on site, and major drains located within major thoroughfares. The City of Rochester f:J i l ls is currently involved in providing water and sewer service to its residents, businesses, and industries. Individual developments are required to retain or detain surface runoff on their own sites until the water can be discharged at the natural agricultural runoff rate. WATER DISTRIBUTION SYSTEM The map on the next page indicates that most of the City of Rochester Hills is served with a public water system. Rochester Hills is connected to the overall City of Detroit system and the only area that does not yet benefit from the system is the extreme northeast area of the city. Watermains range in size from six inches to thirty inches. Also depicted are valves and wells, hydrants, pressure reducing valves, and the pressure district limits. SANITARY DISTRIBUTION SYSTEM Similar to the water distribution system, only a few areas in the northeast and east portions of the city are not served by sanitary sewer facilities. The main facility that serves the city is the Clinton-Oakland Interceptor which parallels the Clinton River. Another interceptor, known as the MSVO Interceptor, also serves the city. The Sanitary Distribution System Map follows the Water Distribution Map. It indicates the services of sanitary mains traversing the city and ranging in size from eight inches to thirty-six inches. The Clinton-Oakland Interceptor ranges in size from forty-two to sixty inches in size. The Paint Creek Interceptor located to the north of the City of Rochester is fifty-four inches in size. -132- �WATER D ISTRIBUTION SYSTEM CITY OF ~ ROCHESTER HILLS OAKLAND COUNTY , MICHIGAN £n11lneer(A• ~pa.rtment .,,, ............ . IOCJanu,~...__, ............ .............,_, ....... OU, .... . . . . . -. ...-:-.., --· 17=-~.M. - COMC'Tl0N to cm" ---- !El LEGEND j / ----------· -------- 1• WATUI 1WN 1• WATDIIIUMII ll"•mt ..... ; \_,,~ •••fflMAIC 'lll•m"'"' 'l;('•T'PIWII »-•TIJIIMIM 'Ml.wa-... -ta - · - · ..,.ow_,_ - ...V', • . . . , . _ , _ ..•. ~ -Oft'IIIICTI.Jllm H'raUIIUC -11.&YfflON -lUW,TIC,, ITATIC Plll'STATION ~ . ,. - C'-1.~I i -A l. IC NICA'lt.S ~ T a..omt Figure U-I JOHNSON 6 Nl)EJt90N INC. _,,...__ °"'"""' CQllllU'N CWlllltilfff : UJ&. _ _ ,m QaDCIDff : dlL �SAl\llTARV CISTRIBUTION SYSTEM CITY OF ROCHESTER HILLS ENGINEERING DEPT. 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LIU U!U1U0:) p1no4s Sll!H .1a1sg4::,o~ JO Al!:) gq1, ❖ I .suo11:1af0Jd &u1sn~H pue uo11e1ndod .'· I - -•' 1 • ~ : ~ ; - , ~ ) • ~ : • . ",,it. II • • • •• , • --;, .~ 3SH ONVl ONV NOllVlHdOd r FUTURE LAND USE In order to understand the interrelationship between land use patterns and transportation and open space patterns, one must consider the original land use planning philosophy of the community. The 01iginal 36 square mile township which included the City of Rochester was laid out on a gridiron pattern; seven major east-west roads intersect six major north-south roads. The 13 basic streets delineate the residential modules or NEIGHBORHOODS which comprise the city's development pattern. Each neighborhood is further defined by unique environmental features which often form boundaries or edges similar to streets. Single-family subdivisions and acreage parcels are the predominant land use throughout these neighborhoods with multi-family, institutional, quasi-public, and public uses situated at the edges. The location of neighborhoods is shown in the graphic to the left. Industrial development historically was concentrated along the Grand Trunk railroad and in proximity to M-59. Over time, linkages to M-59 and major arteries of the city's transportation system have become more important to their economic viability than the rail system, especially as the industrial parks developed in the Hamlin, Crooks, and Livernois areas during the 1980s. Further expansion of M-59, new interchanges at Adams and Hamlin, and the proximity to the Oakland Technology Center, will spur future growth and development in these existing parks as well as the newly planned Mixed Use District. The city's primary economic corridors are shown to the right. Commercial development has been planned to be located at major intersections. The Future Land Use Plan recommend that commercial development be limited to already established commercial development "nodes." Acreage planned for "strip" commercial development has been reduced by about 80 acres. The Future Land Use Plan recommends a new land use category called non-residential Mixed-Use to be strategically located near the expanded M-59 in close proximity to existing industrial parks in Rochester Hills and the Oakland Technology Park in Auburn Hills. AHVWWHS S313110d Recreation: The Future Land Use Plan reflects the acquisition and development of parks and recreation facilities in the city. Recreational facilities are widely distributed throughout the city as shown in the graphic below. The adopted Master Plan for the city has been combined with the two other major planning documents (Master Recreation Plan and the Traffic Study & Comprehensive Transportation Plan) to guide land use decisions through 2010. It is important to note that land use patterns and planning for the ultimate composition and character of this community were established in the early days of A van Township. Fundamental decisions establishing the predominance of residential land use have dictated the infrastructure and public service demands of this community. The most recently adopted Master Plan refines that land use pattern, defines new redevelopment objectives, and anticipates the mobility and service needs of a builtout Rochester Hills in 2010. Conclusion: \ This community is not just made up of residents, but rather is a partnership between all property owners, all of whom hold special interest in their property. The measure of a true "community" is its Future Land Use at Build-out willingness to sacrifice City of Rochester Hills 1992 some of the interests of individual property 4% 1% owners for the good of all concerned: residents of all ages, business ■ Office , research , technology owners, institutions, 10% and public agencies. ■ Commericial ■ Recreation The goal of land use ■ Industrial ■ Streets/R.O.W. planning is to create a Residential ■ other balance between all interests, to preserve the natural environment, to enhance economic vitality, and to maintain order and a high quality of life for the whole community. City of Rochester Hills · -·M.-JiSJ:ER -l!LAJ~ Summary Brochure , Mayor PJannin&: Commission Billie M. lreland Eric Kaiser, Chairperson James Rosen , Vice Chairperson William Bos we II Gene Ferrera Jeffrey Hauswirth Eugene S. Nowicki Paul S. Funk George Sadowski Patricia Somerville City Council Scot Beaton, President Jon A. Buller Paul S. Funk Barnett Jones Gary Peters Patricia Roberts Lauren Shepherd . This is a summary brochure of the Master Plan document which was adopted by the City of Rochester Hills to guide land use development over the next two decades. The full text and report should be read or quoted for accuracy. INTRODUCTION On March 31 , 1992, the Rochester Hills Planning Commission adopted a new "Master Plan." A "Master Plan" is a policy tool which appointed and elected officials use as a guide for controlling the physical development of the community. The Rochester Hills Master Plan is a 132 page document containing maps, population and land use data, and an extensive list of policies. The plan culminates with the "Future Land Use Map" which depicts proposed future land uses for every piece of property in the city. The Master Plan is available for review at the Rochester Hills Public Library and in the Rochester Hills Planning Department. The Master Plan is also for sale in the Rochester Hills Clerk ' s Office for $25 .00. The community's first Master Plan was adopted by Avon Township in 1964, with subsequent updates and revisions occurring in 1974, 1977, 1979, 1986 and the latest revision this year. The adoption of the plan on March 31, 1992 came after 18 months of dedicated work by the Planning Commission, the Planning Depa,tment, and the city's Planning Con ultant. The plan incorporates the recommendations of the Citizens Advisory Growth Management Committee, input received during a community planning workshop held in April of 1991, and an extensive inventory of natural features. On the other side of this brochure is a color map of the Future Land Use Plan. Any questions should be directed to the Planning Department at 656-4660. �RESIDENTIAL ..,, c:) c:) c:) 1 RUNYON - - ------=-- -- - SINGLE-FAMILY CLUSTER HOUSING TWO-FAMILY or MULTIPLE-FAMILY MOBILE HOME COM M ERCIAL ~ CONVENIENCE or COMPARISON AUTOMOTIVE SERVICE ORIENTED ~ OFFICE ~ RESEARCH OFFICE C:) R O C H E S T E R \ l MIXED-USE ~ NON-RESIDENTIAL MIXED-USE INDUSTR IA L c:) LIGHT INDUSTRIAL ~ HEAVY INDUSTRIAL PUBLIC and QUASI PUBLIC Cl "' u " .>- GOLF COUR9E I l L,, i>(~ ~~ ~-: .. ► -' .,, I .. ·. \J \ ....;.. : .'-1 ..J . ~.........,_-... ■ ♦ .._ EXISTING ELEMENTARY SCHOOL SCHOOL PROPERTY or OPTION J ' I II ' HI H L SEI\J IOR HIGH SCHOOL LOCAL RECREATION REGIONAL RECREATION CITY-WIDE RECREATION SPECIAL PURPOSE FLOOD PLAIN (generalized) CIVIC CENTER FIRE STATION CEMETERY PROPOSED THOROUGHFARE ·- - . r.~ .~ r p FUTURE LAND USE ,, t COURSE (' i I ,, 1._ 1· QbCHESTEQ HILLS OAKLAND COUNTY. MICHIGAN ROCHESTER . f :f \ I, GOLF r. HILLS PLANNI NG COM MI SSION A ,l I f fl: Iu PUBLIC Ill ARING. AD0PT10.' l,t..rdl, 17 W'J:? fl. ·~ • t ' GERALD LUEDTKE ANDAsS()CIATES - - -- - - --- I N CO RP O RA TED n ~ . ) printe d on rec yc led paper � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Rochester-Hills_Master-Plan_1992 Creator An entity primarily responsible for making the resource City of Rochester Hills Planning Commission, City of Rochester Hills, Oakland County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1992-03-31 Title A name given to the resource Master Land Use Plan Description An account of the resource The Master Land Use Plan for the city of Rochester Hills was prepared by the City of Rochester Hills Planning Commission with the assistance of Gerald Luedtke and Associates, Incorporated and was adopted on March 31, 1992. Contributor An entity responsible for making contributions to the resource Gerald Luedtke and Associates (consultant) Subject The topic of the resource Land Use--planning Master plan reports Rochester Hills (Mich.) Oakland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/ce546f465a84a130a87cf548957b207e.pdf a2b4ec253cfbd33cfb12b3cf5b3f1179 PDF Text Text L L L ,: . ->•• ··. '. L R PLAN FLAT ROCK ■ ■· ■ �MASTER PLAN City of Flat Rock Wayne County, Michigan r ; Prepared by: I I I ~ McKenna Associates, Incorporated Farmington Hills, Michigan r I· January, 1990 [ ! �ACKNOWLEDGEMENTS MAYOR r- Richard C. Jones CITY COUNCIL Cynthia Marion, Mayor Pro Tern Terry Byrd Paul Gagne Timothy Nightingale Sarah Jane Olbrich Kenneth Wrobel I I. \... PLANNING COMMISSION Dennis Mowbray, Chairman Janet Baggett Norvell Barnes Lee Bobcean Daniel Swisz Steven Tallman James Vajen Terry Byrd (former member) L CITY STAFF Larry Dishaw, Director of Building and Safety 1· l_ l. �TABLE OF CONTENTS Table of Contents List of Tables iii List of Maps iii List of Figures iii MASTER PLAN GOALS Introduction POPULATION ANALYSIS General Development Trends Population Characteristics Future Population Growth Population Projections I ! l 1 1 8 8 9 14 17 EXISTING LAND USE Overview Residential Land Use Commercial and Office Land Use Industrial Land Use Public and Semi-Public Uses Transportation Landfi 11 s Vacant Land 24 24 24 24 REGIONAL LAND USE RELATIONSHIPS Overview Planning Relationships to Surrounding Communities Additional Regional Issues 25 25 25 27 HOUSING REVIEW AND ANALYSIS Introduction Age and Condition of Housing Housing Size and Density Value of Housing Projected Housing Demand 29 29 29 19 19 20 20 23 31 32 33 �TABLE OF CONTENTS (Continued) PAGE I l. [ I. I I.. ECONOMIC ANALYSIS Existing Economic Base Industrial Sector Commercial/Office Sector Market Profile Commercial Land Needs Commercial District Profiles Economic Development Trends Conclusions: Potential for Future Growth Fiscal Impact of Economic Growth 34 34 34 34 CIRCULATION ANALYSIS Overview Jurisdiction of Roads Road Classifications Circulation System Deficiencies Opportunities for Improvement Pedestrian Movement 50 50 50 51 53 COMMUNITY AND RECREATION FACILITIES City Administration and Services Public Utilities School Facilities Recreation Facilities 59 59 FUTURE LAND USE Introduction Future Land Use Map Single Family Residential Mobile Home Park Multiple Family Residential Commercial and Office Uses Planned Mixed Use Development Industrial and Railroad Use Parks and Recreation Public Facilities Road Network 72 72 35 36 37 39 42 44 56 58 63 64 65 73 74 76 76 77 78 79 80 81 81 ii �. LIST OF TABLES 1. IL. 2. 3. ' 4. 5. f - i I - 6. 7. 8. 9. 10 . 11. 12. 13. 14. 15. !1. 16. 17. 18. Total Population Population Age Structure Future Age Structure Composition of Labor Force Annual Household Income Educational Attainment Population and Household Projections Land Use Acreage Age of Housing Size of Housing Units• Value of Housing Property Value Trends Value of Classes of Property (1988) Budget History Municipal Facilities Parks and Recreation Facilities Property Inventory Comparison to Standards -- Recommended Parkland Recommended Recreation Facility Standards 8 10 11 13 13 14 18 21 30 31 33 44 46 47 61 65 68 70 LIST OF MAPS I I_ 1. 2. 3. 4. 5. 6. i. '. L Property Value History Budget and Property Tax History i ii . 22 52 54 57 60 83 LIST OF FIGURES 1. 2. !f Existing Land Use Functional Classification of Roads State, County & Local Road Classification Comprehensive Circulation Pl~n Community and Recreation Facilities Future Land Use Map 45 48 �[ MASTER PLAN GOALS l. I I I ' . Introduction This chapter sets forth goals for the Flat Rock Master Plan. These goals resulted from discussion with the Planning Commission, City Council, and department heads. They address the genera 1 deve 1opment of the City, 1and use, housing, the environment, economic development, transportation, community facilities, and recreation. General Goals 1. Neighborhoods: Foster strong, vital neighborhoods to ensure that Flat Rock continues to be recognized as a stable community where families and individuals reside, work, and shop. 2. Master Physical Planning: Maintain complementary land use relationships which promote a harmonious, attractive community; preserve natural resources; promote a sound tax base; and provide for manageable traffic volumes. 3. Property Maintenance: Recognize that the City and its physical resources are dynamic, and aggressively encourage property maintenance and reinvestment. 4. Fiscal Stability: Promote the development of a financially secure community which can continue to provide all necessary services to its residents and businesses in an efficient manner. 5. Land Use: Promote efficient use of the land and encourage assembly and orderly redevelopment if appropriate land use plans are presented for: underdeveloped areas; areas isolated among more intensive uses; or areas which are declining or negatively impacted by nonresidential traffic or incompatible land uses. 6. Planning Innovation and Flexibility: Encourage innovation in land use planning (e.g., Planned Unit Development), where innovation would: more effectively implement the goals set forth in the Master Plan, achieve a higher quality of development than would be possible under conventional regulations, result in better use of 1and in accordance with its character and adaptability, - 1 - �, . result in development that is compatible with surrounding uses, and produce recognizable and substantial benefits for the community. Residential Goals 1. Housing Balance: Strive for a housing balance that enhances the City's image as a high quality single-family residential community, recognizing that most of the City's residences are designed and built for single-family homeowners with children. · Avoid concentrations of other types of housing that would upset this desired balance. 2. Single-Family Neighborhoods: Retain single-family residential areas as secluded and quiet neighborhoods through the promotion of safe and efficient internal pedestrian and vehicular circulation systems, maintenance of citywide public services, and protection from nonresidential encroachment. 3. Housing Choice: I_ I' I !: Seek a balanced housing stock consisting of a range of housing types and price ranges, and particularly encourage the development of lowdensity, high-quality, upscale single-family housing in conventional subdivisions, for which there is an existing need. Provide a sufficient supply of affordable housing alternatives for elderly residents which will encourage them to remain in the community, balancing and diversifying the population. I [_· [ 1· I I I I. 4. Density Relationships: High- and medium-density residential developments should be separated from lower-density developments. Exceptions to this policy would be .where a higher-density residential development serves as a transition between commercial development and lower-density residential development, or where housing of varying densities is contained within a planned development. 5. Multiple-Family Development: Provide for new multiple-family housing primarily as a transitional use to separate non-residential uses from single family development. High- and medium-density housing should be located only where there is access to major thoroughfares, and only where it can be adequately served by public and private services without unreasonable disruption to the level of services enjoyed by other residents. Future multiple-family housing should be constructed of the highest quality materials. Buildings and other improvements should be placed on the site with sensitivity to natural features and the need to create a stable and secure living environment. Maintain the quality of existing multiple-family developments through strict enforcement of City ordinances, security, housing inspections, and beautification promotion. - 2 - �• 6. Housing Maintenance: Encourage housing rehabilitation and require a high standard of property maintenance to perpetuate a high quality of housing among residents. I L. • Economic Development 1. Economic Development Initiatives: Continue to develop and apply economic development tools (such as formation of the DOA, tax increment financing, tax abatements, sharing in the cost of utilities, and special assessment districts) in a prudent and efficient fashion to enhance and maintain a ba 1anced, heal thy mixture of business and industry, provided that such programs are consistent with the overall development and financial goals of the City. 2. Economic Development Incentives: Economic development incentives should be used chiefly to promote development of light manufacturing, research firms, and other types of development which: 1) are compatible with the City's goals concerning protection of residential areas and the environment and, 2) generate new employment opportunities, particularly for residents, and 3) increase the tax base. Commercial Development Goals 1. Central Business District: Recognize the Central Business District as the focus of office, specialty retail activity, and housing in a mixed use setting. 2. Telegraph Road: . Recognize that Telegraph Road north of the railroad tracks is the center of retail activity in the City. Recognize also that Telegraph Road north of the tracks, and particularly north of Vreeland Road is the center of service-type businesses in Flat Rock. 3. Gateway Commerce Center: Develop the Gateway Commerce Center as a regional convention/business center consisting of business, industry, lodging, and other regional-oriented commercial uses. Regional commercial facilities should be located near the freeway and isolated from .nearby residential areas. [ 4. . l Gibraltar Road: -Aside from Gateway Commerce Center, restrict future retail development along Gibraltar Road, but permit office and professional uses to locate along the corridor. 5. Neighborhood Commercial Districts: Restrict future commercial development within neighborhoods, since designated commercial areas on major thoroughfares will be able to supply the convenience shopping needs of all residents. 6. Revitalization of Aging Convnercial Districts: and redevelop aging business structures deteriorating conditions and the aging cycle. I 1. . - 3 - Maintain, upgrade, expand, and sites, anticipating · �,-- ! 7. Planned Deve1opment vs. Li near Shopping Districts: The deve 1opment of planned multi-tenant shopping centers or office buildings should be encouraged a1ong commerci a1 corridors, instead of unp 1anned strip development where one use is located on each parcel. Consolidation of individual uses on separate parcels should be encouraged. 8. Appearance: The design of commercial uses in Flat Rock should reflect thorough and careful analysis of the site and a sincere effort to improve the aesthetic experience. Architecture should be clean and uncluttered, and excessively large or garish signs should be prohibited. Loading and storage areas should be screened, preferably with landscaped screening or a combination or landscaping and walls. Parking areas should be landscaped to provide visual relief to large paved areas. Landscaping and setbacks should generally convey a sense of spaciousness and compatibility with the underlying natural features. Lighting should enhance the appearance of the commercial district. Lighting fixtures should be designed to complement the design of adjoining buildings. Glaring high-intensity lights should not be used in areas where pedestrian activity is desired. 9. Office Development: Provide desirable sites in the downtown area, Gateway Commerce Center,- and along Gibraltar Road for both large and smaller scale office uses which will enhance the City's tax base, be attractively developed, and create employment. Industrial Development Goals 1. Industrial Diversity: Continue to promote diversity in the City's industrial base through recruitment of high-tech, research, light manufacturing, and warehouse uses. 2. Industrial Design Standards. Promote the location of new high technology, research and 1ight industrial parks in attractive settings which will coexist harmoniously with the rest of the community. Future industrial development within planned industrial parks should be encouraged. Planned industrial parks should include an internal circulation system, needed supporting facilities, and adequate land use transitions to other parts of the City. 3. Allocation of Industrial Land. Confine future industrial to designated areas on the east side of the City, where an industrial base has already been established. Since most industries are oriented toward metropolitan Detroit or Toledo, industrial development on the east would minimize the impact on the rest of the City. The only exception to this policy would be where expansion of an existing industry in another part of the City (such ii- - 4 - �,--- I . I ' ,- • 1 as in proximity to Telegraph Road) would provide recognizable benefits, such as new employment opportunities and increased tax base, but would not have a detrimental impact on nearby residential or commercial areas or on the natural environment. I 4. f": [ ["''. Utilities and Public Services: Future industrial development should be permitted only in accordance with the ability to provide required utilities and public services, including public water and sewer services, adequate road construction and maintenance, police and fire protection, and general municipal administrative and regulatory services. The ongoing costs of providing such services should be considered, as well as the costs related to initial construction. Phase out older industrial uses in the center of the City which are incompatible with surrounding uses and the development goals for the area. 5. Obsolete Industrial Uses: Environmental Goals 1. l_ Huron River: Recognize the Huron River as the most significant natural feature in Fl at Rock. Promote development that wi 11: 1) preserve the natural riverfront environment, and 2) maximize visual and physical access to the river for all residents. 2. Protection of Natural Features: Promote the preservation of significant wooded areas, wetlands, and floodplains through the review of development plans, public acquisition of floodplain and other sensitive lands, and utilization of environmentally sensitive areas for storm water control and low intensity uses (such as recreation uses), recognizing a balance must be • achieved between natural resource goals and other planning and development goals. 3. Pollution Control: Continue to encourage land planning, development patterns and effluent treatment techniques which promote energy conservation and minimize noise and pollution of the air, soil, and water. 4. Toxic Waste Sites: Work with the Department of Natural Resources and other appropriate agencies to determine feasible uses for toxic waste sites identified in Flat Rock. Transportation 1. l. [ [: r. ~ .. Transportation Planning: Promote transportation improvements consistent with efficient access to community goods and services, public safety and convenience, and consider the capability of the transportation system to accommodate increased traffic produced by development. 2. The Need for New Roads: Identify locations and work toward installation of new roads where needed to make vacant land accessible for development in accordance with the Future Land Use Plan. - 5 - �3. Right-of-Way Widths: Limit development within the existing or planned rights-of-way as indicated on the Master Thoroughfare Plan. However, recognize that it could be several years before certain rights-of-way are acquired. Therefore, develop flexible guidelines to restrict development within such "long-range" rights-of-way where the estimated implementation is more than 10 to 15 years in the future. 4. Road Hierarchy: Develop a road system that provides access to all parts of the City, yet restricts the use of neighborhood streets by trucks or extraneous through traffic. 5. Roadway Aesthetics: Roadways should be visually pleasing to motorists, pedestrians, and persons who view the roads from adjoining land. Frontage along roads should be amply landscaped. The construction of boulevards or parkways should be encouraged. 6. Pedestrian/Bicycle Transportation: Sidewalks should be required in conjunction with all new construction, following the standard established in the older neighborhoods. Sidewalks should link residential areas with schools, recreation areas, commercial districts, and other attractions throughout the City. Community Facilities 1. Municipal Services: Develop a system of quality municipal services which are responsive and necessary to maintaining the attractiveness and vitality of the City's residential, business, and industrial districts. 2. Maintenance and- Replacement: Provide for system completion, ongoing maintenance, and replacement programs based on a continually updated capital improvement program for roads, street lights, sewers, water mains, and other infrastructure elements. Recreation Goals 1. Level of Service: Provide the maximum level of neighborhood and communityoriented recreation facilities feasible and programs to meet the needs of all residents, within the physical and financial capabilities of the City. r I_ 2. Multiple-Use Concept: Develop the City's recreation system in accordance with the multiple-use concept, whereby the City's two main parks provide a total recreation experience for the entire family. Under this concept, each community park serves a large section of the City with facilities for active and passive recreation, competitive sports, facilities for children and adolescents, and picnic and nature study. 3. Neighborhood Parks: Assure that, as the City develops, adequate land is set aside throughout the City for recreational purposes . As new residential subdivisions are built in the outlying areas of the City, the use of Cityowned properties and school properties as neighborhood parks should be encouraged. - 6 - �r-- i r- I~ [ [ r-· I.~ ~ • . 4. Activities Center: Construct a multi-purpose, community-wide activities center within the City, which would contain indoor recreation facilities, meeting room space, and central programming offices. 5. River Access: Increase public access to the Huron River through acquisition and enhancement of riverfront properties. · 6. Park Design and Landscaping: Enhance the design and aesthetic quality of all local parks, recognizing the significance of parkland to the overall character and public image of the City. 7. Coordination with Other Agencies: Continue to cooperate with ot er public and private organizations, such as the school district and Huron-Clinton Metropolitan Authority, in providing recreation services and facilities to avoid unnecessary duplication. 8. Privately-Owned Recreation Facilities: Encourage privately owned and commercial recreation facilities to locate in the City, provided the type and location of such facilities is consistent with the City's recreation goals. 9. Recreation Facilities Outside the City: Provide expanded access to important recreation resources outside of the City to increase recreation opportunities for City residents. I. 1· 1- I r· [ f [ l-: 1- - 7 - �POPULATION ANALYSIS General Demographic Trends Population growth in Flat Rock generally has followed regional trends over the past four decades. The end of World War II initiated a housing construction boom and subsequent population growth in Flat Rock. Steady growth in population continued into the 1970's, when the pace of housing construction slowed and population growth came to an abrupt halt. As indicated in Table 1, the largest numerical increase in population was recorded in the decade beginning in 1950, resulting in the addition of 2,765 residents, an increase of over 140 percent for the decade. The population continued to increase by over 20 percent in each of the next two decades beginning in 1960 and 1970, reaching a peak of 6,853. Recent population estimates indicate that the population declined by almost five percent between 1980 and 1984. TABLE 1 TOTAL POPULATION I_ I l[__ Year Numerical Change 1,231 1940 1,467 + 236 + 19.2% 1950 1,931 + 464 + 31.6% 1960 4,696 + 2,765 + 143.2% 1970 5,643 + 947 + 20.2% 1980 6,853 + 1,210 + 21.4% 1984 6,522 331 4.8% Bureau of Census, U.S. Department of Commerce. 1984 Estimate: 1984 Population and 1983 Per Capita Income Estimates for Counties and Incorporated Pl aces, Current Population Reports, Local Population Estimates, Series P-26, U.S. Department of Commerce. [ [ Percent Change 1930 Source: [ Total - 8 - �Evidence indicates that residential development and population growth in Flat Rock have been affected by two key factors: economic cycles in the Downriver area and the availability of public utilities. According to Census data, during the relatively strong economy in the 1970's almost 800 housing units were constructed in Flat Rock. In contrast, during the recession in the early 1980's an average of less than four housing units were constructed each year. In recent years, as the regional economy gained strength, a modest increase in new housing construction has been recorded. Population growth has been closely related to the level and cycles of new housing construction. The availability of public utilities has also affected new housing construction and population growth in Flat Rock. In particular, the capacity of sanitary sewer treatment facilities has limited new housing construction. The recent construction of the South Huron Valley Wastewater Treatment Plant in Brownstown Township is expected to expand the capacity of the sanitary sewer system serving Flat Rock, thereby creating new development opportunities. Population trends in Fl at Rock para 11 el the trends recorded in other nearby communities. Brownstown Township, Huron Township, and Rockwood recorded population growth through 1980. Census estimates reveal that the number of residents has begun to decline in each of these communities since 1980. Population Characteristics A review of the age composition reveals that, as a whole, the Flat Rock population is younger than the populations of other communities in Downriver and Wayne County. The 1980 census indicated that the median age of residents in the north part of the City (Tract 5990) was 30.1 years, and the median age of residents in the south part (Tract 5991) was 26.0 years. The median age for the population as a whole was 27.31 years. In comparison, the median age of the entire Downriver population was 29.7 years, and the median age of the population of Wayne County was 29.3 years. In the five closest Downriver communities the median age ranged between 24.8 and 28.7 years. l ii i__-· I_ : Closer review of age statistics reveals that four age groups increased in total number and as a percent of total population between 1970 and 1980 (see Table 2) The 20 to 34 year age group recorded the largest increase, amounting to 962 persons. An increase in the number of children under five years of age was also recorded between 1970 and 1980. The increase in these two age categories reflects the level of new household formation during the 1970's. An increase in residents was al so recorded in the two oldest age categories between 1970 and 1980. The number of residents 45 years of age or older increased by 330 persons, an increase of 24 percent. Residents in this age group account for about a quarter of the total population in the City. The number of school-age children (between the ages of 5 and 19) decreased in total number and as a percent of total population between 1970 and 1980. Whereas this age group accounted for 35.4 percent of the total population in 1970, they - 9 - �~ TABLE 2 I~ POPULATION AGE STRUCTURE r- · I [ [ l· Total Under 5 years 1970 Percent Total 1980 Percent 8.3% 637 9.3% 469 Change 1970-1980 +168 5 to 14 years 1,350 23.9 1,211 17.7 -139 15 to 19 years 651 11.5 606 8.8 - 45 20 to 34 years 1,034 18.3 1,996 29.1 +962 35 to 44 years 772 13.7 706 10.3 - 66 45 to 64 years 1,012 17.9 1,283 18.7 +271 355 6.3 414 6.0 + 59 ! i' .. 65 and older Source: I [_ I. 1· l: t_ Bureau of the Census, U.S. Department of Commerce. constituted only 26.5 percent of the population in 1980, reflecting a decline of 184 persons. A decrease was also recorded in the number of residents between the ages of 35 and 44 years. The decrease in these two age groups reflects a decline in the number of mature families with children in Flat Rock. School enrollment figures indicate little change in the number of school-age children since 1980. The number of children enrolled in the Flat Rock School District has ranged between 1,538 and 1,669 in the 1980's, a variation of only 131 students. Enrollment for the 1987-88 school year is 1,659; enrollment is expected to remain about the same for the 1988-89 school year. Estimates prepared by the Southeast Michigan Council of Governments (SEMCOG) indicate that, as a proportion of total population, the most substantial future increases are expected in the older age categories (see Table 3). By the year 2005, residents between the ages of 45 and 64 are expected to account for 24 percent of the total population, and residents 65 years and older are expected to account for 9.8 percent of the total population. Residents in the 20 to 34 age group are expected to decrease in total number as a percent of total population, from 29.1 percent in 1980 to only 20.7 percent in 2005. To summarize, the SEMCOG estimates forecast a general aging of the population, although in-migration and general population growth is expected to maintain the younger age groups at stable levels. Household Size and Composition. Broad changes in household composition have been observed in Flat Rock in recent years. Of greatest significance is the change in household size, from an average size of 3.6 persons in 1970 to 2.96 in 1980. According to the SEMCOG Small Area Forecast, average household size is expected to decrease to 2.31 persons by 2005. - 10 - �I. TABLE 3 [ FUTURE AGE STRUCTURE 1-· 1980 Under 5 years [I •. I I I L Percent 637 9.3% 774 8.1% Change 1980-2005 +137 5 to 14 years 1,211 17.7 1,423 15.0 +212 15 to 19 years 606 8.8 709 7.5 +103 20 to 34 years 1,996 29.1 1,968 20.7 - 28 35 to 44 years 706 10.3 1,404 14.8 +698 45 to 64 years 1,283 18.7 2,275 24.0 +992 414 6.0 930 9.8 +516 65 and older Source: i Total 2005 Percent Total Bureau of the Census, U.S. Department of Commerce. 2005 Estimate: Southeast Michigan Council of Governments Small Area Forecast, Version 84 The decrease in household size is attributed in part to the trend among married couples to delay or avoid having children. The aging of the population has also affected household size. The proportion of one and two-person "empty-nester" households composed of elderly residents has increased. I I__ II , i I- The type of housing constructed in Flat Rock is another determinant of household size. Approximately half of the almost 800 housing units constructed between 1970 and 1980 were multiple-family units according to Census statistics. As the number of multiple-family units increased, the number of rental units increased accordingly. The 1980 Census reported 757 occupied rental units in the City, or about 32 percent of all occupied units. Most multiple-family housing is designed to accommodate small households. In Flat Rock, the median number of persons per renter-occupied housing unit is about 2.1 persons. The combination of lower birth rates, an aging population, and smaller housing units produced the 22 percent decrease in household size between 1970 and 1980. The decrease in household size has had a substantial impact on total population. If not ·for the influx of residents due to new construction, the decrease in household size between 1970 and 1980 would have resulted in a population loss of 1,015 persons. If the SEMCOG estimates prove accurate and household size - 11 - �decreases to 2.31 persons by 2005, the resulting population loss may be as high as 1,655, based on the current number of households. Migration. The 1980 Census revealed a high rate of population migration in Flat Rock. According to the Census, over 55 percent of the City's households had moved in within the previous five years. In comparison, the Census reported that only about 42 percent of the households in Wayne County as a whole had moved in within the previous five years. r -· l- I The mobility of residents is related to several factors, including the rate of new housing construction, upward mobility, new employment opportunities, and the movement of empty-nester households into smaller homes. Regardless of the causes, the mobility of residents has the effect of accelerating population change. Population migration has had a minor impact on racial composition. In 1970, the Census reported that only four residents out of a total population of 5,683 were black. In 1980, the Census reported 82 black residents in the City, accounting for 1.2 percent of the total population. Employment and Income. The percentage increase in the size of Fl at Rock's resident labor force was much greater than the increase in population between 1970 and 1980, suggesting that a number of households have more than one wage earner. The total resident labor force in 1980 was 3,154 persons, an increase of about 40 percent over the 1970 figure. I The increase in the size of the labor force was accompanied by substantial changes in composition (see Table 4). The percentage of workers employed in precision production, crafts, and repair work decreased from 28 percent to 18.2 percent. During the same period the percentage of workers employed in managerial, professional, technical positions increased to 21. 8 percent, and the percentage of workers employed in sales increased to 7.8 percent. In spite of the shifts in labor force composition, operators, fabricators, and laborers still constitute the largest occupational category, accounting for 25.6 percent of the total resident labor force. On the whole, household and family income has continued to increase over the years, resulting in a substantial increase in middle and .upper-middle income categories. Between 1969 and 1979 the proportion of households making more than $25,000 per year increased from 5.6 percent to almost 35 percent (see Table 5). The proportion of residents in lower income categories decreased accordingly, although there appears to be a core of lower income residents. In both 1970 and 1980, the Census revealed that slightly over eight percent of all households had an annual income of less than $5,000. The percentage of households in the $5,000 to $14,999 income category decreased from over 57 percent to only about 20 percent of all households. At any rate, the continued increase in income of most households has widened the income gap between the most and least affluent households over the years. - 12 - �I TABLE 4 COMPOSITION OF LABOR FORCE Occu12ation Number Managerial, professional, technical Sales 1970 1980 Percent Number 382 17.7% 590 21.8% 109 5.0 211 7.8 !. Administrative support 300 13.9 385 4.3 f Service 235 10.8 304 11.3 Precision production, craft, repair Operators, fabricators, l_aborers 605 28.0 491 18.2 529 24 . 4 690 25.6 4 0.2 28 1.0 1-1 Other I TOTAL Source: 2,164 Percent 2,699 Bureau of the Census, U.S. Department of Commerce. TABLE 5 ANNUAL HOUSEHOLD INCOME Wayne Count~ Flat Rock Number f, Percent Number 1979 1979 Percent Percent 8.4% 14.5% Less than $5,000 116 $ 5,000 to $14,999 815 57 . 1 462 19.7 26.5 $15,000 to $24,999 415 29.1 653 27.8 24.3 $25,000 to $49,999 76 5.3 940 40.1 29.6 5 0.3 93 4.0 U.S. Department of Commerce, Bureau of the Census. 5.1 I I .· 1969 $50,000 or more Source: 8.1% - 13 - 198 �l . Education. The educational status of Flat Rock residents substantially improved between 1970 and 1980, according to the Census (see Table 6}. The percentage of residents over the age of 25 who completed high school increased from just 56.2 percent in 1970 to 73.2 percent in 1980. Based on high school completion, the educational attainment of Flat Rock residents exceeds that of residents in the County as a whole or the region. TABLE 6 EDUCATIONAL ATTAINMENT (Residents Over 25 Years of Age} Wayne County Flat Rocle Years of School Completed Number Percent Number Percent Percent Elementary School 2,401 86.1% 3,552 95.7% 89.6% High School 1,567 56.2 2,715 73.2 61.4 397 167 14.2 6.0 1,015 406 27.3 26.1 10.9 11.1 College 1 to 3 years 4 years Source: 1970 1980 1980 U.S. Department of Commerce, Bureau of the Census. Residents of Flat Rock also improved their college-level educational status in recent years. The percentage of residents who completed one to three years of college education increased from 14.2 percent in 1970 to 27.3 percent in 1980. The 1980 Census further reported that 10.9 percent of Flat Rock residents had completed four years of college. In comparison, 11.1 percent of all residents in Wayne County had completed four years of college. l I[_ Future Population Growth The level of growth of Flat Rock's population will be determined chiefly by four sets of variables: 1. Physical Parameters. Several physical variables will affect future population growth in Flat Rock, including the amount of vacant land available for residential development, the zoning restrictions placed on such land, the capacity of the sanitary sewer system, and the type of housing that is constructed in the future. - 14 - �~ 1- I [ l " • 2. Regional Economy. The economic health of the region is the most significant external variable that affects population growth in all Detroit metropolitan communities. · 3. Characteristics of the Existing Population. Characteristics of the population, such as the age structure and propensity to move will affect population growth in Flat Rock. 4. Preferences of Residents. Existing and prospective residents' preferences in terms of a living environment will have an impact on population growth. The type and affordability of housing, characteristics of the environment, and availability of public facilities and services affect people's desire to live in a community. Each of these sets of vari ab 1es are discussed in detail in the fo 11 owing paragraphs. Physical Parameters. Vacant land area on which new housing units can be constructed is a key variable that determines the absolute maximum population, or holding capacity, of the City. An existing land use survey completed by SEMCOG in 1980 indicated that 1,150 acres of vacant developable land remains in the City. In addition, there are 1,726 acres of land used for agricultural purposes. A comparison between the existing land use and future land use maps reveals that approximately 850 acres of the vacant land are designated for single-family development, and approximately 300 acres are designated for multiple-family development. Currently, there are 2,369 housing units which occupy 631 acres of residential land in Flat Rock. Therefore, on the average, each housing unit occupies 11,602 square feet of land. If the remaining single-family acreage is developed at the same density as existing residential development, then another 3,191 single-family units could be built in the City. It is likely that multiple-family development will occur at a higher density. At a relatively low density of eight multiplefamily units per acre, a total of 2,400 additional multiple-family units could be constructed of the remaining vacant land. I Based on an average of 2. 96 persons per househo 1d from the 1980 Census, the maximum population of Flat Rock if all residential lands are eventually developed is calculated to be about 23,400 persons. This estimate does not account for possible rezoning of single-family residential land to permit higher density development. Such rezoning would increase the holding capacity of the City. Equally important, these estimates do not take into account the capacity of the sanitary sewer system. This is a major physical parameter that could substantially reduce the City's holding capacity. Regional Economy. The regional economy is largely beyond the control of the City and its individual residents, but it has a tremendous impact on population growth. The general state of the economy and regional patterns of growth and development are related external variables that work in conjunction to affect population growth. - 15 - �f"" I Cycles in the economy have been cited as one of the key determinants of population change in Michigan, because of the effect of the economy on migration patterns. In general, a lackluster economy results in a reduction in the number of families that purchase new homes or relocate. Thus, a poor economy tends to preserve the status quo or, as observed in certain Downriver communities in recent years, may result in a reduction in population. During times when the economy is strong, regional patterns of growth determine the population growth of individual communities. Although most analysts believe that the regional center of growth and development is farther to the north in metropolitan Detroit, the Downriver economy has grown substantially stronger since 1984. Recent newspaper reports have documented a "new surge in residential development tied chiefly to the economic revival." 1 Demand fueled by the Mazda plant plus $1.7 billion invested in other major industrial developments in Downriver in recent years are cited as key reasons for the upswing in new housing construction. If the economy continues to rebound, it is likely that Flat Rock will eventually experience demand for new housing, provided that public utilities have the capacity to serve such development. Characteristics of the Population. The earlier review of SEMCOG forecasts revealed that the number of mature households is projected to increase over the next twenty years. However, in-migration and general population growth is expected to maintain the younger age groups at stable levels. The increase in residents over the age of 45 portends smaller household size, which is an important consideration with regards to future population growth. A fr act i ona 1 increase or decrease in househo 1d size can make a difference of hundreds in total population. SEMCOG projections for the year 2005 call for an average household size of 2.31 persons in Flat Rock, compared to an average size of 2.96 persons in 1980. As noted earlier, if the SEMCOG projections prove accurate, the effect of household size alone could range between 1,655 and 2,270 persons by the year 2005 depending on the total number of households. I. Residents' Preferences and Perceptions. Variables related to people's preferences in terms of housing and the environment in which they live will affect population growth. Residents have been drawn to Fl at Rock by a variety of features, including the availability of nearby employment, the character of the community, well-maintained public facilities, proximity to the Lake Erie and other recreation opportunities, and the convenience of being located along 1-75. L The ability of the City to maintain these qualities will affect the stability of neighborhoods, and accordingly, the growth in population. Maintaining quality housing, good public services, and other qualities of the community becomes increasingly difficult as neighborhoods and housing ages. Continued investment in maintenance and replacement by the City and individual property owners will be required. [ 1 Jack A. Seamonds, "Downriver ripples with new housing plans," The Detroit Free Press, March 20, 1987, sec. J, p. 1. - 16 - f .. L �I I . l. . ' [ . People's preferences in terms of type of housing will also affect future population growth. Single-family detached housing is predominant in Flat Rock at the present time. However, the successful development of multiple-family housing in the 1970's revealed a latent demand for a greater variety of housing types. The construction of additional multiple-family housing would increase the total number of housing units that could be built in the City. However, as noted earlier, households occupying multiple-family homes are typically much smaller than those occupying single-family homes. Population Projections Current population statistics indicate that the rate of population growth in Flat Rock has levelled off. According to Bureau of the Census estimates, the population may have actually declined between 1980 and 1984. The information presented on the previous pages reveals a number of events that could generate add it ion al population growth in future years. These events include continued growth of the local economy and increased capacity of the sanitary sewer system. It is not likely that large scale housing development will occur in Flat Rock in the near future. In spite of the successful economic development initiatives taken in recent years, statistics reveal that the overall direction of growth in the region is not toward the Downriver area. While many communities in Oakland, Macomb, and Washtenaw Counties have gained population in recent years, 1984 Census estimates reveal that all except two Downriver communities lost population since the 1980 Census. It would be reasonable to expect that recent economic development initiatives will sustain a modest level of population growth in Downriver. The most precise population projections for Flat Rock and other communities in the region have been prepared by SEMCOG as a part of its Version 84 Small Area Forecast. The small area forecast is based on local land use plans and policies, modified to account for sewer service, protection of environmentally sensitive lands, planned transportation improvements, and similar considerations. The SEMCOG projections indicate a 38.4 percent increase resulting in a total population of 9,486 for Flat Rock by the year 2005 (see Table 7). This increase is projected even though the number of persons per househo 1d is expected to decline from 2.96 to 2.31. Thus, the net increase of 2,633 residents must be attributed to the projected increase of 1,792 households. Review of these projections reveals the importance of accurate estimates of household size. If household size were to remain steady instead of decrease, the population could exceed 12,000 persons by the year 2005, assuming that the number of households increases as projected. The SEMCOG estimates are based on a healthier rate of growth than in the recent past. Between 1970 and 1980, an average of 77. 8 housing uni ts per year were constructed in Flat Rock. The pace of construction slowed to about 3.4 units per year in the 1980's. Over the 18-year period beginning in 1970 an average of [ L. - 17 - �r ·- l. . 44.7 housing units per year were constructed each year. In contrast, the SEMCOG estimates call for construction of an average of 86.8 units per year over the next twenty years. TABLE 7 POPULATION AND HOUSEHOLD PROJECTIONS Percent Change 1980 - 2005 1980 1990 2005 Population 6,853 7,661 9,486 +38.4% Households 2,314 2,731 4,106 +77 .4 2.96 2.81 2.31 -22.0 Persons per Household Source: Southeast Michigan Council of Governments Small Area Forecast Version 84. [ - 18 - �EXISTING LAND USE Overview [. l. I' · Early development in Flat Rock was oriented in relation to three primary transportation axes: Telegraph Road, Gibraltar Road, and Huron River Drive. At one time, Telegraph Road (US-24) was the major north-south transportation route in southeast Michigan, linking Detroit and communities farther to the north with Toledo. The heavy volume of traffic on Telegraph Road provided a healthy market for an assortment of retail and services businesses that were developed in a random pattern along the corridor. In Flat Rock, Telegraph Road near the Huron River became the "main street" of the central business district (CBD). The CBD eventually expanded to encompass about 12 to 15 blocks, generally east of Telegraph Road. Telegraph Road consisted of primarily retail uses, whereas the rest of the CBD contained a mixture of service, institutional and residential uses. Some of the oldest housing in the City is interspersed with the commercial and inst itut i ona 1 uses in the CBD. A sma 11 neighborhood of older single family homes also exists adjacent to and east of the CBD. Patterns of additional early residential growth were prescribed by the other two primary axes noted above, Gibraltar Road and Huron River Drive. The largest single family neighborhood in the City developed in a large triangular area bounded by Gibraltar Road on the north and Huron River Drive on the south. Huron River Drive was developed by residents who desired more substantial custom-built homes on large lots in a semi-rural setting. A second concentration of early residential growth occurred northwest of the CBD along Huron River Drive. In addition to the large lot development facing onto Huron River Drive, a small riverfront subdivision was developed north of the CBD. A fourth major transportation axis -- the railroad -- also affected the early development and general form of the City. The general pattern of commercial and residential development was split diagonally by the railroad line, demarcating the north boundary of the CBD. The northwest part of the City developed at a slower rate than the rest of the City, possibly because the tracks "cut off" the northwest from the businesses and institutions in and near the CBD. : I... r I The basic pattern of development described in the previous paragraphs was in place in 1970, when the previous master plan was completed. In more recent times, the development of the City has been affected most significantly by access to I-75 , the major north-south corridor in Michigan and the United States. The Gibraltar Road interchange created opportunities for regional-oriented development on the east side of the City. Mazda is the most prominent example of such development. Concurrently, Telegraph Road's role as a regional transportation corridor declined. Accordingly, much of the recent commercial development along Telegraph Road has been oriented toward a local market, rather than toward travellers. Some o1der businesses have become obsolete because of the reori en tat ion of the Telegraph Road market. - 19 - ,. L �,. Aside from the I-75 access and reorientation of the Telegraph Road commercial district, in recent years Flat Rock's land use profile has changed because of the construction of new types of housing. The City's predominantly single family housing stock has been diversified with the construction of mobiles homes and apartments during the 1970's. Although the City recorded a few major developments in the 1970's and 1980's, almost half of the land in Flat Rock remains vacant. Thus, the opportunity still exists to shape the City to the form desired by residents and community leaders. A more detailed review of each type of land use follows. Residential Land Use The amount of land used for residential purposes increased by about 130 acres, or about 21 percent, between 1970 and 1988 {see Map 1 and Table 8). Currently, about 754 acres, or approximately 17.5 percent of the total land area, is used for residential purposes. Much recent residential development has consisted of multiple family and mobile home construction. Multiple family complexes occupy over fifty acres of land, most of which is on the south side of Gibraltar Road, west of Cahill Road. The huge Deerfield Estates mobile home park occupies over 120 acres of land east of Telegraph Road, at the northern entrance to the City. I_ The most recent large scale single family development occurred in the southeast part of the City off of Olmstead Road, where a 280-lot subdivision was constructed in the 1970's. Scattered large lot single family development also occurred recently along various roads, such as Huron River Drive, Arsenal Road, and Cahill Road. The continued development of scattered large lot single family homes indicates the demand for such housing still exists. Development of single family subdivisions has been hindered because of, among other reasons, the lack of sewer capacity and insufficient access to vacant lands. Three broad areas are suitable for single family development but are not currently accessible via public. road: in the center of the City, north of Gibraltar Road; in the southcentral part of the City; and, in the northwest corner of the City. Commercial and Office Land Use The amount of land allocated for commercial and office use increased by over 50 acres between 1970 and 1988, an increase of almost 82 percent. The 1988 land use survey revealed that about 112 acres of land are currently used for commercial purposes. - 20 - �I • • TABLE 8 LAND USE ACREAGE Acres 1970 Change 1970-1988 Acres Percent Acres 623.7 14.7 754.0 580.3 51.8 122.0 17.5 13.5 1.2 2.8 +130.3 + 20.9 Commercial Retail Office 61.4 1.4 111.7108.9 2.8 2.7 2.6 0.1 + 50.3 + 81.9 Industrial 56.0 1.2 410.3 9.6 +354.3 +632.7 Public and Semi-Public Schools, Municipal Buildings, Religious Institutions Parks and Recreation Utilities 256.0 6.0 207.8 4.8 - 48.2 - 18 . 8 153.9 52.2 1.8 3.6 1.2 0.04 Transportation Street Rights-of-Way Railroad 482.1 11.3 530.1 323.5 206.6 - 48.0 -10.0 2,789.7 65.4 2,110.2 -679.7 -24.4 Residential Single Family Multiple Family Mobile Home Park Vacant Landfi 11 s . 1988 Percent Percent Sources: 163.8 12.3 7.5 4.8 49.3 3.8 (1) November 1988 Land Use Survey by McKenna Associates, Incorporated. (2) Comprehensive Community Plan, City of Flat Rock (March 1970) The most substantial commercial development in recent years occurred along Telegraph Road, north of the railroad tracks. With the construction of Kmart shopping center and various other nationally-recognized businesses, the north Telegraph business district has become the center of retail activity in the City. The central business district is a secondary node of specialty retail and office activity. Based on recent development patterns, continued business development on the remaining Telegraph Road frontage and redevelopment of obsolete businesses can be expected. Gibraltar Road also has the potential of developing into a commercial node, benefitting from access to 1-75. Strict adherence to adopted planning policies will be required to prevent strip commercial development that is common adjacent to many freeway interchanges. - 21 - �" / ,. ' _/ ;;::::- 1:..··., \"~? / /j ;:_.: r-7) 0 - ~ ~~~ ~ '\ ·,,<<h ·7__ . Wl .l,__\e_ CAl'IL[TOH ,, ,, " ,,,, . ,,,,--- ----L___ If---_ - 'I ., ,, ,: \1 1' I '1 ,,,, ,, 1, \' ' .... . ,,. H~W~tRG ,,,, \\ ,, 'I LEGEND □ SINGLE FAMILY RESIDENTIAL MULTIPLE FAMILY RESIDENTIAL B MOBILE HOME PARK ~ RAILROAD COMMERCIAL UTILITIES OFFICE PUBLIC & SEMI-PUBLIC INDUSTRIAL PARKS & RECREATION LANDFILL ■ VACANT EXISTING LAND · USE ■ ■ ■ ■ ■ CITY OF FLAT ROCK ■ ■ ■ WAYNE COUNTY ■ . MICHIGAN ■ ■ ■ ■ m north ,c,lo ...~~-~-I:.:::!._. . .:l: :~ ~i: I MAP 1 M!eKenna Associates, Incorporated Community Planning • Urban Design Farmington Hills, Michigan �r. : ' L. Industrial Land Use ! ~ Industrial land use recorded the largest percentage increase of any land use since 1970. The allocation of an additional 354 acres of land for industrial use represented a 633 percent increase over the 1970 industrial land use figure. The 1988 land use survey revealed that about 10 acres of land are currently used for industrial purposes. The most significant industrial construction during the past two decades was the Mazda manufacturing facility (formerly a Ford plant). The construction of this facility marked a reorientation of industry in Flat Rock, toward 1-75 instead of Telegraph Road. The facility also set a new standard for industrial design in the City. Little growth was recorded in Flat Rock's older industrial district near the City center during the past two decades. Older industries along the railroad and Telegraph Road were developed at a time when environmental planning issues were of minor importance in industrial districts. Consequently, inadequate parking, buffering, and screening of outside storage areas are common problems. The size and configuration of the sites themselves do not meet the needs of modern Industry. Based on recent development patterns, continued decline of the older industrial district can be expected. The opportunity exists to develop new light manufacturing, research, and warehousing uses on the east side of the City, where there is convenient access to 1-75. Light industrial development is proposed in the Gateway Commerce Center. Also, planned industrial park development would be an appropriate transitional use to buffer existing and new single family development from the railroad and Mazda. Public and Semi-Public Uses I I I The amount of land allocated for public and semi-public uses decreased by about 48 acres between 1970 and 1988, a decrease of almost 19 percent. The 1988 land use survey revealed that about 208 acres of land are currently used for public and semi-public purposes. The overall decrease is attributed chiefly to a decrease in the amount of land owned by the Huron-Clinton Metropolitan Authority (HCMA) The 1970 survey indicated the about 147 acres were owned by HCMA. I. l 1· i I IL '\ _ The amount of land occupied by schools, municipal buildings, and religious institutions actually increased over the past two decades . New buildings constructed during this period include the Flat Rock municipal building, several churches located along Gibraltar Road and Huron River Ori ve, and the senior citizens building in the central business district. The most significant transition in the public and semi-public land use category over the past two decades involved the general movement of such uses out of the CBD to larger sites elsewhere in the City. - 23 - �Transportation The amount of land allocated for transportation uses decreased by about 48 acres between 1970 and 1988, a decrease of about 10 percent. The 1988 land use survey revealed that about 530 acres of land are currently used for transportation purposes, including street rights-of-way and the railroad. The overall decrease is due to loss of the airport, which occupied about 57 acres according to the 1970 land use survey. The amount of land occupied by street rights-of-way increased by a small amount, reflecting the construction of new subdivision streets and the widening of certain rights-of-way. Landfills The 1988 land use survey revealed that 164 acres, or almost four percent of the City's total land area is occupied by land that was formerly used as landfill. There are two such landfill sites in the City: The former Ford Motor Company landfill on the east side of Hall Road, between Vreeland and Gibraltar Roads, and The landfill site located on the west side of Arsenal Road at the City's northern boundary. The land occupied by these former landfills apparently cannot be used in the foreseeable future. Of far greater significance is the impact these landfills have on development of adjacent lands. Vacant Land The 1988 land use survey revealed that 2,110 acres, or about 49 percent of the City's total land area remains undeveloped. There are . four broad undeveloped areas in the City: in the northwest corner, between Inkster and Arsenal Roads, in the central part of the City, north of Gibraltar Road and west of Cahill Road, in the southcentral part of the City, south of Gibraltar Road extending to Huron River Drive, and in the southeast corner of the City, in the southwest quadrant of the I75/Gibraltar Road interchange. In addition, opportunities for development exist on vacant lands along the river, and on scattered vacant sites fronting on various thoroughfares. - 24 - �-' I' ' ,--- I •. • REGIONAL LAND USE RELATIONSHIPS Overview Flat Rock is a part of the sub-region known as "Downriver." This sub-region extends approximately seventeen miles along the Detroit River, from Detroit to Huron River. Downriver contains some of the most intensively developed industrial land in southeast Mi chi gan. A recent SEMCOG report characterized the northernmost Downriver communities as follows: From north to south, the corridor is a series of blast furnaces, coke ovens, oil tanks, chemical plants, and similar industrial structures, alternating with such extensive land uses as coal piles, slag heaps, and chemical waste ponds. The overall image of the Downriver area as an intensively developed industrial region is not stt:ictly applicable to southernmost communities, such as Flat Rock. Although Flat Rock has large scale industrial development, such as the Mazda plant and the Grand Trunk rail classification yard, the City also has hundreds of acres of land that are vacant or used for agriculture. These vast undeveloped areas provide Flat Rock and other southern Downriver communities with the opportunity to implement a new land use pattern that redefines the Downriver image. Indeed, the master plans for the southern Downriver commun it i e.s propose a range of complementary land uses, with an uncustomary emphasis on housing, commercial facilities, recreation, as well as the traditional industrial uses. Although most of the City has been subject to the intensive industrial development that characterizes the northern Downriver communities, the City has not been completely insulated from the impact of industrial development in the region. A recent report identified four sites in Flat Rock that are contaminated with toxic industrial wastes. These site include the Michigan Environmental Services Company waste oil transport, treatment, and recycling facility; Huron Quarry Sanitary Landfill; Mand P Landfill; and, Erving and Vivian Brown Landfill. Planning Relationships to Surrounding Communities [_ l .. The City of Fl at Rock is surrounded by seven communities: Huron Township, Brownstown Township, Woodhaven, Rockwood, South Rockwood, Berlin Township, and Ash Township. Following review of the land use and adopted master plans of surrounding communities, two general observations can be made: 1. The past and expected future pattern of land use in Flat Rock should not deter adjoining communities from achieving their 1and use objectives. Furthermore, the proposed pattern of development in surrounding communities - 25 - i . �,· '; ' .,_ [-- . does not appear to be in conflict with desired land use development in Flat Rock. iI L_ 2. Coordination of future development in adjoining communities would achieve benefits in terms of urban design and the efficient use of public utilities. [ . The -following analysis explores the land use relationships with adjoining communities in greater detail. [ The Northern Border. Brownstown Township and Woodhaven adjoin Flat Rock on the north. Brownstown Township's master plan calls for single-family development between Inkster and Arsenal Roads, and a combination of multiple-family and mobile home park uses between Arsenal and Peters Roads. This pattern of development is compatible with the adjoining land use and zoning in Fr at Rock, which indicates a combination of single- and multiple-family land use west of Telegraph Road, and mobile home park use east of Telegraph Road. [ I_ Woodhaven's master plan specifies light and heavy industrial use between Peters Road and I-75, north of Vreeland Road. This pattern of development is compatible with the adjoining General Manufacturing and Railroad Industrial zoning classifications, which accommodate the Mazda plant and Grand Trunk rail classification yard in Flat Rock. The Eastern Border. I-75 provides a substantial buffer between Flat Rock and Brownstown Township, the adjoining community to the east. The master plan for Brownstown Township specifies single- and multiple-family uses south of Vreeland Road. Commercial development is proposed for the intersection of I -75 and Gibraltar Road. Planned unit development and light industrial use is indicated for land south of Gibraltar Road. i I_ L. The evolving land use pattern in Flat Rock is consistent with Brownstown Township's master plan in that land around the interchange is proposed for intensive, planned mixed use development in both communities. Consequently, the opportunity exists to create a full-service commercial/office/lodging district to meet the needs of travellers along I-75 as well as residents in surrounding communities. Because· of the physical separation provided by I-75, the compatibility of adjoining land use is of less importance north and south of the Gibraltar Road interchange. The Southern Border. Flat Rock is bordered by four communities on the south: Rockwood, plus three communities across the Huron River in Monroe County. The river itself and the heavy vegetation along its banks provides a buffer between Flat Rock and communities to south. Nevertheless, the single-family development pattern in the south portion of Flat Rock is consistent with a similar adjoining pattern of development in communities to the south. The Western Border. Huron Township adjoins Flat Rock on the west. The master plan for Huron Township specifies park use south of the Huron River, and singlefamily development north of the river. - 26 - �'·· <. r-- • This pattern of development is consistent with the adjoining pattern of existing and zoned development in Flat Rock. The zoning map indicates single-family and industrial use south of the river along the western boundary. In spite of the existing zoning, ownership patterns indicate that industrial-zoned land adjacent to Huron Township will eventually be developed as parkland by the Huron-Clinton Metropolitan Authority. Single-family development is the predominant land use north of the river in Flat Rock. Additional Regional Issues In addition to the immediate impact from land use in adjoining communities, there are a number of planning issues which relate to the broader metropolitan area. These issues are analyzed in the following pages. Regional Patterns of Growth. The strength of the regional economy and the patterns of regional development will affect the pace of future development in Flat Rock. Housing construction trends provide one measure of the impact of the patterns of regional growth on local communities. New housing construction occurred at a steady pace in most communities in southern Downriver during the 197O's. The recession in the early 198O's brought housing construction to a virtual halt. As the economy rebounded, housing construction resumed, but at a modest pace compared to construction in other parts of the region. Statistics indicate that the overall current direction of growth in the region is not toward the Downriver area, but is focused more toward communities to the north and west. Evidence indicates that steady growth of the Downriver economy is continuing, however. For example, Downriver housing sales in 1987 outpaced housing sales in the state as a whole, increasing by 8.7 percent over 1986 sales levels. Other reports have documented over $1.9 billion in industrial investment since 1984. Should this pattern of economic growth continue, Flat Rock is wellpositioned to benefit. A recent report prepared by the Downriver Planning Group 2 made the following observation: "It is clear that Downriver development is moving in a westward direction; consequently, development south of Pennsylvania is now centered somewhat west of 1-75." Proximity to 1-75. Flat Rock has direct access to 1-75, which has been described as the state's most important industrial corridor. 1-75 provides Flat Rock with access to industrial and commercial centers in southeastern Michigan and Ohio. Furthermore, the direct freeway access provides industries in Flat Rock with transportation savings, an expanded labor market, and an expanded market area in general. The large volume of traffic along I-75 also represents a potential market for Flat Rock retail businesses. Traffic counts taken in 1986 indicate that about 43,800 vehicles travel on 1-75 in the vicinity of Gibraltar Road during an average 24-hour period. 1 Downriver Planning Group, Analysis of Regional Projects and Development Opportunities, 1988. - 27 - �r· Regional Utility Systems. The South Huron Valley Waste Control System is a major regional utility which has had a substantial impact on growth in the southernmost Downriver communities. Prior to construction of a $34 million wastewater treatment plant which was completed in early 1988, development was held up because of inadequate capacity of the sanitary sewer system. With completion of the treatment pl ant, development is expected to resume, in particular to address the latent demand for housing in Flat Rock, and the nearby communities of Gibraltar, Woodhaven, Brownstown Township, Huron Township, Van Buren Township, and South Rockwood. Regional regional because regional Activity Centers. Certain activity centers in Flat Rock have a imp act, because of the market served, the level of employment, or of the services provided. The three principal existing or roposed activity centers in Flat Rock are as follows: - Mazda Vehicle Assembly Plant. The Mazda plant contains 2,700,000 square feet of floor area and provides employment for approximately 3,500 persons. The Mazda plant is credited with being the catalyst for a additional industrial development in Downriver, as well as creating demand for housing in nearby communities. I - Gateway Commerce Center. The Gateway Commerce Center is a planned mixed used development located south of the Mazda Assembly Plant, adjacent to I-75. If implemented as planned, this 300-acre development will be a regional center of economic activity. Retail and restaurant uses are planned near to Gibraltar Road, research and office uses farther south, and industrial uses in the southernmost portions. - Grand Trunk Railroad Classification Yard. Because of its function, the Grand Trunk rail classification yard has a regional impact. The classification yard is an important infrastructure requirement for large-scale manufacturing facilities which receive and deliver shipments throughout the country by rail. Metropark Development. Although no d·eve loped Metropark land is actua 11 y 1ocated in Flat Rock, the Oakwood and Willows Metroparks in Huron Township have the potential of creating a regional impact. In 1987, over 185,000 vehicles entered these two parks. Plans call for continued development of the parks, including the provision of winter sports, pedal boats, put-in-take fishing, additional golf course development, picnic areas, and campgrounds. Employment would increase to 25 full-time and 135 part-time employees. Upon completion of these improvements in 10 to 15 years, the two parks are expected to generate over 400,000 vehicle trips per year. This level of activity is likely to have a spillover impact on adjoining communities, generating increased traffic on access roads and possibly expanding the market for retail businesses. - 28 - �HOUSING REVIEW AND ANALYSIS I • Introduction I Even though Flat Rock is a relatively small community, it contains a broad variety of housing types: - Older, wood-frame housing is located near the City center, primarily east of Telegraph Road. - Newer conventional single family neighborhoods are located south of Gibraltar Road, east of the City center. - Large lot single-family development in rural-like settings is located along Huron River Drive, Arsenal Road, Cahill Road, and other roads which extend into the sparsely-developed portions of Flat Rock . - Cottage-type dwellings are located along certain segments of Huron River Drive, providing residents with the recreational benefits of living on the riverfront. - Higher density multiple-family housing is located in various locations, generally in proximity to the major roads, such as Gibraltar and Telegraph Roads. I l. - Mobile home development is located in the north end of the City, east of Telegraph Road. According to the 1980 Census and more recent SEMCOG building permit statistics, there are approximately 2,390 housing units in the City. There are 763 occupied rental units, or about 32 percent of all occupied units. In comparison, about 33.5 percent of all occupied housing units in Wayne County as a whole are rental units. Housing construction during the 1970' s increased the proportion of rental housing in the City. Approximately half of the almost 800 housing units constructed between 1970 and 1980 were multiple-family units according to Census statistics. In contrast, although there has been very little housing development in the 1980's, single-family development has been predominant. Almost 80 percent of the housing units for which building permits have been issued in the 1980's have been single-family units. Age and Condition of Housing L: Housing age statistics reveal that the period of greatest growth in Flat Rock was over thirty years ago (see Table 9). More homes were constructed in the 1950's -- over 700 units -- than any other decade in Flat Rock's history. Furthermore , over 60 percent of all housing units were constructed prior to 1960. The pace of housing construction remained steady in the 1960' s and - 29 - �1970's. The units constructed during these two decades account for about 39 percent of all housing units in the City. L TABLE 9 l AGE OF HOUSING Construction Period Cit~ of Flat Rock Percent No. of Units 1.1% Wayne County Percent 2.1% 1980 - 1987 27 1975 - 1980 304 12.7 3.9 1970 - 1974 354 14.8 5.9 1960 - 1969 267 11. 2 11.6 1950 - 1959 705 29.5 22.7 1940 - 1949 289 12.0 22.2 1939 or earlier 445 18.6 31.5 I I L 2,391 I Source: Bureau of the Census, Department of Commerce. 1980-1987 Figures: Southeast Michigan Council of Governments. l I. r I. A combination of two factors -- the recessionary economy and inadequate sewer capacity -- dampened the pace of housing construction in the 1980's. Building permits for only 27 housing units have been issued during the past seven years. These 27 units account for about 1.1 percent of all housing units in the City. Although Flat Rock has a high proportion of older housing units, the housing stock in Wayne County as a whole is even older. Over 76 percent of all housing units in Wayne County were built prior to 1960. However, the rebound in housing construction in the 1980's has been stronger in Wayne County than for Flat Rock. Units built during the past seven years account for 2.1 percent of all housing units in Wayne County as a whole. In spite of its age, housing in Flat Rock is in generally good condition. The need for repair and rehabilitation is evident in the older neighborhood surrounding the City center. Conditions which contribute to the deterioration of housing in this area include the age of the housing, the impact from encroaching non-residential uses, and the conversion of some homes originally designed for single-family use into multiple-family dwellings or commercial uses - 30 - �! L .. Housing deterioration is also evident along certain roads where large lot single-family development has occurred in a somewhat discontinuous pattern. Development in these fringe areas consists of a variety of housing designs and styles, constructed at different periods of time in accordance with different construction standards. Homes, outbuildings, and yards on some of the parcels in these areas have not been consistently well-maintained. Generally, housing in most other neighborhoods in Flat Rock is in good condition. However, the majority of the housing stock exceeds thirty years of age. Typically, this is the age at which the need for major repairs and replacement become apparent. Thus, maintenance of the housing stock will be increasingly important in future years. Housing Size and Density Housing size in Flat Rock is about average for Wayne County. The median size of owner-occupied housing is 5.8 rooms in Flat Rock, compared to 5.7 rooms for the County as a whole. The median size of renter-occupied housing is 4.0 rooms in Flat Rock and 4.3 rooms in Wayne County. As indicated in Table 10, almost half of the housing units in Flat Rock have five or six rooms. In comparison, about 54 percent of the housing units in Wayne County as a whole have five or six housing units. TABLE 10 SIZE OF HOUSING UNITS No. of Rooms l. I.. I I•• 1 2. 3 4 5 6 7 8 or more Source: Cit~ of Flat Rock No. of Units Percent 32 29 163 464 663 489 358 165 1.3% 1.2 6.9 19.6 28.1 20.7 15.2 7.0 Wavne County Percent Oakland Count~ Percent 1.4% 2.7 8.6 13.6 29.6 24.3 10.8 9.0 0.6% 1.8 7.9 15 .1 22.4 20.5 13.2 18.5 Bureau of the Census, U.S. Department of Commerce (1980 Data) Although Flat Rock compares favorably with the rest of the County in terms of housing size, homes are somewhat larger in the developing northern portion of southeast Michigan. In Oakland County, for example, the median size of owneroccupied housing is 6.2 rooms. Almost a third of all housing units in Oakland County have seven or more rooms. - 31 - �The highest density of single-family residential development in Flat Rock is in the conventional subdivisions near the City center and south of Gibraltar Road. The gross density of development in the subdivision located south of Gibraltar Road and east of Evergreen Road is about 4.2 units per acre. The gross density is about 3.5 units per acre in the single-family neighborhood east of Telegraph near the City center, and in the subdivision located east of Olmstead and south of Gibraltar heed. Aside from the scattered residential development on agricultural lands, the lowest density of single-family development is along such roads as Huron River Drive, Arsenal, Vreeland, Cahill, and Woodruff. Lots in some linear subdivisions along these roads typically range between one-half and one acre in size. Most parcels along these roads are not within platted subdivisions, and consequently they range in size from less than an acre to five or more acres in size. It appears that land along these roads may have once been divided for use as narrow strip farms. Along Huron River Drive, though, it appears the land has been divided to maximize the number of parcels with access to the riverfront. Higher density multiple-family development has occurred in a few locations along major roads in Flat Rock, for example, on the south side of Gibraltar Road, Vreeland Road near Telegraph, Olmstead Road in the south part of the City, and off of Telegraph Road. Multiple-family development consists of predominantly two-story apartments and townhouses, constructed at an average density of 15 units or less per acre. Value of Housing According to the 1980 Census, a majority of homes in Flat Rock have a value of between $40,000 and $59,999 {see Table 11). About 28 percent of the homes have a value of less than $40,000, and about 18 percent have a value of $60,000 or more. This assessment is based on the values specified by homeowners themselves. The housing values reported on the 1980 Census may be outdated, based on recent reports. A recent newspaper report on the Downriver housing market stated: "Nowadays, buyers are snatching up homes as fast as sellers can pack their dishes in boxes. In fact, Downriver recorded the biggest sales gain of any Michigan region during the first half of 1987 ... "3 I L The report further indicated that the increased demand for homes has produced a substantial increase in average sales price. The average sales price in the Downriver area was $42,422 in 1982. The average sales price reported for 1987 had increased to $54,083. Real estate analysts further report that a higherpriced homes constitute a larger share of the total sales. 3 r- Joe Hoshaw Jr., "Home buyers set rapid pace," The News Herald Newspapers, September 9, 1987, sec. p. 1. L - 32 - �l. . TABLE 11 VALUE OF HOUSING 1980 Value Range r· City of Flat Rock No. of Units Percent 23.6% 14.4% 25.1 37.2 31.9 777 54.4 22.0 25.8 $60,000 - $99,999 236 16.5 13.8 20.9 $100,000 or more 17 1.2 3.3 7.0 Less than $20,000 40 $20,000 - $39,999 359 $40,000 - $59,999 2.8% Wavne Count~ SMSA Percent Percent Source: Bureau of the Census, U.S. Department of Commerce (as reported by homeowners on the 1980 Census) Projected Housing Demand The projections set forth in the Population Analysis indicate that the population of Flat Rock is expected to increase by 2,663 residents to 9,486 by the year 2005. At the same time, the average househo 1d size is expected to decrease to 2.31 persons. To accommodate a net population increase of residents, an additional 1,792 housing units would have to be constructed by the year 2005. If the existing proportions of renter and owner-occupied housing is maintained in the future, then 573 of the projected 1,792 housing units will be rental units, and 1,219 will be owner-occupied units. Required residential land area can be computed using average densities of 15 units per gross acre for rental units and 3.5 units per gross acre for owner-occupied housing. Accordingly, a total Jand area of 386 acres is needed to accommodate the projected demand for housing by the year 2005. Sufficient land area exists in various locations throughout the City to accommodate this need for residential housing. For example, vacant developable acreage exists north of Gibraltar Road and west of Cahill Road, west of Arsenal Road on the west side of the City, and north and south of Woodruff Road in the southeast part of the City. The land in these areas is appropriately zoned for residential use. - 33 - L.,. �ECONOMIC ANALYSIS Existing Economic Base l. l_ The economic base in Flat Rock consists of chiefly two components: the industrial sector and the commercial/service sector. The industrial sector serves a regional market, and draws employment from throughout southeast Michigan. In contrast, the commercial/service district serves principally local residents and trave 11 ers a1ong Telegraph Road. Characteristics of these two components of the economic base are described in the following paragraphs. Industrial Sector I_ I· l. I_ r· I Based on total employment, volume of production, and similar criteria, the industrial base in Flat Rock is dominated by the Mazda Motor Manufacturing (USA) Corporation, which is located at the I-75/Gibraltar Road interchange. The Mazda plant contains about 2.7 million square feet of floor space, and employs about 3,500 people when at full production. Full production capability of the Mazda plant is 240,000 vehicles. Flat Rock contains a variety of other, smaller industrial-type concerns, many of which have been in operation for several years. These include Flat Rock Metals, Scheel Concrete, AAA Sign Company, Flat Rock Bagging Company, and Astro Oil. Most of these industrial facilities are located on the west side of the City, in proximity to the Telegraph Road corridor. The Grand Trunk rail classification yard is also a major industrial/transportation facility. This classification yard serves industry throughout southeast Michigan. The classification yard is located on the north side of Vreeland Road, just over a half mile west of I-75. Commercial/Service SectorThe commercial/service sector in Flat Rock consists of three districts: the downtown area; the linear commercial district along Telegraph Road, north of the railroad tracks; and, the linear commercial district along Gibraltar Road, extending from I-75 to downtown. The businesses in these three districts provide basic necessities. However, residents must shop outside of the City for certain goods and services, particularly if they desire a broader selection of comparison goods. Also, certain specialized services, such as the services of a stockbroker or medical specialist, must be acquired outside of the City. Numerically, service-type businesses and retail businesses are predominant in Flat Rock's commercial/service sector. About 40 out of a total of 149 existing businesses provide some type of service. Service businesses include beauty and barber shops, dry cleaning establishments, car washes, video rental, vehicle repair shops, heating and air conditioning service establishments, and similar uses. i_ - 34 - �Retail stores account for 36 of the businesses in Flat Rock. Convenience retail uses are predominant, accounting for almost half of all retail uses. Convenience goods are those that are consumed on a daily basis, such as groceries, drugs, and hardware items. About thirty percent of a11 retail businesses of fer comparison or "shopper" goods. Comparison goods are purchased less frequently and usually only after people have compared prices and quality of competing stores. Examples of comparison goods businesses in Flat Rock include the auto dealerships, the lumber company, the floor covering store, and the paint store. Flat Rock also contains seven specialty retail establishments, accounting for about twenty percent of all retail uses. Specialty retail establishments include gift shops, a tack shop, bait and tackle shops, and a mobile home supply business. In addition to service and retail businesses, other major categories of business in Flat Rock include offices and restaurant-type uses. A total of 26 office uses are located in the Flat Rock commercial/service districts. Most offices are occupied by banks, insurance agents, attorneys, and medical practitioners. i. Restaurant-types uses include full-service restaurants, fast food establishments, and bars. There are 19 restaurant-type uses located in Flat Rock. Other types of businesses located in the commercial/service sector of Flat Rock include hotels/motels (4 establishments), equipment rental businesses (2), public uses (1), and recreation uses (2). Ten vacant commercial buildings or storefronts are presently located in Flat Rock. Market Profile According to data compiled by Urban Decisions Systems, the retail market located within a five-mile radius contains 25,411 households with a total population of 73,957. 4 The median annual household income is estimated at $36,731. I_ _ l By 199~, the number of households in the market area is projected to increase to 26,741 and the population is expected to increase to 75,717. The median annual household income is expected to increase substantially, reaching .$46,166 in 1992. These projections indicate that, although the number of households and total population is expected increase by a modest amount, the purchasing power of residents is expected to increase substant i a1ly. Thus, based on income projections alone, there is strong potential for expansion of the retail sector in Flat Rock. 4 Source of market data: Urban Decisions Systems, Inc., as reported in Gateway Convnerce Center, a market study prepared by Rainmaker Holdings, Inc., January 1988. - 35 - �I I ' I. I • · The market study for the Gateway Commerce Center revealed that t~ere is market support for specific types of retail stores in the trade area. These conclusions are based on a random survey of residents in the trade area that was conducted as a part of the market study. I.. · The survey found that, due to the limited range of shopping facilities in the trade area, a majority of residents shop at malls or shopping.centers outside of the trade area for non-grocery items. Southland Mall in Southgate is the most popular shopping center, frequented by 43 percent of residents in the trade area. l. The market survey found that many residents would be willing to change their shopping habits in favor of new retail facilities that offer better selection, better services, or more competitive prices. In particular, the survey found that development opportunities are best for certain services (such as tax preparers, cleaners, and eye care), clothing stores, general merchandise stores, a large hardware store, a department store, recreation services (such as a movie theater or bowling establishment), and full-service restaurants. Commercial Land Needs The income data presented above can be used to calculate the purchasing power of residents and the amount of retail space needed to serve the trade area population. Data collected by the U.S. Census indicates that about 39 percent of all personal income is spent on retail goods, with about ten percent spent on durab 1e goods and about 29 percent on nondurable and convenience goods. Accordingly, the potential retail sales volume generated by residents in the trade area is estimated as follows: Durable Goods: Nondurable Goods: $123,016,620 356,748,200 Total Potential Retail Sales Volume: $ 479,764,820 Retail floor area requirements are calculated by dividing the sales volume estimates by sales per square foot information for existing businesses. Information concerning sales per square foot are provided by the Urban Land Institute in its annual publication Dollars and Cents of Shopping Centers, the U.S. Census, and various local economic development publications. Based on these sources the average sales per square foot is estimated to be about $125 for comparison goods and about $225 for convenience goods businesses. Based on these averages, the retail floor space needed to serve the 1992 trade area population is estimated to be 10,278,722 square feet. I.. A general standard for retail uses is that the total site area should be about four times the gross building area. Based on this ratio, the land area needed to accommodate the future commercial needs of residents in the trade area is about 240 acres. Since only about 112 acres of land are allocated for commercial use in Flat Rock, according to the 1988 land use survey, the opportunities for future growth of the commercial sector appear strong. This trade area need, however, will be addressed partially by commercial facilities in surrounding communities. - 36 - �. Commercial District Profiles North Telegraph Road Business District. Analysis of the distribution of businesses reveals that the City's three commercial/service districts serve different functions and markets. The linear commercial district along Telegraph Road north of the railroad tracks appears to be the primary focus of retail activity in the City. Retail, service, and restaurant uses are predominant in this district. The quality, character, and size is as important as the actual number of businesses in this district. North Telegraph Road is Flat Rock' s newest commercial/service district, containing regional and nationally-recognized businesses located in modern-looking buildings on spacious sites. The combination of generally attractive surroundings and modern marketing techniques increase the appeal of this district. Of the three commercial/office districts 1ocated in the City, north Telegraph Road generates the greatest amount of economic activity. Downtown Flat Rock. Compared to the north Telegraph Road district, downtown Flat Rock contains almost twice as many businesses, including almost twice as many retail and service uses. However, the level of economic activity in the downtown area does not match the level of activity along north Telegraph Road, for the following reasons: I- I. !I - l... - The downtown business district was developed several decades ago. Many buildings and businesses have not been modernized or updated in recent years. - The downtown area was initially planned intensively-developed, compact district. buildings are small. Modern standards call street parking, and much larger buildings merchandise. with the intent of creating an Lots are shallow and narrow, and for spacious lots with ample offto contain a greater variety of - The economic impact of the downtown area is dispersed among several streets, including Huron River Drive; Gibraltar Road, between Division Street and Tel~graph Road; Seneca Street; and Telegraph Road, between the river and the ra i1 road tracks. The economic imp act of downtown businesses is further dispersed by _the presence of non-commercial uses, including homes and churches, in the business district. A report completed in 1976 cited these and similar concerns about the central business district. 5 Among the conclusions stated in CBD Report are the following: 5 Norman L. Dietrich Associates, P. C. , City of Flat Rock CBD Report, April, 1976. - 37 - �There is no smooth continuous east/west through traffic flow in the study area. - The number of streets and alleyways that segment the CBD are a deterrent to sound commercial growth. - There is no separation of through traffic, local traffic, and shopper traffic. - The Huron River has been neglected as an important resource and focal point in the central business district. - The center of gravity for commercial growth in the central business district is along Telegraph Road with a small nucleus at Telegraph and Huron River Drive. - The Telegraph Road frontage has many of the problems associated with typical strip development, such as excessive signage, fragmented facades, and lack of any real identity or sense of place. - The mixed use area has within it the basic framework for sound development. - Where possible, more intensive residential developments should occur within or on the fringe of the central business district. Many of the concerns cited in the CBD report have been addressed in the intervening· years~ The visual appearance and pedestrian environment were improved through implementation of a streetscape program. Construction is nearly complete on a new senior citizens housing complex on Telegraph Road in the heart of the central business district. Nevertheless, because of certain inherent constraints, downtown Flat Rock accommodates many comparatively small specialty retail and service businesses which do not depend on a steady or large volume of customers or sales for their livelihood. For example, several businesses in the downtown area operate on an appointment-only basis, and some service businesses have little or no walk-in trade at all. 1.- The downtown does stand apart from the City's other commercial/service districts because of the number of office uses. Twenty office uses are located in the downtown area, many of which are located in redesigned homes. Offices for attorneys, medical practitioners, insurance agents, and real estate agents are well-suited for downtown Flat Rock, because these businesses do not create a severe traffic or parking demand. In summary, the evolving development pattern suggests that the economic health of downtown Fl at Rock depends on a mixture of reta i1 , service, office, and residential uses. Gibraltar Road Business District. The third commercial/service district, along Gibraltar Road between 1-75 and downtown, consists of mostly service-type businesses, such as service stations, vehicle repair, video rental, and a selfservice auto wash. - 38 - i. i . L., �Businesses along Gibraltar Road are dispersed over a two-mile distance. The commercial uses are widely separated by the more predominant residential and institutional uses and vacant land along Gibraltar Road. The quality of commercial development along Gibraltar Road varies considerably. A gasoline service station and a Ford auto dealership--both well-maintained, viable operations -- anchor the district at the east end. New development proposed for the Gateway Commerce Center is expected to generate additional high quality, regional-oriented development near 1-75. I I- Elsewhere along corridor, businesses appear to be less viable, and the buildings and grounds are rundown in appearance. The only shopping center along this section of Gibraltar Road is dated in appearance, lacks adequate landscaping, and exhibits signs of inadequate maintenance. Economic Development Trends Various local, regional, and national trends affect current and future growth of the commercial and industrial sectors in Flat Rock. The potential impact of major economic trends is described in the following paragraphs: 1. General Growth Patterns in Downriver. The general direction of growth in Downriver indicates that the opportunities for economic growth in Flat Rock will be strong. A recent analysis of regional projects and development opportunities found that a significant band of development is taking shape in the central third of the Downriver area, generally along the 1-75 corridor. 6 A recent newspaper report further noted that "The Downriver is growing to the south and west, thanks largely to affluent families looking to build new homes instead of buying existing ones." 7 As the leading edge of development in the region continues to expan_d to the west and south, proposals for new development can be expected in Flat Rock. i-i 2. Growth in the Trade Area. Aside from regional growth patterns, the projections cited earlier in this chapter indicate there is inherent growth in the Flat Rock trade area. Modest increases in the number of residents and households are projected, but a substant i a1 increase in the average hous.ehold income is expected. This inherent growth in the trade area creates the opportunity for steady expansion of the local economy. ,1 I i t__ 6 Downriver East-West Trunkline Studv, vol. 1987. 7 Curt Smith, "Burgeoning Communities Record Housing Bonanza," The News-Herald, December 28, 1988, p. 10-A. - 39 - 2 - Data Inventory, November 20, �'· r· L 3. Changes in the Methods of Reta i 1i ng. Methods of reta i 1i ng have changed dramatically since the time when downtown and many isolated businesses were constructed. Modern retailing standards call for much larger inventory than in the past, spacious sites with off-street parking, and high-visibility. These changes in retailing affect the viability of older businesses and business districts, particularly the central business district, which is now better-suited as a specialty retail and office district. Even older businesses along Telegraph Road north of the railroad tracks are experiencing intense competition from the newer businesses. Consequently, continued redevelopment of i so 1ated obsolete reta i 1 businesses can be expected along Telegraph Road. 4. Changes in Industrial Processes and Industrial Development Standards. Industrial operations have changed substantially in the past two decades, creating growth opportunities and rendering certain industrial operations obsolete. Small industrial plants on cramped sites in the heart of the City fail to meet the standards of modern industries. In terms of function, most small and medium-size industries no longer rely on rail transportation. Modern industries are concerned about image, availability of space for loading/unloading, availability of space for expansion, and isolation from incompatible residential or commercial uses. Most new industrial development occurs in planned industrial parks. Studies have shown that Downriver has failed to keep up with the needs of modern industry, as reflected in the fact that Downriver contains only 12 percent of all industrial parks in southeast Michigan. This development void provides an opportunity in Flat Rock to develop industrial park facilities that meet the needs of modern industries. ; l ·- 5. Growth in the Service Sector. Increasingly, industrial commodities are being replaced by knowledge-based and information-based services as the most critical components in the national economy. The result of this trend is the growth of the service sector, including such businesses as information processing, transportation, communications, insurance, financial services, accounting, l ega 1 counseling, management consulting, advertising, design services, real estate, marketing, and so forth. The growth of the service sector creates opportunities for development of office-oriented businesses, which are not currently well-represented in the local economy or Downriver as a whole. 6. Computerized Technology. The widespread introduction of computerized technology is creating new operating procedures for business organizations. The most apparent impact of computer technology is to automate low-skilled work. Computer technology also permits remote management, so that the production of services need not take place where the services are consumed or used. As a result, certain clerical and other functions normally associated with management need not be located in the same high-rent office district as the administrative offices. The relatively low cost of land in Fl at Rock could meet the requirements for such computer-1 inked office functions. r· Ii - 40 - �' L. 7. Proximity analyzing center at following to Metro Airport, Detroit, and Toledo. In recent market studies the potential demand for a suite hotel and executive conference the Gateway Commerce Center, Pannell, Kerr and Forster cited the locational factors in favor of such facilities: - Proximity to Detroit Metropolitan Airport, Accessibility to the entire Detroit metropolitan area via I-75 or I-275, - Accessibility to Monroe, Toledo, and locations farther south. These same 1ocat i ona l factors favor the deve 1opment of other types of commercial, service, and industrial facilities in Flat Rock. For example, retailers are beginning to realize that by locating their warehouse near the I-75/I-275 interchange they have direct access to all parts of the metropolitan area. Similarly, industrial suppliers located in the Flat Rock area can serve industries in both Detroit and Toledo. I. I !' . In recent years, the lack of adequate sanitary sewer 8. Sewer Capacity. capacity has hindered economic growth in Flat Rock and surrounding communities. This constraint was removed with the completion of the South Huron Valley Wastewater Control System, also called the "minisewer," which serves Flat Rock, Brownstown Township, Gibraltar, Huron Township, Woodhaven, and South Rockwood. 9. Free-Trade Agreement. According to economic analysts, the recently approved Free-Trade Agreement (FTA) between the United States and Canada offers the potential for substantial economic growth in southeast Michigan, including the Downriver area. According to one report, 10,000 jobs could be created in southeast Michigan as a result of the FTA. The report further stated that "proximity to Canada, and cost of land will make the I-75 corridor attractive to businesses that want to capitalize on the FTA. The Gateway Commerce Center, in particular, could benefit from the FTA if the impact is as widespread as predicted. 10. Spin-off Effect of Mazda. Flat Rock has yet to realize the full spin-off effect from Mazda, resulting from the construction of small manufacturing facilities by suppliers. The benefits of Mazda's presence has been felt by several surrounding communities, such as Rockwood, where Mazda suppliers have located. The potential for additional spin-off benefit from Mazda exists in Flat Rock, provided that industrial park facilities are available to accommodate the manufacturing concerns. [[ [ r I,_ 11. Catalyst Effect from the Senior Citizens Building. Completion of the senior citizens residence could be a catalyst that generates new growth in downtown Flat Rock, in contrast to the longstanding pattern of development in the outlying areas of the City. Besides providing a market for some types of retail stores and service businesses, the building provides a new, modern image for downtown. Frequently, a development of such magnitude induces other property owners and businesses to update their facilities or operations. - 41 - �Conclusions: I Potential for Future Growth Potential for Future Commercial and Office Development. The analysis presented in this chapter indicates that strong potential for future commercial and office development exists in Flat Rock, as the population, number of households, and total income in the trade area continues to increase. Research cited herein reveals that the Flat Rock trade area is currently underserved in terms of retail facilities, based on comparison with other communities. The potential for further commercial growth is also reflected by survey research, which revealed that residents of the trade area travel several miles to major shopping centers to do much of their shopping. Many residents indicated they would be willing to change their shopping patterns if competitive, quality retail facilities were constructed nearby. In summary, it appears that the strongest need is for community-oriented shopping centers and services. As such development occurs, it is expected that the particular function, or market niche, of each commercial district will become better defined. North Telegraph Road is expected to retain its status as the primary retail and service district in the City. The downtown area is expected to develop as a mixed use center of office development and specialty retail. The function of the Gateway Commerce Center is 1east we 11-defi ned at the present time, a1though the potent i a1 exists for regionally-oriented retail, office, lodging, and light industrial development. As one of the main entranceways to the City, the Gibraltar Road frontage west of Olmstead Road would be best-suited for low-intensity office development. Offices would be compatible with adjacent institutional uses that have been developed in recent years, and would provide a good buffer between the road and existing or future residential development on the interior. Potential for Future Industrial Development. Prior to construction of the Ford plant, industrial development in Flat Rock was limited to a variety of small operations located near the center of the City, generally adjacent to the railroad tracks. The construction of the Ford plant and then Mazda dramatically altered the industrial profile of the City. The attributes that attracted Ford and Ma~da to locate in Flat Rock would be equally attractive to other industries. Industrial developers cite five major consideration which determine suitable industrial locations: transportation, labor supply, energy and other utilities, availability of land, and public policy. Additional considerations that are relevant when selecting a specific site include the topography and soil conditions, the direction and composition of population growth, and the types of industries that are expanding or moving into the area. The following analysis reveals that, when measured in terms of these considerations, certain portion of the City are well-suited for industrial development. - Access to Transportation. The primary industrial location determinant is convenient access to freeway transportation. Research has shown that over three-quarters of all land developed for industry is located within 2.5 miles of an interstate freeway interchange. A freeway location provides industries - 42 - �with substantial transportation savings, access to In expanded labor market, and an expanded trade area. Immediate access to 1-75, which has been described as the state's most important industrial corridor, was clearly one the major locational determinant for Ford and Mazda. Heavy industries in the City also benefit from the Grand Trunk railroad facilities. [ I - Labor Supply. The availability of a trained labor force is an industrial need that can be met by the Downriver labor force. According to the 1980 Census, a greater proportion of people in Downriver are employed in manufacturing-about 37 percent-than in any other sub-region in southeast Michigan. In addition, industries in Flat Rock have access to the trained labor markets in more urbanized communities nearer to Detroit and Toledo. - Energy and Utilities. Industry requires a reliable supply of energy and adequate utility services, including water supply and sanitary sewer service. Detroit Edison provides electrical service to the City, and natural gas is supplied by Michigan Consolidated Gas. As noted earlier, the limitations caused by inadequate sewer capacity were resolved with the completion .of the South Huron Valley Wastewater Control System, also called the "minisewer." The City of Detroit water system currently serves the City. - Ava i 1abi 1i ty of Land. The need for 1arge amounts of 1and, both for the initial construction and for later expansion, has been cited as one of the key reasons that industries have moved out of urban core areas. Large industrial sites are needed that are suitable for construction and free from drainage problems. Several hundred acres of vacant land on the easterly side of the City could potentially be used for industrial development in Flat Rock. Three genera 1 areas have been identified as being particularly well-suited for industrial development: I. Another manufacturing/heavy industrial use would be appropriate for the former Ford Motor Company industrial plant on Gibraltar Road at I-75. 2. Light industrial, research, and warehousing uses would be appropriate in the Gateway Commerce Center industrial park. 3. Light industrial, research, and warehousing uses would also be appropriate as a buffer along Hall Road and Vreeland Road, to separate future residential development from Mazda and the Grand Trunk railroad yard. - Public Policies. Research in recent years has documented the relationship between public policies and the ability to successfully operate a business or industry. Public policies with the greatest impact on industry in Flat Rock are reflected in the adopted planning and zoning standards. Review of these documents reveals that the City has set aside sufficient land to accommodate industrial growth. Further evidence of favorable public policies include the City's actions to allow Mazda to locate into the City, and creation of a Planned Unit Development ordinance and tax increment financing authority to facilitate establishment of the Gateway Commerce Center. I. ! I I. - 43 - �r-- I . 1 .• 1··I l,·, . This analysis indicates that conditions are conducive for industrial growth in Flat Rock. Vacant lands on the east side of the City are best-suited to the locational requirements of industry because of the immediate access to 1-75. Reuse of the vacant Ford Motor Company p1ant for heavy industry would be appropriate, but other industrial lands would be better-suited for light industrial, research, and warehousing uses. t Fiscal Impact of Economic Growth Property values pro vi de one of the best measures of economic growth. As indicated in Table 12, Flat Rock experienced rather substantial decline in property values from 1982 through 1986. Total State Equalized Value (SEV) dropped from a high of $152.4 million in 1982 to $79.2 million in 1986, a decline of about 48 percent. TABLE 12 PROPERTY VALUE TRENDS Year ,i .. ($000,000) Percent Change 1989 $84.9 1988 81.8 + 2.3 1987 79.9 + 0.9 1986 79.2 -11. 3 1985 89.3 -10.7 1984 100.0 -32.6 1983 132.7 -12.9 1982 152.4 + 5.5 1981 144.5 Source: - 3.8% 1988 Annual Report, City of Flat Rock. As indicated in Figure 1, the decline in the total value of property parallels the decline in the value of industrial property during the same period. Most of the decrease in value of industrial property can be attributed to the shutdown of the Ford Motor Company plant. Because of tax abatements, the construction of Mazda did not restore property levels to their former level . - 44 I I l. �;---- ~ 140 110 ililllllllii::11111:::1i 100 90 0 ::) ....J < > 80 • ·1:1 ■!l~ll!ill!~Ji!!III~~ 111:11111111111~ Hlil!il iilillii!ilili!ll!Hiii!!iii!j:iiM 1 70 @ 60 en en w en en < / 1 0 ~ w . ·•·•·•·•·'.-'.i;:ft._ 120 0 - --- ~I iiiiil lil ilil!l!l l!II i iili!I ill 130 -g - r-~-- 50 40 30 20 10 11 1:11 :i;::r ::;I !II l!'-1!1!1.1!1111111111111~ Ii I JI::;;;:: 1 .; ti !lilil iilillillllll!i II ll•l~\IIIH:111 Iii :11111.l i I iH!ilil li:·11:li i H ;:1:1: 111111111 ::1 illHi 1:111:: 1 1 1 HI 11 :i ;: il!ilil !il i :111:1 i : ilili Ii iIilJH I IIll!! II1: -liliilllilliiilil!i!lilllll ili!IJl;liilllllll■Hllil i lil il . ,;;:. ;•::: :::;:; liiiililll ii lliiiil i i ::::.::~:::::::w !/i~i!; N ·········· .....•.·· :•:•:•:•.•:•:•:•:•:•.•···· •.·.·.•,:.·.·······•:•:•:• •:•:•:•:•: ···············• •:•:•:•:•:•:•:•:•:•:•:•:• 0 TOTAL ASSESSED VALUE ••••••••••••••••••••• •••••••••• ••••••••••••••••••••••••• •••••••••••••••••••••••••• 1980 1981 1982 1983 1984 . . • --~ . . 1985 :• ::::::::: ; ; :•'❖"❖'❖ '❖'•·············· ············· ·················· :::::••.•••• •.!.•-•'• •••• ••'• ••••••••••• •' ·:::• .:....::: 1986 COMMERCIAL ASSESSED VALUE INDUSTRIAL ASSESSED VALUE ················ UTILITY ASSESSED VALUE 1987 1988 PROPERTY VALUE HISTORY CITY OF FLAT ROCK RESIDENTIAL ASSESSED VALUE Figure 1 Source: City Assessment Record �rI.. , r- ~ • ! I,_ The slopes of the lines in Figure 1 depicting total assessed value and industrial assessed value are very similar, reflecting the impact of industry on the economic well-being of the City. During the nine-year period covered in Figure 1, the assessed value of residential, commercial, and utility properties remained nearly level. · [-_ l_- The impact of various classes of property on total land value is indicated in Table 13. Residential real property accounts for greatest proportion of the total equalized value, about 57 percent. According to the 1988 land use survey, residential land uses occupy 17.5 percent of the total land area in the City. A large proportion of the vacant lands in the City, however, are also considered residential properties for the purposes of tax assessment. TABLE 13 VALUE OF CLASSES OF PROPERTY (1988) r Equalized Value of Real and Personal Property ($000) I I- Commercial Industrial Residential Utility Source: $18,717 8,739 40,409 3,049 Class Value as a Percent of Total SEV 26.4% 12.3 57.0 4.3 Records of the City Assessor Commercial real and personal property accounts for the next highest proportion of the total equalized value, about 26.4 percent. Commercial land uses occupy about 2.7 percent of the total land area. Thus, commercial uses provide a fairly high return in comparison to the amount of land occupied. i ' l·-· [__ [ : The return is not nearly as great for industrial uses, which account for 12.3 percent of the total equalized value.· Even though industrial uses currently account for about half as much of the state equalized value as commercial uses, industrial uses occupy almost four times as much land area. Given current conditions, the figures in Table 13 indicate that industrial land use is the least cost-efficient use of land in the City. This assessment does not take into account other benefits from industry, though, such as job creation and state generated funds. The decline in property values and tax revenues has forced the City to reduce expenditures and limit the expansion of public services. Table 14 and Figure 2 indicate the irregular year-to-year changes in the general fund budget, a result of the adjustments made necessary because of declining property tax revenues. The largest percentage decrease in the general fund budget, a decrease of 17.1 percent, was recorded in 1983. The budget declined in every year except - 46 - �one between 1983 and 1987. a 10.4 percent increase. This decreasing pattern was reversed in 1988 with TABLE 14 BUDGET HISTORY Year General Fund Budget Percent Change 1989* $2,500,575 + 2.2% 1988 2,445,910 +10.4 1987 2,215,498 - 2.9 1986 2,280,531 - 1.3 1985 2,309,476 - 1. 2 1984 2,282,014 + 2.8 1983 2,218,856 -17.1 1982 2,676,665 +18.7 1981 2,254,5~4 - 1. 7 1980 2,293,228 Source: Treasurer, City of Flat Rock * 1989 Estimate by Williams, Herbert &Jocks l l [ r 1, I In summary, largely due to the decline in industrial property values there was a subsequent substant1al decrease in tax revenue. The loss in revenue imposed severe constraints on the normal operations of the City, caused by cutbacks in the budgets~ The pattern of decreasing tax revenues and budgets was finally reversed in 1988. The analysis presented in this chapter indicates that opportunities for continued economic growth exist, particularly in the following areas: - Commercial growth is expected to occur in three locations: along Telegraph Road, downtown, and in the Gateway Commerce Center. Telegraph Road north of the railroad tracks will continue to develop as the primary retail and service district in the City. A mixture of specialty retail, office, and service uses, as we 11 as resident i a1 deve 1opment is expected downtown. Because of its location adjacent to I-75, regionally-oriented planned mixed use development is most appropriate for Gateway Commerce Center. - 47 - �r -·} r~ I ·1 ,- -- ·---, ,--·--; !7 --i ~ .. . •,~i ,. r-- .-,. i , ::-~---1 2,800 - - - - - - ~ 2,600 2,400 "'11.:111111::1•1111111 2,200 : i: 2,000 1,800 _ 0 0 0 fh 1,600 1,400 • i I• 1•:1 •11:11•: :1• 1!!•• !II!! ! 1:1 •: I 1 •:1 ll!il 1■1~1111111111111! 1J!Ji!l l lil !il !lil <C _J _J •.iH•.•··••1~;;1 1••1!•1;~·T· r· 1·r·· 1· 1 '' 1,200 11 •n mrnm 11• 1•11111:1 !I•11• il!l!I!! 11 •1111,::r Ii 111 !l!lllll!il!llll!IJ•liiw 0 0 :11 .1Biilllllilllillil!illi11!1il•!l!ll!l!l•!!llllll■ll!l-llli•l1illl ( /) a: :: 11•:Hli:lll!l !I! 1,000 800 600 400 200 0 1980 1981 1982 1983 1984 1985 1986 1987 1988 1'989 BUDGET AND PROPERTY TAX HISTORY e ·1TY OF FLAT ROCK Figure 2 Source: City Treasurer �- In addition to downtown, which serves as the current office center for Flat Rock, office development would be appropriate in the Gateway Commerce Center and along Gibraltar Road, west of Olmstead Road. The development of welldesigned and lands caped office uses along Gibraltar Road would create a pleasing entranceway to the City. From a land use perspective, office uses would be more compatible with surrounding residential and institutional uses than strip commercial development. - Future industrial development would be suitable in three general locations. Because of the design and location of the building, the former Ford Motor company industrial plant on Gibraltar Road at I-75 is the single most prominent opportunity for manufacturing/heavy industrial development. Light industrial, research, and warehousing uses would be appropriate in the Gateway Commerce Center i ndust rial park and al so as a buffer along Ha 11 Road and Vreeland Road, to separate future residential development from Mazda and the Grand Trunk railroad yard. I l [ I ' . l- ,. l.· [ [ r-l. r· - 49 - �CIRCULATION ANALYSIS I- Overview The local network of streets and thoroughfares is of vital importance for the overall well-being of the City and its residents. The most basic function of local streets is to provide a circulation system by which people and goods can move within and through the City. Roads and road rights-of-way also provide locations for public utilities, such as water, sewer, gas, electric, and telephone lines. Roads provide the means by which emergency and public services are delivered to residents. Road rightsof-way provide locations for landscaping and parking along commercial strips. Most important, the road system establishes the basic form and character of the City. As described in the Existing Land Use component of this plan, the development of the City has been shaped by the location or, in some cases, the absence of transportation corridors. The impact of Telegraph Road on commercial development is particularly evident. While early commercial development was concentrated in a central business district near the riverfront, commercial development in more recent times has occurred in strips along the full length of Telegraph Road. At the same time, the absence of roads in the central and northwestern portions of the City has resulted in little or no development in these areas. In summary, because the local road network serves many functions, this network has a significant impact on the local economy, character, environmental quality, development, and the overall well-being of the City. It is important, therefore, to identify and understand deficiencies in the circulation system, and to prepare alternatives to address those deficiencies. Jurisdiction of Roads The roads within the City of Flat Rock are under the jurisdiction of three agencies: the Michigan Department of Transportation (MOOT), the Wayne County Office of Public Services, and the City of Flat Rock. State Trunkline System. The state trunkline system serves as the regional road network for the City and County. MOOT has jurisdiction over this system, which in Flat Rock consists of I-75 and US-24 (Telegraph Road). Although MOOT oversees planning and major improvements to the trunkline system, it contracts with the County for general maintenance services. A more complete description of this regional network follows: - I-75 is the primary north-south freeway through the region, providing a link to the Detroit and Toledo metropolitan areas as well as locations farther north and south. This highway has been described as the state's most important industrial corridor. In Flat Rock, an interchange with I-75 is located at Gibraltar Road. - 50 - �- US-24 (Telegraph Road) provides an alternate north-south route to the Detroit and Toledo metropolitan areas. Telegraph Road serves dual purposes as a carrier of through traffic as well as providing access to abutting commercial properties. - I-275 . intersects with Will-Carleton Road approximately four miles west of Flat Rock city limits. This freeway provides direct access to expanding markets and employment opportunities in the western suburbs of Detroit and in Washtenaw County. Overall, the state trunkl ine system provides excellent north-south transportation for City residents. The north-south orientation of regional circulation system has affected business, employment, shopping patterns, and the local economy in general. The circulation system facilitates interaction with businesses in the Detroit or Toledo metropolitan areas, rather than with businesses to the west. The east-west regional transportation network is less than adequate. The closest east-west freeway routes are I-94 to the north and M-50 in Monroe County. County and City Roads. A network of county and city roads provides for local circulation within the City of Flat Rock. Gibraltar Road, Huron River Drive, Will-Carleton Road, and Inkster Road are under the jurisdiction of the County. All other roads are under the jurisdiction of the City. In general, the local circulation system radiates out from the original central business district (CBD), which is located in the southwestern portion of the City. In the eastern and northern portions of the City, the road network takes the form of a grid pattern which is typical of the county road system. In these outer areas of the City, the road network is sparse, and there are large tracts of undeveloped land. Transportation to the west of the CBD is limited to a single crossing over the Huron River at Telegraph Road. I. I The Grand Trunk Rail road runs from northeast to southwest through the City, connecting with a large rail classification yard in the northeast part of the City. This railroad is a formidable barrier to the construction of new roads across the central portions of the City. Road Classifications The purpose served by each road or highway in the circulation system is best described through classification of the roads. Road classifications identify the type and volume of traffic that is- appropriate for each segment of the road network. The classifications establish expectations among residents, City officials, and transportation engineers concerning the operational characteristics of each road. For the purpose of future transportation planning in Flat Rock, a functional classification of roads has been developed. This system includes the following road classes (see Map 2): - 51 - �[ I I .. V~'I ,, ,. ,, ,; ,, ,: ",,,, ~---: :____. -T ;, r·~7 ::I I I i I 'I ::,; I !•··.I! ; : ,.; I I ;i II :: '·:: ' I LEGEND •~'.--...........,/ ~ ---FREEWAY I -- \?', ; I ' ~ ~--~~> ' ,' - - - PRINCIPAL ARTERIAL I :.;; , /I/. - - - - - - MINOR ARTERIAL .fl t ., I it.Lr\,_ ===LOCAL I FUNCTIONAL CLASSIFICATION OF ROADS ~ MAP 2 ■ ■ CITY OF FLAT ROCK ■ ■ MICHIGAN ■ ■ WAYNE COUNTY m ■ nortn I. .80__.0l_,eo . .......ol _3_r.~?.....l _ _::._.~:i scale ··--··-· c.,- ....... - M~K.eMa Associates, Incorporated Comniunity Pleming • Urban Desion Farmington Hills, M1chioan _-_--..... �. •' - Freeways. Freeways are designed to handle large volumes of traffic moving at high speeds over long distances or between urban areas. As noted, the principal freeway serving the City of Flat Rock is I-75, which, in the vicinity of the City, carries about 44,000 vehicles per day. Principal arterials. Principal arterial roads and highways serve the major centers of activity. With the exception of freeways, principal arterials provide for the highest traffic volumes and the longest trips. Principal arterials allow for major traffic movement within the City and region. The City of Flat Rock has four principal arterial roads: Telegraph Road (average daily traffic (ADT): 22,200 vehicles), Gibraltar Road, Will Carleton Road, and Vreeland Road. II. - Mi nor arterials. Mi nor arteri a1 roads interconnect with the pri nc i pa 1 arterial system and provide trips of moderate length and a lower level of traffic mobility. Minor arterial roads place more emphasis on land access than principal arterials. Minor arterials in Flat Rock include Huron River Drive, Hall Road, Olmstead Road, Arsenal Road, Inkster Road, and Garden Boulevard. - Local roads. Local roads primarily provide direct access to abutting land and to collector and arterial streets. Movement of through traffic is usually discouraged on local roads. Local roads in Flat Rock include minor roads in the central business district and local subdivision roads. Public Act 51 Classification System. Wayne County utilizes a road classification system to establish funding priorities in accordance with Michigan Public Act 51 of 1951 (see Map 3). Under the Act 51 classification system, principal and minor arterials are generally classified as State Trunklines, County Primary Roads or Major City Streets,- depending on agency jurisdiction over the road. The remaining roads are generally classified as Local City Streets, with the exception of streets in the CBD. Streets within the CBD qualify for Act 51 funding, and therefore, receive the classification of Major City Streets. Circulation System Deficiencies l. Ir__ The status of the local road system has important consequences in terms of the future land use plan. An inadequate road system can impact on whether the City achieves its development objectives. For example, the lack of good access to some areas of the City has prevented desired residential, commercial, and industrial development. In other areas, continued development without necessary road improvements will result in increasing congestion and traffic conflict on local streets. Described below are circulation system deficiencies within the City: Telegraph Road. Telegraph Road is an example of a road which is experiencing increasing congestion and traffic conflict. Strip commercial development has occurred along the road, generating local business traffic. At the same time, Telegraph Road is utilized as a regional thoroughfare for longer through trips - 53 - �I- I_ ,----- ...... ;: ,, --- ~~=-- LEGEND - - - STATE TRUNKLINE • • - • - • - COUNTY PRIMARY n,1111111111_ COUNTY LOCAL I~ - - - MAJOR CITY STREET l === LOCAL CITY STREET - - - ADJOINING CITY STREET f i I . I· ST A TE COUNTY & LOCAL ROAD CLASSIFICATION* *Based on Michigan Public Act 51 of 1851 ■ ■ MAP 3 ■ CITY OF FLAT ROCK ■ ■ MICHIGAN ■ WAYNE COUNTY ■ m no<lh scale 800 1600 3200 feet one mile M!tKeMa Associates. tncorporated Convnurvty Plal'Y"ling • Urban Des,gn Farmington Hills, Michigan �I • L by vehicular and truck traffic. As a result, conflicts have arisen between local business traffic which generates many turning movements, high-speed through traffic, and relatively slower and cumbersome truck traffic. These conflicts will intensify as the commercial district along Telegraph Road continues to expand. Circulation in the CBD. A key transportation deficiency in the Central Business District is the lack of a direct link between Gibraltar Road and Telegraph Road. Following Gibraltar Road all the way through the CBD to Telegraph Road might seem a logical route. However, there are no directional signs along the route, nor is there a traffic signal at the Gibraltar/Telegraph intersection to facilitate turning movements onto Telegraph. I. Need for Access Roads. There are several large tracts of vacant land in Flat Rock which are suitable for new development, particularly for high-quality single family homes, but which are inaccessible from the existing road network. These areas include a large tract of land located between Cahill Road and the CBD, an area south of the Cahill/Gibraltar intersection, and land areas both east and west of Arsenal Road. Need for Collector Roads. As new residential development occurs in the City, a residential street system wi 11 develop to pro vi de access for these areas. Subsequently, there will be a need for new "collector roads" to channel traffic from the local residential streets to arterial roads. Collector roads are generally wider than other residential roads. Efforts are made, where possible, to discourage direct residential access onto collector roads, since the added curb cuts increase traffic conflicts and congestion. Homes which do front on collector roads should be set back an ample distance from the roadway. I. I l. Grand Trunk Railroad. A constraint to the development of new roads in Flat Rock is the presence of the Grand Trunk Railroad classification yard. The rail road is a physical barrier that makes it very difficult to provide east-west road connections between the central and western portion of the City. - Improvements to the railroad crossings at Vreeland Road will be very important in order to facilitate better traffic flow along the only east-west road in the northern portions of the City. Pavement of Roads. Not only is there a need to provide access roads to underdeveloped areas of the City, but there is a need to pave certain existing roads. Unpaved roads in the City include Woodruff Road, Cahill Road, Meadows Avenue, Seneca Avenue, Peters and several roads in residential subdivisions. l[ Delivery of Community Services. Currently deficiencies in the City's existing overall road system frustrate the delivery of community services. For -example, the presence of unpaved roads and lack of collector streets has made it difficult for local officials to identify safe and appropriate school bus routes and student transfer stations. In the future, as City road network is improved, special effort must be made to accommodate school buses, fire trucks, trash collection truck, ambulances and other service vehicles. [:. - 55 - �Opportunities for Improvement Following are possible solutions to road system deficiencies in the City of Flat Rock (refer to Map 4): Access Roads for Residential Development. The opportunity exists to provide road access to vacant areas east and west of Arsenal Road by extending Vreeland Road west to Inkster Road. Other undeveloped areas of the City may be accessed by extending Seneca east to Cahill, extending Cahill south to Woodruff, and connecting Meadows Avenue east and west from 01 mstead to Tamarack. These road extensions could become future collector roads as residential development in the vicinity expands. The exact location of these road extensions could vary depending on topography, location of drains and wetlands, the need to align new roads with existing roads, proposals for new development, and similar conditions. r· I !~ - Downtown Circulation. Traffic circulation in the CBD may be improved by designating Gibraltar Road as the primary route for through traffic, connecting traffic from the east to Telegraph Road. Traffic- flow along Gibraltar could be facilitated by installing a traffic signal at the Telegraph/Gibraltar intersection, and by making adjustments at the Gibraltar/Garden Boulevard intersection which would allow non-stop traffic movement along Gibraltar. Telegraph Road Commercial Area. To reduce congestion and traffic conflict, the site plan review process should be used to control the number of curb cuts onto Telegraph Road. Developers should be encouraged to construct secondary access drives to serve a11 of the properties, thereby reducing turning movements on Telegraph Road. For example, traffic safety on Telegraph Road could be improved by constructing a secondary service drive behind the existing -business along the east side of Telegraph Road, thereby providing an alternate access off of Vreeland Road for patrons of Kmart and adjoining businesses. iI • Truck Routes. Conflicts between truck and vehicular traffic could be reduced by encouraging trucks to use Hall Road as the primary north-south truck route, and Vreeland Road as the primary east-west truck route. For non-industrial traffic, Cahill should become the primary north-south roµte, and Gibraltar Road should become the primary east-west route. L - Pavement of Roads. As the City grows, developers should be required to pave all proposed roads. In addition, there are existing roads which may never be paved without public funds, which the City could pave to provide a catalyst for development. The following roads should receive priority for paving with public funds: Cahill Road, Seneca Road, Woodruff Drive, and Meadows Avenue east of Tamarack. - [_· f - I Improved Access to School. After Woodruff Drive is paved and Meadows Avenue is connected east to Olmstead, improved access to the Flat Rock elementary and middle schools should be developed. Tamarack Street should be phased out as the primary access to the schools, and a direct route which does not cut through a residential neighborhood should be developed. I ·"' - 56 - �I. ,1 I LEGEND .' I :- -'_5~: FREEWAY , .j ,.,. . ',._ _j:_ :·_: /- - - - • PRINCIPAL ARTERIAL ~ L=.- - • • - • - • • PROPOSED PRINCIPAL ARTERIAL 0 - - - MINOR ARTERIAL 1111,n111111111111111n1111 === -$-- FUTURE COLLECTOR STREET '\ 1-\,,t/, "'-------.. TRAFFIC SIGNAL • - - - - - SERVICE DRIVE ~ POSSIBLE TRAFFIC W LOCAL STREET □ - - - PROPOSED TRUCK ROUTES -""' ~c....- -·\_ INTERSECTION IMPROVEMENTS SIGNAL (Long-term) ~ STREET CLOSING RAILROAD CROSSING IMPROVEMENTS 11iiilliiiiilihiiiihiiiiiii0 PRIORITY ROAD PAVING (Future Collector Street) COMPREHENSIVE CIRCULATION PLAN MAP 4 ■ ■ I I l: CITY OF FLAT ROCK ■ ■ ■ WAYNE COUNTY MICHIGAN ■ ■ m north scale 800 1800 320 0 feet one mile MS:Kenna Associates, lncor0orated Community Planning • Urba n De sign Farmington Hills. M1chtgan �Improved transportation patterns are also required at Currently, school bus loading and unloading blocks access and hinders the flow traffic on other streets. Ideally, an area for buses should be developed, possibly making it school to acquire more property. the high to certain off-street necessary school. streets staging for the Improved Access to Cook Road Industrial Area. Industries located along Cook Road do not have direct access to Telegraph Road. Consequently, trucks serving this industrial district must travel through residential areas. An alternate means of access to this area is required. Two alternatives are possible: I) Construction of a new road to Telegraph Road, or 2) Construction of an access road along the railroad tracks to Vreeland Road. I I Pedestrian Movement As the City continues to deve 1op, the need to accommodate pedestrians wi 11 increase in importance. A pedestrian orientation was established in the older portions of the City through construction of sidewalks along most streets. This pattern should be continued in newly developed areas, using a two-fold approach, as follows: First, developers should be required to install sidewalks along all road rightsof-way in conjunction with all new construction. Second, the City should become directly involved in the installation of sidewalks if the following circumstances exist. - Pedestrian/vehicle conflicts are prevalent. It would be beneficial to provide access to key centers of community activity, such as to parks or libraries. It is necessary to complete the missing links in an area where much of the pathway system has been installed. 1· Priorities for installation of new sidewalks in Flat Rock should include the following: missing links along Telegraph Road, missing links in the downtown {particularly in the vicinity of the new senior housing complex), a new sidewalk along Woodruff Drive from Olmstead to Huron River Drive, and sidewalks along both sides of Gibraltar Road between the CBD and Gateway Commerce Park. [. [_ - 58 - �[ COMMUNITY AND RECREATION FACILITIES The responsibility for providing public services to the residents of Flat Rock is shared by several public entities, including the City itself, various Wayne County departments, various state agencies, the Fl at Rock Community School District and other organizations. These services play an important role in determining the quality of life within the City. During the coming years, as vacant land areas within the City are developed and the number of residents in the City increases, the demand for public services will also increase. This chapter of the Master Plan examines the public facilities and services within the City and looks at ways to expand these resources to meet the needs of a growing City. City Administration and Services Following is a description of existing municipal facilities (see Table 15 and Map 5): City Hall r· ! I City Hall represents a major focal point within the City of Flat Rock, occupying a five acre site located on Gibraltar Road near Evergreen Street. The facility contains a number of civic and governmental activities including the general City offices, council chambers, and police, fire, and public works departments. Built in 1975, the building itself is an impressive two-story structure, containing a total of 45,500 square feet of floor space. It is anticipated that the existing structure will provide adequate capacity for City administrative needs for the foreseeable future. The only drawback of the building is that it is not energy efficient; measures to mitigate this deficiency are required. The site on which City Hall is located is highly visible, centrally situated within the community, and surrounded on two sides by Flat Rock Community Park. These characteristics, coupled with adequate space on the site for additional construction, presents the opportunity to develop the site as the civic center for the community. As additional library space, meeting rooms, and other facilities become necessary within the City (such needs are described below), these facilities should be constructed adjacent to City Hall. This will allow for the integration of local civic activities, and enhance City Hall as a focal point of the City. Senior Center/ Public Works Garage The City owns and maintains a Senior Citizen Center, which is housed in the old Public Works Building on West Huron River Drive north of Arsenal Road. Built in 1926, the building is approximately 1,200 square feet in size and is in fair condition. The building contains meeting room space and kitchen facilities which are utilized for senior activities. The City continues to improve the facility each year, rehabilitating the structure itself and remodeling its interior. Window restoration and energy efficiency measures are currently needed. - 59 - �I I I '. ~ - · .- Municipal Facilities 1. CITY HALL 2. SENIOR CENTER/PUBLIC WORKS BUILDING 3. YOUTH CENTER 4. LIBRARY 5. ABANDONED WATER TREATMENT PLANT 6. ABANDONED SEWAGE TREATMENT PLANT (OWned by County) 0 Municipal Recreation 7. HU ROC PARK 8. FLAT ROCK COMMUNITY PARK 9. PEBBLE BROOK PARK 10. POTENTIAL RECREATION 0 ·1 Public School Facilities 11. FLAT ROCK HIGH 12. BOBCEAN ELEMENTARY 13. UNDEVELOPED PROPERTY 14. SIMPSON JUNIOR HIGH 15. BARNES ELEMENTARY 16. SCHOOL-OWNED PLAYGROUND □ ■ 'I LJ./\ '\.._..,,,..,._ Regional Recreation 17. OAKWOODS METROPARK 18. POTENTIAL RECREATION COMMUNITY & RECREATION FACILITIES ■ ..r .,f' ~ l ·/;". W ~;,. MAP 5 ■ CITY OF FLAT ROCK ■ ■ MICHIGAN ■ WAYNE COUNTY ■ north scale I L ~ J.-_____3r_:_....~l ___:1.r. . .l W ~--s-:....t_-so.... ~enna Aasoclatea. Incorporated Conm.nty Pia,...,,,_ • Urban Design Farmington Hills, Michigan �TABLE 15 MUNICIPAL FACILITIES City Hall Complex, 25500 Gibraltar Road, 5 Acres City Administration, Police, Fire and Public Works Department; 45,500 sq. ft.; built in 1975; good condition, although modifications are required to make it more energy-efficient. I Library, 26336 East Huron Drive, 0.2 Acres I . City-leased facility for ·library services, 5,600 sq. ft., built in 1978, maintained in good condition. I. Senior Citizen Center/ Public Works Building, 26643 West Huron Drive, 0.3 Acres Senior Citizen Center, 1,200 sq. ft., built in 1926, fair condition (requires window restoration, energy efficiency measures, and remodeling). Public Works Building, 3,200 sq. ft., built in 1954, good condition. Sewage Treatment Plant, East Huron River Drive, 1.21 Acres Sewage Treatment Plant, closed -- to be demolished. I Youth Center, located at Hu Roe Park i I I. I i il I. Youth Center Building, 1,500 sq. ft., built in 1957; average condition (requires new roof, boiler, general modernization). The new senior housing complex, located on Telegraph Road in the central business district, contains a meeting room for senior activities. While this facility will bolster programs available to senior citizens within the City, it will not replace existing programs. The City should continue to improve and maintain the existing Senior Citizen Center on East Huron River Drive as a site for ongoing senior programs. The Senior Citizen Center shares the same site with the City Public Works Garage, which houses mechanic facilities for repair of city vehicles. This building is 3,200 square feet in size and is in good condition. r ! L - 61 - �Youth Center The City owns and maintains a Youth Center located on Atwater Street in Hu Roe Park. The Youth Center contains a meeting room, kitchen facilities, and storage space. It is utilized by local youth groups, such as the boy scouts and girl scouts, and by community groups which are youth-oriented. Built in 1957, the Youth Center is in average condition. Currently, the building needs a new roof and boiler and general modernization. The kitchen cannot be used for cooking, because as it does not meet County Health Department standards. Eventually, when new community meeting facilities are constructed behind City Ha 11, the Youth Center wi 11 cease to be a primary meeting space for the community. The City may continue to maintain the Youth Center as secondary meeting facilities, or remove the Youth Center to enhance the natural setting of Hu Roe Park. Library The local Library is centrally located at 26336 East Huron Drive in downtown Flat · Rock. The building itself, which is leased by the City, contains 5,600 square feet of floor space, and is maintained in good condition. The City of Flat Rock is a member of the Wayne/Oakland Federation, a cooperative in southeast Michigan consisting of approximately 60 libraries. The library located in Flat Rock is financed by Flat Rock, Gibraltar, Rockwood, Brownstown Township, and Huron Township. The hiring of personnel is handled by Wayne County. According to library officials, the existing library is adequate for the current needs of the community. In the long-term, the City hopes that a new 1ibrary facility will be built behind the City Hall, as part of the City's civic center. 11 I- f- I Police The City Police Department operates out of the City Hall. The department has a 19-person force, including the chief, 12 uniformed road officers, 2 detectives, a narcotics officer, and 3 shift commanders. While the department has ample space in City Hall for its operations, there is a need for additional office support in terms of equipment and personnel. The department has a fleet of 4 marked and 2 unmarked police vehicles, which is adequate to service the City. The City has 911 dialing service for emergencies, but does not have the capacity to automatically identify the number and location of emergency calls. The Michigan State Police maintains a post within the City of Flat Rock, located at the intersection of Will Carleton Drive and Telegraph Road. This is a central location for state patrol of the 1-275 and 1-75 Freeways. There has been some consideration given to moving this post to a new location north of Flat Rock; however, at this time, State funds have not been appropriated for such a move. l . .• Fire Department The City has a voluntary Fire Department which operates out of City Hall. Fire trucks are stationed at City Hall and at the Public Works Garage on West Huron River Drive. The City Fire Department provides fire protection and ambulance service for all City residents (seven minute maximum response time). When - 62 - �requested, the Department has a mutual agreement to provide services to surrounding communities. The department's equipment is in generally good condition; the City has recently purchased two new fire trucks. The department is, however, in need of an aerial bucket. Currently, there are 37 volunteers on the Flat Rock Fire Squad. Public Utilities Public Water Service The City of Flat Rock owns and maintains the local public water distribution system which services all developed areas within the City. Water is supplied from the City of Detroit. Major water mains into the City lie along G"braltar, Vreeland, and Woodruff Roads. The system is in generally good condition. There is a need to replace some undersized lines within the older central portion of the City, and to replace lines within the system which are subject to breakage (ie. along Huron River Drive, Arsenal Road, Moses Road). Additional improvements are needed to allow system looping in some areas of the City, which would improve water pressure. · l '-· According to City officials, the water system has adequate capacity to meet the needs of future development on the City's remaining vacant land. The system is also adequate for the purposes of fire protection throughout the City. Sanitary Sewer Service Flat Rock also owns and maintains the sanitary sewers in the City. Sewage is treated at the South Huron Valley Wastewater Control System located in the Township of Brownstown. · The treatment facility is operated by Wayne County, but is owned by seven communities, each of which is allocated a portion of the total treatment capacity of the plant. The City of Flat Rock itself owns the capacity to treat 2.77 million gallons per day. l- Currently, the City sends approximately 2 million gallons of sewage to the treatment plant each day. The remaining available treatment capacity owned by the City could serve approximately 600 additional homes. The City, therefore, does not own the capacity to provide sanitary sewer service a population of 9,486 persons, which is the projected population for Flat Rock in the Year 2005. If the City Master Plan is to be implemented, the City must seek additional sewage treatment capacity. At this time, there are no plans to expand the treatment plant in Brownstown, and there appears to be little possibility that Flat Rock will be able to purchase existing capacity from another municipality. The City's old sewage treatment plant (which is owned by Wayne County) is located on East Huron River Drive in the vicinity of Van Riper Street. This plant was closed in 1988 because of obsolescence. The abandoned plant will be demolished. Storm Sewers The City of Flat Rock contains enclosed storm drains scattered throughout the City. All combined storm/sanitary sewers, which once existed in the older central portions of the City, were separated during the l960's and 1970's. All - 63 - �•. r-. ' I ' - r-· enclosed storm water and surface water ronoff from City land areas discharges into the Huron River, either directly or via open drains. Improved drainage is required on some of the vacant lands that have been identified as suitable for residential development. It is recommended that the City undertake a system-wide stormwater study, possibly in cooperation with surrounding communities, to determine solutions to the stormwater drainage problems. School Facilities [._ r- il The Flat Rock Community School District operates four schools within the City of Flat Rock. Flat Rock High School is located on a 5.4 acre site north of the Gibraltar Road/Garden Boulevard intersection. Simpson Junior High (33.4 acre~) and Barnes Elementary (9.7 acres) are located north and south of Carter Street respectively, east of Tamarack Road. Bobcean Elementary is located north of Seneca, west of Evergreen. The School District also owns a 55.8 acre site north of the City Hall which is now vacant, and a 0.8 acre site near Dover Street (in the southeast portion of the City) which is used as a neighborhood park. The District's administration building is located on the same site as the High School. According to school officials, K-12 enrollment in Flat Rock has fluctuated during recent years. At this time, local school facilities are operating a full capacity. If enrollment grows appreciably over the next few years, the construction of additions to the two existing elementary school buildings will be needed. Currently, there is ample land at both elementary schools for such additions. School officials hope to eventually construct a new high school and library/resource center on the school-owned property behind City Hall. From the standpoint of city-wide planning, this is an excellent proposal; for it would reinforce the City Hall and surrounding properties as the center for civic activities in Flat Rock. Adequate space could be provided at the new high school for vehicular parking and the transfer of students between buses, which would alleviate some of the traffic problems now occurring at the existing high school site. The existing high school building could be converted into a vocational/special education center. Parks and Recreation Inventory of Existing Facilities As listed in Table 16, the City owns and maintains three parks, comprising a total of 38.3 acres of parkland. r I I The largest City park is Hu Roe Park (27.4 acres) which is located along the Huron River south of the Grand Truck Railroad. A large portion of the park is, in fact, located on an island, and access is provided via a footbridge. Hu Roe L. - 64 ,-- �TABLE 16 PARKS AND RECREATION FACILITIES PROPERTY INVENTORY Site Size (Acres) Hu Roe Park 27.4 Footbridge, picnic areas, benches, fishing. Flat Rock Community Park 10.7 Two (2) lighted softball fields, two (2) tennis courts, playground equipment, picnic areas with grills, pavilion, restrooms, storage shed, water fountain, caboose. Pebble Brook Park I. 0.2 Tot lot, benches. 5.4 One (1) baseball diamond, football field, soccer field, gymnasium, weight room. Public Schools Flat Rock High School 33.4 Two (2) baseball/softball diamonds, running track, soccer field, six (6) tennis courts, sledding hills, indoor pool, gymnasium. Barnes Elementary 9.7 One (1) softball diamond, soccer field, play equipment, gymnasium. Bobcean Elementary 9.1 Two (2) baseball/softball diamonds, play equipment, gymnasium. Playground near Dover Street 9.8 Ball diamond. Simpson Junior High School I . Facilities City Parks I Huron-Clinton Metro Authority r; 1· Oakwoods Metropark 35.5 Natural area (portion of larger park). Property north of Will Carleton Drive 31.0 Undeveloped, leased by the City. -. [ · - 65 - �r - ' Park contains picnic areas and benches along the river. The park is used extensively for fishing and other forms of passive recreation. The park is also the site of the City's annual July 4th celebration and other community events. Located adjacent to City Hall on a 10.7 acre site is Flat Rock Community Park. This park contains two lighted softball diamonds, tennis courts, playground equipment, picnic areas, a pavilion, and restrooms. It is used extensively by City residents for active recreation. Pebble Brook Park is a 0.2 acre site located at the end of Todd Street in the southeast portion of the City. Pebble Brook Park contains a tot lot and benches. The Flat Rock Community School District is also a major provider of recreation services within the City. The District owns 57.6 acres of land at four school sites. Recreation facilities located on these sites include 5 ball diamonds, 6 tennis courts, 4 gymnasiums, a soccer field, running track, play equipment, and an indoor pool. Although these facilities are designed to meet the needs of school children, the facilities are made available to all residents when not being used for school purposes. The School District and the City of Flat Rock together employ a full-time director for local adult education and recreation programs. The director coordinates a full range of recreation programs for all age groups including organized baseball, softball, track, basketball, soccer and "safety-town" (for children). The director also coordinates adult education programs and many of the Senior Citizen activities. Over 1,000 people participated in these programs during the 1988/89 year; the age of participants ranged from 2 to 85 years. The southern 35 acres of the Oakwoods Metropark 1i es within Fl at Rock City limits, located west of the Huron River and north of the Grand Trunk Railroad. This park is owned and operated by the Huron-Clinton Metropolitan Authority (HCMA). Recreation facilities available at the park (although not located within City limits) include picnicking, fishing, hiking, canoeing, and cross-country skiing. The portion of Oakwoods Metropark which lies within the City is a designated nature study area. II. I I_ The HCMA owns an additional 31 acre site within the City of Flat Rock which is undeveloped. The site is located immediately west of the Huron River, south of the Grand Trunk Railroad, with access to Will Carleton Road. The City currently leases this property from HCMA and is considering developing the property as a campground. A footbridge over the Huron River to the City's Hu Roe Park could be provided. There are three other metroparks located within 10 miles of the City of Flat Rock, which are managed by the HCMA. These parks offer swimming, boating, golfing, camping, and ice skating facilities. Throughout the entire southeast Michigan metropolitan area, there are a total of 13 metroparks operated by HCMA. Each metropark offers a variety of recreation opportunities, and all are located within a one-hour drive from Flat Rock. The Mi chi gan Department of Natura 1 Resources (MDNR) operates Sterling State Park, approximately 20 miles south of Flat Rock, on the shore of Lake Erie near the - 66 - �1-75/Dixie Highway interchange. This 1,000-acre park is one of the most frequently visited state parks in Michigan. Park Classification For planning and management purposes, parks can be classified based on the type of facility and expected use. The parks in Flat Rock may be classified as follows: - Mini-Parks. Mini-parks are small, specialized parks, usually less than an acre in size, that serve the needs of residents in the surrounding neighborhood. A mini-park may contain a children's playlot, serve as a greenbelt, or provide a sitting area for senior citizens. The retommended service area for mini-parks is a 1/4 mile radius. In Flat Rock, Pebble Brook Park meets the criteria for classification as a mini-park. - Neighborhood Parks. Neighborhood parks are typically multi-purpose facilities which serve as the focus of recreation activity for an entire neighborhood. Neighborhood parks are generally 3 to 10 acres in size and should be easily accessible to the neighborhood population, with safe walking and bike access. The recommended service area is a 1/2 mile radius. These parks typically contain areas for active recreation, such as ballfields, playlots, and tennis courts, as well as areas for quiet recreation activity, such as walking, sitting, or picnicking. The two elementary schools and the high school function as neighborhood parks in the City of Flat Rock. I. [ - Community Parks. Community parks typically contain a wide variety of recreation facilities to meet the diverse needs of residents from several neighborhoods. Community parks are generally 10 acres or more in size with a 2 mile service radius. These parks typically contain areas for active and quiet recreation, pl us other facilities not commonly found in neighborhood parks, such as nature trails, fishing areas, a band shell or pavilion. Such parks generally have access to major streets and are centrally located within the community. Community parks in Flat Rock include Hu Roe Park, Flat Rock Community Park, and the Simpson Junior High School recreation facilities. - Regional Parks. Regional parks are typically located on . sites with unique natural qualities which are particularly suitable for outdoor recreation, such as picnicking, boating, fishing, swimming, camping, and trail uses. Such parks generally exceed 200 acres in size. Regional parks typically serve several communities, although most users are within 1/2 hour driving time. The four HCMA parks, including Oakwood Metropark which is located partially within Flat Rock City limits, are regional parks which provide regional recreational opportunities for Flat Rock residents. Evaluation of Existing Recreation Space and Facility Needs One determination of recreation space adequacy is comparison to nationally accepted standards of acreage per 1,000 persons. Once these genera 1 space requirements are identified, it is necessary to determine if there are any specific recreational deficiencies based on existing development, proposed development and the desires and needs of the service area residents. - 67 - �In terms of overall recreational standards for land, City-owned parks alone fall short of national standards. The National Parks and Recreation Association recommends 6.5 acres per 1,000 people. Based on this standard, the City should have 42.8 acres of parkland for its present population and 59.3 acres of parkland by the year 2005. Currently, the City owns and maintains only 38.3 acres of parkland. However by combining all City, School, and HCMA owned park properties located within Flat Rock, there is a total of 141.2 acres of developed parkland available to local residents. This figure exceeds parkland needs for both the City's current and projected (year 2005) population. Table 17 compares the acreage of park types within the City to national standards. These figures indicate that the City has adequate neighborhood and community park acreage for both its current and projected population, but is deficient in mini-parks and regional parks. The deficiency in mini-parks is partially mitigated by the excess of parkland in other categories. The deficiency in regional parkland is mitigated by the HCMA park system, which provides adequate regional park facilities within a 1/2 hour drive from Flat Rock. TABLE 17 COMPARISON TO RECOMMENDED PARKLAND STANDARDS* I. MiniParks Neighborhood Parks Convnunity Parks Regional Parks Recommended Minimum Acres per 1000 Population 0.25 2.0 5.0 10.0 Estimated Existing Acreage** 0.2 34.0 71.5 35.5 Acres Needed for Existing Population (6,853) 1. 7 13.7 34.3 68.3 Acres Needed for Projected Population in 2005 (9,486) 1. 9 18.0 47.4 94.9 I. I. I. *Based on National Parks and Recreation Standards. **Includes City, School, and HCMA properties. - 68 - �• Based on national standards, the City of Flat Rock appears to have adequate park acreage for its current and projected population. However, the existing parks and school sites are located predominately in the central portions of the City. Because Hu Roe Park and Flat Rock Community Park are classified as community parks, which have a 2 mile radius service area, these parks are adequately located to service the entire City. · I. l Neighborhood-type recreation facilities, however, have a service radius of only 1/2 mile and, therefore, should be more evenly distributed throughout the City. As the City develops, there will be a need to identify sites for neighborhood parks in the outlying portions of the City. For example, facilities at the school-owned playground near Dover Street could be expanded to provide for neighborhood recreation for residents in the southeast portion of the City. Evaluation of park acreage alone does not assess the type of facilities located at each park. Table 18 details standards for recreation facilities and compares actual facilities available to projected need in the year 2005. The table indicates that additional court facilities (hardball, basketball, and volleyball}, a soccer field, golf course, indoor ice rink, trail, archery range, and campsites will be needed by the year 2005. Some of these facilities are available at nearby regional parks, including trails, golf course, and campsites. Summary and Recommendations. Based on the preceding evaluation, the immediate emphasis for parks and recreation improvements in Flat Rock should be on the development of facilities and general site enhancement at existing parks, rather than the acquisition of new park properties. However, in the l anger term, as new residential subdivisions are developed in the outlying portion of Flat Rock, the City should assure that adequate property is set aside for neighborhood parks to service their subdivisions. 1. Hu Roe Park and Flat Rock Community Park should continue to be developed as community-wide parks and as important focal points within the City. Emphasis should be placed on enhancing the natural amenities at Hu Roe Park for passive recreation. This park should be incorporated as part of the downtown area. Flat Rock Community Park should continue to be developed for active recreation. 2. As outlying portions of the City are developed, mini-parks and neighborhood parks should be · incorporated into new residential subdivisions. Specifically, parks will be needed in the following areas: 1} the northwest portion of City in the vicinity of Arsenal Road, 2} in the central part of the City, south of Vree 1and and west of Cah i 11 Road, and 3} south of Gibraltar Road and west of Cahill Road. 3. i- The City should continue to explore the possibility of leasing the HCMA owned property (located east of the Huron River and north of Will Carleton Road} for campground facilities. - 69 - �. r-· TABLE 18 . RECOMMENDED RECREATION FACILITY STANDARDS r I - r I. I- Facility Reconunended Facilities per 1,000 Population Existing Facilities Facilities Needed For Projected Population of (9,484) Projected Deficiency Softball Fields 1/5,000 3 2 Adequate Baseball Fields 1/5,000 5 2 Adequate Picnic Areas None 2 Continued Improvement Required 1 Continued Improvement Required Published Picnic Shelters None Published Playgrounds 1/3,000 5 3 Adequate Tennis Courts 1/2,000 8 5 Adequate Basketball Courts - Outdoor 1/5,000 0 2 2 Courts Soccer Fields 1/10,000 2 2 Adequate Golf Course 1/ 25,000 0 1 Adequate Community Center 1/25,000 1 1 Adequate Senior Center 1/30,000 1 1 Adequate Handball 1/20,000 0 1 or 2 1 Court Swimming Pool - Indoor 1/20,000 1 1 Adequate l. Indoor Ice Rinks 1/50,000 0 1 1 Rink ll:_ Campsites 1/150 0 63 63 Sites Volleyball 1/5,000 0 2 2 Courts l. ' [ Trails I/Community 0 1 1 Trail Archery Range 1/50,000 0 1 1 Archery Range Source: Based on standards published by the National Parks and Recreation and the Michigan Department of Natural Resources - 70 - �I 1- • 4. The City should continue to maintain and enhance all existing parks and recreation facilities. The design of local parks is very important, and should take into account annual maintenance requirements and aesthetic enhancement. Good landscaping of local park facilities wi 11 add to the overall character and image of the City. 5. The City should prepare a master recreation plan to provide overall direction and phasing for the development of recreation facilities within the community. It is recommended that the pl an be prepared to meet the guidelines set forth by the Michigan Department of Natural Resources (MDNR), so that the City may qualify for MDNR grant programs. 6. The City and the Flat Rock Community School District should continue to work together to enhance and support their existing recreation and adult education programs. These programs currently provide excellent recreational opportunities for the residents of Flat Rock. I' I.. - 71 - �r•-... I • L_ [ r·_ [_- FUTURE LAND USE Introduction Early development in Flat Rock was oriented in relation to three primary transportation axis: Telegraph Road, Gibraltar Road, and Huron River Drive. Telegraph Road near the Huron River became the "main street" of the central business district. Eventually, the central business district expanded to encompass about 12 to 15 blocks, generally east of Telegraph Road. The Telegraph Road frontage consisted of primarily retail uses, whereas the rest of the CBD contained a mixture of service, institutional, and residential uses. Patterns of early residential growth were prescribed by the other two primary axes, Gibraltar Road and Huron River Drive. The largest single family neighborhood in the City developed in a large triangular area bounded by Gibraltar Road on the north and Huron River Ori ve on the south. A second concentration of early residential growth occurred northwest of the CBD along Huron River Drive. The fourth major transportation axis -- the railroad -- also affected the early development and general form of the City. The general pattern of commercial and residential development was split diagonally by the railroad line, demarcating the north boundary of the CBD. This basic pattern of development was in place in 1970 when the previous master plan was completed. In more recent times, the development of the City has been affected most signifi.cantly by access to I-75. The Gibraltar Road interchange created opportunities for regional-oriented development on the east side of the City. Concurrently, Telegraph Road's role as a regional transportation corridor declined. As a result, much of the recent commercial development along Telegraph Road has been oriented toward a local market, rather than toward travellers. Other changes in the commercial sector have occurred in the . two decades since the last master plan was prepared. The level of economic activity in the CBD has continued to decline. The commercial district along Telegraph Road north of the railroad tracks is now the primary retail district in the City. It is important to examine Flat Rock's current development pattern in the context of time. For most of its history, Flat Rock's development has been concentrated in a very small part of the City. The City had been in existence for several decades in 1970, but still only one-third of City's land area had been developed upon. The interchange at Gibraltar Road opened a new frontier. If looked at in the context of the City's entire history, the "exploration" and development of this frontier is in the very early stages. Gradual, steady growth in the eastern part of the . City would not be out of character with the pace of development experienced over the past several decades throughout the City. [. : f. I I i.. - 72 - �Although the City recorded a few major developments in the 1970's and 1980's, almost half of the land in Flat Rock remains vacant. Thus, the opportunity still exists to shape the City to the form desired by residents and community leaders. Planning Goals. Early in the planning process, the Planning Commission and City Council reviewed and approved a series of goals to help sort out some of the difficult decisions that are addressed by the Master Plan. Primary goals agreed upon by the City leaders include the following: Neighborhoods: Foster strong, vital neighborhoods to ensure that Flat Rock continues to be recognized as a stable community where families and individuals reside, work, and shop. - Master Physical Planning: Maintain complementary land use relationships which promote a harmonious, attractive community; preserve natural resources; promote a sound tax base; and provide for manageable traffic volumes. - Property Maintenance: Recognize that the City and its physical resources are dynamic, and aggressively encourage property maintenance and reinvestment. - Fiscal Stability: Promote the development of a financially secure community which can continue to provide all necessary services to its residents and businesses in an efficient manner. - Land Use: Promote efficient use of the land and encourage assembly and orderly redevelopment if appropriate land use pl ans are presented for underdeveloped areas, areas isolated among more intensive uses, or areas which are declining or negatively impacted by nonresidential traffic or incompatible land uses. I l l. - Planning Innovation and Fl exi bi l i ty: Encourage innovation in land use planning (e.g., Planned Unit Development) where innovation would achieve a higher quality of development than would be possible under conventional regulations. In addition to these general goals, the Planning Commission and City Council reviewed and approved more detailed goals concerning land use, housing, the environment, economic development, transportation, community facilities, and recreation. These goals have been thoroughly examined during the planning process in light of data, analysis, and recommendations produced during the course of preparing the Master Plan. Future Land Use Map The Future Land Use Map (Map 6) sets forth recommendations for continued use, new development, and reuse of land in the City over the next two decades. The Future Land Use Map is a link between what exists and what City leaders and citizens would like to have . - 73 - i. �Together, the Master Plan and Future Land Use Map provide a flexible guide to promote informed public and private decision-making for the betterment of the community. The land use designations on the map are generalized; they are not intended to be site specific or to follow specific property lines. Although the Master Plan and Future Land Use Map form the basis for the Zoning Ordinance and other rigid legal controls, the Plan and Map are intended to be flexible policy documents and decision-making guides. General Form of the City. The Future Land Use Map builds upon past growth and prevailing development patterns. According to the map, intensive development is generally limited to two areas: along the Telegraph Road corridor and on the east side of the City, in proximity to I-75. Commercial and service uses are concentrated along Telegraph Road. New commercial development is expected, particularly north of the railroad tracks. Specialized retail, office, and residential development is expected to occur south of the railroad tracks in the downtown. Two types of intensive development are slated for the east side of the City. Industrial development is indicated on the Future Land Use Map north of Gibraltar Road. A mixed use pattern is indicated on the map for the land on the south side of Gibraltar Road near I-75. I I I L Residential development is specified for most of the remaining land in the City. Single family residential development is the most predominant residential land use classification. Multiple family development is called for in several locations, to serve as a transition zone between the single family areas and more intensive land uses. Interspersed within the residential areas are various public uses, such as parks and schools. Recommendations for each of the land uses identified on the Future Land Use Map are reviewed in the next several pages. Single Family Residential The Population Analysis revealed that the rate of population growth levelled off in the 1980's after five decades of continued growth. However, the analysis also found several events that are expected to generate additional population growth in future years. These events include economic expansion and increase capacity of the sanitary sewer system. SEMCOG projections indicate that the population of the Clty will increase by 38.4 percent by the year 2005, resulting in a total population of 9,486. At the same time the average household size is expected to decrease to 2.31 persons. To accommodate the projected population increase an additional 1,792 housing units would have to be constructed by the year 2005. To accommodate this level of growth, about 386 acres of land must be turned over for residential development during the next two decades. - 74 - �The ba 1ance of housing types is an important concern with regard to future residential development. Almost one-third of all existing housing units are rental units. About half of the units constructed between 1970 and 1980 were multiple-family units. The housing balance must be shifted in the future, toward a greater proportion of single family units. This shift is needed to address a latent need for higher quality single family housing and to reinforce the City's neighborhoods. The following standards should be used to guide future residential development: - Ideally, new residential development should occur in planned settings, such as subdivisions or condominium developments, rather than at random along thoroughfares. - Residential development should be coordinated with the availability of sewers, public water supply, and public roads. - The creation of "neighborhoods" should be a primary residential development objective. There is a need to coordinate housing construction with the development of schools, parks, community services, and neighborhood shopping. The Future Land Use Map identifies five areas where new single family development is appropriate: - South of Gibraltar Road. New development must be coordinated with land use patterns in existing neighborhoods. The opportunity exists to create some of the most attractive homesites in the City through subdivision design that is sensitive to the natural features, particularly the woodlands, which exist in this part of the City. Northwest part of the City. Roads must be developed to provide access to large vacant landlocked parcels which are suitable for residential development. The extension of Vreeland Road to Inkster Road would facilitate development in the northwest part of the City. L i L Central part of the City. The central part of the City, north of Gibraltar Road and west of Cahill Road, is viewed by many City leaders as the best location for high quality single family development. Housing in this area would be located close to the City's primary commercial district, public facilities, and schools. Access roads are needed in this area to unlock the development potential. - Northcentral part of the City. The opportunity exists for additional single family development north of Vreeland Road and south of the mobile home park. The layout of any future residential development in this area must be sensitive to the potential impact of more intensive uses to the north, east, and west. - City Center. The opportunity for new residential development exists in downtown Flat Rock. A ·variety of housing types could be developed in the downtown area, including townhouse, mid-rise, or single-family housing. Ne~ - 75 - �.. I : '' '- I I_- housing should be integrated into an overall mixed use development plan for the downtown. Mobile Home Park The land use survey completed in 1988 revealed that 2.8 percent of the City's land area is occupied by a mobile home park which is located at the north end of the City, between Telegraph and Peters Roads. One objective of the Master Plan is to seek a more balanced range of housing, yet provide opportunities for construction of various types of housing to meet the needs of residents. Also, it is the intent of the Master Plan to minimize additional demands on public services and minimize any deterrent impact on future low density single family development elsewhere in the City. Accordingly, the Future Land Use Map does not designate any additional lands for mobile home park development. If the housing balance improves in the future such that additional single family homes are constructed, then future mobile home park development may be appropriate. Under such circumstances, expansion of the existing mobile home park to the south would be appropriate. Multiple Family Residential It is intended that areas designated for multiple family use be developed with attached housing at a density of between seven and ten units per acre. The nmultiple familyn classification may include single family attached townhouses, apartments, or mid-rise housing. Multiple family areas are generally located on the Future Land Use Map where they can serve as a transitional zone between commercial or industrial development and lower density sing~e family housing. Multiple family areas are also located where they would have direct access onto major thoroughfares so as to minimize the impact of increased traffic on the road system and on nearby land uses. i I The Future Land Use Map identifies five general areas where multiple family housing is appropriate: l On the south side of Gibraltar Road, in the vicinity of existing multiple family complexes. Vacant land between the existing complexes provides the opportunity for limited expansion. I. !. - On the east side of Cahill Road, between Vreeland and Gibraltar Roads. Multiple family development in this area would serve as a transition zone between the single family area to the west and the industrial area to the east. - Along Arsenal Road, north of Huron River Drive. Multiple family dev~lopment in this area would serve as a transition zone between the developing single family area to the north and the intensive development along the railroad and on Huron River Drive. I I I L - 76 - �- On the west side of Telegraph Road at the north end of the City. The location of this parcel, its shape, the character of land use to the north, and other site constraints make this parcel of land suitable for multiple family. - On the south side of Vreeland Road, between Cahill and Telegraph Roads. Multiple family development in this area would serve as a transition zone between the proposed single family area to the south and the industrial/ railroad area to the north. Commercial and Office Uses The economic analysis revealed that there is a strong potential for commercial and office development in Flat Rock, as the population, number of households, and total income in the trade area continues to increase. Research presented earlier in the Master Plan indicated that the Flat Rock trade area is currently underserved in terms of retail facilities, based on comparison with other communities. As such deve 1opment occurs, it is expected that the particular function, or market niche, of each commercial district will become better defined. North Telegraph Road is expected to retain its status as the primary retail and service district in the City. The downtown area is expected to develop as a mixed use center of office and specialty retail. The Gateway planned mixed use area is expected to contain regionally-oriented retail development, office, and lodging, among other uses. I. A more complete description of the commercial and office areas designated on the Future Land Use Map follows: North Telegraph Road Business District. Over the next twenty years, the Telegraph Road business corridor, north of the railroad tracks, is expected to retain its status as the main retail/service district in the City. To accommodate the projected growth in the commercial sector, the Future Land Use Map calls for Commercial/Retail development along almost the entire length of the north Telegraph Road corridor. Furthermore, the Future Land Use Map provides for greater depth for the commercial frontage wherever feasible. The greater depth will allow for limited expansion as well as improved site design on existing inadequately-sized sites. Downtown Flat Rock. In accordance with the mixed use pattern proposed for downtown Flat Rock, limited retail, office, and service uses would be appropriate. Three factors should be considered when evaluating commercial development proposals for downtown: 1) the intensity of any such development must be compatible with existing and future residential development that is 1ocated in the downtown area, 2) the intensity of deve 1opment must be appropriate for the size and configuration of the site on which it is located, and 3) emphasis should be placed on upgrading existing facilities and quality building design. - 77 - �". ,I l f. l f. - Neighborhood Commercial Development. The Future Land Use Map identifies two locations where neighborhood commercial development is appropriate: the "Big Lots" shopping center on the south side of Gibraltar Road, east of City Hall, and at the intersection of Huron River Drive and Sheek Boulevard. Future development in these areas should consist of low-intensity convenience commercial uses that are compatible with the surrounding residential development. - Gateway Planned Mixed Use Area. Retail development would be appropriate in the Gateway Commerce Center area, as a part of the mixed use development plan anticipated for the area. A broad range of commercial uses would be appropriate in the Gateway area which, because of its location, would serve an automobile-oriented market. Office Development. In addition to the downtown area, the Future Land Use Map identifies one other location where substantial office development would be appropriate: along Gibraltar Road. Office development along this corridor would serve three purposes: I • ! 1. Amply landscaped office development would provide an attractive entrance to the City. 2. Office uses would provide a buffer between residential development to the north and south and the traffic on Gibraltar Road. 3. Offices would be compatible with the existing churches along Gibraltar Road. Planned Mixed Use Development As noted previously, "Planned Mixed Use Development" is designated in two areas on the Future Land Use Map: Gateway Planned Mixed Use Area. The conceptual plans that have been considered by the City in the past provide a general indication of the range of uses that might be appropriate in the Gateway area, including retail, office, research, lodging, and light industrial uses. There are three principles that will determine the success of a mixed-use development proposal in this area: 1) the timing of the proposed development, 2) the ability of the proposa 1 ( based on the mix of uses) to create a focus of activity that will draw a new regional market to Flat Rock, and 3) the quality of the overall plan, which must integrate several different uses into a single functioning unit. - Downtown Flat Rock. The new senior citizens building was a major project that upgraded the image of downtown. Additional "major projects" are required to reverse the gradual decline that has been evident. The Future Land Use Map provides for a mixed land use pattern in the downtown that includes office uses, retail, and housing uses. Replacement of existing uses and buildings may eventually be necessary or, based on the future I. I : - 78 - �development plans, it may be possible to combine existing and new uses. Detailed plans for the downtown are being prepared by the Downtown Development Authority. New housing is viewed a key component for the revitalization of downtown, since it would provide market support for the retail uses. Townhouses (68 units per acres) or garden apartments (10-15 units per acre) would provide the required population concentration. Such housing should be designed to be compatible with existing single family housing in the vicinity. Any development proposals for the downtown must be sensitive to the fact that this is the oldest part of the City. Although new development is necessary, structures which have historic value should be preserved and renovated. Because the downtown was developed several decades ago, the size of the parcels and the configuration of land uses favor pedestrian movement. It is necessary to adapt the downtown to higher level of vehicle movement in order to meet needs of modern business, but the pedestrian environment must still be retained. Industrial and Railroad Use The Economic Analysis revealed that conditions are conducive for industrial growth in Flat Rock. The City's industrial attributes include access to freeway transportation, availability of vacant land, and access to rail facilities. Vacant lands on the east side of the City are best-suited to the locational requirements of industry because of the immediate access to I-75. Accordingly, "General Industrial" ·use is indicated on the Future Land Use Map for the Mazda parcel, plus land adjacent to the Grand Trunk classification yard north of Vreeland Road. An objective of the plan is to maintain heavy industrial uses on the east side of the City to minimize the effect from trucks, noise, fumes, and other impacts on the rest of the City. Planned light industrial and warehousing is proposed in three locations: - As a transitional use along Hall Road. In this location, the light i ndustri a1 development wi 11 pro vi de a buffer between the more intensive industrial development to the east and the residential development to the west. Ideally, new light industrial development should be contained in planned industrial parks or a similar planned setting. [ - Along Cook Road near the railroad tracks. The uses in this district have adapted to unusual site conditions that would not be suitable for most other uses. The Future Land Use Map provides for the continued operation of this existing industrial district, provided that the intensity of development does not increase. However, efforts should be made to upgrade the appearance of these facilities and to provide a more direct outlet onto Telegraph Road. [ I I L... - 79 - �- North of the railroad tracks, on the west side of the City. The Future Land Use Map provides for continued use of 1and which has been used for industrial purposes for several decades, beginning with the a Ford Motor Company operation. The site is currently occupied by Flat Rock Metals. Any increase in the intensity of the industrial use would not be appropriate in this part of the City. As noted earlier, light industrial use in a planned setting would also be appropriate in the Gateway planned mixed use area. Existing lands currently being used for industrial use in the vicinity of Arsenal Road near the railroad tracks are not designated for industrial use on the Future Land Use Map. The existing industrial uses in this area have been in a state of decline for several years. The sites are too small to accommodate most modern industrial operations. Commercial uses would be more viable on these sites in the long run. Furthermore, commercial development would be more compatible with the existing and future residential uses in the vicinity. 1.. The Grand Trunk rail classification yard is an established industrial/ transportation use which provides significant economic benefits for the City. The Future Land Use Map anticipates the continued operation of the classification yard within its existing boundaries. Parks and Recreation The Community and Recreation Facilities chapter indicated that the immediate emphasis in terms of parks and recreation planning should be on the development of facilities in existing parks, rather than acquisition. However, the analysis recognized that as new residential subdivisions are developed additional neighborhood park land will be needed. [ I (. l_ .• Based on this assessment, the Future Land Use Map identifies two existing Cityowned parks, Hu Roe Park and Flat Rock Community Park (adjacent to City Hall). Emphasis should be placed on enhancing the natural amenities at Hu Roe Park for passive recreation use. Flat Rock Community Park should continue to be developed for active recreation. Lands located on the west side of the City which are owned by the Huron-Clinton Metropark Authority are also identified as "Parks and Recreation" on the Future Land Use Map, even though these lands are not currently open to the public. This land would be suitable for campground use or nature study. The Future Land Use Map also identifies four "Proposed Park Sites" in locations where neighborhood parks will be needed after residential development occurs. The proposed park site designations are intended to be generalized; they are not intended to be site specific or to follow specific property lines. Additional information concerning proposed parks and recreation improvements are set forth in the City's Recreation Plan. - 80 - �Finally, the Future Land Use Map identifies riverfront park sites which are still under study. Two such sites are publicly-owned lands which could be developed to provide limited river access. Two other riverfront properties, on Arsenal Road south of Hu Roe Park and south of the Telegraph Road bridge, are privately owned. Public Facilities The Future Land Use Map identifies City facilities, schools and school owned properties, and cemeteries. Key public facilities are identified below: - City Hall Complex. City Hall is a modern, spacious building which is located in a highly visible, centrally situated site on Gibraltar Road. As indicated in the Community and Recreation Facilities chapter, the opportunity exists to develop the site into a true civic center by incorporating other public facilities (such as the library) and by continuing the expansion of the adjacent Community Park. The civic center function would be further enhanced if the high school is moved to the large vacant school-owned parcel directly north of City Hall. - Schools. Parcels occupied by four schools are identified on the Future Land Use Map: I. 1. Flat Rock High School is located on 5.4-acre site on Division Street. Current published standards indicate that Flat Rock is in need of a more modern high school facility on .a larger site. The vacant property north of City Hall would be an excellent location for a new high school. 2. Barnes Elementary and Simpson Junior High are located adjacent to each other on Meadows Street. These sites are adequate in size, but a direct means of access is required. 3. Bobcean Elementary Schoo 1 is 1ocated on Evergreen., north of Gibraltar Road. The school district owns one other large parcel of land in the City, on the east side of Arsenal Road, south of Matilda. New school construction on this parcel is not anticipated in the near future. Single family development would be appropriate in the event that the school district relinquishes ownership of the parcel. Road Network [ The Circulation Analysis identified several circulation system deficiencies including: - Increasing traffic congestion and traffic conflict on Telegraph Road. r- - Lack of a direct link between Gibraltar Road and Telegraph Road . - 81 - �r -r; .... '\. - The need for access roads to serve vacant lands and schools. I, - The need for collector roads to complete the road •network.• r. - The need to pave roads to facilitate development in underdeveloped parts of the City. Recommendations to address many of these deficiencies are set forth in the Circulation Analysis and on the Comprehensive Circulation Plan Map (Map 4). The Future Land Use Map i dent i fies access roads needed to serve vacant 1ands, including: extension of Vreeland Road west to Inkster Road, extension of Seneca east to Cahill, extension of Cahill south to Woodruff, and connection of Meadows and Carter Streets to provide a link between Tamarack and Olmstead. The exact location of these road extensions could vary depending on topography, location of drains and wetlands, the need to align new roads with existing roads, proposals for new development, and similar considerations. I, /_ r 1-- I II_, - 82 - �·~ _____. /' ,:::,1.-·.~·-. ~~~ ~i) ·\ >:\1'.: ~1~~ -L cu1,,po111 ,, ,,,,"" 11 III :,,! ,.,--- '--; ~ // '-.._____ ·... ,, I' I' ·, // 1' ,1 1' ,1 11 ,, ,,' !\ ' .:·..... , \ , ~[WB!flll ",,,, ,, =----= \\k~o•u•===cY-=-- I' LEGEND □ SINGLE FAMILY RESIDENTIAL PUBLIC (CITY HALL , SCHOOLS, MUNICIPAL BUILDINGS & CEMETERIES) ~!i!iili!/!l/lli/;I lt f MULTIPLE FAMILY RESIDENTIAL OFFICE MOBILE HOME PARK ~ COMMERCIAL/RETAIL -=- ,~t.!.~~1x..e~1~~~'?.oM!~~f.lJJSE DEVELOPMENT CBD PLANNED MIXED USE DEVELOPMENT (RETAIL, OFFICE & HOUSING) E] ~ GENERAL INDUSTRIAL PLANNED LIGHT INDUSTRIAL & WAREHOUSING R . PARKS & RECREATION RAILROAD [l PROPOSED PARK SITE POTENTIAL RIVERFRONT ~ ACCESS sn,ov) X , PROPOSED ROAD WNOER LAND USE ■ ■ ■ CITY OF FLAT ROCK ■ ■ WAYNE COUNTY MICHIGAN ■ ■ ■ ■ ■ ■ FUTURE - scale 800(1600 ■ ■ north 3200 feet . . . . Mtp • SOIH'U! Ci1y ol ,1,1 Aocll, Michigan one mile CD MAP 6 MS:KeMa Associates, Incorporated Community PlaMlng • Urban Design Farmington Hills, Michigan F .,. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Flat-Rock_Master-Plan_1990 Creator An entity primarily responsible for making the resource McKenna Associates, Incorporated Date A point or period of time associated with an event in the lifecycle of the resource 1990-01 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for the City of Flat Rock was prepared by McKenna Associates, Incorporated In January 1990. Subject The topic of the resource Master plan reports Flat Rock (Mich.) Wayne County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/0e45b425400b8eb5d1c042ea2059d45c.pdf 70b2c7f4e6af808779a8e6904e12641f PDF Text Text NORTON SHORES MASTER PLAN PROGRAM 29 MASTER PLAN LEO JAKC8SON ., ,._ CCfllSU.TANT IN U!8AN f'LAl',l'...c;, MANACBJENT A1') DESIGN MADISON. ~ �FROM THE LIBRARY OFi Planning & Zoning Center, Inc. CITY COUNCIL Merrill S. Baile y , Ma yo r George Bruinsma Richard Dolack Larry Haig James Lindsey Robert McCartney Adolph Ross Gordon Todd Christel Williams Pl.ANNING COMMISSION Sherman R. Poppen, Chairman Wesley Anderson Howard Bailey Dan Lewis Gary Hasper Roxanne Kinney Beverly Barry Stephen Stream Carol Moore BOARD OF APPEALS Ruth Stevens, Chairman Max Green Robert Keessen Pete Burd Donald Gibbs Reverend Luke Wilson Fredri c Balgooyen CITY ADMINISTRATOR Herbert L. Freye BUILDING ADMINISTRATOR William Bradford PLANNING COMMISSION ATTORNEY Fredric Balgooven CITY ATTORNEY MASTER Michael E. Kobza PLAN May 8, 1981 LEO JAKOBSON AIP SAFA CONSULTANT IN URBAN PLANNING, MANAGEMENT AND DESIGN 1815 SU MMIT AVENUE MAD ISO N . WI 53705 ( 608 ) 233 - 7444 �PART II CRITICAL ISSUES Norton Shores in the National and Regional Setting . . . . . . . . . • . . . • . . . . . 39 Consequences of Regional Demographic and Economic Shifts on Norton Shores 55 The Key Environmental Issues 58 Major Man-Made Problems 63 Jurisdictional Problems and Issues PART III • 69 ATTITUDES AND GOALS The Attitude Surveys 71 Comparative Survey Results. 74 Goals and Objectives: 82 PART IV An Interpretation. THE MASTER PLAN ELEMENTS Introduction . . . . 85 The Basic Elements: Land Use. The Basic Elements: Transportation 94 111 The Management of the Environment 119 Growth Management Issues 134 The Two Area Problems . . 144 PART V THE ENVIRONMENTAL IMPACT Background ..•... 155 Purposes and Methods of Assessment 158 The Assessment Matrices 166 Assessment Comparison and Conclusions 173 �PART VI PLAN IMPLEMENTATION Introduction. 182 Plan Adoption 184 Information Dissemination 187 Supporting Ordinances 190 Priorities for 1980-1986 . 192 Summary of Recommendations 196 APPENDIX .. . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 following page MAPS 1. Settlement Structure, Muskegon Urbanizing Area . 50 2. Environmental Issues . 59 3. Major Man-Made Issues 64 4. Jurisdictional Issues 70 5. Land Use: 1980-1986. 97 6. Land Use: Beyond 1986 97 7. Transportation: 1980-1986 114 8. Transportation: Beyond 1986 11 4 9. Environmental Management . 1 22 10. Public Utility Zones . . . 135 FIGURES page 1. The Plan Formulatton Process . 2. The Master Plan Framework . 86 3. The Plan Design Framework 90 29 �TABLES 1. Social Characteristics of Norton Shores 44 2. Social Profile, General Public and Influentials. 75 3. Reasons for Liking Living in Norton Shores 76 4. General Public's Goal Rankings 78 5. Influentials Goal Rankings 78 6. Comparative Weighted Goals Ranking 79 7. Comparison of Perceptions About Muskegon's Future 80 8. Norton Shores Growth Options 80 9. Job Location--City of Norton Shores Residents .113 10. Impact Assessment Scale 170 11. Plan Element Weights 175 12. Environmental Factor Weights 177 13. Environmental Factors Equalized Assessment Scores 178 14. Plan Element Equalized Assessment Scores. 179 �-i- PREFACE This report brings to fruition an effort which began in 1969 in conjunction with the Muskegon CountyShorelandsmanagement studies. During these twelve years, the plan formulation process involved several phases, the current phase beginning in June of 1978. At all junctures, however, each phase built on the experience and materials of the preceding ones. Though shifts in emphasis and concerns took place, the entire period can be viewed as a single continuous process of moving towards a plan which eventually would reflect the goals and aspirations of the community. In this long effort, several administrations and numerous individuals �... -2- local perspective where these issues become part of a person's immediate environment and daily life. During the plan formulation process, several surveys were conducted. The findings of these are summarized in the section on resident attitudes, followed by a statement of community goals and objectives and the support from residents that these goals received in the various surveys. The next section describes the plan and its four elements: land use, transportation, environmental management, and housing and community services. It is this part of the report which should receive the reader's closest scrutiny. However, it is believed that the introductory part cannot be ignored in forming one's judgement about the plan's proposals, because they are firmly rooted in the opportunities, conditions, expectations, and attitudes of the City and its residents. Equally important is to note that the plan's environmental impact is positive and its implementation easy and cost efficient, as described in the last two sections of the report. In summary, it is believed that the Master Plan accurately reflects the understandings obtained during the process of plan formulation. Though compromises have been made during this process, a plan has been produced which stands up to the highest professional standards and expresses the goals and objectives of the City of Norton Shores. �1 THE MASTER PLAN: PURPOSE AND CHARACTERISTICS �-3- CONCEPTS IN HISTORY Planning for any form of development, including the physical growth of a municipality, involves the choice of a process (either implicitly or explicitly) and of a series of concepts which define the nature and substance of that process. There is no one pianning process, for what is sought and what is understood varies from time to time and from place to place. What can be said, however, is that any planning process used �-4- should have a particular logic, and that the logic of the process affects the nature and substance of the results of planning. Planning, understood in its broadest sense, is an innovation in the mode of political discourse and action. What is recognized today as planning is of relatively recent origin, dating from just before the turn of the century. From the beginning, however, planning has provided a new dimension to the workings of the body politic. What was called "politics" (in the Aristotelian sense) and what was called "government" (in the pragmatic, day-to-day sense) had rarely been considered as having any necessary relation to each other. Consideration of policy and considerations of operations were essentially separate. The particular innovation suggested by planning is that indeed there is a relationship between policy policy implementation. formulation and The contribution which planning offers is to provide a mode of discourse and of operation at that nexus. It is of interest, however, to note that the mode of discourse and operation offered has not remained the same. As suggested above, a number of approaches to planning have been offered, each carrying with it particular processes and concepts which, when taken as a whole, lead to results tending in a given direction, and exclude results which might occur from utilization of processes and concepts tending in an~ of several other directions. this means, simply put, is that any approach has built-in biases. What It is, therefore, particularly important to make clear at the outset the conceptual framework being utilized in any given planning effort. The importance of undertaking such an initial definitional effort can be seen by a brief discussion of major conceptual approaches used by planners in the past. �-5- The first of these approaches, dominant during the earliest phases of professional planning, had as its central concept the notion of the "City Beautiful". Much of this derives from the efforts of Daniel Burnham and his colleagues in their work designing the World's Columbian Exposition in Chicago in 1893. This was the era of "Grand Design", its watchword the words of Burnham: ''Make no small plans." The approach was decidedly normative, and at that from a particular perspective, for the supporters of planning during this era, as well as its practitioners, were from the upper social classes. They conceived of planning as a means through which the city could become decorous. The combination of the orientation to good taste and the disposition to grand design led to an emphasis on building form and shape, on green spaces, and on city structure. example, the park As an systems of most of the large Eastern and Midwestern cities (New York's Central Park, Boston's Metropolitan District Commission Parks, Chicago's Park system, Baltimore's Druid Hill Park) resulted from this approach. A second approach which followed the City Beautiful movement was motivated by the idea of the "City Functional". The endeavor of planners following this concept was to make the city functional by virtue of imposing a logical order on it. This notion was based on a primitive sort of scientism which sought cause-effect relationships between a multiplicity of apparently unrelated phenomena. Where cause-effect could be found (and given a connnitment to find relationships, some startling ones were found) actions which would produce order could be induced. put, was to regularize chaos. ' The endeavor, simply Again, the nature of the "regularization" �-6- was determined by the concepts employed by the planners, in this case the causal concepts of scientism. As expressed, this became the era of "technically" professional planners, whose view was ·"comprehensive" and whose decisions were "value-free." Zoning and the traditional Master Plan notion are the primary products of this approach, each being justified as providing "natural order," permitting the city to be functional. Within this approach, a single "best" was proposed, that "best" being determined by planners whose training and perception presumably had uniquely qualified them to provide the comprehensiveness of vision needed to do both technical studies and make determinations among options. In practice, this approach has stressed the comprehensive planning method, in which several elements are defined, data collected, trend surveys undertaken, and projections of future development provided. There tends to be a heavy emphasis on land use relationships, with very little emphasis on social and institutional relationships. The "plans" upon completion have a finite quality about them, especially in terms of goals, while projections tend simply to be direct extrapolation of existing trends and relationships. The existing is by and large accepted as normative; the attempt is regularization of its expansion. The idea of the "City as Satisficing" was the next major approach used by planners. In this approach, the optimization goal of City Beautiful or City Functional was abandoned as impracticable in favor of a notion of making the city at least satisfactory, at a given moment in time. Planning here is seen as adjunct to city administration, to be called on in moments of crisis. In fact, the history of American planning since World War II �-7- can be characterized as successive waves of "crisis planning": a search for some sort of satisfactory remedies after conditions have reached a critical state which not only is easily perceived but also is being felt in the pocketbooks and in the comforts of large numbers of people. This history is marked, for example, by the "slum clearance crisis" of the late 1940s, the "downtown crisis" of the early 1950s, the "freeway crisis" of the late 1950s, the "regional planning crisis" of the early 1960s, the "crime crisis" of the late 1960s, the "environmental crisis" of the early 1970s, and now the "energy", "suburban", and "tax revolt" crises. The "suburban crisis" is evident by, among other things, the surge of new books dealing with suburbanization, by the Federal and State administrative and legislative interest in a land use and urban growth policy, and by the simple fact that suburban conununities in large numbers are embarking on planning efforts of their own. The perceived state of an emergency legitimizes planning: it suddenly becomes the expected panacea for all problems. But serious limitations tend to render crisis planning difficult, if not unworkable. Often the phenomenon causing the crisis perception is new and therefore not well understood. to plan. Consequently, there is no tested theoretical base from which On the other hand, the social, economic, institutional and physical manifestations of the phenomenon have already taken place; they are real and cannot be easily changed or reversed. In searching for a conceptual basis for their work, "crisis planners" have borrowed from what is being called "decision theory," which deals with how choices are made between two or more options. The essential �-8- insight is that any given choice is prompted primarily by determining what is satisfactory (by some set of minimal standards) rather than what is optimal. Change is seen as incremental, and actions essentially independent of one another. In practice, this has manifestation in what can be called "planning by grant application guidelines". That is, if at any one point in time a Federal, State, or foundation program offers funds to do program X, which program a locality neither has nor has funds for, then it is obviously more satisfactory to "plan" for that program (i.e., submit a grant application) than not to do so. Gazebo" planning. At its extreme, this is "Golden The story, probably apocryphal, is told of the city which heard that money was available for Golden Gazebos. While no one knew what a Golden Gazebo was or did, a grant application was prepared for one. It arrived, and occupied a prominent position amidst the city's deteriorating streets, sewer system, housing, etc., about which nothing was done because the planners were busy preparing a grant application for yet another Golden Gazebo, for which funds were again available. While certainly an extreme case, this does represent the essentials of an approach to the City as Satisficing, where the focus is on the problem at hand, and determining the most satisfactory of options to resolve it. These then are the three major approaches used by planners in the U.S. Each of them--City Beautiful, City Fu~ctional, City as Satisficing--has been the conceptual source for many valuable contributions to societal form and operation, and the foregoing discussion in no way is meant to denigrate these contributions. What has been pointed out, however, is that by the very nature of conceptual definition, certain things are included, others excluded, and that when taken as a whole, a distinct �-9- emphasis emerges. All three are similar in that each accepts as given the existing traditional societal arrangements. City Beautiful rarely if ever even mentions social structure, rather emphasizing conditions of visual and environmental aesthetic improvement. City Functional tends more to order the shape of the city, irrespective of who uses it, though in practice zoning has tended to endow with the legitimacy of the courts the physical manifestations of social class structure. City as Satisficing accepts the existing social structure by default, as the approach sees change occurring only incrementally, and therefore marginally. Each is at root deterministic, or fatalistic, viewing things and events as "caused". City Beautiful proceeds under standards of taste, which are "naturally" determined and, therefore, in principle not susceptible to alteration. City Functional proceeds by technical standards of the one "best" way, which, because they are technical, are not open to review. City as Satisficing, of the three, is most fatalistic, as it proceeds from issue to issue, looking neither back nor forward, simply accepting whatever issues appear at a given moment. �-10- THE CITY AS OPPORTUNITY The approach which is proposed for this plan formulation effort can be characterized as the "City as Opportunity". Here the city is viewed as the arena in which opportunities are provided to reach desired ends, defined by and related to individuals on one hand and institutions and organizations on the other hand. An innnediate distinction between this approach and those discussed in the previous section is that here the �-11- present and future is shaped by a process of deliberate decision rather than being accepted as the inevitable consequence of essentially uncontrollable causation. In the City as Opportunity, planning becomes the innovation in the mode of political activity which facilitates intervention into and provides guidance of the direction of development. illustrated by use of the "XYZ" argument. city. This can be X is what exists now in the Z is what is determined to be ·a desirable goal. Y then becomes the substance, the process and the actions needed to move from X to Z. this context, planning provides Y. within the resources available In It also identifies if Z is attainable and the political will of the community. Thus a Master Plan will show what can be by viewing the what ought _!2. be through the filters of the reality of what is. The extent to which the possibilities of this approach can be realized depends on the specificity of the description of what entails creative intervention into and guidance of development. This definitional endeavor requires viewing the city as a complex system in which each part relates to all others and affects the performance of all others. The need for viewing planning fvom this broad perspective is of particular importance in the context of the "City as Opportunity" because applying the notion of a system to the city means that opportunity cannot be seen from a single-purpose perspective. For example, strategies adopted to achieve single purposes will most probably ignore multiple system relationships and be counterproductive. Thus, traditional interest group interplay, oriented toward single-purpose, marginal adjustments, and frequent piecemeal gains and losses must be replaced by multiple purpose, broader �-12- programs providing major shifts in substance and process. Information is important to defining and realizing opportunity. Infor- mation about the interplay of subsystems ideally is detailed, comprehensive, and simultaneous. The particular role of planning is to provide explicit- ness in system definition, relationship and consequence. Doing so increases the amount of knowledge in and about the overall system, increasing and broadening the potential to generate and implement opportunities. In principle, then, the greater the knowledge of the system and its processes, the greater the likelihood that decisions can be taken, the consequences of which are both intentioned and welcomed. The information most important to an opportunity approach is the determination of which forces initiate change through a system, and which depend on alterations in "initiating forces" to themselves to change. By determining the relative importance of various system variables, a better estimate can be given of what the probable importance of an opportunity is. Pulling a large range of apparently independent decisions into a single systems framework allows for the coordination and correlation of political, social, economic and environmental space and time. Consequences can be plotted, and decisions seen and made simultaneously. The precision of such effort at any particular moment in time is a function of the state of theart and its attendant technical apparatus. A conceptual framework based on the City as Opportunity emphasizes more the interpretation and use of information than its precision. There is no direct correlation between data precision and outcome, though certainly a base- �-13- level standard for data must be acknowledged. entirely new forms of information are required. Nor is it implied that The City as Opportunity does not emerge ex nihilo, but as the consequence of new interpretive needs and powers in a new era. �-14- THE SUBURBAN CONSTRAINT About half of all Americans live today in suburban communitiies like Norton Shores. This distribution developed dramatically during the post-World War II boom growth era when, from 1950 to 1974, the suburbs accommodated 70 percent of our total population increase. In the same period, central cities grew only 14 percent and the rural areas 16 percent. Despite this enormous growth, suburban planning, until very recently, did not �-15- receive much attention from the planning profession, in part because suburban communities themselves did not perceive the need for such services. This contributed to the theoretical void mentioned in the preceding section. As a consequence, under these conditions planning, in order to be effective, must be inventive and opportunity-seeking, and must address itself to specific local issues and resources. However, because of lack of theory and the relative newness of the practice of suburban planning, developing an appropriate planning scheme for a community like Norton Shores must first critically examine the historical dynamics and trends of suburbanization. In this way we can see why, and from where, suburbs evolved, in order to determine what direction planning for their futures should take. The advent of the twentieth century suburbanization was a result of several factors which caused people to want to escape the city, while being lured to the hinterlands. In the early part of the century, the pressure of growth at the cities' centers forced these areas to outwardly expand. These central business districts absorbed adjacent neighborhoods, which tended to be wealthy areas. Their residents, forced to relocate, were lured to the less developed areas on the city's fringe, which provided an escape from the congestion and "evils" of the city. This earliest phase of the process was slow: the wealthy were the only ones who could afford the transportation costs associated with suburban living; consequently the fringe served as their exclusive domain. �-16- Technological advances such as the connnuter railroad and the automobile accelerated this outward migration. This marked the emergence of the "modern" suburb--a residential subcommunity dependent upon the economic and cultural functions of the urban center. During the 20s--until the Depression interrupted the trend to disperse--the automobile became a major decentraliz~ng force. The World War II period evidenced a reassertion and acceleration of the trends toward suburbanization and decentralization. As the demands of wartime industry filled the inner city with lower income workers and minority groups, the desire to escape from the city was reawakened, especially among the Nation's growing middle class. When the war ended, a construction boom and massive "flight" to the suburbs were stimulated by the lifting of restrictions on residential construction, Federal guaranteed mortgage programs, and the advent of freeways, in particular the Federal Interstate Highway network. This was essentially a middle class migration reflecting a longing for a home in a garden in a homogeneous community, away from the city's evils but not too far from its economic and cultural amenities. The result--the so-called "bedroom" suburb of the 50s which existed as a satellite of the central city--has in part already become outdated. Suburbia is rapidly becoming urbanized. Its character is changing and diversifying as a result of economic decentralization along freeway corridors and circumferential beltways. This spatial pattern, highly dependent upon the use of the automobile because it cannot be serviced �-17- by public transit in an economical manner, results in a significant drain on energy resources. The widespread relocation of manufacturing, office and corporate functions and the connnercial trade and service industries to the urban fringe has altered commuting patterns (by dispersing endpoints) as well as the exclusively residential and consumptive nature of the suburbs. What has evolved is a sprawling, urbanized suburbia, no longer dependent upon central cities. A concomitant result has been a fragmented governmental system. had several important implications. This has Traditionally, it led people to believe that planning for suburbia was an impossible task. As a result, there has been little success in developing comprehensive and longrange plans for the future development of suburbs. What little "planning" there had been tended to be non-creative and accepting of the natural forces leading to sprawl. A laissez-faire approach on the part of local government was the tradition. What little control there was was justified on the basis of preventing or removing public nuisance, and the zoning ordinance was believed to be a sufficient tool to do so. This reliance on zoning ordinances tended to provide the basis for "planning" in most localities. For example, this has been true in most localities of the Muskegon suburban areas. ' Traditionally, emphasis in the suburbs was on family and personal interests rather than a broader public need or the development of community services beyond those of immediate family interest, e.g., schools. Physical development usually was exploitive and excluded environmental considerations. �-18- Planning and development decisions tended to focus exclusively upon local concerns, with little regard for geographically broader impact. A second implication is that ideas about how to cope with the problem of overlapping jurisdictions tend to be contradictory on several levels. One of these has to do with the push to centralize planning and governmental functions. This has been accomplished, for example, by creating special districts to solve problems on a functional basis, e.g., metropolitan sewerage districts or transit authorities, and by attempting to consolidate planning functions into regional planning commissions. However, there is an inherent contradiction in this approach; by creating new units to deal with special functional or regional problems, jurisdictional fragmentation is increased. This leads to the other contradiction to be noted. Paralleling the push for centralization and areawide planning have been pressures for local determinism and citizen participationinthe planning process. Obviously the opportunity to participate is greater in smaller governmental units; thus this concept emphasizes local planning. By allowing each neighbor- hood, village and town to plan for itself, however, fragmentation is easily maintained. A new approach which accommodates both concepts must be developed. Inter- vention in the development process through planning is most successful on the local level. However, two considerations must be emphasized. Localities must accept that they do not exist in isolation, and therefore should recognize their interrelationships with the region of which they �-19- are a part. The contradiction between local participation and centrali- zation can be bridged by a framework which recognizes the multi-level nature of planning and development. �-20- THE PLAN FORMULATION PROCESS Aside from the conceptual and philosophical changes discussed in the first two sections of this report, significant methodological changes have taken place in recent years in the practice of public planning. Five trends stand out most clearly among these manifold changes and improvements. First, and possibly foremost, is the shift toward an expanded concept of comprehensiveness which embraces social and economic concerns in addition to the more traditional interests of physical development and environmental management. Though social �-21- and economic indices have long been used as inputs in planning for comprehensive functional facility and activity systems and their spatial arrangement within geographically delimited areas, we are now moving towards an approach in which social and economic issues are evaluated as integral foci for public policy formulation, planning and programming. This expanded view of comprehensive planning, and in particular the added emphasis upon questions which relate to social policy and economic development, leads to a situation in which many issues cannot be analyzed within the traditional boundaries of geographic planning jurisdictions. It necessitates the inclu- sion of a regional, and often national, perspective in discussions at the local governmental level. Local concerns must be viewed within this broader framework, and decisions must be made on the basis of information that traditionally has been given little or no attention at the local level. A second trend which is particularly evident in the contemporary planning process is an increasing concern with the political environment in which planning must take place. Traditionally, the planner was assumed to be "endowed with technical competence that produces decisions which are rational and reflect the public interest" in an atmosphere of political isolation that set him aside from the business of bargaining over vested interests, which was presumed to characterize the realm of politics. In recent years, however, there has been a growing awareness that the formulation of any sort of public policy is certain to be accompanied by conflicts among individual and collective values and that the political process of dealing with these conflicts must be of concern to the planner if he is to �-22- have any hope of having his plans implemented. The increasing concern with the political environment and with the processes of government is closely related to the expanded concept of comprehensiveness in planning, for the necessity of a closer examination of the politics of planning has in l arge measure been an outgrowth of the move to include social and economic factors in planning efforts. Third, there is a strong trend towards the use of greatly improved analytic techniques in the process of planning. It is in part due to an improved planning technology that the move towards greater comprehensiveness discussed above has been made possible. However, the reliance upon improved and often sophisticated methods seems to have led planning in the direction of technocratic determinism which, at best, will allow us to repeat our mistakes of the past, albeit in a more skillful manner. Robert Heilbroner speaks to this point when he refers to the "fundamental failure of vision on the part of the modern model-builders who do not see that the social universe that they are attempting to reproduce in a set of equations is not and cannot be adequately described by functional relationship alone"; he calls for a more humanistic endeavor to describe the social universe as a "system of privilege", based on fundamental societal values. Some attempts have been made to offset the tendency to allow technical developments to obscure the more intangible concerns of planning; for example, techniques and methods from systems analysis, cybernetics, decision theory and work progrannning are combined with judgemental and qualitative planning practices in an operational approach in which scientific rigor and qualitative judgement become �-23- complementary. hensiveness Without such attempts, however, the gains of a new compre- of thought may be lost in a mechanical application of quantifiable infonnation. The fourth trend is the growing demand for flexibility in planning and in its application. We are slowly arriving at a recognition that in a dynamic society fixed targets, static plans and repetitive programs are of little value. The traditional approaches to planning have not produced satisfac- tory methods for dealing with the requirements of flexibility. The new planning technology has produced partial answers through systems analysis, gaming and simulation; however, in terms of concepts, little if any progress has been made. Though reference is made continually in planning literature to the need for flexibility in the planning process, the lack of specific attention to actual definition of the elements involved in achieving such flexibility represents a serious dilemma in terms of practical application. As one of several attempts to overcome the static nature of much past planning, the fifth most clearly discernible shift is towards the inclusion of policy fonnulation in the process of planning, rather than focusing solely upon technical planning for the solution of a specific problem or a set of problems. Policies planning is still in its evolutionary stages, and various emphases and approaches are being suggested an~tested. For the purpose of this discussion and of the approach recommended for this study, a policies plan is defined as a statement adopted by a governmental agency which identifies the means, the principles and the actions required for achieving certain �-24- agreed-upon developmental goals. The element which seems to be conspicuously lacking in the theoretical literature on planning as well as in professional practice is improvement in the concepts of the plan making process itself. On one hand, the term process has been interpreted simply as a time-related, linear progression of events that gradually leads to a terminal situation of one kind or another. This terminal may take the form of an end product such as an accomplished goal, instituted service, effectuated program or completed facility; or it may be considered the point at which evaluation, change and feedback takes place. On the other hand, some writers suggest that the process of develop- ment consists of a series of successive incremental steps. According to this concept of process, the role of planning is to minimize conflict and maximize efficiency of interaction among the increments. Though time is by definition a linear variable, it seems unsatisfactory to treat all other variables in the planning process as dependent variables in regard to this singular quality of time; in fact, this approach may represent a conceptual mistake that defeats the basic idea of planning as a process. In the first place, it limits the conceptualization of a process system to a two-dimensional cartesian plane on which many of the multidimensional concerns of planning cannotbeadequately described. For example, while in the traditional linear system each procedure is clearly positioned with respect to an ordered time schedule, the plan making process model must include descriptions of components that are constantly and rapidly changing; on the other hand, there are variables which are not affected by time at all, �-25- or are nearly static and thus hardly amenable to simple linear treatment. Examples of the former, fast-changing variables are technological and certain economic variables, such as disposable income. Slowly changing variables are represented by many of the physiographic features of the area and the manmade physical environment, as well as all those variables which affect man's social and political behavior. A second shortcoming of the traditional linear process concept is the suggestion that plan making should proceed methodologically in an inductive manner. Though the inluctive method is traditional in the social sciences, in planning it may represent an overreaction to the simplistic determinism that has dominated planning thought for nearly a century. The inductive method emphasizes fact and does not leave room for conjecture. It is most often applied through the use of techniques such as the "grass roots" survey of public opinion, which supposedly is valuable as a reflection of the will and desires of the people; in actual practice, however, the people are seldom aware of the full range of choice available in the present and of the consequences of such choice, much less of the succession of alternatives which the future may present. At best this approach can lead to a better future, but only to a future which approximates the present. Edmund Bacon recognizes the pitfalls of such an approach in his statement that with the enormous improvement in the techniques of mathematical manipulations of electronic computers applied to the problem of projecting past trends, we are in danger of surrendering to a mathematically extrapolated future which at best can be nothing more than an extension of what existed before. Thus we are in danger of losing one of the most important concepts of mankind, that the future is what we make it. (Design of Cities, 1967) �-26- In other words, the appraoch described above cannot anticipate change and a future that may be structurally different from the present and thus not subject to projection and anticipation by conventional methods or by the average man. The French political scientist Bertrand de Jouvenel makes it very clear that planning, if it deals with the events of the future, cannot be based on fact alone, but must include an element of conjecture, the artful intellectual construction of the likely future. One of the few contributions towards a non-linear approach to plan making was first presented by the Swedish planner Ingrid Jussil in 1966. In laying the groundwork for her process model, she cites two primary reasons for the failure of contemporary planning practice: first, work progrannning and planning methodology is deficient, and second, basic research and the applied work which is oriented towards practical planning are fragmented. As a result, many theoretical studies and analyses are performed without a clear program for application in the planning process, while actual planning studies often place too much emphasis upon the practical, generating solutions to specific problems only. In terms of the trends discussed earlier, these conclusions reinforce our assertion that improved analytic and technological methods have not necessarily brought simultaneous improvements in the concepts basic to plan formulation. Jussil advocates a planning method which emphasizes full coordination between the two processes of theoretical and practical plan formulation and, in particular, the incorporation of research findings into this process. The need for this type of method arises from the observation that too often �-27- existing conditions are accepted as the basis for planning rather than a well thought through formulation of goals for the future of the planning area; consequently as a theoretical base for her model she takes the position that through the development of hypotheses the planner should seek to arrive at an ideal picture of a future region or city. The formulation of goals for planning would be an integral element in the development of this theoretical plan or picture of the future of the area in question. According to this approach, the theoreticalpictur~is a summary and coordination of the trends and goals according to which the area should develop and serves as a basis for the transformation of these trends and goals into plan formulation. The method derives much of its appeal from the inclusion of these elements which guard against the tendency to develop future plans that are a mere extension of the present--a factor emphasized in the earlier portions of this chapter as one of the significant failures of contemporary planning methods. ' �-28- A MASTER PLAN FOR NORTON SHORES The design of the plan formulation process for the current Norton Shores program follows closely the principles set forth in the Jussil model. The process, as shown on the diagram on the next page, begins with three concurrent activities: (1) The examination of "what is" from three different geographic and scale perspectives--the national, the regional and the local. �-29- Goals "what ou National Regional "wh t is" t to be" REVIEW 11111111111111111111111111111111111111111111111111111111111 IIIIIIIIIIIIIIUIIIIJIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII REVIEW 11111111111111111111111111111111111111111111111111111111111 lllllllllllllllllllllllllllllllllllllllllllllllllll REVIEW I I I I I II I I I I I I I I I I I I I I I I I I I I I I I II111111111111111111111111111 Illlll Ill IIIII 1111111111111111111111111111111111111 ADOPT I ON 11111 II 11111111111111111111111_111111111111111111111111111111111111111111111111111111111111111111111111111 ii Master Plan Figure 1. The Plan Formulation Process. �-30- (2) The establishment of "what ought to be" through the review of new goals and the assessment of community values and attitides; and (3) The preliminary assessment of "what can be" in the form of review and evaluation of the City's past planning effort, the "what has been". The findings from these analyses were brought together into generalized scenarios of alternative likely futures for Norton Shores. These scenarios also outlined the revised goals and objectives for City development. After review by the Master Plan Review Panel, the Planning Connnission and City Council, the scenarios provided the conceptual input into the formulation of concept sketches for each of the seven identified master plan elements: land use, transportation, recreation, community facili- ties, housing, utilities and environmental management. Combined, these elements provided a comprehensive concept sketch for the future of the City. Following review of each plan element separately and combined as a whole, more detailed draft plans were prepared for each element and synthesized into a Master Plan draft. Master Plan Review Panel. This draft was reviewed by the Through this review process the Master Plan as presented in this report was formulated. It contains: (1) a synopsis of relevant background studies; (2) a statement of goals and objectives; (3) a brief discussion of each functional plan element; (4) a description of the comprehensive plan; (5) an environmental impact assessment; and �-31- (6) a statement of proposed plan implementation strategies, policies, and priorities. Because of the proposed emphasis on "what can be" in this plan formulation program, questions related to plan implementation become integral to each step shown in the plan process diagram. Hence the diagram does not show a separate column or separate boxes for implementation measures like zoning, capital improvement programs, etc. This fusion of plan implemen- tation analysis can be exemplified by the nature of the discussions which take place in the past planning review component. Each issue under review is examined not only from the point of view of whether the proposal merits continued attention and incorporation into the new plan, but also from the point of view of its feasibility in terms of implementation, whether fiscal, legal, administrative, promotional, educational, etc., or any combination of these. Consequently, the reports at each stage of the process contained in a section summarizing the consequences for and the feasibility of implementation of each plan recommendation. Environmental impact assessment is analogously incorporated into plan making. Again, impact assessment sections appeared in each report. A complete environmental impact assessment, including the assessment of a "no plan" alternative, was submitted as a separate report, however. ' As shown in the process diagram, the various reviews by the Master Plan Review Panel occur at those critical points in plan making when the various analytic inputs have been synthesized into a comprehensive "scenario," "concept sketch," and "draft plan." It is believed that �-32- these points are the ones at which an overview of the total process is possible. On the other hand, it is proposed that the review of plan making by special interest groups is best accomplished at points where the plan proposal can be disaggregated by subareas of the City or by a specific issue. The review can be focused and undistracted. For example, the shore management problems on Mona Lake are quite different from those along Lake Michigan. To bring residents from both lakeshores to a review meeting of lakeshore management would diffuse the issues. To expose them separately to the specific management problems and proposals will allow for focused and issue specific discussion and review. It is believed that through the process outlined in this section the City will obtain a Master Plan which identifies opportunities, generates interest, stimulates investment, provides solutions for satisfying verified needs, and facilitates implementation. However, in order to be 11 do- able", content and the manner in which a plan has been formulated do not suffice. A plan must possess certain qualitative characteristics as well. These will be discussed in the next section. �-33- CHARACTERISTICS OF THE MASTER PLAN Aside from content and feasibility, a master plan must possess certain qualitative characteristics which will contribute to obtaining its purpose as policy document facilitating and guiding, and, if necessary, controlling development. This has been recognized in planning literature, notably by T. V. Kent who in his book The Urban General Plan (1964) suggests that a master plan for physical development must be: �-34- (1) long range, (2) comprehensive, (3) general, and (4) amendable. These views are restated by Alan Black in his essay "The Comprehensive Plan" in Goodman and Freund (eds.), Principles and Practices of Urban Planning (196 8) • This book, published by the International City Managers Association in their Municipal Management Series, is the classic reference found on the shelves of virtually every city manager's and city planner's office. Black defines the above terms as follows: (1) "Long range" means that the plan looks beyond the foreground of pressing current issues to the perspective of problems and possibilities 20 to 30 years in the future. (2) "Comprehensive" means that the plan encompasses all geographic parts of the community and all functional elements which bear on physical development. (3) "General" means that the plan summarizes policies and proposals and does not indicate specific locations or detailed regulations. The term "amendable" implies, according to Kent, a degree of flexibility so that the plan can be easily adjusted to the ever-altering needs and conditions of the City through an ongoing structured review process. As Kent points out, the above four characteristics were not his invention. Indeed, reference to these or similar plan qualities can be found in most plans since the turn of this century. They always seem logical and rational in the context they have been formulated and presented. For that reason, presumably, they have remained unchallenged for all these years. �-35- It is time, however, to take issue with this convention. The poor track record of master planning has been attributed to various factors: poor administration, lack of cormnitment, lack of resources, rapidly changing conditions, interests and value premises, etc. Rarely, however, does the literature suggest that in the analysis of failure attention be given to the role of the plan itself as a contributor to failure. The plan, regardless of its qualities, is considered good. So attention is focused on the institutional framework that is supposed to deliver the good. Thus plan evaluation and planning literature have bypassed what could be the central issue in planning failure--the quality of the plan itself. The rationale for this proposition is simple: if a product is to be sold, it must be of good quality and satisfy the needs and expectations of the buyer. If it does not sell, the product is usually wanting, not the manner in which it is packaged or the organization trying to sell it. In the following a substitute set of qualitative plan characteristics is presented and the rationale for each is given. First, the long-range focus should be substituted with the notion of timelessness. This means simply that the plan and its various elements are related to goal achievement which may differ from goal to goal. Some may be achieved in short order, some may require long periods of time until achieved, and some may only be partially accomplished before the values, needs and perceptions underlying a particular goal have changed and rendered the goal unimportant. Furthermore, beyond goal achievement, �---, -36- virtually all development activity is junctural in nature. It occurs at the most appropriate point in time, however perceived. A plan must be capable of facilitating these junctural events and capturing them at the most opportune time. A plan incorporating time in the traditional linear sense up to a specified terminal date, e.g., the year 2000, has limited capacity to absorb junctural opportunities and differential goal attainment. Second, a plan can never be comprehensive, it can only be selectively comprehensive, allowing for its contents to be determined by the specific conditions, needs and perceptions of a community, the role of that community in its regional context, and the particular period in time when the plan making effort takes place. For example, a traditional plan outline would suggest ?n economic base study as one of the basic inputs into plan making. To make such an analysis for a suburban community would be of little value because of central city and regional dependencies. comprehensiveness must also apply to plan disaggregation. Selective For example, a functional plan element, e.g., housing, may be of critical importance in area A of the city, whereas in area B, a housing element is not required. The subarea plans should reflect this selectivity in content. Third, the uniform notion of generality should be replaced with a concept of issue specificity along an abstraction-specificity ladder which allows for each plan element and issue to be discussed at its most appropriate level of specificity. For example, the plan may state in its transportation element that "sometime in the future a major road may have to be built to �-37- link areas A and B". This road could be shown as a dotted arc on the plan map or not be shown at all. At the same time, the plan would say that "street X from intersection Y to intersection Z must be expanded from two to four lanes by 1983 in order to relieve current congestion and to accommodate forecast traffic increase". This road section would be shown on the plan map as a proposed four lane road of high immediate priority. The requirements for flexibility and amendability should be retained, but complemented with two additional concepts: open-endedness and tolerance. The first of these terms suggest that any action taken now should not limit future actions. In opportunity terms, it means that the realization of an opportunity at present should generate new opportunities in the future and facilitate their realization. becomes a most difficult requirement. In physical planning, this Once the decision has been made to build a road and it has been poured in concrete, it will remain a monument to those who made the original decision and a possible obstacle to future actions. However, open-endedness, if accepted as a concept, will stimulate new thinking on the subject of plan flexibility. hand, deals with current decisions. Tolerance, on the other What this term suggests is that any actions taken now should allow for maximum latitude in accoilllllodating different needs, viewpoints and attitudes. should not be for the norm or average. Under this concept, planning It shouldspanand accommodate as many diverse viewpoints, interests and lifestyles as possible. In a heterogeneous, pluralistic society like ours, tolerance as a plan character- �-38- istic has been Hadly missing. Interestingly, only in homogeneous Sweden is attention paid to the need for tolerance in the design of plans. As an example of how this concept could be incorporated into a plan would be a recreation element which would define facility needs not solely on a per capita basis, but also on the basis of accessibility to lakes, residential density, and other factors. This could result in a plan which would not distribute facilities all across a connnunity, but may concentrate them in or near the areas of highest need. The traditional concepts of flexibility and amendability are further strengthened by the disaggregative nature of the plan. This allows for change in a functional, subarea or issue related component of the plan without necessarily requiring changes or amendments in the other components of the plan. In many cases in the past, the entire plan had to be thrown away because one plan element required reconsideration. It is believed that the proposed structure of the plan and its qualitative characteristics will assure that Norton Shores' new Master Plan will possess a longevity and utility beyond that of most other similar plans. �·2 · •, •.1. •• II CRITICAL ISSUES �,, -39- NORTON SHORES IN THE NATIONAL AND REGIONAL SETTING The concept that a community does not exist in isolation and that Norton Shores is no exception to this rule was presented in Master Plan Report Number 4, which discussed the purpose of the plan. As a suburban commu- nity, this dependence on the region of which it is a part is even stronger than in the case of more peripheral rural communities or of central cities. Peripheral rural communities often possess a degree of economic, social, cultural and political self-sufficiency, thanks to the~r economic base �-40- in agriculture and the unique characteristics of spatial systems in the United States. Similarly, central cities can maintain a high degree of self-sufficiency through specialization of economic activities and economies of scale. The rural periphery and the urban core have clear economic linkages providing for an integrated understanding of their respective roles. However, there exists as yet an insufficient body of theory to explain the role of the suburban community in the economic system. It appears that the symbiotic relationship between the urban core and the rural periphery, in which this mutual dependence co-exists with a certain degree of autonomy, is lacking in the suburbs' relationship with either entity. Thus, the dependence of the suburbs on the central city and the rural periphery is of a greater magnitude than that of the central city and the rural periphery on the suburbs. This high degree of dependence of a suburb on its surrounding region suggests the need to examine and assess the impact of regional development forces and their associated manifestations on Norton Shores. From the point of view of planning, these forces give an indication of what alternative "roles" Norton Shores may assume and they may indicate opportunities for development beyond those perceived at present. However, the Whitehall- Muskegon-Grand Haven urban area, the regional context of which Norton Shores is a part, in turn is shaped by forces of a higher order which are national, if not international, in scope. Therefore, it is necessary to first identify and discuss development forces from a national perspective as they pertain to the Whitehall-Muskegon-Grand Haven urban area and its suburban communities prior to examining development forces endogenous to �-41- the region. It is not intended to provide here an exhaustive listing of socio-economic trends discernible in American society today. The scope is limited to presenting only those trends which are expected to have an impact, directly or indirectly, on Norton Shores. Thus, trends which may be nationally significant because of their magnitude in large metropolitan areas are not mentioned here. For example, the movement of the affluent upper- middle class to rehabilitated inner city neighborhoods will have only minor impact, if any at all, in the Muskegon area, because of its geographic scale and population size. The forces that were responsible for the present condition of Norton Shores, and in fact for its very existence, were those of an industrial era. The process of development in the United States was characterized by steady economic growth and rapid urbanization. Industrial America relied on the exploitation of raw materials in a linear economy which assumed that the earth was an open system with unlimited energy resources, raw materials and capacity to absorb wastes. The model of life for industrial society was economic efficiency and growth. The spatial dimension of these industrial themes was one of urban growth. The combination of rapid urban growth, industrial development, improved transportation technology, and the expression of anti-urban sentiments, including the desire to be near nature, led to the emergence of suburbs in all large cities by 1910. Between 1900 and 1945, technological develop- ments such as electricity, automobiles, telephones, radios, and septic �-42- tanks increased the appeal of outlying areas by making the conveniences of the city available to widely scattered subdivisions. After the depres- sion and World War II, expansion of the money s upply through mass credit provided families with the financial means to purchase their own homes. Highway coustruction opened vast areas of land to residential development. Finally, factors such as zoning and federal home loan policies institutionalized suburban growth. The present is an age of uncertainty or transition from an industrial to a post-industrial era. This is supported by recent growth trends which indicate major shifts from long-term stability to uncertainty and an unpredictable economy. Service activities now command a larger portion of employment than does manufacturing, and consumption patterns have shifted toward the purchase of such services as health care and recreation. New social patterns are emerging which create a demand for different approaches to public decision-making. The transition from a production- oriented to a service-oriented society requires a shift to flexible and innovative forms of decision-making. Traditional planning reflects the values of efficiency and economizing, and is directed toward problemsolving. It relies heavily on the notion of cultural homogeneity and is thus not designed to accommodate pluralism or diversity. New forms of ' planning which account for the limitations and uncertainties of the period must be developed to cope with the conditions of transition. New demographic trends have emerged with uncertainty surrounding their duration and impact. Migratory trends indicate cross-currents in the �-43- movement of people both toward and away from metropolitan areas. Indices pointing to an older population, smaller families, multiple wage earners, and, more recently, an upsurge in one or two person households need to be monitored in terms of their social, political, and economic consequences. Norton Shores has been the recipient of population growth due to these migratory cross-currents. In analyzing the growth characteristics of the City, it is important to note that the attitude survey data indicate that most of Norton Shores' growth comes from intra-regional population shifts. Thus, 52 percent of survey respondents indicated that they moved to Norton Shores from other parts of Muskegon County. side the county. Only 25 percent came from out- The population's characteristics are illustrated in Tables 1 and 2 for selected years. These changes over time illustrate the impact that these national trends have had on the community. The aging of the population, smaller family size, an increase in the number of persons working per household, and an increase in one or two person households are the same demographic trends as those exhibited by the nation as a whole. The emphasis of traditional economics on exploitative resource allocation is being re-examined. The realization that the world and its constituent units are relatively "closed" systems, extremely interdependent and limited in their capacity to assimilate pollutants and in their supply of many nonrenewable resources has begun. A recognition of this "closed" condition demands a reassessment of resource utilization patterns and more efficient new and innovative approaches to dealing with a declining resource base. �-44- A. Age: 1960 Census 1970 Census under 5 14.4% 6.7% 5-18 30.6 33.8 28.2 18-65 50.5 54.2 58.7 4.5 5.3 8.0 100.0% 100.0% 100 .0% 3. 72 3.53 3.28 over 65 B. Average household size (persons per household) c. Percent one or two person households D. 1978 1 5.1% 31.0 36.7 41. 7 Renter-occupied housing units (in percentages) 7.8 9.0 N.A. E. Employed persons per household 1.27 1.31 1.48 F. Occupations: white collar 41.2% 48. 7% 71.2% blue collar 53.7 42.0 23.2 5.1 100.0% 9.3 100.0% 100.0% service G. Household income 3 1959 2 6.6 1977 1969 under $5,000 23.9% under $6,000 12.5% under $10,000 17.6% $5,000 - 10,000 58.2% $6,000-12,000 41.6% $10,000-20,000 33.9% $10,000 - 15,000 13.3% $12,000-20,000 33.1% $20,000-32,500 28.7% over $20,000 12.8% over $32,500 19.8% over $15,000 4.6% Notes: 1. 2. 3. 4. Table 1. Based on survey and other sources. The only figure at present available from the 1980 Census. More data will not be released until the spring of 1982! Income brackets represent a comparable purchasing power of the dollar when adjusted by the Consumer Price Index, which for 1959 was 87.3, for 1969, 109.8, and for 1977, 181.5. The increase in percent of households falling into this category is due to the aging of the population and subsequent reliance on fixed incomes which are quickly eroded by inflation. Social Characteristics of Norton Shores. 4 �-45:- The spatial dimension of current trends in economic development and urbanization suggests a continuation of the "megalopolis" phenomenon. Residential and non-residential locational decisions are increasingly being based on considerations of environmental amenity. Technology has made the basic necessities of home and business so uniformly available that recreation and aesthetics are becoming primary considerations. of this phenomenon other than increased freedom The indicators from economic constraints in location decisions include (1) increased geographic mobility of population and productive resources, (2) larger networks of social interchange, (3) larger numbers of decision-making centers, and (4) easier communication among centers. The problems engendered by the new economic geography of America are escaping the instruments and policies which are being brought to bear to deal with these problems. Yet we are still responding largely with short-range localized approaches. The decentralizing forces propelled by a "quality of life ethic" has led to a proliferation of many small governing jurisdictions. These suburban enclaves were formed with the intent of preserving the freedom to pursue their own image of a "charming community". The cumulative result of these actions has been to restrict rather than to enhance the control that these communities have over their future. The unnecessary duplication of locally provided government services, increasingly less efficient land use patterns, and a rapidly increasing demand for high quality government services, has resulted in a tax burden which is regarded as excessive and inequitable. As the costs of past locational decisions and counter-urban migration trends begin to surface in cities and rural communities as well as in suburban locations, the �-46- affected government units are increasingly more dependent on higher levels of government to finance the demand for these services. This reliance on higher government levels for financial support suggests that the freedoms enjoyed under a tradition of home rule and local government autonomy may become restricted in the future. National trends will continue in the future to have a significant impact on the City of Norton Shores. The increased importance in post-industrial America of "circular" economies will be achieved by promoting internal linkages among various components of the local economy.* Both industrial and service/commercial functions are integral to economic well-being with the role of industrial activities declining in terms of employment. The service/commercial/government area has emerged as the main job generation sector. Society will become more heterogeneous, complex and sophisticated. Poli- tical demands and human rights will have multiplied, and orientation to the future will be eroding traditions. This is exemplified in the increasing role of women and minorities in skilled and professional work roles, the rise of the two-income household, the drop in the birth rate, and increases in conummal and non-traditional forms of living. ' Far-reaching social and economic changes will continue to transform the American workplace. The work routine, or "jobstyles"--the intricate meshing of work with family life and leisure--will continue to change under * The "circular" economy is viewed as a semi-closed system in which all parts affect each other. It requires a move toward more self-sustaining regional economic systems. �-47- the weight of a better educated, more affluent, and aging workforce. People's attitudes toward life and work are changing, precipitating a "revolt against bad jobs." This employment revolution, while not as profound as the shift from agriculture to industry in the last century, will produce significant impacts, including: shifts in job opportunities toward service sector employment; a continuing decline in manufacturing as an employer; a shift from high unemployment to labor shortages; continuing pockets of unskilled, chronically unemployed persons; longer work life; more part-time jobs and job-sharing; "flexi"-time; more mid-life career changes; increased leisure time; and a still greater role for women in the work force. While the rate of urbanization will slow, metropolitan areas will continue to expand into sprawling regions of complex activity with many centers separated by less densely developed areas. is known as megalopolis. This spatial configuration Locational decisions of the past--both resi- dential and non-residential--were consistent with values based on efficiency in terms of closeness to work, to transportation, and the market. The values of "post-industrial" society, in particular the quality of life ethic, will continue to considerably alter the nature of the demand for lifestyles and living quarters. crisis in materials shortages. It will also reduce past fears of a The wasteful use of resources that charac- terized the past, in a world perceived as overladen with natural riches, will end. The total reliance on technological advances to resolve all problems in resource management will diminish as alternative lifestyles oriented toward non-exploitive consumption of environmental amenities �-48- increase. The notions of "voluntary simplicity" and "small is beautiful" will redirect research and development efforts twoards conservation and efficiency. The preceding discussion of national trends in urbanization, economic growth and social change shows that the era in which we are now living presents several general and specific concerns to current planning efforts in Norton Shores. First, the economic changes accompanying the shift to post-industrialism imply uncertainty about the direction of future development. This suggests that it would be unwise to engage in long-range plan-making for very specific types of growth. Secondly, in the area of social change, the growing indi- vidualism, diversity, and complexity of American society must be accommodated. Both these conditions support the notions of timelessness, issue specificity, open-endedness and tolerance proposed for Norton Shores' planning program. Additionally, Norton Shores' physical amenities and location can be identified as consistent with the residential and recreational lifestyles of a growing number of Americans. begin to suggest developmental opportunities. analysis is needed. These characteristics However, more explicit The regional level provides the bridge between broad national perspectives and local opportunity realization by identifying ' how much regional conditions differ in time, space and intensity from the national experience, and how they influence Norton Shores. There are a number of ways of defining the regional context. However, given the choices available and the great differences between the counties which comprise the West Michigan Shoreline Region, the term is best applied to Muskegon County and to the northwest corner of Ottawa County--the Grand �-49- Haven area. This definition recognizes the economic, environmental and social communalities that link this area. This regional delineation is felt to be particularly well suited to the Norton Shores Master Plan Program. It develops a regional context which distinctly complements the overall approach to the Norton Shores planning effort. The approach is one of opportunity-seeking, of scenario writing and evaluation, of forecasting of alternative futures from among which courses of action are selected and pursued. It is not one which accepts the inevitability of projected futures based on past experience and current conditions--a future which can only be a larger or smaller replica of the present. The Whitehall-Muskegon-Grand Haven urbanizing area has developed, since World War II, a well-established regional trend toward suburbanization. This urban pattern is the outgrowth of several sets of natural conditions and man-made facilities. The most notable of these are (1) the shore opportunities in the form of dunes, a series of offshore lakes enhanced by four large state and several county and local parks; (2) an excellent north-south freeway (U.S. 31); (3) large open space reservations immediately proximate to the urbanized area (State Game Reserve and Manistee National Forest); and (4) the wastewater treatment facility occupying a large area to the west of Muskegon's central urban core. The unique spatial feature of this urban pattern is its linear quality resulting from the shore location and lack of a strongly dominating urban center usually found in most metropolitan areas. (See Map 1 following page 50.) Traditional planning would consider this linear pattern detrimental to �-50- the efficient use of landandpublic services. Planning oriented to the maximization of opportunity and amenity, however, recognizes the potential in this linear pattern. Competition and pressure to locate in a single center are minimized, thereby reducing congestion. This allows for a more balanced utilizationofmany public facilities; for example, major roads are less likely to experience uni-directional flows of traffic to or from a single center. As a corollary, it allows for easier access to other linear features of the region's geography, such as the Lake Michigan shoreline. The physiographic characteristics are dominated by the glacial history of the region. Lake Mic~igan provides the main source of water supply for the City of Muskegon and the surrounding urban area. are the supply for the remainder of the county. Groundwater sources The permeability of under- lying soils and the subsequent high groundwater conditions pose ·a potential danger to groundwater drinking supplies from septic tank and other waste seepage. Where conditions of high groundwater and poorly drained soils exist, development should be highly restricted, if not prohibited. The seasonal variation of Lake Michigan has an influence on the groundwater table in addition to having an impact on the shoreline. Lake Michigan also exerts an infl~ence on the weather and climate of the region. Lake breezes and relatively high wind velocities assist the Mus- kegon area in maintaining higher air quality despite urbanization and industrialization. The climate is moderated substantially by the lake's cooling effect in summer and warming influence in the winter months. �I• , 1· ' ' ' . J__'._ ~ _· - . -i- - I • I .' , -I . _,,,, i. . 1 I ' ' _J SETTLEMENT STRUCTURE MUSKEGON URBANIZING AREA ..... ··- ■ OlW - . - --.--- L(',. .. -_. I URBANIZING AREA BOUNDARY URBAN NODE BOUNDARY MAJOR COMMERCIAL NODES INDUSTRIAL PARKS EMPLOYMENT AND ACTIVITY CORRIDOR MAJOR SHORE PARKS PERMANENT OPEN SPACE .. ~ i·, ___,:....,:._ • - - - - - - l. =~ MAJOR HIGHWAYS ~ ·w .. . ---- • J.4-_ I I l, .---. .i L �-51- The social and economic trends observed in the region closely parallel many of the national trends discussed earlier. The Muskegon region is gradually becoming more tightly linked to the Great Lakes megalopolis. We have seen that currently the trend is toward locational decision-making based increasingly on non-economic, physical amenity factors in addition to accessibility. The region, with its unique environmental amenities, thus stands to augment its economic growth because of locational advantages. Historically, Muskegon's economy has relied heavily on a single industry. Currently the regional economy is heavily dependent upon manufacturing, especially of primary metals and heavy machinery. This concentration has been at the expense of non-manufacturing activities. Retail and wholesale sales have lagged considerably behind other Michigan counties and metropolitan areas. in nature. Thus, the regional economy has been distinctly "linear" This means that the economy has developed very few internal linkages, i.e., that outside dollars coming in to purhcase the area's main products do not make many internal cycles before passing through the regional economy. The effects of this overcommitment to manufacturing have become evident in recent years. However, Muskegon has attempted to revitalize the regional economy through creative intervention into the economic system. Central to the efforts at revitalization is the Muskegon County Wastewater Management System. The system has had innnediate and pronounced effects on the water quality of the lakes and rivers in the county and has begun to generate substantial income and public/private cooperation with regard to its agricultural operations. Most significant, however, has been its ability to �-52- attract certain high-technology industries, particularly those with significant waste discharges that would normally have to pay the price of their own pollution abatement facilities. The system has the capacity to assi- milate water-borne industrial wastes and thus has encouraged a number of international chemical firms, such as Fisons, to locate in the Muskegon area. Other developments indicate that the region has recognized the need for economic diversity as a precondition to maintaining self-sustaining growth. A county-wide Economic Development Committee has been formed to coordinate economic development and to promote the region as a whole as attractive to industry, rather than allowing individual municipalities to compete for particular industries. The curriculum of the Muskegon Community College was altered to emphasize particular skills that might be of interest to the chemical firms and other high-technology industries that might locate in the region. The downtown shopping mall in the City of Muskegon and the revitalization of other central business district activities show signs of success and represent positive steps toward bolstering the deficient retail sales sector of the economy. Finally, proposals have been made to coordinate and expand tourism, and to promote recreation as a future growth industry. ' Overall population growth in the region has been slow. 1960, the County grew approximately 25 percent. five percent between 1960 and 1970. Between 1950 and This figure dropped to As a whole, the population is aging. In particular, the proportion of elderly in the cities has increased significantly since 1960. However, consistent with national trends, the region's �-53- suburbs showed high growth rates, reflecting an internal migration from the cities to these outlying areas. As mentioned earlier, Norton Shores received a large share of these intra-regional population shifts. When this is correlated with intra-city moving (16 percent) and lifelong residence (3 percent) one can easily understand why Norton Shores has been growing while the metropolitan area is at a virtual standstill. Similarly, one can understand the high ratio of respondents to the attitude survey, 29 percent, who have resided at their current address less than five years. Though manufacturing still is c!.Il important source for employment in the re- gion, it is declining in importance. ment employment are increasing. the region. Retail, wholesale, service and govern- Educational attainment is rising throughout So are income levels in both urban and suburban areas. In terms of educational attainment, the region's level compared to that of the U.S. is low. As can be expected, the wealthier suburbs show a higher proportion of persons with higher levels of educational attainment; the less wealthy, bluecollar suburbs show low percentages of college graduates or persons who did not complete high school. The most dramatic income increases occurred in the suburban areas of Laketon and Norton Shores. However, the urban areas have a greater proportion of persons in the extreme income categories (under $6,000 and over $25,000) while the suburban areas show more persons in the middle income ranges. In summary, the regional analysis p~esents positive as well as negative features. Among the positive are the geo~raphic location of the area, the environmental resources and opportunities and the recently initiated �-54- management programs to ensure a pollution-free environment. On the negative side, a one-sided economic base characterized by many outmoded, if not obsolete, production processes and facilities has not only tarnished the image of the area but also contributed to chronic unemployment and low levels of job opportunity for the young. There are signs that the region is beginning to move. However, unless the current efforts to revitalize the local economy bear fruit in the not too distant future, the momentum created by the inventive wastewater management system could be lost. Expectations have been raised. For example, in both a 1976 attitude survey in Laketon Township as well as in the recent Norton Shores survey, about half of the residents expected that because of effective environmental management programs such as the wastewater system, Muskegon County in the next ten to twenty years will have attracted numerous "clean" industries to the area, and will become an industrial research and development center. Another third expect the county to have changed its current negative image and~ though still industrial, it would have a greatly improved environment and be a good area for industrial investment. �-55- CONSEQUENCES OF REGIONAL DEMOGRAPHIC AND ECONOMIC SHIFTS ON NORTON SHORES The demographic shifts being experienced by the region, and particularly by Norton Shores, have numerous consequences. In a planning context, the most prominent of these are: (1) The aging of the population will have an impact on the types of public and private services demanded in the future. The different patterns of consumption associated with older residents will change the nature of cnnnn~rcial and service establishments. This will have land use implications �-56- with an emphasis on convenience and improved accessibility to connnercial/ service centers. Public services will need to be re-oriented to deal with the health, social, transportation and recreational needs of an older population. The aging population pyramid will exert an increasingly powerful political influence in the City. As residents retire and become dependent on fixed incomes, future reliance on property taxation will become a less attractive source of local government revenues. In addition, opposition to capital expenditures and increasing the size of local government will intensify despite the need to re-orient local services to a maturing population. (2) Fewer children, as a part of an aging population, will require the scaling down of facilities and services now provided by the City. As this transition occurs, the opportunity to convert these facilities to the needs of an older population should be acted upon. Of course the largest and most expensive facilities that will be affected are the schools. Their control is out of the hands of city government. However, the City has a substantial interest here, suggesting that the City work with the school board to facilitate the transition of facilities to other uses when needed. (3) Increased affluence suggests i~reased financial and human resources to bring to bear on City problems and development opportunities. The challenge will be how to tap this increase in community wealth in an equitable fashion to promote the social, economic and environmental objectives desired by the City's residents. �-57- (4) Growth can be expected at rates lower than those experienced in the past. However, Norton Shores is expected to continue to be an especially desirable place to live and will continue to grow faster than the rest of the region. This, in light of the fact that much of the desirable land in the City is rapidly being developed, can occur in one of two ways. Either growth will proceed at the expense of environmental quality, or it can be managed and planned for in such a way that it complements environmental objectives. exclusive. Economic growth and environmental quality need not be mutually On the contrary, enhanced environmental amenities can be of great economic benefit to both the private and public sectors. (5) In general, the economic consequences of regional and national shifts are dependent on decisions that are beyond the control of the City. Norton Shores can only facilitate these trends since growth is by and large a function of private investment decisions. However, the City has several advantages which are expected to have a positive impact on the local economy. The priority expressed by City residents to pursue environmental objectives as the predominant guide for public decision-making can reinforce the amenities which have become prime locational factors for firms and residences. Secondly, the fact that the City is engaged in an active program for planning its future demonstrates a sense of stability and purposefulness in local governance which firms and individuals are beginning to regard as increasingly important. City. These factors taken together indicate a promising future for the �-58- THE KEY ENVIRONMENTAL ISSUES The environmental issues of greatest concern to plan formulation are (1) the high groundwater table and poor soil suitability in the southern half of the City; (2) the shoreland problems along Lake Michigan, Mona Lake and Black Lake; and (3) the water quality problems of Mona Lake. Individually and in combination, these environmental and physical issues will have a significant impact on the future development of the City and resulting quality of life enjoyed by its residents. �-59- The majority of the City's soutbern half is characterized by high groundwater conditions and soil types that impose limitations of one sort or another on various types of land uses. (See Map 8.) That these limitations exist is, of course, nothing new, and is manifested in the types of development that have occurred in this area, i.e., some low density residential, agricultural, and the balance remaining undeveloped. As the most desirable sites, in terms of location and land suitability, become used up in the northern half of the City, increased development pressures can be expected on what were formerly marginal locations. (See Map 2 on the next page.) Continued development pressures must be assumed for the following reasons: (1) by emphasizing the creation and preservation of environmental amenities within the City, the community will continue to become a more desirable place in which to live; (2) given a continuation of the trend toward a high rate of household formation, albeit smaller in size, the demand for single and multi-family housing units will continue to be strong for some time to come; and (3) increasedaffluencewill fuel this demand for more housing units of higher residential quality and with access to the environmental amenities available in Norton Shores. These demand pressures will elicit a host of economic responses with very direct impacts on the community . Therefore, it is necessary to recognize the probable outcome of supply and demand forces as they mo~ toward an equilibrium situation, prepare to seize upon resultant opportunities as they arise and be in a position to ameliorate any undesirable consequences. Continued low-density, scattered development of the southern half of the City will present burdensome costs in providing and maintaining streets, �C1h IJ')O!>[Vc., Of I-ARI! (ITT MOSl!:[G()t,j Of' HTS 2 ENVIRONMENTAL ISSUES 1111111111U111 G:e HIGH-RISK SHORELINE EROSION LAKE MICHIGAN DUNES -<:: DRAINAGE COURSES ~ HIGH GROUNDWATER AND SOIL SUITABILITY LIMITATIONS -·-·---- MONA LAKE BASIN AND CHANNEL BLACK LAKE BASIN -------------~----...;,,,--____,____,~-----------.,-Ja--'A___: NORTON SHORES, MICHIGAN LEO JAKOBSON .,._ CONSl.l.TANT IN UUIAN PLANNNG MANAGEMENT ANO DESIGN MAOISCN WlSCON5'N �-6Q- police and, in particular, fire protection, due to the added costs of maintaining the dual capacity to fight fires in an urban and rural setting (see Report No. 10, Housing and Community Facilities). The value of land and improvements will remain at a low level, thus contributing in tax revenues considerably lower than their potential and possibly not enough to cover the cost of services received. The possibility that sewer and water might have to be provided to this area for health reasons, owing to haphazard and uncontrolled development, or for legal and/or political reasons, would create a situation of great inefficiency and an increased tax burden to be spread over the entire community. If, on the other hand, an innovative response to development pressures can be encouraged by the City, an outcome of a different magnitude and direction can be expected. By working with, rather than against, the natural conditions of the area, it is believed that: (1) a very pleasant and unique living environment can be created; (2) a pattern of land use can result which is more efficient to provide with public services; (3) a technologically based option for more intensive future development can be maintained; and (4) as a result of (1) above and the development of natural amenities as part of the living environment, there will be an increase in the value of land and improvements leading to greater community wealth as well as tax revenues. Viewed in this way, the southern section of the City promises to be an important asset in the City's future. The question becomes one of designing a response to these opportunities as part of the Master Plan Program. The issues related to the shorelands bordering on Lake Michigan, Mona Lake and Black Lake are somewhat different, but present opportunities �-61- similar to those that a planned response can recognize and capture with regard to the southern section of the City. The issues center on the environmentally fragile areas surrounding these water bodies, the most appropriate alternative land uses, and, of course, the manner in which the City chooses to enforce the agreed upon solution to these issues. (Map 2) The susceptibility of the dunes to erosion, as well as that of the shorelines of the inland lakes, is a familiar problem. There needs to be found a balance between the use of these land resources by the present population and preserving their value and potential use for the future. If the effect of market forces is to discount the future and disregard the social value of these resources, then government intervention on the part of society and in the interest of the City's future, not presently considered in the economic calculus, is necessary and justifiable. The problem with the dur1es is essentially one of stabilizing the vegetation and ground cover to prevent their erosion by man and nature. With increased pressures for development and the desirability of amenities associated with lakeshore proximity, these sensitive areas can become the focus of controversy. The City must again encourage innovation by pro- viding flexibility in terms of standards and development policies which recognize the uniqueness of these,areas. The desire for conservation and the growing scarcity of developable land can only be accommodated by planned development which ensures that both the public and private interest will be served. The shoreline of Mona and Black Lakes must be viewed as a private as well as a public resource management issue. Private ownership rights of �-62- shoreline property and the public's right to use and enjoy the lakes must be balanced in addressing present and future issues. These include types of permitted uses on and around the lakes, water quality problems, and the expenditure of public funds on recreational facilities, erosion control, and water quality improvement. These environmental and physical issues which confront the City must be incorporated into the Master Plan Program. This will enable the problems that they present and their associated opportunities to be confronted in a systematic and integrated fashion. �-63- MAJOR MAN-MADE PROBLEMS Of course all problems are man-made to some extent. because man perceives them as such. Some are problems Others are problems that have been created in the course of man interacting with others and the environment. The problems presented here are of the second type. Most of them are the result of man's lack of foresight--the inability to consider the future, partiality toward the present , and constraints imposed from the past. 3 identifies the most significant current man-made problems. Map �-64- Traffic problems in the City are a perpetual source of irritation, although generally not serious enough to pose a grave threat to the safety of motorists and pedestrians, nor of a magnitudewhichthreatens to paralyze economic and social activities of the area. Nonetheless the value of an efficient transportation system cannot be understated in a highly mobile and interdependent society. The problems being experienced today are numerous and result from a lack of foresight in earlier decision-making. The association between land use patterns and circulation requirements has not been carefully considered in public and private decision-making. In addition, the fact that decisions made relative to the physical landscape of a community saddle future generations with the cost of public debt and the resulting fixed spatial pattern is often overlooked or intentionally discounted. By recognizing these flaws in judgement and beginning to assess future implications of present decisions, today's traffic problems can be addressed in such a way that their solution will not impose similar constraints on the future. The one other consideration which is necessary is the need to view these problems as part of a broader set of transportation issues which encompass alternative modes of inter- and intra-city transport. Some of the specific circulati'bn problems that need to be addressed are: (1) the entire Henry Street corridor; (2) the impact of proposed land use activities on secondary and primary arterials; (3) selection of primary east-west and north-south roadways on which to encourage traffic flow; �11'h or ROO!,(ll"i'l l J·ARK \ \ 3 MAN-MADE ISSUES C) SAND MINING ♦ ♦ LAKE CROSSINGS DANGEROUS INTERSECTIONS ~ ~ ~ ~ PRIMARY ROAD ACCESS CONTROL ■ ■ STRIP DEVELOPMENT : : : MIXED AND CONFLICTING LAND USES A :::::i AIRPORT APPROACHES -------------------i..:,_1,1-._.---_i.l-._,_.___....J__.--'/~~\-___, NORTON SHORES, MICHIGAN LEO JAKOBSON ..,..$11,. CONSU.TANT IN ~BAN PLAN~G MANAGEMENT 4NO DESIGN MACMSON wtSCONS1~ �-65- (4) how to deal with natural and man-made obstacles to internal vehicular movement such as Mona Lake, Seaway Drive, U.S. 31 and railroad rights-of-way; (5) how to reduce the impact of traffic on residential areas while providing access to commercial and recreational activities; and (6) how to deal with the impact of higher energy prices and the transition from petroleum to other energy sources. In addition, the future role of mass transit and air traffic at Muskegon County Airport must also enter into the resolution of these problems as both alternatives and as determinants of land use activities in their own right. Other areas of concern that emerge as part of the local perspective are the mining activities of Nugent Sand, the Broadway Area, the northern portion of Grand Haven Road, and the Henry Street "finger". Although very different from each other, these situations have the common ancestry of a limited human perspective. As with circulation problems, it becomes the role of the planning process to place these issues in a broader perspective with regard to time and space. Nugent Sand poses problems similar to those of any resource management controversy. Being an extractive industry, it is necessary to assess the environmental impact of past, present and future mining activities, as well as the economic impact of modifying present practices and correcting past abuses. Recycling mined land into productive uses and en- couraging less environmentally damaging techniques for sand mining are necessary activities to be undertaken. Rather than the usual conflict �-66- between environmental quality and economic activity, these objectives can be accomplished with significant economic and fiscal benefits to the private and public sectors. The Broadway Area is characterized by a number of problems which must be addressed in the planning process. If present trends are extrapolated into the future, this area, in comparison with the remainder of the City, will continue to lag in political, financial and human resources that are present elsewhere in the community. Therefore, this area requires special attention directed toward influencing present characteristics to arrive at a changed condition for the future. The problems confronting the Broadway area include the following: (1) a deteriorated housing stock; (2) lack of identification with the City due to existing school district boundaries and a socio-economic mix different from that of the remainder of the community; (3) physical and geographic isolation from the bulk of the City's residential population; and (4) needs and priorities different from that of the remainder of the City's neighborhoods. Many of the problems involve solutions which are beyond the economic, human, and political capabilities of the City. This requires that the . h other levels ' City join f orces wit of government and the communities bordering on the Broadway area to develop solutions to these very basic, but complex, problems. The northern portion of Grand Haven Road is an area of mixed land uses with an overburdened roadway handling both local and through traffic. �-67- Mixed uses are not necessarily an undesirable phenomenon. In fact, under certain conditions, various land use activities with appropriate densities and buffers in well conceived spatial arrangements can be mutually supportive and produce a very efficient and pleasant environment. The northern portion of Grand Haven Road has not been so carefully planned and instead has seen a haphazard pattern of development. The result has been, and will continue to be, conflict--between residential, commercial and some industrial uses. Additional problems are caused by the location of the county airport. One is the requirements for a development-free glide path approaching the runways. This severely restricts land use along the approach corridor and has a depressing effect on more intensive potential uses. When weighed against the jobs and business opportunities that depend upon the airport and the transportation advantages which it provides, these problems seem insignificant. Nonetheless, a solution capable of capturing the benefits and eliminating any detrimental effects of the airport should be sought. The fact that development has occurred around the airport restricts its ability to extend runway length and any future expansion that the current increase in air traffic volume may necessitate in the future. This conflict between present and future access requirements (both air and land) and the need to make optimal use of the land resources in this area must be dealt with as a part of the Master Plan Program. The Henry Street "finger" is one of those situations where the City is constantly reminded that it does not exist in isolation. The "finger" �-68- is a peninsula of land running to the east of Henry Street which juts out between the cities of Roosevelt Park and Muskegon Heights. The street itself is part of Norton Shores, and so is the eastern side of the roadway with its well known commercial establishments. However, the western side of the street is the city of Roosevelt Park's and is subject to the codes and ordinances established by that city. Improvement of the area for commercial use and providing sufficient access requires intergovernmental cooperation as both cities have a substantial interest in the services provided by this area and the tax base that it represents. Map 3 suggests that the northeast corner of the City has a disproportionate share of the City's man-made problems. Mixed land uses, strip development, airport landing approaches, and traffic congestion problems all combine to create an unsatisfactory situation. This suggests the need to pay particularly close attention in the master planning process to this area. It will undoubtedly require different measures for guiding future development than elsewhere in the City where problems exist by themselves or in different combinations, as along t henorthernportion of Henry Street. �-69- JURISDICTIONAL PROBLEMS AND ISSUES In the previous section, it has been suggested that a number of issues will require the City to work with other jurisdictions in designing and implementing solutions to its problems. necessitate intergovernment cooperation. There are two situations which The City has numerous isolated pockets of land either owned by or under the sole authority of another governing agency. These are illustrated on Map 4 on the next page, and include Hoffmaster State Park, Mona Lake Channel, property owned by the State Highway Commission, and the County Airport. �-70- The City also has several areas which are subject to overlapping governmental jurisdiction. The Lake Michigan Shoreline and dlllles, Nugent Sand, and the Henry Street "finger" are examples of areas subject to more than one governmental regulator. The interests of other governmental agencies in these areas present problems and opportunities to be explored in planning for future development. To the extent that these areas have a potential influence on the City, it is necessary to monitor the intentions of these other levels of government. Improved knowledge of the City's structure and dynamics generated during the Master Plan Program, combined with agreement upon connnunity development objectives, will permit an assessment of the plans being considered for these isolated pockets and areas of overlapping jurisdiction. The City will be in an improved position to react to the initiatives of others as well as to originate initiatives of its own toward a cooperative approach to problem-solving and planning. �' C1'rY ~ ~S[Vi.L"I' PARK CrTY MUSK[GOH Of HTS 4 JURISDICTIONAL ISSUES 1 CORPS OF ENGINEERS 2 STATE DEPARTMENT OF NATURAL RESOURCES 3 4 5 MUSKEGON COUNTY/STATE HIGHWAY DEPARTMENT CITY OF ROOSEVELT PARK MUSKEGON COUNTY/FEDERAL AVIATION ADMINISTRATION ISOLATED AREAS 0 NORTON SHORES. MICHIGAN 1)()0 5000 1)()00 LEO JAKOBSON ,, .,_ CONSl.l.TANT IN Lfl81'N Pl.ANNNG MANAGEMENT N«J DESIGN �ATTITUDES AND GOALS �-71- THE ATTITUDE SURVEYS The examination of the community attitude survey in Reports 13 and 14 of the Norton Shores Master Plan Program expressed residents' views on current issues and the type of future that they felt would be desirable for the City. The discussion in Report Number 15 focussed on the current condition of the connnunity and likely characteristics and trends which will need to be considered in public and private decision-making. To- gether, these two perspectives provide the "what ought to be" and "what is", or "what will be". In the following discussion, these two views �---72- will be treated in an iterative fashion to begin to suggest the ''what can be" regarding the future of Norton Shores. In formulating these perspectives, great care has been taken to develop an accurate picture of the actual and desired community condition. One specifically suited to the purposes of the planning program has resulted. Accepting the notion that there are no absolute truths, and all facts must be interpreted to be useful in planning and decision-making, many sources and viewpoints have been incorporated into the program. The City's human resources have been organized to provide factual and attitudinal inputs as well as to review the synthesis and interpretations provided by the Master Plan consultant. An effort has been made to ascertain and differentiate between the concerns and attitudes of the community's influentials and those of the general population. Toward this end, the Norton Shores attitude survey was conducted during November and December of 1978. The specific objectives of the survey were: (1) to ascertain resident attitudes in regard to living conditions and community services; (2) to receive feedback from the population at large on the 1974 community goals and objectives and on new emerging planning and development issues; (3) to obtain intercensal information about the current socio-economic characteristics of City residents; and (4) to provide a basis for comparing current attitudes, expectations and priorities with those obtained in prior surveys, specifically a survey of attitudes on municipal services and development policies, which was conducted in 1972. In essence, surveys are among the few tools available to planners to commu- �-7 3- nicate with large numers of individuals in the course of plan preparation. Equally, surveys provide decision-makers with information helpful for assessing the political ramifications of plan related actions, specifically in the choosing of alternatives and in regardtosetting priorities. The idea of this survey was part of the original master plan preparation design. It was to be conducted at the time when the plan formulation process was moving from the review of past planning efforts, data collection and updating, and the analysis of the City ' s role and functions from national and regional perspectives, to the actual plan formulation stage. In the diagram on the next page, this survey represents the first horizontal screen line. The Master Plan work program incorporated the suggestion that parallel to the attitude survey the same questionnaire be sent to community influentials, that is, to the members of the City Council, the Planning Commission, and Master Plan Review Panel, albeit as a separate survey. The rationale for this was to ascertain how the attitudes and values of community decisionmakers might differ from those of the general public. Any differences, if found, would be helpful to the plan formulation process because they would pinpoint early in the process issues of possible disagreement and allow for timely attempts to find resolution to these conflicting viewpoints. �-74- COMPARATIVE SURVEY RESULTS RESPONDENT CHARACTERISTICS The first significant differences between community influentials or decisionmakers and the general population were in the respondents' characteristics. These differences appear in the socio-economic priorities of each group. Decision-makers are in their prime working and family life age: half of them are in the 30-50 year bracket and have a larger average household. There are more working members in their households, they are overwhelmingly in white collar occupations, and nearly half are in the top income bracket. �-75- A. Age: 18-30 30-50 over 50 B. Average Household Size (persons per household) C D. E. F. Table 2. General Public Influentials 12.1% 38.8% 49.1% 100.0% 50.0% 42.1% 100.0% 3.23 3. 41 Percent one or two person households 41. 7 Employed persons per household Occupations: white collar blue collar service Household Income < $10,000 $10,000-20,000 $20,000-32,500 > $32,500 7.9% 32.5 1.48 1.69 71.2% 23.2% 6.6% 100.0% 87.1% 10.0% 2.9% 100 .0% 17.6% 33.9% 28.7% 19.8% 100.0% 2.6% 18.0% 30. 8% 48. 7% 100.0% Social Profile, General Public and Influentials, 1978. The above suggests that decision-makers should be aware of these differences. They are not typical of the community average. dichotomy in their social profile. On There is also an important the one hand, they are representative of the leading edge of the socio-economic trends restructuring urban America. They are affluent, well educated, and in professional and managerial occupations. On the other hand, they are at a point in their life cycle which represents a diminishing factor in the overall population. The general �-76- trend is towards smaller families, more emphasis on adults than children, a larger percentage of older people, on fixed incomes, etc. The diffi- culty is to avoid projecting one's own world into decisions affecting the entire community. LIVING IN NORTON SHORES Co1IUI1unity influentials and the public at large like living in Norton Shores. However, the reasons given differed somewhat from those given in the general survey. Specifically, the influentials ranked the two "efficiency" factors Table 3 below summarizes these differences. higher than the public. General Public Reason No. Nice environment Proximity to lakes Good recn~Jtion 208 Total "Amenity" Reasons Nearness to work Efficient gove n1mcn t Total "Efficiency" Reasons Desirabk place to raise children Good schools Total "Family" RCJS0t1S TOTAL CHECKS Checks PL' r respondent Table 3. % Influentials No. z 37 29 21 16 108 23 19 10 11 6 577 52 77 43 144 27 13 24 14 2 15 9 171 15 39 23 191 182 17 16 32 28 18 ]6 373 33 60 34 1,121 100 176 100 261 3.48 4.51 Reasons for Liking Living in Norton Shores, General rublic and Influentials. �-77- In the area of the adequacy or inadequacy of governmental services, the ratings of the influentials and the public were in general accord. The notable difference was that both adequacy or inadequacy were expressed more strongly by the influentials. For example, the adequacy of water supply was rated good by 75 percent of the influentials in contrast to 60 percent by the public. On the inadequate side, leaf collection was considered inadequate or poor by 66 percent of the public. Influentials were more critical: 82.5 percent rated this service inadequate or poor. The adequacy of school services was generally ranked higher by influentials than the public. However, over half of the influentials and ove~ 70 pe~- cent of the general public did not rate school services because the survey asked that only those who currently had children in school or availed themselves of vocational or community college service should rate them. Influentials' responses to those services where the frequency of utilization was asked in addition to adequacy and importance correlate very closely with those of the public. In summary, influentials' responses to all questions about living in Norton Shores correspond to those of the population at large. ferences are one of degree. The dif- However, likes and dislikes are articulated more strongly and the deg~ee of no response is much lower among influentials. This is not surprising when one considers that the response comes from a community leadership group. h �-78- GOALS AND DEVELOPMENT All respondents surveyed as part of the general public were asked to rank the five goal groups in order of importance. percentages of this ranking. Table 4 below shows the As other parts of the survey suggested, the environmental goals group received the highest percentage of top rankings. 1 2 3 4 5 All Equal No Response Environmental goal 35 12 10 3 1 27 12 Economic goal 27 16 9 4 3 27 13 Physical development goal 14 18 16 6 6 27 13 Governmental services goal 9 20 15 11 5 27 14 Intergovernmental cooperation goal 9 18 15 10 8 27 13 Rankings: Table 4. General Public's Goal Rankings in Percent. In the ranking of goals by community influentials, a major difference occurs. As shown in Table 5, the economic goal ranks highest and the physical development goal second. 1 2 3 4 5 All E9.ual No Res:eonse Economic goal 50 10 13 2 0 23 2 Physical development goal 25 35 8 5 2 23 2 Environmental goal 23 18 25 7 2 23 2 Governmental services goal 13 15 10 25 12 23 2 5 15 18 17 20 23 2 Rankings: Intergovernmental cooperation goal Table 5. Influentials Goals Ranking in Percent. �-79- On a weighted basis, the comparative rankings are shown in the table below. Influentials General Public Economic goal 275 237 Physical development goal 249 208 Environmental goal 230 260 Governmental services goal 179 197 Intergovernmental cooperation goal 159 190 Table 6. Comparative Weighted Goals Ranking. These rankings must be given some consideration. They are indicative of the socio-economic difference between the influentials and the public There is no need for conflict between these rankings, however. For example, environmental quality is becoming an important factor in business decisions, e.g., where to locate a new factory. thens the economy. Thus, environmental amenity streng- The tradition of viewing them in conflicting terms must be overcome; it is more realistic to see them as complementary viewpoints, each strengthening the other. This point will be returned to, as it suggests the basis for a set of guiding principles for development. The last questions dealt with perceptions about the future of the Muskegon area and the growth and development of Norton Shores. Five basic scenarios were presented about al~rnative futures for the Muskegon area. responses are shown in Table 7 on the next page. The Within all of these perceptions, 87 percent of the general public suggested that Norton Shores should continue to grow, however, in a planned manner. The "no more growth'' option was supported by a mere 5 percent of the respondents. �-80- Unrestricted growth received no support either. Influentials % General Public % The Muskegon area will continue to grow at a slow pace as an industrial center with high chronic unemployment, a polluted environment, and having the image of a depressed, undesirable area. 9 12 It will have changed its current negative image and, though still an industrial area, it will have a greatly improved environment and the reputation of a good area for new industrial investment in heavy manufacturing. 40 28 It will be a bustling, year-round recreation, tourism, and convention center. 7 10 It will be the commercial--wholesale, retail, and banking--center for the Lake Michigan shoreline counties from Allegan to Mason at the crossroads of U.S. 31 and an I-96 extended from Muskegon by a modern, fast and frequent rail-truck-automobile-passenger ferry service to Milwaukee. 7 12 Because of effective environmental management programs like the County Wastewater System, it will have attracted numerous "clean" industries to the area to become an industrial research and development center. 25 28 Something else described by respondent. 12 10 1J 100 Table 7. Comparison of Perceptions About Muskegon's Future. Influentials No more growth Guided growth with help of planning and zoning Unrestricted growth No response Table 8. 100 Norton Shores Growth Options. General Public % % 0 5 95 87 5 2 0 6 100 100 �-81- As seen from the tables, community influentials have a more optimistic view of the area's future than does the general public. On the City's growth options, nearly all of the influentials opted for guided growth with the help of planning and zoning. ferred unrestricted growth. ' Two individuals, however, pre- �-82- GOALS AND OBJECTIVES: AN INTERPRETATION In the case of Norton Shores, given the attitudes of the citizenry and the constraints and opportunities presented in the local perspective, there is only one acceptable alternative future. That is to say that there is only one future where expectations will be brought into balance with the ability of local government to overcome problems and act upon opportunities. This future will be one characterized by a high level of environmental quality, a strong and responsive local economy, a stable and productive tax base, and local governmental services of a high quality. The City will be desirable to live in with the opportunity to reside in Norton Shores pro- �-83- vided to the maximum number of people compatible with maintaining this high quality of community life. As suggested in the last section, the greater priority assigned by community influentials to economic objectives and by the general public to environmental concerns does not represent conflicting positions. Rather, it suggests different perceptions on how to improve upon the living environment of City residents. Both of these emphases are correct; however, neither one alone is capable of enhancing the quality of life nor of providing a comprehensive set of guiding principles necessary to allow the City to participate in the shaping of its future. It is necessary to examine how these two objectives relate to each other and develop an approach for using them as guiding principles for development. THE APPROACH THAT IS PROPOSED FOR GUIDING THE DEVELOPMENT OF THE CITY IS ONE THAT EMPHASIZES THE PRESERVATION AND ENHANCEMENT OF ENVIRONMENTAL AMENITIES AS THE CITY'S PRIMARY OBJECTIVE. The reasoning for this is that any city, specifically a suburban city, can ~eally do very little as a di~ect intervention to improve the economy~ Fiscal policy is at best an indirect and very imprecise tool for influencing the local economy. It is primarily concerned with housekeeping functions of local government and secondarily related to planning and land use issues-. If a city cannot generate jobs except by adding staff to the city payrQ!-1, then it can at least provide a basis for others to generate jobs by providing an environment (in a natural, as well as political, infrastructure, and human resource sense) which is conducive to attract private investment. �-84- The opportunity to use the environment as an inducement for economic development is greater now, particularly for Norton Shores, than ever. There is now more industry which economists term "footloose". It is high technology, much of it clean, production, assembly and research and development activities which go where management thinks it can satisfy the needs of its top personnel. The traditional concerns of industrial location-- proximity to raw materials or markets are becoming less and less important. It is really environment, in particular the nature of the physical environment and the way it is managed, which is going to enhance or strengthen the ability of this community to attract new jobs. Economic growth is dependent on how the community realizes its environmental goals. The link between these two objectives is the physical development of the City. �"I; THE MASTER PLAN ELEMENTS I �-85- INTRODUCTION Following the conceptualizations outlined in Part I of this report, the Master Plan as it evolved during the plan formulation process now consists of two basic functional elements, land use and transportation; six environmental management issues, e.g. shorelands erosion, dunes protection, flood hazards high water table and poor soil conditions; and three growth policy issues reflect cost efficiency concerns, e.g. �-86ljl the extension of public water and sewer service, and other social concerns, e.g. the provision of special housing for the elderly or disadvantaged, the location of various kinds of service facilities, etc. Lastly, the Master Plan identifies two subareas of the City where land use, transportation and environmental management issues coalesce in a particularly acute manner which warrant the highlighting of these areas. These are the Muskegon County Airport and the Nugent Sand mining area. All of the above functions, issues and concerns have been discussed and reviewed in the various reports issued during the plan preparation process. They are now summarized and integrated into a single framework which diagrammatically is shown below. r It represents the outcome of the Master Plan Process diagram first presented on page 29. Now the number of boxes in each row at the bottom of the flow chart have been established and their specific content identified. r?EVi!sW 11111111111111111111111111111111111111111111111111111111 1111111111111111111111111111111m n 11111111 mnn ~ },Jls;),.Cc~ J\,t>OPTio Figure 2. I I I I I I I I I I I I I I I I I I I I I I IJ I I II I I I I I I I I I I I I I I I I I 11111111111111111111111111111111111111111111111111111111111 The Mas ter Plan Fr amework . �-87- Before presenting the plan's recommendations for each of the functional elements, management issues and subarea concerns, the most important conceptual characteristics of the Master Plan should be restated. are: They (1) the separability of elements and issues, (2) the need to pro- vide for innovation whilst assuring that traditional approaches are properly controlled, (3) the requirement for openendedness and flexibility in an era of uncertainty about the future, and (4) the necessity to view the various proposals contained in the plan in the context of different time perspectives, e.g. an immediate, intermediate and long range future. In Part I of the report these plan requirements were dis- cussed as abstractions. Now their importance and relevance can be illustrated with concrete examples. SEPARABILITY OF ELEMENTS The "disaggregation" concept outlined in the discussion of Master Plan characteristics earlier in this report suggests that each element of the plan can stand on its own. It can be reviewed, discussed, adopted and utilized independently as a development and decision guide. The rationale for this unconventional approach is to obtain management flexibility by allowing the various issues included in the Master Plan to be dealt with in a focused specialized context without interference from exogenous considerations normally experienced in a comprehensive planning effort. Needless to say, a disaggregative approach to plan preparation is not easy. However, if one applies a systems approach to plan formulation, the Master Plan can be viewed as~ systems framework in which both �-88- plan elements--land use and transportation--are discrete subsystems, each operating at its own functional speed linked to the overall framework at a few critical points only. In the Master Plan system, these critical points can be expressed as goals and objectives, as policies, and as principles, standards and guidelines. As long as these are followed, the area of a particular land use, the location of a comm.unity facility, or a road designation is important only insofar as it affects another component in the same subsystem. In the case of Norton Shores' Master Plan, the proposed systems approach is facilitated by the fact that the environmental management issues of the plan is expressed in terms of management zones overlying the proposed land use pattern. The zones remain the same regardless of the underlying land use or any change of it. Conversely, as environmental conditions change or management techniques change, zonal boundaries and/or management practices can be changed without change in land use. As housing, community facilities and services are presented as sets of criteria and procedures akin to those in planned unit development, recommendations for specific locations for such facilities are not submitted in the Plan. This also contributes to the flexibility of the plan and allows for each proposal to be treated as an individual consideration at the appropriate time when a decision must be made. Overall then, the Master Plan shows only land use and major roads in terms of location. All other concerns are expressed as policies which apply to defined zones shown on the respective maps or as verbal guidelines only. �-89TRADITION VS. INNOVATION Norton Shores' environment can be managed in two ways. One approach views the existing environment and its characteristics as constraints and uses traditional development controls such as zoning to guide growth. The environment is protected with its dominant characteristics preserved under this approach. Future land use conflicts and potential damage to the natural environment can be anticipated and controls imposed to avoid these undesirable situations. The second approach interprets the environment and its characteristics as opportunities and develops innovative approaches to the utilization of environmental resources. Under an innovative approach, the environment is not only preserved but is also enhanced as a result of more effective ~esource utilization. The carrying capacity to support land use activities of varying intensity would be a principal determinant. However, the possibility of modifying natural and manmade site attributes or simply adapting to them by using new technologies and innovative design, engineering or site development techniques would not only be considered, but encouraged. Innovative management seeks to avoid future problems as well as to avoid overlooking or discouraging appropriate and timely development opportunities. Though tradition and innovation are seemingl¥ pt the opposite ends of any set of alternatives, it is proposed h~re that a plan can be designed that accommodates both. This is accomplished by using traditional land use controls like zoning as the basic management tool. Innovation is provided through the utilization of overlay zones which identify and specify the �-90unique environmental issues which pertain to a given area, e.g. the dunes or the high water table area, and suggest how through the utilization of Contract Zoning like Planned Unit Development the particular constraints of the site can be transformed into opportunities through the application of innovative design, new technology, etc. rl Environment ., r' ' , Master Plan Constraints ➔ and Opportunities 'i, ➔ Innovative ~ Management Overlay and' Contract Zoning Attitudes Figure 3. Traditional Management District Zoning The Plan Design Framework. OPENENDEDNESS AND FLEXIBILITY In traditional master planning three plan elements have seldom been implemented as proposed in the plan. These are the housing, community facilities, and recreation elements. The causes for this lack of im- plementation are many. However, two factors stand out. First, in contrast to the general land use element, which is controlled by economic and legal considerations, and the transportation element, which is controlled by technical and engineering principles, the housing, community facilities and recreation elements are linked to lifestyle, value preferences and social association. Second, because of this close link with social issues �-9-1- and attitudes, the specific needs and locations for these kinds of facilities and services cannot be accurately projected or their functions accurately described. The failure in past plans has been in the naive basic assumption that the future will be a simple extension of the present, albeit of a larger variety. As has been pointed out earlier in this report, the current era of economic and social uncertainty makes long-range planning difficult if not impossible. In particular, the social value and lifestyle transformations and the demographic changes which are taking place today suggest that detailed planning for housing and community service facilities, including recreation, in the traditional manner is futile. However, a master plan must provide a structure and guidance to connnunity decision-makers as to how to respond to special housing needs and to the demand for community services and recreation as such needs arise and as proposals for such facilities are presented. The recently enacted state enabling legislation providing f0r Contr~ct Zoning for special land uses gives the necessary structure and procedure for a decision framework which gives the City's administration, the Planning Commission and the City Council the necessary tool for judging and deciding on the need, location and conditions for development proposals for special land uses, e.g. housing, community facilities, recreation, etc, STAGING OF DEVELOPMENT The Master Plan concept as outlined suggests that the traditional notion of a master plan as a long range policy document be substituted with the �-92notion of the plan being timeless which simply means that the various proposals contained in the plan be related to goal achievement. This plan characteristic in combination with the requirements that the plan must be flexible, open-ended, and tolerant provide the basis for staging the plan. In the Norton Shores case it became clear that only a simple two level staging approach was necessary. The reasons for this were the modest size of the city, its relatively homogenous population structure, and consequently, relatively easy concensus on development goals and objectives. Also, the lack of major developmental problems facilitates the staging task. The two development stages are the "immediate future" from now to 1986, and the more "distant future" beyond 1986. There are several reasons for considering the immediate future as the next six year period. The most important is the requirement in Section 9 of the Municipal Planning Act which provides that for the purpose of furthering the desirable future development of the municipality under the master plan the city planning commission, after the commission shall have adopted a master plan, shall prepare coordinated and comprehensive programs of public st,uctures and improvements. The commission shall annually prepare such a program for the ensuing 6 years, which program shall show those public structures and improvements, in the general order of their priority, which in the commission's judgement will be needed or desirable and can be undertaken within the 6-year period. �-93- Michigan legislation is not unique in determining that six years is an appropriate timeframe for making specific decisions on development. Throughout the United States six year improvement programs are common. In many other parts of the world five year national development plans are being promulgated. In nearly all instances, however, the five or six year plans are based on longer range perspective plans. The two level staging is by now commonly accepted in planning practice. Staging of the Master Plan has also the advantage of providing a rational base for zoning by protecting the community of overzoning prematurely land for uses of limited current demand resulting in "arrested development" or in "leapfrogging" in which development bypasses partially developed areas in favor of locations in newly zoned areas. By providing a staged plan the conformity requirement between the plan and the zoning map can be obtained with the zoning map - the implementation tool - conforming with stage one of the master plan which should be developed first . �-94- THE BASIC ELEMENTS: LAND USE THE PROPOSED LAND USE CATEGORIES On the basis of the various studies conducted during this planning effort, three specific issues emerged, each of which sets its own distinct constraint on land use planning. These three issues are: (1) the constraints imposed on land use planning by existing development; (2) the opportunities presented to land use planning in the areas not yet developed; and �-95- (3) the constraints and opportunities created by the locational and environmental characteristics of Norton Shores' site. The analysis of these issues led to the conclusion that little or no land use change should be recommended for that part of the City in which most of the existing development was concentrated. Most of this development is sound, relatively new and representative of current community needs. Land use innovation should therefore be directed to the undeveloped parts of the City and related to locational and environmental opportunities. Lastly, the environmental constraints should be considered as opportunities facilitating the creation of amenity in the form of open space. Based on the above, the land use element of the Master Plan broadly divides the City into three zones: (1) the urban core; (2) the development zones; and (3) the open space zones. In addition, the county airport must be treated as a zone in its own right because of its unique characteristics and impacts on the surrounding area. In the following, each of these zones an& the various land uses within them are briefly explained. In SUillIDary, the land use plan is an attempt to reconcile the existing land use characteristics of the City with those opportunities for managing the future growth of the City which emerged during the consultant's assessment of national, regional and local trends. It is suggested that �the proposals also reflect the consensus of residents as identified in the attitude survey as well as the views of community influentials ascertained in the sketch plan evaluation survey. As pointed out earlier, the land use element stands on its own. Modifications in it, specifically in regard to the boundaries of specific districts, will not invalidate the overall concept, nor will they affect other elements of the Master Plan. Changes in concept, however, will have repercussions on the other elements. THE URBAN CORE This zone extends across the northern half of the City to approximately a line from Ellis Road in the east via Porter Road to Sternberg Road in the west. It encompasses nearly all of the developed land in the City. It is serviced by urban utilities like sewer and water. It is predomi- nantly single family residential and subject only to such developmental pressures like the infilling of still vacant land with new construction. As most of this new development conforms to the existing character of each subarea in this zone, it represents the last phase in the maturing of the zone into a fully developed stable urban area. For the above reasons it was felt early in the planning process that the condition of maturity and stability of this area must be recognized in any land use plan which may be considered for the City. It was subse- quently felt that this area should be treated as a separate land use zone for which no change should be proposed either in the characteristics of development or in the basic regulations governing development, e.g., . �-9]- zoning. This implies, for example, that no changes are proposed in existing land uses in this zone. Also, the existing zoning regulations will remain in force, including the current district delimitations as they appear on the zoning map. As can be seen from the land use plan on the next page, some exceptions have been made to the above principle. These apply, however, to some large tracts of land which have not been developed, e.g., the area south of Seminole Road between Henry Street and Vickham Road, or are currently being used for a non-urban activity, e.g., sand mining in the area north of Seminole Road and west of Lincoln Road. Also, the exceptions apply to specific situations, like the commercial corridors on Henry Street and on Grand Haven Road. Lastly, the environmentally most sensitive areas, the Lake Michigan Shore and the Black Creek estuary, are also excluded from the Urban Core Zone. All these exceptions present developmental opportunities which, if not identified, might be lost ir. tr.e matur.:1t:..on process affecti:ig the northern half of the City. and strengthen, through the process of g=~c~~l ir.filli~ 6 , the ?=esent characteristics of the area. The existi~; p~ttern ?CSe~ ~o sig~i£ic2~t community-wide ~roblems, but there may exist specific localized land use conflicts. In the Master Plan concept, as presented, these would be identified, analyzed, discussed, and resolved in the preparation of district plans for various subareas of the City. �' C1h Of" ~SCV(Lt PARK 5 MASTER PLAN LAND USE ~ I 1980-1986 URBAN CORE LOW NTENSITY RESIDENTIAL HIGH INTENSITY RESIDENTIAL IMllm APARTMENT/ OFFICE COMPLEXES l:.!lllll SERVICE COMMERCIAL mun, MAJOR COMMERCIAL LWIIII INDUSTRIAL I NlUSTflw. f'AAK b SMALL N>USTRIES @ AGRICULTURE (8 RECREATION & OPEN SPACE • LAKE MO-IGAN SHOR.NOS b BLACK Cl1EEJ< BASIN c HOFFMASTER STATE d llLACK LAKE e.fK>SS OQJ ARK BASIN ~ AIRPORT NORTON SHORES, MICHIGAN 5000 ' "0000 ! LEO JAKOBSON_ ......, CONSll.TANT lN l.flBAN PLAN~G MANAGEMENT AHO DESIGN ~------ MAOtSCIH WISCONSIN �6 MASTER PLAN LAND USE BEYOND 1986 C!J URBAN CORE e:fil al) LOW INTENSIT Y RESIDENTIAL HIGH INTENSITY RESIDENTIAL APARTMENT/ OFFICE COMPLEXES amm SERVICE COMMERCIAL MAJOR COMMERCIAL INDUSTRIAL - ·1 - a lhOUSTRIAL PARK EE b SMALL NOUSTRIES AGRICULTURE RECREATION & OPEN SPACE I LAKE MCHGAN St-lCfE..AM:>S b BlACK CREEK BASN c t-OfFMASfER STATE ARI( d lUC1C LAKE BASN CT[] •.ROs$ ""RK AIRPORT 1)(J() NORTON SHORES, MICHIGAN t E0 JAKOBSON 5000 CONSULTANT IN LABAN PLANNNG MANAGEMENT AND DESIGN ~---- MADI~ W1SCONSIN �-98- THE DEVELOPMENT ZONES The location and physical and social environment of Norton Shores provides for a range of developmental opportunities. In land use terms, these can be identified as residential, commercial, and industrial. After specific locational and environmental opportunities and constraints were examined, the following developmental land use classification emerged: (1) dunes residential; (2) low intensity residential; (3) high intensity residential; (4) apartment/office complexes; (5) service commercial; (6) major commercial; and (7) industrial. Each of these is discussed in more detail below. 1. Dunes Residential Consistent with the environmental toncerns expressed in the various surveys and the City's past planning efforts, development in the dunes should be judiciously guided and controlled. For that reason, a special dunes management zone (see section on environmental management) is proposed which will provide the necessary assurances that development in the dunes will conform to the desires of the community, allowing for development in balance with the natural fragile ecology of the environment. In the main, the recommendations will follow those enumerated in 1969-71 in the various shorelands studies prepared for Muskegon County �-99- and the City of Norton Shores. The Master Plan suggests that as a matter of City policy the dunes be recognized as a unique environment. The subsequent work on a Zoning Ordinance will establish the specific regulations for dealing with this unique resource. 2. Low Intensity Residential The Low Intensity Residential district encompasses the area south of Sternberg Road to Pontaluna Road and is bounded on the east by a line about 600 feet to the east of Grand Haven Road and on the west by Lake Harbor Road. The area, identified by number 2 on the land use map, is characterized by high water table and soils in general unsuitable for intensive urban development. (See Report No. 9, Data Update II: Transportation, Land Use and the Natural Environment.) It is not served by public sewer and water. The Low Intens ity Residential land use category is conceived as a solution to these conditions. Development within this area is depende'nt upon the natural carrying capacity of the land, which, in the absence of public infrastructure or inexpensive private vastc disposal and building technology, is limited. For this reuson, it is suggested that only residential uses situated on large nd~quately spaced lots be permitted. ' However, other land uses, including service facilities and more intensive residential development, need not be absolutely prohibited. As the more desirable sites within the City become fully developed, more intensive pressures will come to bear on what were formerly marginal locations, including the areas designated "low intensity residential". Increased �-100- demand, combined with improved and less expensive technological innovations, may make more intensive development economically feasible and render obsolete the natural constraints on waste disposal, flooding, and soil bearing capacity at present regarded as limiting development. Since the Low Intensity Residential district is conceived in a dynamic rather than static sense, it is important to assess the constraints imposed by development in the present on opportunities for innovative and more intensive land use at some later point in time. Therefore, any site-specific development standards and criteria regarding site plans and environmental impact assessment are not proposed in the Master Plan. These issues can be best handled under the Planned Unit Development provisions of the City's Zoning Ordinance. 3. High Intensity Residential Three areas within the City are suggested as locations for ''high intensity residential" use. They are identified by number 3 on the map. The intent is to provide opportunities for diverse living situations, recognizing several important demographic and socio-economic trends exhibited at the local, regional and national levels. These include an aging of the popu- lation, changing life and job styles, and other housing demand and supply phenomena which will require adjustment and accoIIDI1odation in the provision of housing in the public and private 3ectors. The areas selected to accommodate development of alternative forms of housing allow for such concepts as single family housing in clusters, condominiums, town houses and garden apartments. The locations are �-101- . characterized by unique and/or sensitive environmental amenities which can be made accessible to more people than would be the case under a traditional pattern of single family housing. Because of a more intense concentration of human activity and thefragilenature of the environment, great care must be exercised in the design and implementation of development in these areas. High intensity residential development will require public infrastructure and services such as roads, sewer, water, schools, police and fire protection. The sites selected are either presently served by such facili- ties or can be in keeping with the utilities development policy and the recommendations contained in the other plan elements and management issues. Similarly, access to shopping, employment and other service facilities is judged to be very good in light of the existing or pro- posed land use patterns within the City. From a fiscal and economic point of view, the high intensity residential land use activity at these locations is expected to yield significant benefits. It is proposed that each proposal for development in this land use district be subject to site _plan approval, irrespective of the acreage involved. Therefore, no specific development standards are proposed. The details of administering development in this district, as well as any particular provisions uniquely applying to the intensive residential land use zone, will be spelled out in the forthcoming revision and amendments to the City's Zon_ing Ordinance. Also, it may be advantageous to prepare detailed plans for these subareas of the City. �-102- 4. Apartment/Office Complexes Limited locations identified by number 4 on the map are proposed for development of apartment and office complexes. These are sites which are proximate to complementary land use activities, e.g., business districts and the airport, which can provide adequate parking, access and egress, and can be efficiently served by public infrastructure and services. Because of the intense nature of these activities, they have been segregated from other less intense land uses as well as protected from possible conflicting activities such as industrial and major commercial uses. Apartment development will provide additional opportunities for alternative housing types over and above those in the intensive residential districts. Office complexes will provide employment and services which will strengthen the City's economic base as well as provide fiscal benefits. In- creased demand for both apartment units and office space in the near future resulting from demographic and economic shifts can be accommodated in the plan in a way which maximizes the positive impacts of such development. As in the High Intensity Residential district, it is proposed that all proposals for development in this district be subject to site plan approval. Therefore, no specific development standards are proposed. Any particular control provisions uniquely applying to this zone will be incorporated into the revised Zoning Ordinance. 5. Service Commercial In addition to the existing service commercial activities at the northern �-103- end of Grand Haven Road, several other locations of limited size are proposed. They are indicated by number 6 on the land use map. The concept of service connnercial nodes was first introduced in 1971 in the City's "Transportation Corridor Study." The principle was simple: in addition to meeting the local residential needs and demands for neighborhood and community-level shopping, all commercial development was also to serve the tourist and recreation trade. Combining residential service demands with the commercial service needs of the tourist would have strengthened the capacity of each node to provide (1) better and improved services; (2) a greater selection of merchandise; and (3) greater investment incentive. In the review of the City's past planning effort, it was recognized that although the emphasis given tourism and recreation in 1971 has subsided, the locational principles underlying the node concept were still valid. Therefore, parts of the node system for the southern part of the City as outlined in the "Transportation Corridor Study" have been retained. The nodes do not serve identical purposes and needs, however. The two nodes betwen U.S.-31 and Grand Haven Road at Pontaluna and Sternberg are primarily oriented to the service needs of highway users and the workers and establishmen,s in the industrial corridor, but they also serve the residential areas to the west of Grand Haven Road. The original two nodes at Lake Harbor and Sternberg Roads and at Pontaluna and Sternberg Roads have been combined into a single, more centrally located node at Sternberg RDad and Henry Street. Its role is that of a community shop- �-104- ping area serving the needs of the residential population south of Mona Lake and to the west of the airport. As the Master Plan spells out only the basic principles for development, no detailed specifications for land use control are presented. The district regulations will be incorporated in the revised Zoning Ordinance as well as the procedures for the approval of development in these nodes. 6. Major Commercial Major commercial uses, with extensive land and access requirements, are proposed to remain essentially where they presently exist: along Henry Street, north of Seminole Road (Area 5 on the map). This area, supple- mented by the several service commercial nodes located throughout the City, is expected to serve adequately the shopping and business service needs of local residents. No changes are considered in the regulations governing development in this district. However, it is suggested that development proposals for the remaining larger parcels in the designated areas be subject to site plan approval. This would ensure that the City's objectives could be expressed in controlling density, site development, traffic, landscaping, and environmental quality. If, under the disaggregation principles underlying the Master Plan process, it is deemed necessary to prepare a more detailed area plan for the Major Commercial District and its surroundings, specific guidelines for future development in this area may emerge. To include such guidelines in the Master Plan itself would introduce an element of unnecessary area-speci- �-105- ficity into a discussion of City-wide development policy. 7. Industrial The industrial corridor between Grand Haven Road and U.S.-31 from Ellis Road to the north to the City boundary in the south is a long-established fact in the mental mapping of land uses by Norton Shores' residents. was clearly demonstrated in the results of the attitude survey. This (See Map of Industrial Locations, Report No. 13, "The Community Attitude Survey".) There is a clear logic to this perception. The area is not in the path of other development, the land is well suited for industrial purposes with good highway and rail service, and it is now served by a high capacity sewer system which is particularly well suited for absorbing most kinds of industrial waste. In view of the above, the Land Use Plan merely restates earlier decisions and delimits the area in relation to other land uses. For policy and control purposes, the core of the district is designated as an "industrial park" (7a on the land use map). This designation implies strict environmental and use controls with respect to the kind of industries which would be allowed to locate in this area, traffic, building design and landscaping requirements, etc. The specifics of these will be presented as part of Zoning Ordinance amendments. ' In each connnunity there is a growing need to accommodate the small entrepreneur who often does not have the resources to comply with strict development standards or to locate in an industrial park. For that pur- pose, it is reconnnended that a light industrial district be established in locations marked 7b on the land use map. Aside from less demanding �-106- standards, it is suggested that only small industries as defined by a maximum number of employees, maximum building area and maximum lot size be allowed to locate in this district. Again, the specifics of these regulations will be incorporated into the Zoning Ordinance. THE OPEN SPACE ZONES Nothwithstanding the generally accepted view that open space is urban settlements is a necessity that provides for recreation and visual enjoyment and thus contributes to the health and welfare of a coraraunity, historically the designation of land as open space has not been easy because it has been considered a taking of land ~ithout due compensation to the owners. In recent years, the environmental concerns have added strength to the desire to preserve open space and to apply zoning powers to the enforcement of such designation in particular in cases where the natural environment supports such designation. In Norton Shores' proposed open space system, the environmental, recreational and general amenity interests congrue,leading to the designation of one primary open space district for the purpose of environmental conservancy, recreation and visual amenity. However, along the eastern edge of the City, an agricultural district is proposed to assure that environmental management principles be upheld in an area for which any other land use designation at this point would be premature. 1. Recreation and Open Space The areas proposed for recreation and open space are identified by number 9 on the land use plan. Not all of them are alike, however. In fact, �-107- one could subdivide them into five distinct areas: (a) the Lake Michigan Shorelands; (b) the Black Creek Basin and estuary; (c) Hoffmaster State Park; (~ the Black Lake-Pontaluna Road area; and (e) the Ross Park and surrounding area. The Lake Michigan Shorelands (9a) delimitation follows, in the main, the shorelands designation as established under the Shorelands Protection and Management Act of 1970. In some locations it extends eastward in order to include some of the environmentally most valuable dune formations. The primary purpose is to conserve the fragile dune environment. A secon- dary purpose is recreation. The basic principles restricting development along Lake Michigan fall under the environmental management zones described later in this report. Any specific land use regulations will be incorporated into the Zoning Ordinance. Existing development, buildings and structures will, under this proposal, become non-conforming and be subject to any regulations that apply to such uses and structures in the Zoning Ordinance, The Black Creek Basin and Estuary (9b) is a conservancy area primarily established from the poi~t of view of environmental management. the land is unbuildable and subject to flooding. Most of Whether parts of this area could be used for recreational purposes in the future should be �-108- subject to a detailed study at a later point in time if a demand for recreational facilities in that area should arise. Environmental pro- tection is, therefore, the sole purpose of this open space designation at this time. The Hoffmaster State Park area (9c), albeit inside City limits, is controlled by the State's Department of Natural Resources. The plans for the park have drastically changed since the early 70s when a peak day load of 15,000 visitors was anticipated. The current plan provides for only 3,000 visitors per day during peak SUllllller periods. This reduction in visitor loads will assure that large parts of the park will remain in their natural state. From the City's perspective, the City should support the current plan and develop a working relationship with the appropriate State agencies to assure that low intensity usage remain the primary goal in any future revisions of the park's master plan. The Black Lake-Pontaluna Road area (9d) is intended primarily for private recreational development. The area already contains the Elks Club and adjoining golf course and a riding stable. lands on the eastern shore of Black Lake. Also, the City owns some The ~City's primary objective should be to acquire, over time, all remaining shore property to assure complete control of the lake and its fragile shore environment. In the remainder of the area, various kinds of recreation-related land uses should be permitted, e.g . , camp grotu1ds, golf shooting ranges, etc. In addition, farming, garden shops and nurseries, and large lot (5-acre minimum) residential development should also be permitted. In the Zoning �-10.9- Ordinance, this area would be recognized as a special district with appropriate district regulations. The Ross Park area (9e) includes the major City-owned recreational area currently developed, the South Shores Junior High School property, and a suggested extension of the park· along the shores of Mona Lake. The pro- posed western extension as shown on the land use plan includes only land which is subject to flooding and zoned A3 on the Federal flood insurance map. Ross Park is primarily intended to serve the recreational needs of the built-up residential areas between Grand Haven Road and Henry Street to the south of Mona Lake. At this time the extension of the park can be given low priority because the floodplain designation of the proposed expansion are will keep that area undeveloped. The City's main objective should be an operational agreement with Mona Shores School Board to ensure that the school property remains "open space", in other words, that regardless of a future disposition of the school building, the grounds remain open for sports and other recreational activities. 2. Agriculture The proposed agricultural district has two purposes. First, it is an environmental device to control development in an area of poor soils and high water table. S~cond, it is a holding device to prevent premature expansion of urban activities into an area which, at present, cannot adequately be served by utilities and which is physically separated from the City by an effective manmade barrier--US-31. ,__ �-110- In the future, the City may consider three policy options in regard to this district. One would be to cede the area and have it annexed to Fruitport Township. The second option would be to annex an additional band of land to the east of Harvey Street to allow for satisfactory planned development along both sides of the street. At present it is felt that agricultural zoning to the east of US-31 would provide the necessary holding mechanism until such time when the future uses of this area can be meaningfully discussed. The third option is one of intergovernmental cooperation and coordination between the City and Fruitport Township on all development decisions in the Harvey Street corridor. alternatives, the second seems the most attractive. conditions and perceptions may change. Of the three However, over time As no immediate action is needed, no specific recommendations are made in regard to the administrative future of this area. �-111- THE BASIC ELEMENTS: TRANSPORTATION BASIC CONSIDERATIONS Until now, Norton Shores' road system has been viewed primarily in a northsouth perspective. This perspective was formed by the following: (1) Most jobs, services and co~ercial centers lie to the north of Norton Shores, in Muskegon, Muskegon Heights and in the Henry Street commercial strip; (2) The City was growing southwards, with much of recent growth concentrated in the area south of Mona Lake and to the west of the airport; and �-112- (3) No convenient access points to the regional highway system (US-31 and Seaway Drive) are available to Norton Shores' drivers except via north-south roads like Henry Street and Grand Haven Road. This north-south view has dominated all discussions and all planning of traffic and transportation facilities in the City. The transportation corridor study of 1971, the discussions of improving the bridges across Mona Lake, and the notion of a scenic drive in the dunes along Lake Michigan were all based on the underlying assumption that the primary direction of major roads in Norton Shores must be north-south. During the preparation of this plan, a number of new perceptions ha~e emerged which suggest that the north-south orientation may not be the only way to think about traffic in Norton Shores. The Concept Sketch suggested a balanced system of three north-south arterials (Lake HarborMcCracken, Henry Street, and Grand Haven-Getty) and three east-west arterials (Seminole, Sternberg and Pontalune Roads). Further analysis suggests to us that by differentiating the arterials by specific purpose, the balanced arterial system would provide the greatest benefits to the City. Before describing the proposed balanced road system, a few comments should be made of the analysis which preceded its inception: (1) A considerable shift in the location of jobs held by Norton Shores residents has taken place since 1972. The table on the next page lists the location of jobs as indicated by the respondents in two Citywide surveys conducted in 1972 and 1978. It is of particular importance to note that the central cities generating northbound traffic, in particular on McCracken, Henry and Getty Streets, have lost their dominant job location role, counting today for less than half of all job locations. �-113- (2) In a broader geographic context, the north-south structure of regional development along the US-31-Seaway Drive corridor from Grand Haven to Whitehall supports the notion of an east-west lateral feeder road system from the residential conmnmities along this intensive employment and services spine. (3) The existence of a high capacity regional transportation spine represents a considerable investment of public funds. This investment should be put into its fullest use by providing effective lateral access to it. (4) A balancing of major traffic flows would lessen pressure on the existing north-south system which originally never was designed to carry large amounts of vehicular traffic, This reduction in traffic loads in tum would eliminate the need for the kind of costly improvements which a continuation of the present flow pattern would force upon the community. (5) The new reality of high fuel costs introduces a change in patterns of recreational driving. While in the 60s driving for pleasure was one of America's great pastimes, today driving to pleasure and recreation is more important. In otherwords, a north-south scenic drive along the shore has lost its significance. Instead, east-west access to the shore with adequate terminal facilities on the shore, e.g., parks, is a much more desirable objective. Job Location City City City City of of of of Norton Shores Muskegon Roosevelt Park Muskegon Heights TOTAL CENTRAL CITIES Elsewhere in Muskegon County Outside Muskegon County TOTAL Table 9. Percent 1972 Percent 1978 24 40 5 16 27.5 32.9 3.2 11.6 61 47.7 6 8 15.3 9.5 100 Job Location--City of Norton Shores Residents. 100 �-114- THE PROPOSED PLAN The proposed plan, as shown on the map on the next page, consists of three basic designated road categories: regional highways, arterial roads and collector roads. In addition, but not shown on the map, we have residential and other local service roads. This latter category is not discussed in the Master Plan because its characteristics, and the criteria and standards governing design and construction, are established in the City's Zoning and Subdivision Ordinances. In the process of ordinance revision, changes may be made that could affect current practices in the tlesign and construction of these local roads. Of the three categories shown, the first is outside municipal jurisdiction. It is, however, an integral component of the overall plan. Also, plan implementation will require close cooperation between the City, the County and the State. The critical component in the proposed road system are the arterial roads. It is through this category and its links to the regional highway system that a balanced orientation in future traffic flows is accomplished. Three categories of arterials are proposed: (1) east-west arterials; (2) north-south arterials; and (3) business arterials. The roads recommended for designation as arterials in each of the above categories are: (1) East-West Arterials - Sherman Avenue Seminole Road Sternberg Road (from Harvey to Lake Harbor) Pontaluna Road �C1T'I' MUSK.EGON \ OF HTS \ 7 MASTER PLAN TRANSPORTATION 1980-1986 ..._ REGONAL ARTERIALS LOCAL ARTERIALS - •••• - EXISn«, PRCJIOseo B\JSINESs ARTERIALS MAJOR COLLECTOR STREETS - EXISTWG •• •• PfO:lose:o A MINOR COLLECTOR STREETS - •••• EXJSn«) PIIOPosEo , ~~ tt SIGNALIZED INTERSECTIOOS EXISTN; _,..i_____.__,J.:-.___,-.___,-""I: _ _....... ,~ ""----- ... ---._ oo_ _PROoosa, _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _a i,.. , NORTON SHORES, MICHIGAN LEO JAKOBSCW ,,,s..:.,_.. CONSULTA NT IN l.fl8AN PLANNNG MANAGE~NT ANO OESKiN MADISCW'II, wtSCONSIN �(II ~ l ~-~~~ I ,,' I I - J '( \ 1d 11 l 1 . \. • . •- I ="i ' -· ~ , . . .. . . . . \ .·. \ \ <l \ \ ', \ \_i -1 .... I \ I 11' 1 \ 1rrrrI ~ >0-- \',J ,/ ------- - \ \ \ I 8 MASTER PLAN TRANSPORTATION BEYOND 1986 - -•• - .... - REGIONAL ARTERIALS LOCAL ARTERIALS EXISTIIG PRoPoseo ~INESS ARTERIALS MAJOR COLLECTOR STREETS EXISTIIG ~ MINOR COLLECTOR STREETS - EXJSrto:; •••• PIIOPosEo * It ~ IN=:NGES SIGNAuzeo El<JSTN; INTERSECTIONS _o_o _PIIOPosEo _ _ _ _ _ _ _ _ _ _ _ _ _---.o.....:,FNORTON SHORES, MICHIGAN .....,....._~ ~- - - - . - • - \ - - - ~~ - - - - - LEO JAKOBSON _ ..,,. CON.5Ll.TANT IN LflBAN PLANMNG MANAGEMENT AND DESIGN MADISON. WISCONSIN �-115- (2) North-South Arterials - McCracken Road (from Seminole to Sherman) Henry Street (from Sternberg to Seminole) Wood Road (from Sternberg to Airport terminal) Getty Street (from Seaway Drive to Sherman) Grand Haven Road (from Judson to Sternberg) (3) Business Arterials - Henry Street (from Seminole to Sherman) - Grand Haven Road (from Hile to Seaway) The above designations imply a differentiation in . purpose and in standards for each category. However, it is proposed that some differentiation is needed within the categories themselves. The reason for distinguishing between east-west and north-south arterials is for the purpose of priority. An early attention to the development of Sternberg Road as an east-west arterial including the construction of an interchange at US-31 is critical to the implementation of a balanced system. In regard to standards, it is proposed that both the east-west and the north-south arteries be developed into moderate speed, controlled access roads with preferential signalization at their intersections with business arteries. All intersections with collector and residential and service streets would have stop signs for trafficenteringthe arterial. Curb cuts from adjoining property would be strictly controlled and large setbacks of 50 feet or more would be incorporated into the Zoning Ordinance to apply to all development along the designated roads. The details of road design, e.g., number of lanes, sidewalks and/or bicycle paths, right-of-way width, channelization, etc., will be determined at the time of each improvement. �-116- In the complete system, the north-south arterials become the critical links between the proposed east-west arterials. But it should be pointed out that several segments of this road category would not require any major change or improvement, at least not in the foreseeable future. to this may be Grand Haven Road. An exception It performs a different ftmction in that it is the major road providing access to Norton Shores' industrial development areas. For that reason, it may require special design standards. Possibly it should be designated as an industrial arterial at a later date. The business arterials are a new and special category both from the point of purpose and from the point of design. It is proposed that the main pur- pose of these arterials is to serve the businesses on both sides of the roadway rather than to serve the demands of regional traffic flow. There- fore, these arteries should be developed into slow speed, high volume roads allowing for frequent and easy left and right turns into the various roadside establishments, Co-equal timing is reconnnended for both traffic directions at existing signalized intersections and, possibly, the utilization of four-way stop signs at intersections currently allowing for uninterrupted flow. Again, the details of design would be developed at the time of actual improvements. It is important, however, that the purposes and broad characteristics of these arteries be agreed upon at this time. The main purpose of collector streets is to channel traffic from local streets into the arterial system. Because of the overall objectives of �-117- the arterial system, attempts were made to designate as collector streets those segments of the existing road network which either already function as collectors or which, by designation and subsequent intersection controls, could function as collectors. The collector streets are envisioned as two-lane roads with stop sign control for traffic from intersecting residential streets. have sidewalks and, possibly, bike lanes. They would Again, standards would not be fixed beyond those incorporated into the zoning and subdivision control ordinances to allow for that variation in roadway design that is needed to accomplish environmental goals, for example. In presenting this proposal, it is hoped that, if accepted, it will provide an opportunity to discard old concepts in roadway designation and design. There is sufficient variation in the City's land use pat- terns--existing and proposed--to suggest that this flexibility in the transportation plan will support the City's environmental and economic goals: to enhance liveability and resource preservation and to provide cost-efficient technical solutions to municipal management problems. PUBLIC TRANSIT Only a small portion of the City along its northern edge is currently served by public transit, albeit in a most parsimonious manner. Our examination of the current situation with respect to an expansion of this service, including a deeper penetration of buslines into the City, comes out negative. �-118- The service provided by MATS does not meet any of the three critical requirements f or a success f u1 mass tran sit operation: low cost, high frequency, and good dependability. In addition, Norton Shores does not have the clientele for a public transit system, nor is the physical layout of the City supportive of such a system. We have not shown any potential routes for the future. futile exercise that may only stir up controversy. As It would be a we do not see other feasible solutions except in the form of a publicly supported system providing,free rides, any discussion of public transit should be deferred to a later time when, possibly, some of the proposals in the land use element, e.g., the office/apartment complexes between Stemberg and Ellis, or intensive residential development south of Seminole and to the west of Lake Harbor Road, have materialized. If such develop- ments occur, the proposed road system would allow for new bus routing loops to penetrate effectively into the City and to the areas south of Mona Lake. �-119- THE MANAGEMENT OF THE ENVIRONMENT Norton Shores has an outstanding natural environment enhanced by abundant open space, vegetation and water resources. Detailed analysis of this environment suggests that although most of these common characteristics are found throughout the City, certain physical distinctions are present and should be recognized by establishing zones for policy purposes. These environmental zones can be grouped �-120- into two major categories: the shoreland zones and the interior water resource management zones. They are shown on the Environmental Manage- ment map on the next page. THE SHORELANDS Norton Shores' extensive shorelines are a great resource for the community. However, the unique problems and opportunities associated with shoreline development require special attention. This was recognized in Muskegon County's shorelands study which identified 18 policy zones for the County on the basis of differences in environmental characteristics, the ex.tent of development, and the nature of private and governmental jurisdiction. Five of the identified zones were in Norton Shores. For current plan- ning purposes, we identify three major shorelanrls zones discussed below. 1. Lake Michigan Coastal Zone The County shorelands study treated the portion of the shoreline within the City of Norton Shores as two separate policy zones. The North Dunes district lies in the Urban Dunes zone which had been recognized as part of the most important, non-replenishable land resource in Muskegon County. This district encompassed the Lake Michigan shoreline north of Mona Lake Channel to Sherman Boulevard. The South Dunes district encompassed the shorelands south of MOila Lake Channel. Both the North Dunes and South Dunes districts were the focus of two separate but related studies done by the University of Wisconsin Department of Urban and Regional Planning for the City of Norton Shores. These ◄ �-121- studies were summarized and related to the conceptual framework of the current Master Plan effort in Fast Planning Summary: The Shoreland Plans (Report No. 2, July 1978). The current zone delimitation has a far more specific and limited, albeit very important, objective. That is to preserve the primary windward dunes as well as some of the less disturbed secondary formations in their natural state. By restricting the management zone to include only these natural formations and a necessary buffer zone, a number of problems associated with past efforts, in addition to anticipated future obstacles, can be overcome. Specifically, these include the following conflicting objectives: (a) environmental objectives of the public vs. economic objectives of the major property owners in regard to sand mining and other proposed land uses; (b) conservation. objec~ives of environmentalists versus development objectives of the City and County and the mining industry; (c) economic interest of government in terms of revenues and expenditures vs. economic interest of industry in terms of profits and costs; (d) immediate objectives of people living in the area vs. long term objectives of the public at large; and (e) long-range vs. short-range objectives of each interest group, internally and between the groups. These areas of conflict can be expected to intensify as the City experiences additional development pressure on an increasingly limited land resource from a private and public perspective. In considering these areas of conflict, three basic planning objectives emerge: .. �-122- (a) Maximization of Public Good--The resolution of the conflict between environmental and economic objectives involves the separation of disturbed and undisturbed areas so that the portions of the site having unique and irreplaceable qualities would be placed in a conservancy category. Other portions should be allowed to respond to the demand for the mineral resource, with controlled use. Areas adjacent to the conservancy districts should be permitted limited development while areas further in the interior should be allowed more extensive development and exploitation in accordance with the City's land use plan element. (b) Minimization of the Impact of Public (Governmental) Intervention--Only areas having irreplaceable qualities should be included in a conservancy category. The opportunity cost resulting from overzealous regulation and restriction must be recognized and minimized. For this rea~on, the Nugent Sand mining operations have been placed within this zone--not for the purpose of forcing a cessation of mining activity~ut rather to underscore the City's intent to preserve the primary windward dunes and shoreline and to see that the mined out lands beyond these dunes are stabilized and developed, recognizing the site's unique problems and opportunities. (c) Balancing Needs and Opportunities--In the case of immediate needs, there are two interests that require protection: the natural environment and the orderly development of urban land use activities, or the manmade and institutional dimensions of environment. The use and management of the Lake Michigan Shorelands zone must explicitly incorporate these concerns. To achieve the above objectives, a Lake Michigan Dunes Zone and a Lake Michigan High Risk Erosion Zone have been proposed as indicated on the Environmental Management Plan map. They have been conceived as two separate but integral parts, as described below. The Lake Michigan High ~isk Erosion Zone responds to the objectives of the maximization of the public good and minimization of the impact of public intervention. The rationale behind it is primarily environmental, and use is controlled by the degree of disturbance. A 120 foot setback from the bluffline is therefore, proposed to demarcate the High Risk Erosion Zone. In that band of land no permanent construction of any ______,.,jj �CtlY OF ROOS£VlLT ~:.Rk CITY 0~ ..USl([G(IN H T5 9 MASTER PLAN ENVIRONMENTAL MANAGEMENT SHORELAND ZONES E0 2 eo, EQJ LAKE MICHIGAN DUNES ZONE LAKE MICHIGAN HIGH RISK EROSION ZONE MONA LAKE ZONE Bl.ACK LAKE ZONE EOS HIGH GROUNDWATER ZONES VERY SEVERE HAZARD SEVERE TD MODERATE HAZARD EQ 7 FLO()Qpt_A IN ZONES ..._.., DRAINAGE CORRIDORS ~ -_____ -------------------~_.=. ___,____.. .____~------~/cl~\ 0 NORTON SHORES, MICHIGAN �-123- kind is permitted as specified in the Shorelands Management and Protection Act, Public Act 245 of 1970, as amended. A special overlay zone is recom- mended for inclusion in the new Zoning Ordinance to provide for the enforcement of this setback provision. The Dunes Zone concept attempts to minimize the impact of government intervention by balancing the need of environmental protection and conservation with the unique opportunities development in the dunes provides. Its primary purpose is to recognize the fragility of the dunes environment while fostering a balance between the natural ecology and human use. Specifically, the following guidelines are recommended: 1. No structures shall be built on the windward slopes of the primary dunes and the natural shore cover shall be preserved. 2. On the stabilized lee slopes of the primary dunes and on all secondary dunes where vegetation is firmly rooted and where grades exceed twelve (12) percent, development shall be permitted as follows: 3. a. Detached single family residential dwellings on lots of twenty thousand (20,000) square feet or larger. b. Where the house is situated on a steep slope of twenty four percent (24%) or greater, construction shall be based on platform or other non-disturbing building designs with no basements permitted. c. Building pads should be limited to a maximum of three thousand (3,000) square feet. d. Where more than one dwelling unit is to be constructed, common garage and driveway facilities should be utilized to reduce the amount of land which is disturbed. On the stabilized natural slopes of the secondary dunes, where grades are less than twelve percent (12%), development may follow conventional construction practices subject to the provisions below. �-124- 4. 2. a. Detached single family dwellings on lots of twelve thousand (12,000) square feet or larger. b. Townhouse development subject to site plan approval by the Planning Commission on lots of five (5) acres or more at a density not to exceed five (5) dwelling units per gross a cre. Each group is to be sited so as to mini mize land use for buildings, service roads, parking areas and utilities . Design and construction of all structures in this zone shall, to the greatest extent possible: a. preserve the natural vegetation holding the sand; b. fit structures to the natural contour of the land, so as to minimize land-disturbing activities and site work; c. shape contours so as to merge with the existing terrain, where grading is necessary; d. avoid steep banks and sharp corners; and e. disperse runoff, or where intensive runoff is unavoidable, utilize crushed stone, flagstone or other means and materials to prevent erosion. The Mona Lake Zone This policy zone was originally conceived and discussed in the form of two separate districts: the "Mona Lake Residence Zone" and· the "Seaway Drive Urban Waterfront Zone"-~ This <;list;inction ,is, still believed to be valid in light of changes that have occurred since the notion was originally dev~loped. (a) Mona Lake Resid~ce Zone (1) Environmental Objective: preservation of current character of the zone. (2) Development Objectives: limitation of new residential development to sites providing a minimum lot width of 80 feet; prohibition of non-residential uses; clustering of development whenever feasible; encouragement of home owners associations for the development of community piers and boat docking facilities. �-125- (3) Administrative Objectives: revision of local ordinances; improvement of ordinance and code enforcement. (b) Seaway Drive Urban Waterfront Zone (1) Environmental Objective: to repair with manmade forms the environmental damage done to this zone by haphazard development. (2) Developmental Objectives: provision of sites primarily for non-residential, water-oriented activities, e.g., fishing locations and supply establishments, restaurants, and other service sector facilities. However, there should not be any more boat-launching or servicing facilities developed in this zone. (3) Administrative Objectives: preparation of detailed plan for the area; encouragement of private development; guiding and controlling responsibility jointly by the cities of Norton Shores and Muskegon Heights. 3. The Black Lake Zone The original policy objectives for the Black Lake shorelands seem still valid. They were expressed as follows: (1) Environmental Objective: conservation of the lake and its surroundings in a natural state. (2) Developmental Objectives: expansion and diversification of recreational opportunities associated with Hoffmaster State Park. (3) Administrative Objectives: designation of areas for open space and recreational uses only through zoning to prevent further low-intensity residential encroachment from surrounding the lake and creating waste disposal, potable water, and access problems. In both the Mona Lake and Black Lake Zones the followjng specific environmental management issues should be considered and incorporated into the new Zoning Ordinance: (a) Water-related structures such as piers, marinas, boat houses, seawalls, revetments, and groins should be approved by the Planning Connnission provided they are constructed of such materials and are of a height and color so as not to detract from the natural beauty of the shoreline and shall not be used �-126- Preservation of the natural shore cover should be required to protect scenic beauty, control erosion and reduce effluent and nutrient flow from the shorelands. (c) Treecutting paralleling the shoreline should be limited. (d) Filling, grading, lagooning or dredging which would result in substantial detriment to navigable waters by reason of erosion, sedimentation, or impairment of fish and aquatic life should be prohibited. (e) Planning Commission approval should be required before constructing, dredging, or commencing work on any artificial waterway, canal, ditch, lagoon, pond, lake or similar waterway. WATER SURFACE USE POLICIES All of the zone-specific policy suggestions focus on the developmental opportunities and constraints of the shoreland proper. No attempt has been made here to discuss policies for environmental mangement of water resources, e.g., pollution control. It has been assumed that the county- wide environmental management programs will provide the basis for policy in that area. This study for the design of shorelands development, use, and control policy is correlated with the County's wastewater management policies and the City's utilities extension program, as well as the developmental issues raised by these public actions. However, there is another water-related control aspect closely associated with shoreland development and water management which is often overlooked ' . in the design of policy. This is the question of controlling the actual utilization of the water surface. Granted, the nature of shoreline development imposes controls of its own. For example, lack of public access can limit the use of a lake to the few who are privileged to own property on that lake. On the other hand, uncontrolled or unlimited �-127- public access can render water management programs useless. One must remember that unrestricted public access can destroy the opportunities which a body of water offers for enjoyable usage by all just as effectively as rigid private ownership. In the following, therefore, some zone-specific policies are recommended with respect to the offshore lakes: 1. Mona Lake It is recommended that Mona Lake be restricted for swimming, fishing, and small craft recreational boating only. Permitted small craft include canoes, rowboats, sailboats with up to 100 square feet of mainsail area, and single-engine outboard motorboats with engine capacity limited to 40 horsepower.* Public access to the lake should be restricted in terms of swimming beaches, fishing locations, and boat launches. Every effort should be made to upgrade the quality of existing public facilities rather than develop more points of public access. Water-related structures such as piers, marinas, boathouses, and seawalls should be regarded as conditional uses and permitted only insofar as they are constructed of such materials and are of a height, length, and color so as not to detract from the natural beauty of the shoreline or conflict with lake use. * The horsepower limitation for Mona Lake is based on a formula developed by G. K. Reid in Ecology of Inland Waters and Estuaries (New York: Reinhold Publishing Corporation, 1966). �-128- 2. Little Black Lake As a conservancy zone, boating on this lake should be restricted to canoeing and rowing. Fishing, except for trolling, should be allowed from permitted boats and from the shore. In summary, the detailed design of zone-specific policy is the prime responsibility of local government which will implement and enforce these policies. ordinance. It is recollllllended that these be embodied in the City's zoning Where it seems appropriate, these suggestions should be drafted into additional legislation to deal with issues of lake usage and certain regulations on the private use of shoreline properties. Any anticipated public improvements within these policy zones should be carefully reviewed in light of the stated management objectives for each of these environmental districts. A comprehensive development and management plan is not recommended for the entire Mona Lake Basin given the diversity of neighborhoods each having a unique set of circumstances. However, shoreline usage and lake management by themselves can and should be approached in the systematicandinterrelated fashion that their high degree of interdependency suggests. Black Lake, on the other hand, can be approached in a more comprehensive way in terms of an area development plan because of the smaller community of interests abutting the lake shore. ' THE FLOOD HAZARD ZONE The Federal Insurance Administration of the U.S. Department of Housing and Urban Development Commissioned in 1977 a study of flood hazard problems in the City of Norton Shores. In their report issued in �-129September of 1977 flood hazard areas where established and floor insurance rate maps provided. At the same time the City enacted a Flood Damage Prevention Ordinance. The flood hazard area covered under that ordinance is shown on the Environmental Management Plan map as flood plain zones. The controls governing development and construc- tion in this overlay zone are provided in the ordinance currently in effect. To facilitate environmental management it is recommended that the provisions of the Flood Damage Prevention Ordinance be incorporated into the new Zoning Ordinance. From a Master Plan perspective no substantive changes are required. THE HIGH GROUNDWATER ZONE The interior area of Norton Shores south of Mona Lake is characterized by two distinct development patterns. The areas north of Sternberg Road are at present fairly intensively developed and have few high groundwater and flooding problems. The area south of Sternberg Road has not developed anywhere near the intensity of the northern sections. The buildings that have located in the south, particularly the older farm houses have tended to be on isolated sites with minimal groundwater constraints. As in the north, development has sought the best soil and groundwater conditions. Economics and common sense which have dictated against development in high groundwater areas in the past should continue to be considered in managing development in the areas affected by a high water table. Norton Shores' natural physical characteristics provide the basis for a meaningful division of the City into distinct environmental planning, development and growth management zones. Ordinarily, the high water �-130- table and poor drainage conditions serve as a serious constraint upon development. Development may be prohibited completely and the land remain unused; where it is surrounded by urban activities, it may become a nuisance or a dumping ground, incurring high social opportunity costs. Conventional developmmt may proceed in an incremental fashion which will transform an otherwise simple high groundwater situation into a major environmental health problem. The costs to the City of providing necessary public services such as police and fire protection, road maintenance, and perhaps even sewer and water, can become great. In either case, these natural constraints present significant problems to individuals and the community. Although these conditions may be thought of as a major obstacle to planned development, they can also be transformed into a great opportunity for the City. First, high groundwater, floodplains and poor drainage provide a rationale for regulating development so that it occurs in an orderly fashion. Such regulation may take the form of traditional controls such as large-lot zoning or a total ban on construction in severe hazard areas. A less traditional concept, based on the legal procedure of informed consent, may also be used, either alone or in conjunction with more traditional zoning controls. In this situation, the City would undertake the responsibility of inform;{.ng land owners of the existence of a high water table, the risks and consequences of building under given conditions, and the availability of construction techniques which would guard against groundwater damage. This information would be amde available when a landowner files an application for a building permit. The applicant �-131- would then sign a statement indicating his awareness of the groundwater conditions. This affidavit would be recorded with the title to the property so as to provide notice to subsequent purchasers. Such methods, however, still basically accept the environmental conditions as negative constraints to development. An innovative approach based upon comprehensive water management could turn what is now perceived as a problem into an opportunity for high quality development and to augment Norton Shores' attractive environment. For example, a system of manmade lakes and canals could bring the groundwater conditions under control while providing an added element of attractiveness to the City's landscape. As changes in economics and technology occur, it is conceivable that other alternatives for a more intensive use of the high grotm.dwater zone will become practicable. They can be dealt with under the procedures specified in the Planned Unit Development provisions of the Zoning Ordinance. At the present time, the land use element proposes that intensive development occur only in those areas already adequately served by utilities and local protective services. These areas should be able to accommodate growth in residential, commercial and industrial uses for some time to come. What is important now is that any development that does occur in the high groundwater zone be based upon the natural carrying capacity of the location so as not to needlessly endanger the health and welfare of prospective residents. In addition, any proposed development should be critically examined in terms of the constraints they impose and opportunities that may be foreclosed for future development due to poor siting �-132- and location of buildings and fragmented ownership of land parcels. In summary, this zone has the highest social value in future development, at a time when the natural locational and situs constraints to development can be more easily overcome and the costs of so doing can be internalized and borne by new potential residents. DRAINAGE COURSE CONTROL The natural drainage courses are a critical component in the Environmental Management Plan for Norton Shores. In the southern parts of the City south of Mona Lake, in particular in the high water table zone, the drainage courses play a critical role in regulating groundwater levels. For that reason it is most important that all drainage courses shown on the Environmental Management Plan map are maintained clear of debris and any organic or inorganic material to allow for uninterrupted flow of water. No filling or changing the direction of drainage courses should be permitted. The landscaping, stabilization, terracing of embankments, the construction of foot bridges across drainage courses and the damming of such courses for the purpose of creating articifial ponds should only be authorized by the Building and Zoning Administrator upon his satisfaction that such landscaping, terracing and construction will not reduce the capacity of the drainage course to fulfill its natural functions or affect adversely property up and downstream from the proposed improvements. ' The new Zoning Ordinance should include sections for the proper control of drainage courses as outlined above. ENVIRONMENT AND ENERGY As people learn to adapt to, rather than try to change or resist, their �-133- natural environment, a new set of environmentally related issues can be anticipated. These issues will involve access to certain environmental "rights", including, but not limited to, sun, wind, aerobic and anaerobic decay processes, and the natural heat and shelter provided by the earth. These rights will become valuable as they provide the key to various sources of inexpensive energy production and will be expressed in both economic and legal terms. We can see the beginning of this trend already, as the price of energy goes up and the vulnerability to disruption of central fuel and distribution systems and power generation increases. To compound these problems, the cost of building a conventional single family home is continuing to increase faster than people's ability to pay. There is a growing demand for alternatives and the supply side is beginning to bring forth numerous options. The transformation in housing types and energy sources will not occur overnight. Change will take place gradually, and so will the problems and conflicts associated with this transformation. To avoid possible problems that may arise and to encourage innovative housing concepts which attempt to capture solar, wind, geothermic and chemical sources of energy, it is recommended that the City adopt a formal alternative energy sources policy supporting the utilization of such sources, and incorporate provisions into the Zoning Ordinance and building codes to provide guidelines for (1) balancing private and public rights and (2) dealing with health and safety issues. By placing the community in a position to respond to these anticipated changes, the concept of environment as opportunity will become operational. �-134- GROWTH MANAGEMENT' ISSUES Both the Land Use Element and the Environmental Management Issues contain growth management components. or facilitates growth. For example, land use intensity constrains Similarly such environmental concerns of the ones expressed in dunes development or in dealing with the high water table the southern half of the City become growth management issues. There are however, two special growth related issues which will be discussed in this section. These are public utilities extension policy and the issue of special housing, community services and recreation. in �-135- PUBLIC UTILITIES EXTENSION POLICY The City of Norton Shores is in the process of completing a major public sewer program. At completion the area covered by public sewer and water service is shown on the map on the next page. It is proposed that this area be considered the City's utility management zone beyond which the City will not provide utility service in the foreseeable future. The rationale for establishing a service boundary beyond which the City will not provide services is based on environmental, 2conomic, efficiency and equity factors, as well as fiscal considerations. When combined, these factors clearly demonstrate that insofar as public and private interests are concerned, the management zone concept will prove to be a prudent choice on the part of the City. The utilities management zone concept will be shown to be useful for the con:nnunity to guide the timing, location and quality of development, while not constraining innovation and creative design, "taking" of private property, or directly engaging government in the business of development. The utilities management zone concept will enable local government to better respond to private sector initiatives in accord with community objectives. From an environmental perspective, the zonal boundaries follow those of the interior high groundwater zone and the Lake Michigan Shorelands policy zone. These a~e areas with either unique environmental amenities or fragile ecosystems. Any development occurring within these areas beyond that which can be supported by the natural site characteristics would create negative environmental and economic externalities or impose substantial opportunity costs from less than socially optimal use of �C•T't O• P~.:0S[Vt' l PAfl l( c,n or '-IUSKtGON Ht'> 10 MASTER PLAN UTILITIES MANAGEMENT - f'UBLIC UTILITIES MANAGEMENT ZONES EXISTING FlJTUAE fBE'IONQ 19861 AIRPORT APPROACH ZONEs -; EXISTING - ·, Fl.JTURE fBEYONJ 19861 0 NORTON SHORES, MICHIGAN 1000 LEO JAKOBSON ....,. CONSULTANT IN l.fl.BAN PLANr-.lNG MANAGEMENT ANO DESIGN MAotSON WISCONSIN �-136- resources. The area included within the utilities management zone includes sufficient locations for the continuation and growth of all varieties of economic activities, thus the zone will not have any impact on foreclosing opportunities for community growth and development. Quite simply, the better sites, with respect to natural conditions and locational linkages, will be encouraged to develop first, reserving sites which economics and technology render presently marginal for future, potentially more productive uses. Finally, from a fiscal point of view, given scarce resources and unlimited wants, it is necessary to make optimal use of existing infrastructure before new investments can be justified. There are numerous areas within the City that can be served by marginal extension of existing streets, sewers, and water mains constructed with excess capacity for future growth that are presently undeveloped or underdeveloped . These areas should be encouraged to fill in first as they can be most efficiently served by infrastructure and other City/County services. The recommendations concerning the utilities management zone can be summarized as follows: l. No public sanitary sewer, storm sewer, or water mains shall be ex- tended beyond the proposed service boundary. The only exception are future extensions of the utilities management zone in the industrial district and along Lake Harbor Road as shown on the utilities management map. The extension of the zone along Lake Harbor Road is considered desirable for several reasons: �-137- (1) The natural carrying capacity of the land in this proposed extension area in terms of high groundwater problems and soil bearing capacity is not as severe as in those sites to the east of this location. (2) Because of less severe natural conditions, the additional costs of engineering, constructing and maintaining infrastructure facilities will not be significantly greater than in other areas within the utilities management zone. (3) The area, in addition to having more favorable natural conditions, has favorable locational qualities, in particular the natural environmental amenities offer potential for high quality residential and services development. 2. Developers who wish to provide at their own expense utility connections to the City's system (i.e., sewer force mains, streets, water mains) should be allowed to do so, providing that an environmental impact assessment is conducted, and subject to the review of the City in accordance with the concepts contained in the Master Plan and the standards, specifications and requirements embodied in the Zoning and other Ordinances of the City. THE PROVISION OF SPECIAL FACILITIES The solution between the demand for flexibility, open-endedness and timelessness in the design of a master plan and the tradition of rigid specification in regard to the location and function of various kinds of community facilities can be found in recent developments in zoning legislation, ' in particular in the concept of "contract zoning" which permits special land uses in a zoning district upon review and approval by an appropriate governmental body. The idea of "contract zoning" is not new. Its origins can be found in the �-138- longstanding quest for performance standards in zoning to replace rigid specification standards. The "Planned Unit Development" concept was an outgrowth of this quest and the first manifestation ·o f a "negotiated" or "contractual 11 agreement between a public governing body and a developer. State of Michigan legislation expressed this as follows: A city or village may establish planned unit development requirements in a zoning ordinance which permit flexibility in the regulation of land development; encourage innovation in land use and variety in design, layout, and type of structures constructed; achieve economy and efficiency in the use of land, natural resources, energy, and the providing of public services and utilities; encourage useful open space; and provide better housing, employment, and shopping opportunities particularly suited to the needs of the residents of the state. Most recent state legislation goes beyond the PUD idea which primarily was intended to permit more variety, flexibility and innovation in land use and site design by introducing the concept of special land uses as follows: A city or village may provide, in a zoning ordinance for special land uses which shall be permitted in a zoning district only after review and approval by the commission appointed to formulate and subsequently administer the zoning ordinance, an official charged with administering the ordinance, or the legislative body. The ordinance shall specify the following: (a) The special land uses and activities eligible for approval consideration and the body or official charged with reviewing special land uses and granting approval. (b) The requirements and standards upon which decisions on requests for special land use approval shall be based. (c) The procedures and supporting materials required for application, review, and approval. The special land uses provision presen~ a solution to the locational and �-139- functional problems associated with special housing needs, community facilities and recreation. time. First, uses do not have to be mapped at this Their location can be determined on a case-by-case basis at the time the need for a use arises. Second, only a general, illustrative list of uses needs to be established now. This leaves the door open for any similar or new uses which may develop over time as needs, perceptions and activities change. They can be fitted into the master list of special land uses without the long delays encountered in current practice which may require amending the ordinance. Utilization of the special land uses legislation would have another beneficial effect. It would allow a "cleaning up" of the Zoning Ordinance from allowing certain connnunity facilities, e.g., schools and churches, as permitted principal uses in various residential and other districts notwithstanding the fact that a church parking lot or a school playground can have considerable negative impact on adjoining residential property if no provisions are made to minimize that impact. Similarly, most con- ditional uses could be handled under special land uses. In other words. each zoning district could be an exclusive use district allowing for a single principal use, e.g., single family housing. All proposals for exceptions would be treated as special land uses providing for uniform procedures and clearly established and defined criteria for approval. It is suggested that tiis would greatly reduce the arbitrariness in current practice. For example, variance appeals would be limited to ordinance specifications only, e.g., set-back requirements, building height limitations, density and occupancy specifications, parking stall requirements, �-140- etc. On the other hand, variance in land use would be considered as a special land use case. Lastly, it should be mentioned that two special thorny zoning issues could be resolved under the special land use provisions. home occupations and historic landmarks. These are Both of these issues could be listed as special land uses and treated on a case-by-case basis according to the procedures and criteria established under a special land uses section in the Zoning Ordinance. THE PROCEDURAL FRAMEWORK The procedural framework for the proposed contract zoning is analogous to that of the current Planned Unit Development provisions of the Zoning Ordinance. Three significant differences must be considered, however. They are: (1) because of the great variety of facilities and function involved, no minimum acreage should be established for special land uses; (2) certain land use districts should be excluded from this overlay zone and in some districts only certain kinds of special uses should be permitted; and (3) the review procedures and the information requirements on the developer or proposer of a zoning change should be spelled out with more clarity than in the PUD provisions of the Ordinance. To facilitate classification and subsequent administration, it is proposed that three basic categories of special land uses be established. These are: �-141- (1) special residential uses; (2) community services uses; and (3) recreational uses. In the first category, one would deal with such social housing needs as housing for the elderly, housing for the disadvantaged, and group housing. However, certain other types of housing, e.g., mobile home parks and resorts, could be incorporated under this special residential land uses category. In the second category, one would include public, civic and private community services facilities, regardless of whether they are operated for profitornot. A partial listing of facilities in this category would include the following: - municipal service facilities, e.g., administrative center and police and fire stations; - educational facilities, e.g., schools; - cultural and religious facilities, e.g., churches, libraries, museums; - medical and health care facilities, e.g., hospitals, clinics, doctor's office; - child and youth facilities, e.g., nurseries, day care centers, youth centers; facilities for the elderly, e.g., nursing homes, senior citizens' centers; - social faciliti~s, e.g., fraternal lodges, clubs. In establishing a list of special land uses in the Zoning Ordinance, general categories only should be listed with some appropriate illustrations. This would provide for the flexibility and open-endedness �-142- necessary at this time to meet the everchanging needs of a society in transition. The special recreational land use category would include public and private outdoor and indoor facilities for both active and passive recreation. Among such facilities are golf courses, tennis courts, boating facilities such as mooring and marinas, parks and playgrounds, indoor sports facilities, bike and hike trails, etc. The general procedures fo processing special land use approvals are well established in the Planned Unit Development sections of the Zoning Ordinance. It is recommended, however, that each proposal for a special land use permit be supported by a statement establishing the need for the particular use, the estimated population, and the specific area or district to be served, and the proposed management of the proposed facility or land use. Also, the statement should establish that the proposed facility or use does not conflict, compete or overlap with existing similar facilities or uses in the anticipated service area. As stated before, it is believed that the new special land uses legisla- tion in the state statutes provides for an opportunity to deal with the housing and community facilities issues in a flexible and open-ended manner. Keeping with the intent of the Master Plan, only the principle of special land uses should be recognized in the plan. Similarly, only a broad classification of special land uses should be established, and only the concept of their selective applicability to basic land use �-143- districts be adopted. Accordingly, the details and specifications for special land uses will be spelled out in the revisions to the Zoning Ordinance. Also, if specific plans are prepared for any sub-area of the City, certain uses and facilities treated as special land uses on a city-wide basis may be incorporated as site-specific uses in an area plan. However, as part of the Master Plan, the concept of special land uses should be adopted in principle as a policy statement. �-144- THE TWO AREA PROBLEMS THE AIRPORT The Muskegon County Airport is the largest single land use in the City. Aside from this fact, the airport must be considered in land use planning because of plans for its expansion and the impacts that the expansion will have on surrounding land uses. Since airport improvement is by and large determined by the Federal Aviation Administration and its regulations relating to air travel safety and the important economic impacts that the airport has not only to the City but to the entire County, local government must be in a position to work with airport officials to mitigate any adverse effects of these expansion and improvement programs. Thus, existing and proposed land use activities �-145- in the proposed runway extension paths must be recognized. Currently access to the airport is confusing, if not bad, from most parts of the City as well as the region served by it. For example, access from the south is along Grand Haven Road from the Pontaluna interchange, instead of from a more proximate interchange. Traffic from the north along U.S.-31 must make some confusing gyrations prior to reaching the Grand Haven Road-Ellis Road intersection. multiplied. These examples could be They are mentioned here to point out the urgency for develop- ing safe, efficient, and easy access to the airport from all directions. The proposed arterial system would do this. The proposal thus not only serves the needs of the City, it enhances access to and from the airport for the entire county. This fact should be used as leverage in discussing such issues as the proposed Sternberg Road-U.S.-31 interchange or cost sharing for the construction of the airport entrance road from Sternberg Road to the terminal. It should also be pointed out that planned airport expansion will greatly affect the future of the Grand Haven Road-Ellis Road intersection. Future airport impovement plans may render that intersection obsolete so that eventually alternatives must be found to provide for a continuing flow of traffic. However, at this point, only an alert is raised, because the timing of the runway extension which would necessitate any change at this intersection is uncertain and may not occur until the distant future. In dealing with the airport, specific attention should also be given to =- �-146- the following: (1) minimize the nuisance effects of the airport on its surroundings; (2) minimize the restrictions placed on airport operations by surrounding development; (3) take advantage of the impact of the airport on land development; and (4) maximize the economic value of air travel, particularly with respect to the stimulating effect it may have in providing vital transport linkages between establishments in Muskegon County and elsewhere: In addition to these standard objectives suggested by the American Society of Planning Officials, it must be recognized that an airport plays a significant role in the colillllunity within which it is located. Because of this, these objectives take on a more localized dimension in addition to the broader public interest which those objectives are supposed to represent. It is these concerns as they relate to the City of Norton Shores that need to be addressed, although within the context of the surrounding region. There are many techniques for regulating development or bringing about conversion or modification of existing land uses to achieve greater compatibility between the airport and its environs. Some of these may be controls, such as zoning or building and housing codes; other methods influence development through acquisition or the taxing power. Decisions regarding land development and the use of land use controls are characterized by the fact that they are made at the local level and often are individual in character. Local actions may be made on the basis of �-147- narrow considerations which may ignore many important area-wide or metropolitan goals. The most common local issues center on the return that the owner or developer wants to obtain on his property, the local government's interest in increasing the tax base, and the interests of the residents in maintaining or improving the value of their homes. Generally, these decisions reflect the desire to maintain the community in its present physical form and to avoid radical changes and risk-taking in fosteriPg new kinds of development. For the airport environs, as well as for the total metropolitan development pattern, the cumulative total of such local decisions can seriously degrade a sound comprehensive planning approach and development policy. However, not all decision making at the local level is conducted in a disjointed and narrow fashion, nor is there always a desire to maintain the community in its present form and to discourage development and change. Norton Shores is a case in point. To the extent that a community can incorporate a broad perspective in addressing local issues and is prepared to react in a well considered and informed manner, it will be in a far better po~ition to work with other levels of government in resolving airport related problems in a manner satisfactory both to the directly affected locality and the larger geographical region. Currently the necessar)"height restrictions within the airport approach zones are incorporated into the City's Zoning Ordinance. These restrictions are set by the Federal Aviation Administration, adopted by Muskegon County through the County's airport zoning map, and used by the City in reviewing �-148- applications for building permits within the designated airport zones. If the City finds that a proposed structure intends to exceed these height restrictions, action on the permit is suspended and the matter referred to the County Airport Zoning Board. The County Airport Zoning Board functions similarly to a local zoning review or appeals board. There is a certainCEgree of discretion on the board's behalf in applying the FAA maximum height requirements. Because the same standard might be set for an entire quarter section within the approach zone, the restrictions placed on buildings and improvements on locations farthest from the runway may have a greater degree of tolerance, given the higher altitude of the descending aircraft. The City's present role insofar as the airport is concerned is simply to approve those building permits which comply with the FAA height restrictions. A negative determination by the City with respect to pro- posed structures within this zone is referred to the County Airport Zoning Board. Enforcement of the height requirements where building permits may not be needed or applied for is the responsibility of the airport, which receives its authority from the County's airport zoning ordinance. This applies to trees, antennas, lightning rods and the like. To allow for runway extension and installation of a landing instrument system, the airport is having land buyers from the State Highway Department negotiate the pruchase of properties that lie within the required development-free zone. During the process of land acquisition, it can be expected that speculation on the affected lands will take place with the expectation �-149- that windfall profits will accrue to the owners. In addition, property owners who are unaware of the County's intentions may build structures in future development-free zones or in areas with height restrictions. In both cases, the County will incur additional costs in its efforts to make necessary airport improvements. In the interim, the airport manager has requested that the City Building Inspector advise prospective builders of the airport's expansion plans and discourage development within these intended approach zones. To date the County airport zoning map has not been amended to reflect the new areas subject to development controls, thus the City has been understandably reluctant to amend its Zoning Ordinance to reflect the new areas subject to height and development restrictions. The role of the City and the Coi.mty with respect to the airport is limited insofar as both have not addressed the localized dimension of the five objectives presented earlier. Essentially the City is acting on behalf and with authority from the County, which in turn is delegated authority by the State (Airport Zoning Act, Act 23, 1950) to implement the directives and standards established by the FAA. down decision making and regulation. The process is one of top- The results of such a process can be illustrated to be less than optimal in several respects. By restricting itself to following the lead of the County, Norton Shores has unintentionally placed the concerns of local interest in the hands of the County, which has neither incentive nor ability to adequately address these types of issues. The result is that either these issues �-150- have not been dealt with at all, or that they have been dealt with in such a way as to have a negative impact on the City's residents and its plans for future development. These impacts include: (1) The impact of infrequent yet disruptive airport noise on urban activities. (2) The grotmd traffic generated by the airport and its influence on the City's circulation system and adjacent land uses. (3) The effect that airport expansion will have in terms of displaced land use activities, new areas subjected to development controls, and the effect on the use and location of existing infrastructure investment such as roads, intersections, sewer and water conduits. The inadequate treatment of these issues is particularly disturbing because of the very real presence of a substantial opportunity cost--i.e., opportunities foregone. The City has within its legal and administrative capacities the ability to confront these issues in a fashion that adds balance between the interests of the community and those of the public at large. The Airport Zoning Act of 1950 delegates certain powers to the counties, cities, villages and townships to determine that an area has the potential, if not regulated, to become an airport hazard, and to subsequently adopt, administer and enforce such regulations. Based on the County's intent, as stated in its Airport Master Plan, to extend the rtmways, it would be reasonable for the City to make the above determination and to proceed without awaiting action by the County Airport Zoning Commission, to place those development restrictions necessary to avoid future conflicts and land use relocations. The effect of amending the City's Zoning Ordinance to reflect these future influences brought about by airport expansion �-151- will be to enable present and future property owners to make informed decisions about use of their property. It should be noted that in addition to creating an atmosphere of certainty with respect to future permissible uses of private property, considerable expense and delay will be spared the Cotmty in pursuing its expansion plans. Beyond the safety considerations prescribed by the FAA and the need to provide adequate clearance for runway expansion, there is the concern of airport noise. The FAA has issued noise abatement regulations which have had at least some effect on this problem. Such measures as engine soundproofing, different landing and take-off procedures, and stricter requirements imposed on new aircraft performance have been implemented. Nonetheless, the noise problem is still one that exists with negative impacts on affected land use activities. Aside from restricting noise sensitive uses from the airport approach and takeoff corridors, the City should investigate the possibility of establishing, through the building code, noise attenuation districts. Insulation requirements should be part of the local building codes, without which the building permits cannot be issued. This becomes an even more powerful tool when it is linked to an occupancy permit and an appropriate housing code. One of the problems with noise insulation of the City and would Slii.mply operate to inflate the costs of housing, which are already high. However, it is equally obvious that homes and other noise-sensitive facilities will continue to be built in noiseaffected areas simply because of the demand for residential building �-152- sites in convenient locations. I, This being the case, it would be de- sirable to develop selective noise attenuation districts within which insulation would be required as a condition of issuing the building permit. The City can delineate such districts around airports, rail- road yards, expressways, and other such noise generators in a manner similar to the delineation of fire prevention districts, which is now practiced in most larger municipalities. THE NUGENT SAND MINING AREA In the early 1970's Nugent Sand Company and the City jointly developed a plan for the area in which the company is mining. Subsequently, after enactment of the Sand Dune Protection and Management Act, Public Act 222 of 1976, the company submitted a plan as required under the act including an environmental impact statement to the Michigan Department of Natural Resources. The current plan as submitted, in many aspects is similar to the 1972 plan. In reviewing the plan as part of the Master Plan pro- gram several observations were made and a special report was submitted. The report recommended the following: (1) The City should notify the Company and the Michigan Department of Natural Resources of its dissatisfaction with the mining proposals and specifically point out the total inad ,e quacy of the environmental impact statement. (2) The City should request the Company to present a detailed reclamation and re-use plan. (3) Regardless of the nature of the plan the Company chooses to advocate, �-153- the City should require that the environmental impact assessment include a complete analysis of the two most obvious alternatives to the proposed plan: (a) the immediate termination of mining in the area and development of the area for urban uses; and (b) continuation of sand mining but limited to the areas which have already been disturbed as was proposed in the North Dunes Plan in 1972. (4) In all instances, the City should require that the re-use plan contain information on the following: (a) dune conservation and open space: where, how much, how to be controlled and by whom; (b) land use by type, intensity and location; (c) a preliminary schedule of reclamation and re-use activities; and (d) a statement describing how the reclamation and re-use plan conforms to and supports the City's development goals and objectives, and the technical principles and standards as expressed in the City's Master Plan. (5) In the discussions with Nugent Sand and the Michigan Department of Natural Resources, the City should also bring up the question of gradual re-use of the mined areas as suggested in the 1972 report. From a municipal management point of view, it is most unsatisfactory to have a large area lying idle in a prime location for urban development and readily accessible to all services, With proper management controls, parts of the Nugent Sand property coul~ be developed whilst mining continues in other parts, This "overlapping land use transition" concept is now even more appropriate to pursue than in 1972 because of developments which have since occurred. The important ones among these are energy conservation �-154- which can be accomplished through more compact and intensive urban development, the growth limitations in the southern half of the City due to high water table, and the need to control utility extensions for a considerable period of time. �,· ·- ··.. I•• THE ENVIRONMENTAL IMPACT •• .. I • �-155- BACKGROUND Since the National Environmental Policy Act became law in 1970, environmental impact assessment has become one of the critical parts in plan and decision making involving Federal µrejects, Federal funds or FedP.ral jurisdiction. Many states have enacted similar legislation extending the requirement for impact assessment to State projects and, in some instances, to the local goverrunent level. Current practice is to consider environmental impact �-156assessment a project level activity which is required only when a specific proposal for development and construction in the iIIllilediate future arises. There is, however, an emerging and growing recognition that environmental impact assessment should not take place at the project stage only, but should also be done at the stages when the foundations for most projects are laid: when long-range master plans are formulated and approved, and I, the regulatory measures to implement such plans, e.g., zoning and subdivi- ·I sion control ordinances, are adopted~ In some states this is now mandatory. For example, in California, the guidelines of the Resources Agency since 1972 require an Environmental Impact Report on the adoption or amendment of a master plan or element thereof and zoning ordinances~* These guidelines are mandatory and must be followed by local government agencies. Though the State of Michigan does not yet mandate environmental impact assessment as part of master plan approval procedure, it should be noted that under some recent acts the State reserves the right to review local government plans and ordinances to assure broad environmental protection needs. Thus, for example, under the Shorelands Protection and Management Act of 1970, the Michigan Department of Natural Resources is authorized to review and approve or disapprove local zoning ordinance provisions in ~or a good discussion of ~his point see: Wise, Harold F., "The Environmental Impact Statement and the Comprehensive Plan," in Future Land Use: Energy, Environmental, and Legal Constraints, Burchell and Listokin (eds.), New Brunswick, New Jersey: The Rutgers Center for Urban Policy Research, 1976. •I **state of California, General Plan Guidelines, Sacramento, California: Council on Intergovernmental Relations, September, 1973. �-157high risk, flood risk or environmental shore areas. The act does not make specific reference to environmental impact assessment, but many of its provisions require analyses and judgments similar or analogous to impact assessment. The language of these new acts and the concerns they address suggests that mandatory environmental impact assessment of the effects of master plans, zoning ordinances, and other similar public planning instruments may well be on its way also in Michigan. Even if such legislation were not to pass, it is in the best interest of a community and of prudent management of community affairs to be aware of the long-term environmental implications of today's actions, albeit the action is to adopt a set of basic guidelines for future development. It is for this latter reason that the environmental impacts of Norton Shore's Master Plan Draft and of three alternative growth management options are discussed in the pages to follow. �-158- PURPOSES AND METHODS OF ASSESSMENT The following presents a general discussion of the nature of an impact assessment of a master plan, and conversely of the use of the master plan in reviewing environmental impact assessment for various projects and developments in the community. Beginning with the latter purpose, it has been suggested that once a master plan, including or accompanied by an environmental impact assessment, �-159has been adopted, no impact assessment should be required for a project that is found to be in conformance with the master plan. This suggestion attributes greater foresight to the master plan than its nature and time frame make possible. It denies the primary purpose of an impact report, which is to present to a policy-making body a detailed analysis of the environmental impact of a proposal at the time a specific decision is under consideration. Certainly, conformance with the master plan must be a consideration in the action on a specific development proposal or program. However, considering the general nature of a master plan versus the specific nature of a proposed construction project, the environmental impact of the proposed action must be analyzed in appropriate detail. When a master plan and its accompanying elements are of sufficient detail they can be used effectively in the review of impact statements. For example, in Norton Shore's Master Plan, the Environmental Zones element provides for the identification of groundwater hazard areas. It recommends the adoption of special standards and zoning regulations for these areas. If these are adopted, then an impact analysis could be reviewed for consistency with those standards. This review should be done to determine whether the environmental values and standards identified in the plan will be diminished by a particular project or whether the project will reinforce the values as stated in the plan. In regard to the first purpose, environmental impact assessment should be an ongoing process in the preparation of the master plan so that in effect the general plan report becomes its own environmental impact analysis. process may well require the documentation and exposure of development This �-160alternatives with less detrimental impacts on the environment which may have been rejected in the interest of providing enhanced community facilities, economic growth and opportunity, or improved housing. It should be recalled that one of the general purposes of environmental impact assessment is to expose alternatives to public view and comment. The California guidelines suggest that, in the main, an environmental impact assessment for a general plan should address itself to the follaving:* a. The Environmental Impact of the Proposed Plan The policy alternatives generated by the plan development process which concern the commitment of land resources (particularly land use, circulation and housing) should undergo an environmental analysis so that the extent of the impact of varying levels of density and intensity of use can be projected. Where specific areas are treated in the general plan, the more specific the delineation of the policy, the easier it will be to evaluate the impact. Since the general plan is a long-term policy guide, long range impacts should be discussed in sufficient detail so that both beneficial and adverse impacts can be evaluated. b. Any Adverse Environmental Effects Which Cannot be Avoided if the Plan is Implemented The policy alternatives in the general plan and the options for specific action in the elements should describe advers impacts which may not be avoided if a particular alternative was adopted. Within this description, the benefits of a particular alternative should also be discussed. c. Mitigation Measure Proposed to Minimize the Impact This refers to the evaluation of proposals where and adverse impact may result but where agreement within the planning process determines that the option is of such community importance that it must be included in the plan. d. Alternatives to the Proposed Plan In the development of the general plan and subsequent elements, alternatives which are proposed should have a general statement *Ibid., pp. II 8-II 11. �-161on the relative degree of environmental impact on each of the alternatives. Where one alternative would create a greater impact than another, more detailed assessment should be made. e. The Relationship Between Local Short Term Uses of Man's Environment and the Maintenance and Enhancement of Long Term Productivity In preparing the general plan, there should be sufficient analysis to describe the relationship between short term uses of man's environment and long term productivity. These are fundamental long range policy choices which the planning process should address. Careful analysis of this issue will provide a sound balance between economic development and environmental protection. f. Any Irreversible Environmental Changes Which Would be Involved in the Proposed Plan Should it be Implemented The general plan commits various uses of man's environment. Where implementation of the general plan would cause any adverse irreversible environmental changes, the benefits to be secured by the changes should be clearly evaluated on balance against the environmental losses. g. The Growth Inducing Impact of the Proposed Plan The principles and policies of the general plan all have an impact on community growth and development. Evaluation of the impact of the population growth policies should be a primary subject of consideration in the formulation of the general plan. Given the nature of the plan document as a long-range set of policies and principles, it is not always practical to analyze each of the above points with the same degree of specificity. The master plan environmental analysis should take on broader scope than the analysis which is done on a specific project with well defined limits. This permits the systematic examination of potential secondary or indirect consequences which may otherwise be overlooked. ' A number of methods have been developed for environmental impact assessment. These are all relatively new, arising from pressures generated by the requirements �-162of the National Environmental Policy Act, and many are still in the process of testing and development. Evaluations and comparisons among techniques are few. One author has developed a typology of these methods dividing them into five classes:* - Ad hoc procedures - Checklists - Overlay techniques - Matrices - Networks Ad hoc procedures simply provide for experts to identify impacts in their area of expertise without any attempt to be systematic or assess the relationships between the various impacts. Checklist approaches are the most common. They attempt to list impacts typically associated with certain projects and the lists are augmented by guidelines for the evaluation of data on each item. Overlay techniques are common in planning and landscape architecture. They involve a series of overlaid maps which denote various environmental features and are useful in some situations for evaluating design alternatives. They are not useful in other cases such as evaluating different uses of the same land and do not permit the identification of interactions between impacts. *Warner, Maurice, Environmental Impact Analysis: 1m Examination of Three Methodologies, Ph.D. dissertation, Madison, Wisconsin, University of Wisconsin, Madison, 1973. �-163Matrix approaches take the checklist approach a step further. Typically proposed project activities are listed along one axis, and potentially impacted environmental conditions are listed along the other axis. An attempt is then made to sort out causal factors, i. e·., what action or actions are causing each impact. The technique also perm.its an opportunity to evaluate tradeoffs between positive a.qd negative effects. Network approaches carry the matrix method further. The matrix posits simple cause and effect relationships while the network introduces an I intermediary step which attempts to account for some of the complexity of •I I actual ecologic systems. The network approach then posits a cause- condition-effect relationship. 1· In selecting an appropriate method one usually balances the complexity of the project, the scale of the project, the availability or potential availability of data and the requirements of the technique. often add to the selection criteria. Local perceptions For example, the great concern in regard to environmental amenity and economy as expressed in the attitude survey of Norton Shores residents suggested that environmental and economic factors be given high priority in method selection. Given the above selection criteria, it was decided that the nature of the Master Plan and its alternatives required a technique that was more sophisticated than a simple ad hoc"Or checklist approach. Yet, the scale, generality and time frame of the plan are such that a very complex and detailed approach is not feasible, practiceable, nor necessarily desirable. For that reason, for example, quantification and costing of impacts are ruled out. The choice, then, was to identify the "environment" implications, including man made, institutional as well as natural concerns of the Master Plan �-164elements as discussed in the Plan Element Reports, and to sunnnarize these impacts using a simple network approach for discursive judgmental assessment. This satisfies the priority and intricate interdependency between environmental-economy concerns by attempting to identify and specify causecondition-effect relationship. On the other hand, tabulating these assessments in a matrix format allows for simpler presentation of the potential conflicts and complementarities between the various natural, man-made and institutional concerns affected by the plan elements. Most importantly this method subjects admittedly judgmental assessment to public scrutiny encouraging explication and dialogue between experiential and ordained experts. To assess the Master Plan without an assessment of some viable alternative courses of action would negate the rationale of environmental impact analysis, which should expose decision-makers to the relative consequences of their actions or inactions. For that reason, two initial alternatives to the "guided growth" concepts of the Master Plan were assessed. Though these options--"unrestricted growth", and "no growth",--did not receive significant support in the attitude surveys--2.3 and 4.6 percent respectively-nevertheless they are viable options with very distinct and very different environmental impacts. been assessed. To these two alternatives, one additional variant has That is the expected environmental impact of continuing to pursue the City's present policies and practices which have been labelled "strategic growth". In the case of Norton Shores, this alternative is both real and viable given the present administrative capacity of local government and the active role that it has chosen to pursue with regard to guiding the community's development. �-165- It should be pointed out that the method chosen focuses on the local impacts of each proposed plan element. exists in isolation. However, as discussed earlier no community Therefore, many community actions result in consequences and generate impacts which are felt beyond the boundaries of the community. Some actions may affect a neighboring community only, e.g., changes in the character of a road along a community boundary; others may have regional implications, e.g., the effective implementation of a "no growth" policy may significantly alter regional suburbanization trends. The inclusion of a regional perspective into the assessment process increases the complexity of the process. For example, "no growth" may be perceived as positive from a local perspective, but could well result in negative regional impacts. In the ensuing assessment, several regional impacts have been identified and have been discussed. However, for reasons of clarity, this third dimension is not explicitly included in the assessment matrices. It is believed that the method chosen and the growth management options assessed will provide the Planning Commission and the City Council with sufficient comperative information to act judiciously in adopting and implementing the growth management proposals of the Master Plan. �-166- THE ASSESSMENT MATRICES Among the best known matrix methodologies are those developed by the Battelle Institute and Luna Leopold.* These matrices represent a sound starting point, but have been validly criticized for minimizing social and *Dee, Norbert, et al, Environmental Evaluation Systems for Water Resources Planning, A Report to the U.S. Bureau of Reclamation, Columbus, Ohio: Battelle's Columbus Laboratories, January, 1972; and Leopold, Luna, et al., A Procedure for Evaluating Environmental Impact, Circular 645, Washington, D.C.: U.S. Geological Survey, 1971. �-167economic considerations! In addition, an assessment matrix must include institutional considerations such as the consistency of the proposed plan with pertinent plans and regulations of other governmental jurisdictions, e.g., County, State and Federal. With these qualifications in mind as well as those discussed in the introductory section, four matrices were developed. Along the horizontal axis were listed the various plan elements as well as planning and development issues discussed in reports 18 through 24. The vertical axis lists sixteen environmental factors which could be affected by each of the proposed plan elements of issues. This list of factors was developed using the Corps of Engineers' Guidelines for Environmental Assessment and the Leopold Matrix as a basis. The choice of plan elements selected for impact assessment under each of these alternative development scenarios were based upon the particular assumptions and guiding principles either implicitly or explicitly associated with each alternative. For example, the Master Plan in its intent and purpose is tied to the concept of flexible 'service facilities zones' and therefore is considered one of three elements or sets of policies and actions with potentially significant environmental implications. would not exist under the unlimited growth Although such an element or most likely the no growth alternative development scenarios, residential land use development and growth restricting environmental zones, respectively could be expected as significant elements with particular environmental impacts. *Kusler, Jon A. and Farnum Alston, Environmental Impact Evaluation Procedures, Working Paper 8G, Madison, Wisconsin: The University of Wisconsin Institute for Environmental Studies, 1972. �-168- With the exception of the major elements of the Master Plan alternative, conjecture based upon professional judgement and practical experience has been used for formulating the significant characteristics, from an environmental impact perspective, of the alternative development scenarios. For purposes of comparison, weights are assigned to these elements in proportion to their importance in any scenario. The fact that some scenarios have more elements than others can then be accommodated allowing proposed and probable actions and policies to be disaggregated, thus improving the assessment of probable environmental impact. At the same time the use of weights can be helpful in emphasizing relative importance of individual elements within a given scenario and by equalizing the impact assessment ratings between scenarios to permit aggregate comparison between these packages of alternative development strategies. The planning and development issues selected for assessment under each of the alternative scenarios, similar to the elements just discussed were selected on the basis of the relevant assumptions and guiding principles likely to permeate each development scenario. For the most part these issues, given the constraints, opportunities and realities which characterize Norton Shores, are the same from one scenario to the next. These include management issues of sand mining, utilities development, airport, and environmental zones. These issues, if not addressed by the City will be abrogated to other levels of government who have legal jurisdiction over these matters. Under each alternative development scenario, these will be public planning issues. There will be differences, however, in the significance of these issues from one scenario to another as well as differences in probable environmental impact due to differing r~s-pooses �-169and levels of government involvement. To account for these variables, different weighting and assessment scores were used to provide for internal and external consistency within and between alternative development scenarios. Finally, it must be pointed out that the elements and planning issues selected as characterizing each scenario were of community wide significance, and assessed with respect to their connnunity wide environmental impact on each one of the sixteen factors listed along the vertical axis. This approach is entirely consistent with the purpose of achieving the environmental impact of the Master Plan vis-a-vis other development scenarios to systematically examine potential secondary or indirect consequences which may otherwise be overlooked in a conventional impact assessment of a specific project or proposal. Again this underscores the generality of the Master Plan and suggests the need for continued disaggregation of plan elements and issues by geographic sub-areas within the community to permit an assessment of their environmental impacts on the level of the planning district. The methodologies employed in the present Master Plan agreement offer a basis for a progressively more disaggregated environmental impact assessment at the sub-community and finally the individual project level. To assess the implications of alternative policies and practices on these sixteen environmental factors, a simplified multidirectional assessment scale was developed. The sco~es inside each box indicate whether a plan element or issue resolution has a positive, a negative, or no impact on each environmental factor. �-170To assess the magnitude of each impact the following scores were assigned representing degrees of significance: Impact Assessment Significance Positive major considerable moderate minor Score +4 +3 +2 +1 No Impact Negative Table 10. 0 minor moderate considerable major -1 -2 -3 -4 Impact Assessment Scale Impact on this scale refers to the net impact of a particular recommendation assessed on the basis of the likely change or difference the implementation of that recommendation might cause to the effects of no action. For example, the environmental zones concept will not stop development from occurring in environmentally management-sensitive areas. It will, however, greatly change the character of development by requiring a minimum lot size and requiring builders to familiarize themselves with building design construction and site development techniques which reduce high water table hazards, erosion risks, and the like. The net impact of enforcing this plan proposal can thus be assessed as positive and considerable, if not major. Due to the distinct difference between the four options assessed, the plan element component in each matrix is different. The Master Plan contains several plan elements and issues, some of which do not apply in the alternative options. Thus, in the "unrestricted growth" option, the concept of environ- mental factors is lost, because this concept cannot be implemented if growth would continue without controls other than those currently in effect . In �-171- contrast, the "no growth" option would certainly include an environmental zones concept because the concerns expressed in that concept are inherent to the no growth movement. However, a "no growth" plan would not include commercial and industrial development elements. Similarly, the floating zones concept, an important part of the Master Plan concept, is not a part of the present policies and practices alternative. One could argue that the proposed method, the number of environmental factors and the assessment scale are arbitrary and their application highly judgmental. ,I •] This argument can be countered on two scores. First, the selection of method and the selection of environmental factors is based on a critical review of the rapidly growing literature on environmental impact assessment. In that respect, the method selected and the design of the matrices are based on current and publicly accepted professional practice. Furthermore, this practice has been upheld in court, suggesting that it is rational and reasonable rather than arbitrary. Much of what is judged rational and reasonable of course can remain theoretically impoverished. To fill this void the methodology chosen here has been modified to account for the shortcomings of complacency in professional practice. The best example of this is the modifications made in the impact assessment scale used in judging alternative environmental impacts. Whereas many impact assessments employ a ten numeral scale in measuring impact significance with such fine distinctions range from 'insignificant', through 'minimal', 'minor', 'discernable', 'moderate', 'significant', 'substantial', 'great', 'major' and finally to 'extreme', the scale employed here attempts no such precision. Keeping the objectives of the environmental impact assessment in mind -- particularly �-172that of improving public decision making by facilitating informal choice among alternatives, the simplified, less semantics-laden assessment scale is more appropriate. Likewise, it is also necessary to include positive as well as negative impacts in the decision making calculus, something which is all too often omitted from environmental impact assessments of particular projects as well as master plans. Finally, one could suggest that the method be used by others applying different reasoning and different scores to each factor and each element. This exercise, by the nature of the method chosen and its mode of presentation is most welcome. It is believed, however, that the composite scores from such exercise will be very similar to those presented in this report, because differences in the assessment of particular issues will cancel each other when rigorous judgment is applied to all factors and elements in each matrix. �-173- ASSESSMENT COMPARISON AND CONCLUSIONS To allow for balanced comparison of the scores between the factors and the elements and management issues within a matrix and between the four options, in the ideal matrix set-up, all factors and elements on both axes should be co-equal, rank-ordered or scaled. In this instance, neither the plan issues nor the environmental factors satisfy this requirement. In the following, a weighting method is presented which equalizes the various elements and factors and facilitates comparison. The elements and issues characterizing each alternative scenario were �-174- weighted in proportion to the relative importance of each component given the assumptions, principles and objectives that (actually or hypothetically) would be associated with each respective de_v elopmen t scenario. In the Master Plan option, the environmental and utilities zones concepts and the residential development, service facilities, and circulation elements are judged to be the most critical, followed by the sand mining and airport issues and commercial development. Industrial development, recreation and open space, and agricultural land uses are the least important components. In the "unrestricted growth" option, the resi- dential development elementrankshighest, followed by the commercial development and finally the industrial development elements. The circula- tion, utilities and connnunity facilities elements are considered co-equal, with recreation, sand mining and the airport issues being last, with little or no importance. The highest ranking element in the "no growth" option is the environmental zones concept; the recreation and open space and utilities components are in co-equal position at a lower level, followed by the agricultural development component. The airport, resi- dential development and circulation concerns will be of equal importance, followed lastly by sand mining and community facilities and services. Insofar as the "strategic growth" alternative is concerned, the greatest emphasis can be placed on residential and utilities development, followed by community facilities and services, industrial development, and environmental zones all co-equal in importance. Recreation and open space and circulation facilities will follow with equal weights and finally, commercial development, sand mining and the airport issues will wind up at the bottom of the weighting scale. �-175- Because of the difference in the number of elements in the four options, one has to equalize the weighting factors to allow for inter-option comparison. This is done by keeping the sum of all ~eights constant for the four options. The following figure of element weights for each option can now be developed: Elements and Issues Master Plan Unrestricted Growth No Growth Strategic Growth Residential Development 3 6 2 4 Commercial Development 2 4 NA 1 Industrial Development 1 3 NA 3 Agricultural Development 1 0 3 1 Recreation and Open Space 1 0 4 2 Service Facilities 3 NA NA NA Circulation Facilities 3 4 2 2 Environmental Zones 4 NA 6 3 Community Facilities & Services NA* 4 1 3 Utilities Development 3 4 4 4 Airport 2 0 2 1 Sand Mining 2 0 1 1 25 25 25 25 NA: not applicable * included in "service facilities" concept. Table 11. Plan Element Weights In weighting the environmental factors, they were first grouped by their characteristics into three basic categories: (a) those representing natural environmental conditions, e.g., drainage and flooding; (b) those relating �-176- to the manmade physical environment, e.g., land use; and (c) those describing the institutional environmen~, e.g., the fiscal factor. Of the sixteen factors selected for the assessment, five each fell into categories (a) and (c) and six into category (b). One of the basic premises underlying this planning effort has been the belief that proper growth management strives at bringing conflicting forces into balance. This suggests that inweightingnatural, manmade and institutional environmental factors, the premise for weighting should lie in a balance between the three groups. In the particular case of Norton Shores, based upon the response to the counnunity attitude survey, discussion with community leaders, and the consultant's own professional judgement, it is felt that the manmade environment warrants particular attention relative to the other two sets of factors. To achieve a balance, the factor weights in each group must total the same group score. In this case, additional factor weights have been assigned to the manmade environment category, emphasizing its importance in the City's overall environment. This gives us the environmental facto~ weights in the figure on the next page. Finally, the weighted scores must be equalized and brought back to the original assessment scale which ranged from +4 for a major positive impact ' to -4 for a similar negative assessment. This was done by dividing the composite weighted scores by the product of the factor and element weights. When the above procedure was applied to the four assessment matrices, the composite scores turned out as shown in Figures 6 and 7 on the following pages. �-177- Grou:e Factors Natural Environment Air Quality Water Quality Drainage and Flooding Vegetation Wildlife 2 4 2 2 1 Manmade Environment Noise Waste Disposal Energy Visual Aesthetics Land Use Traffic 3 3 3 2 3 2 Institutional Environment Economic Fiscal Social Governmental Historic 3 4 2 3 1 Table 12. Weights Environmental Factor Weights. The results presented in Figures 6 and 7 allow for comparison between alternatives by environmental factor (or groups of factors) and by each of the alternatives' components. Interpretation of the comparative assessment is made easier and more meaningful by examining the scores in a relative rather than an absolute fashion. In the environmental factors table, it is of interest to note that even in the natural environment category the composite score of the Master Plan is more positive than that of the "no growth" option. The manage- ment opportunities for improving water quality, drainage and flooding conditions in the Master Plan cannot be realized in a "no growth" situation which severely limits changes in the status quo. The plan elements table shows a similar strong score distribution in favor �-178- No Master Unrestricted Growth Growth Plan Option Option Option Strategic Growth Option Air Quality +o.04 -1.32 +o.04 -0.32 Water Quality +1.80 -1.76 +1.32 -0.44 Drainage and Flooding +2.00 -1.20 +1.44 +o.80 Vegetation +1.52 -2.40 +o. 76 +o.32 Wildlife +o.24 -2.56 +0.60 +o.12 NATURAL ENVIRONMENT +1.34 -1. 77 +o.94 +o.38 Noise -0.56 -1.24 -0.40 -0.64 Waste Disposal +1.32 -1.08 +o.80 +o.20 Energy Consumption +o.84 -2.00 +o.12 -0.20 Visual Aesthetics +1.80 -1.92 +o.56 -0.08 Land Use +3.48 -2.24 -0.36 +o.60 Traffic +1.84 -2.80 -0.80 -1.40 MANMADE ENVIRONMENT +1.34 -1.82 +o.14 -0.19 Economic +3.40 +o.56 -0.44 +o.96 Fiscal +1.80 -1.36 -1. 72 -0.28 Social +3.12 -2.48 +o. 72 +1.56 Governmental +1.80 -0.64 -0.48 +o.68 +o.32 0.00 -0.43 0.00 INSTITUTIONAL ENVIRONMENT +2.42 -0. 72 -0.43 +o.63 TOTAL FACTOR SCORE +1.70 -1.44 +o.22 +o.27 Historic Table 13. ' Environmental Factors Equalized Assessment Scores. �-179- (/J (/J Q) i:: i:: 0 N Q) rl I'll rl 0 i:: > .w ~ Q 0 H ·n > i:: rzl Q) ·n .w a0. . > Q) Q . Q Q) Q "O -.-t (/J ~ rl I'll •n (.) H I 0 u Natural Environment rl I'll -.-t H .w (/J ::, "O i:: H Q) -.-t -.-t -.-t •n .w rl > Q) Q) (/J .w rl (.) i:: 0 -.-t .w I'll rl ::, (.) H -.-t u I'll ix.. (/J Q) -.-t .w -.-t (/J Q) (.) ;:,-.•n .w > •n H i:: i:: Q) (.) -.-t ffl H :::> u 0 "O i:: I'll H .w •n I'll .w Q) I'll ix.. Q) ::, C/) -.-t rl (.) 0 Q) (.) ~ -.-t > H Q) C/) ::, .w rl ::, (.) -.-t H 00 < 00 i:: .w H 0 0. H ~ •n i:: ·n ~ "O i:: I'll C/) ~0 E-◄ E-◄ z ~ rzl ....:i rzl 0.36 Manmade Environment Institut ional Env. MASTER PLAN N.A. Natural Environment 3.27 2.55 1.77 Manmade Environment 2.31 3.06 3.63 1.82 Institutional Env. 1.45 0.09 0.55 1.27 o. 72 N.A. 2.34 1.90 2.45 .57 0.88 1.44 UNRESTRICTED GROWTH Natural Environment .64 Manmade Environment 0.06 • 75 Institutional Env. 0.82 .55 0.08 .92 0.40 0.31 NO GRijWTH N.A. N.A. Natural Environment 0.00 0.73 Manmade Environment 1.50 0.81 Institutional Env. STRATEGIC GROWTH Table 14. Plan Elements Equalized Assessment Scores. .94 .14 .22 • 38 �-180- of the Master Plan. Though again one could argue that the weighted scores and the method of equalization is arbitrary and biased in favor of the Master Plan, it should be pointed out that the weighting system is based on a composite of judgements, all of which represent different viewpoints and value premises. For example, the weighting was heavily influenced by the attitudes and concerns of City residents as expressed in the attitude survey. The views of the Technical Committee, Plan Review Panel and City Council members ascertained at numerous meetings over a period of over a year are also reflected in the weights. A third influence has come from outside expert opinion as found in the growth management and environmental impact assessment literature. This combination of influences in determining the scores should greatly reduce, if not eliminate, any arbitrariness attributable to the scores. The conclusion one can draw from this environmental assessment is that the Master Plan stands out as a proposal which, if carried out, will have virtually no detrimental effects on the environment. It will, however, significantly improve environmental quality in several areas. The assessment suggests that the environmental concerns which dominated the plan-making process have been absorbed into the plan, its elements and reconnnendations. In this respect, the Master Plan as a whole stands as its own environmental i'1'act statement. This approximates the ideal general plan impact assessment procedure discussed earlier in this report. Finally, one last point should be made apparent, based upon this analysis. While the no growth and unrestricted growth alternatives are clearly inferior and largely adverse in their environmental effects compared to Ill,,,.__,- �-181- the Master Plan, this is not the case based on the assessment of the "strategic growth" alternative--a continuation of present policies and practices. In the case of the latter alternative, the administrative planning and decision-making capabilities of Norton Shores have not been mobilized in a concerted and purposeful fashion toward maximizing the amenity value of the City's environmental factors. The Master Plan program has been an effort directed precisely toward that end; hence the expectation that positive impacts of an even greater magnitude on the environment will be realized. �,, •• ·. ..••: 5· _: .r- l;:. PLAN IMPLEMENTATION �[ t -182- I ~ t INTRODUCTION Plan implementation consists of several different activities. Some can be labeled formal, e.g., the adoption of the master plan by the Planning Commission. Some are informational, e.g., widespread public informa- tion about the plan, its purpose and its benefits to the connnunity. But the most important among these procedural activities is the day to �-183- day use of the plan by elected and appointed officials in the management of the City's affairs. Management, in turn, is facilitated by other implementation instrumentalities such as ordinances. However, without a clear understanding of development strategy, here defined as the staging of development and the setting of priorities, all other plan implementation measures will only be partially successful, if at all. In the following, each implementation activity is discussed in brief and specific proposals and recommendations are made in each category. ' �-184- PLAN ADOPTION Under Michigan's Municipal Planning Act (Act 285, P.A. 1931) the Planning Commission is delegated the authority to make and adopt a master plan for the physical development of the municipality. The commission may adopt the plan as a whole by a single resolution or may by successive parts of the plan, said parts corresponding with major geographical �-185- sections or divisions of the municipality or with functional subdivisions of the subject matter of the plan, and may adopt any amendment or extension thereof or addition thereto. Before the adoption of the plan or any such part, amendment, extension, or addition the connnission shall hold at least 1 public hearing thereon, notice of the time and place of which shall be given, not less than 15 days prior to such hearing, by 1 publication in a newspaper of general circulation in the municipality and in the official gazette, if any, of the municipality, and by registered United States mail to each public utility company and to each railroad company owning or operating any public utility or railroad within the geographical sections or divisions of the municipality affected. The adoption of the plan or of any such part of amendment or extension or addition shall be by resolution of the connnission carried by the affirmative votes of not less than 6 members of the commission. The resolution shall refer expressly to the maps and descrip- tive and other matter intended by the commission to form the whole or part of the plan, and the action taken shall be recorded on the map and plan and descriptive matter by the identifying signature of the chairman and/or secretary of the connnission. An attested copy of the plan or part thereof shall be certified to council and to the county register of deeds. ' Due to the active role of the city council in plan formulation and in subsequent discussions dealing with various proposals contained in the plan it may facilitate plan implementation if the council not only would receive the plan but would go on record as supporting the master plan and its recommendations. �-186- At its discretion the council may even pass a Master Plan Ordinance as was proposed in 1972 (Norton Shores Planning Services Program, Report No. 9, "Development Control and Guidance: Proposals for a New Ordinance Structure", The University of Wisconsin, October, 1972). �-187- INFORMATION DISSEMINATION Two kinds of information dissemination is proposed. First, it is recom- mended that a simple plan summary be prepared and printed as a flier with a foldout master plan map for distribution to every household in the city. A supply of these plan summaries should be kept on file for distribution to new residents, developers and potential investors. As �-188- part of this general information dissemination, large scale, mounted, and colored copies of the master plan maps and bound copies of the most important reports should be on permanent display at Norton Shores City Hall and Public Library. The second information dissemination activity should be directed to other governmental agencies and public and private organizations. These groups should receive a copy of the full Master Plan report with a transmittal letter identifying the Master Plan as the City's officially adopted development guide. Legally only the county register of deeds must receive formal notification of Master Plan adoption and a copy of the plan. However, as was pointed out in an earlier report, Norton Shores is blessed with overlapping jurisdictional issues (Report No. 15, Trends and Issues: Local Perspective). The The first step for avoiding or resolving conflict between jurisdictions is to maintain the flow of conununication open and to inform the other side of the City's goals, objectives, plans, and programs. The jurisdictions mentioned in Report No. 16 were: The Corps of Engi- neers, the Federal Aviation Administration, the State Highway Department, the State Department of Natural Resources, Muskegon County, the ' City of Roosevelt Park, Ottawa County, and Spring Lake Township. In addition, the plan should be sent to all other adjoining conununities, the various school boards, the regional development conunission, and �-189- various other state and federal agencies. On the non-governmental side recipients should include all maj@r businesses operating in the area, all utilities providing services to the City, civic organizations, etc. It is recommended that the city administration prepare an information dissemination plan immediately upon adoption of the Master Plan and submit it to the Planning Commission for review and approval. In preparing the plan one should be cognisant of the fact that within an agency, for example the Department of Natural Resources, there may be several branches with specific responsibilities affecting the City. As this information dissemination is specifically targeted at the operational staff levels in the various government and organizations, to make this effort effective each branch should receive a copy of the plan. �-190- SUPPORTING ORDINANCES State enabling legislation provides means for the enactment of ordinances which will facilitate plan implementation. The most common of these supporting ordinances is the Zoning Ordinance. The most recent amend- ment to the City-Village Zoning Act (Act 207, P.A. 1921) makes the link between the Master Plan and the Zoning Ordinance explicit by �-191- requiring that "the land development regulations and districts authorized by this act shall be made in accordance with a plan designed to promote and accomplish the objectives of this act" (125. I 581 Sec. 1(2) Mich. Comp. Laws). The City has already taken action ·I to bring its Zoning Ordinance into conformity with the above statutory requirement. The adoption of a Master Plan gives the City authority to enact two other supporting ordinances. One governs the subdivision of land, the other provides for the adoption of an official map. The current master plan program provides for drafts for both of these ordinances in Report No. 26, "The Official Map" and Report No. 28, "The Subdivision of Land." It is recommended, that both of these reports be reviewed and processed as provided in the statutes at the earliest after the Master Plan has been adopted. The statutes governing the preparation and adoption of these two ordinances can be found in the Municipal Planning Act (Act 285 of 1931); the Certification of City and Village Plat Act (Act 222 of 1943); and the Subdivision Control Act (Act 288 of 1967). �-192- PRIORITIES FOR 1980-1986 One must draw a clear distinction between staging and the setting of priorities. In general terms staging can be considered strategic in contrast to priority setting which is operational. This suggests that priorities be set only for the first stage of the plan, the .s ix year period from 1980 to 1986. �-193- The main tool for priority setting is the mandate for the Planning Connnission to prepare a six year investment program and to review this program annually. As prescribed by the statute the comprehensive coor- dinated program shall be based upon the requirements of the community for all types of public improvements, and, to that end, each agency or department of such municipality concerned with such improvements shall upon request furnish the connnission with lists, plans and estimates of time and cost of public structures and improvements within the purview of such department. This detailed procedure is clearly beyond the scope of the master plan program. However, during the preparation of the Master Plan some issues have surfaced which suggest that a preliminary list of major priorities for 1980-1986 can be submitted at this juncture. I , I Consistent with the conceptual model for priority determination which was prepared for the city in 19 73, is the following discussim1 of land use, transportation, environmental management and community facilities priorities not only from a priority perspective but also from an investment perspective. (Report No. 8, Norton Shores Planning Services Pro- gram, Capital Improvement Programming: A Conceptual Framework and Its Application, Chapter 5, the University of Wisconsin, August, 1973.) In regard to land use orf'e remedial and two developmental land use issues should be given high priority. The first is to promote office/apart- ment development and some public investments along Sherman Avenue in �-194- the East Broadway area in order to stimulate private rehabilitation in the area. In the second category intensive promotion of the Norton Shores Industrial Park and the development of the Swett property into an attractive park/nature preservation, should receive top rankings in any allocation of public funds. In the transportation element four developments stand out. First, and foremost, the development of Sternberg Road as the major eastwest arterial in the southern part of the City, must receive top priority, including the proposed interchange at US 31. This is a developmental priovity. Second, the Mona Lake Channel bridge must be given high priority not only as a remedial action but also as an improvement which may stimulate investment in the vicinity of the channel and south of it. The third and fourth high priority items are both remedial: the re- design of the Seminole-Norton-Seaway intersections and the provision to provide a connector road from Forest Park Road to Seminole Road to eliminate the problems currently encountered at the intersection of Henry Street and Forest Park Road. Environmental management is one of Norton Shores major goals. priorities The here then are to effectuate the environmental management principles underlying the Master Plan. This means speedy enactment and enforcement of the proposed zoning ordinance amendments, particularly those which apply to the Lake Michigan Dunes district . �-195- In the area of community facilities and services no critical priority issues currently exist. It is prudent, however, to point out three concerns which from time to time elicit heated community debate. The Master Plan does not contain specific recommendation in regard to solutions to the debate. It merely points out that at some point in the future a decision would have to be made in regard to the location of a new administrative center for the city; in regard to the nature and the location of fire protection services; and in regard to the provision of housing for the disadvantaged, specifically the elderly. To emulate an ostrich in the hope that these issues will disappear is self defeating. They will rise in a more acute form if not reviewed from time to time also during the 1980-1986 period although no immediate action may be required. ' �-196- SUMMARY OF RECOMMENDATIONS In sunnnary the following actions and steps are recommended for plan implementation: 1. Adoption of the Master Plan by the Planning Commission. 2. Ratification of the adoption action by the City Council in the form of -a resolution or the adoption of a Master Plan Ordinance. �-197- 3. The preparation and implementation of an information dissemination plan by the city administration. 4. Continuous utilization of the plan in the day to day management of municipal affairs. 5. The speedy enactment of supporting ordinances: the Zoning Ordinance, the Subdivision Ordinance, and the Official Map Ordinance. 6. The preparation and annual review by the Planning Commission of a six year development budget and the approval of this budget by the City Council. ' �-198- APPENDIX The following reports were prepared during the formulation of this plan. Copies are available at City Hall and the Norton _shores Branch of the Muskegon Public Library on Seminole Road. 1. Community Influentials Identification Survey. 2. Past Planning Summary: The Shorelands Plans. 3. Data Update I: 4. The Master Plan: A Statement of Purpose, Content and Characteristics. 47 p. September 15, 1978. 5. Past Planning Summary: Transportation Corridor Plan; North Henry Street; Industrial Parks; Utilities Development Plan. 43 p. August 1, 1978. Population. 14 p. 20 p. 52 p. July 14, 1978. July 7, 1978. September 5, 1978. �-199- 6. Community Goals: An Assessment. 35 p. October 1, 1978. 7. Past Planning Sununary: Housing--Analysis and Strategy; East Broadway Area Neighborhood Study; Open Space and Recreation; Preliminary Goals and Development Policies. 35 p. August, 1978. 8. National Trends in Perspective. 9. Data Update II: Transportation, Land Use, and the Natural Environment. 26 p. November 15, 1978. 22 p. August 25, 1978. 10. Data Update III: 17, 1979. 11. The Regional Context. 12. Data Update: The Financial Base. August 1, 1979. 13. The Community Attitude Survey. 14. Community Attitudes and Influentials: A Comparison. 15. Trends and Issues: 16. Goals and Objectives: 17. A Concept Sketch for Development. 18. Land Use. 19. Transportation. 20. Environmental Management. 21. Housing and Community Services. 22. The Environmental Impact. 23. Plan Implementation. 26 p. Housing and Community Facilities. 73 p. 29 p. January October 25, 1978. 41 p. April 15, 1979. Revised: 36 p. The Local Perspective. 49 p. Alternative Futures. 15 p. 20 p. 14 p. May 15, 1979. May 15, 1979. May 15, 1979. October 10, 1979. 16 p. October 10, 1979. 79 p. 60 p. 25 p. Revised: December 4, 1979. October 10, 1979. 16 p. October 10, 1979. September 20, 1979. July 15, 1980. 25a. The Concept Sketch Evaluation Survey. 23 p. 25b. The Master Plan Elements Evaluation Survey. 26. The Official Map. 10 p. 27. The Master Plan: A Draft Report. 28. The Subdivision of Land. July 30, 1979. 42 p. June 15, 1980. 40 p. 208 p. August 28, 1980. June 15, 1980~ � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Norton-Shores_Master-Plan_1981 Creator An entity primarily responsible for making the resource Leo Jakobson, AIP, SAFA Date A point or period of time associated with an event in the lifecycle of the resource 1991-05-08 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for the City of Norton Shores was prepared by Leo Jakobson, AIP, SAFA and was published on May 8, 1981. Subject The topic of the resource Master plan reports Norton Shores (Mich.) Muskegon County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/6f5f8c5d667cd639e01fb83e47c6fa8f.pdf ebf712981ba7728212df022bd50d6468 PDF Text Text D4 0 on• 1 -I ,{ -•~ ,._ L'P. oUt\ ARY OFi . I F1\,.;,,. Plan n1r.;;; & Z:i11ng Center, Inc. MASTER PLAN CITY OF NOVI MICHIGAN January 1988 Brandon M. Rogers & Associates, P.C., Planning Consultant in association with Barton-Aschman Associates, Inc. �-, LIST OF OFFICIALS MAYOR AND COUNCIL Matthew C. Quinn, Mayor Edward R. Leininger, Mayor ProTem Nancy C. Covert Hugh D. Crawford Martha L. Hoyer Joseph G. Toth Ronald A . Watson PLANNING COMMISSION Judith Johnson, Chairman Ernest Aruffo, Secretary John P. Balagna Richard Clark Thomas Kavanagh Edward Kramer Charles Kureth, Jr. Kathleen S. McLallen Gary Phillips Karen Tindale, Recording Secretary CITY MANAGER Edward F. Kriewall CITY CLERK Geraldine Stipp CITY ATTORNEY Fried & Levitt, P. C. DIRECTOR OF COMMUNITY DEVELOPMENT James R. Wahl PLANNING CONSULTANT Brandon M. Rogers and Associates, P.C. CITY ENGINEERING CONSULTANT JCK & Associates, Inc. TRAFFIC ENGINEERING CONSULTANTS Barton-Aschman Associates, Inc. - ii - �-, RESOLUTION At the conclusion of a meeting at which a quorum of the Planning Commission of the City of Novi, Oakland County, Michigan, was present, the following resolution was offered and adopted. Moved by member Chuck Kureth Seconded by member John Balagna THAT THE FOLLOWING RESOLUTION BE ADOPTED WHEREAS: The Novi Plannlng Commls~lon has diligently pursued the development of a new Master Land Use Plan for the City of Novi, and WHEREAS: Said Master Land Use Plan has been reviewed in sessions with the Novi City Council and the public in attendance, and WHEREAS: On December 16, 1987 and January 6, 1988, duly constituted public hearings were held at which a quorum of the Novi Planning Commission was present, and at which hearing public comment pertaining to the proposed Master Plan was heard in accordance with Act 285 of The Public Acts of 1931, as amended, now. THEREFORE, IT IS RESOLVED: The the contents of this document together with all the maps attached to and contained herein, are hereby adopted by the Planning Commission as formal amendments to the Novi Master Plan of 1980, and that said plan shall be called THE MASTER PLAN FOR LAND USE for the City of Novi, Oakland County, Michigan. ROLL CALL VOTE: 7 yeas abstain _ _ _ nays absent RESOLUTION ADOPTED I, Ernest Aruffo, Secretary of the Novi Planning Commission, hereby certify that the foregoing resolution is a true and correct copy of a resolution adopted by the Novi Planning Commission at a meeting held January 6, 1988. ecretary r �-, I TABLE OF CONTENTS Title Page............................................................ i Li st of Off i c i a 1s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ii Resolution of Adoption................................................ iii Table of Contents..................................................... iv List of Tables........................................................ vi List of Charts........................................................ viii List of Figures....................................................... viii List of Maps.......................................................... ix Preface............................................................... x Goals and Objectives Related to The City of Novi Philosophy Statement........................................................... 1 Resi denti a 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Office - Commercial - Industrial................................. 3 Town Center Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Architecture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Traffic.......................................................... 10 Infrastructure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Other. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Existing Land Use Study. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Land Use Classification.......................................... Future Population Projection..................................... 14 17 29 29 33 34 39 Housing and Density Study............................................. 49 Introduction..................................................... 49 Housing Trends. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Current Land Use Inventory....................................... Population Study and Forecast......................................... Growth Trends. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Population Distribution.......................................... Population Forecast.............................................. - iv - �-, TABLE OF CONTENTS (Continued) Past and Present Housing Conditions.............................. Future Projections............................................... Senior Citizen Housing........................................... Future Housing Mortgage Trends................................... Imp 1ementati on.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sumary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transportation Pl an. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction..................................................... Functional Classification of Roadways............................ Land-Use Re 1at ion ships. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thoroughfare Volumes and Capacities.............................. Traffic Accidents and Hazard Areas............................... Thoroughfare Pl an.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transportation Philosophy and Goals ............................. . Retail and Office Sector Study and Plan .............................. . Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Comerci al Deve 1opment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Office Deve 1opment............................................... Industrial Areas Plan................................................. Introduction..................................................... Existing Land Use and Development Trends......................... Industrial Parks................................................. Industrial Potential............................................. Industrial Land Use Plan......................................... Appendix ....................................................... Fo 11 ows A - Southeast Michigan Council of Governments Population Projections B - Novi Comunity Schools Facilities Task Force C - Comercial, Local Business, Comunity Business, General Business, and Office D - Listing of Businesses - V - 53 55 56 59 59 60 64 64 66 74 75 88 103 114 116 116 116 128 138 138 138 139 141 142 142 �---, LIST OF TABLES 1. Existing Land Use and Zoning, City of Novi....................... 20 2. Population Growth for Novi Township (1900-1950) and for City of Novi ( 1960-1980) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Residential Building Permits Issued, 1978 - 1986, City of Novi , Mi chi gan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Ranked Numerical Changes of Population for Co11111unities in Oakland County, Mi chi gan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 5. SEMCOG Small Area Forecast, Version 84.......................... 36 6. Projected Enrollments, Novi Co11111unity Schools District........... 39 7. Novi Co11111unity Schools, Existing and Estimated Student Per Household. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Development in the Novi Co11111unity Schools District Projected Enrollment/Proposed Subdivision and Apartment Complex 1987 - 1990.................................... 42 9. City of Novi Existing Household Count, August 1986............... 43 10. Population Projections, City of Novi............................. 47 11. Projected Holding Capacities, City of Novi....................... 48 12. Residential Building Permits, January - June 1987, Southeastern Michigan Area Leaders............................... 51 Residential Building Permits Issued, 1978 - 1986, Novi, Michigan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 3. 4. 8. 13. 14. 15. 1 Housing Trends, City of Novi and Comparative Co11111unities, 1960 - 1980......................................... 54 Housing Value and Rents, City of Novi and Comparative Co11111unities, 1960 - 1980......................................... 56 - vi - �---, LIST OF TABLES (Continued) 16. Existing City and Planned Dwelling Units - 1967, City of Novi, Michigan........................................... 57 17. Dwelling Unit Capacities, City of Novi, Michigan................. 58 18. Zoning District Densities, City of Novi, Michigan................ 61 19. City of Novi Street and Roadway Rights-of-Way Minimum Width Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 20. Existing Thoroughfares........................................... 72 21. Weekday Directional Distribution - 1986.......................... 77 22. Roadway Volumes and Levels of Service - 1986..................... 78 23. Signalized Arterial Level of Service............................. 84 24. Unsignalized Two-Lane Road Level Service......................... 84 25. Traffic Accidents by Month, City of Novi, 1982-1985.............. 91 26. Accidents by Day of the Week, City of Novi, 1982-1985............ 93 27. Accidents by Type/Object Struck, City of Novi, 1982-1985......... 94 28. Accidents by Road Character, City of Novi, 1982-1985............. 95 29. Accidents by Road Surface Conditions, City of Novi, 1982-1985.... 95 30. Accidents by Light Condition, City of Novi, 1982-1985............ 95 31. High Accident Intersections {1983-1985).......................... 98 32. Number of Accidents by Type of Collision (1983-85)............... 99 33. Traffic Growth Rates............................................. 106 34. Future Traffic Projections (2007)................................ 108 35. Existing Commercial Land Use..................................... 116 36. Actual and Inflation - Adjusted Sales in Major Commercial Sectors, City of Novi, Michigan, 1967 - 1982..................... 119 - vii - �LIST OF TABLES (Continued) 37. Comparison of Actual and Potential Retail Sales in City of Novi, Michigan, 1967 - 1982.............................. 121 Potential Retail Sales/Space Analysis, City of Novi, Michigan.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 39. Shopping Center Classification................................... 127 40. Office Survey, City of Novi, Michigan............................ 131 41. Industrial Land Use and Zoning, Oakland County Conmunities....... 140 38. LIST OF CHARTS 1. Comparative Land Use, City of Novi, Michigan .................... . Page 21 2. Building Permits, City of Novi, Michigan, 1976 - 1986 ........... . 32 LIST OF FIGURES 1. Relationships Between Transportation, Land Use, The Economy, and the Environment..................................... 65 2. Cross Section Standards ......................................... . 67 3. Road System Concept ............................................. . 73 4. Traffic Accident Sunmary - City of Novi ........................ ~. 92 - viii - �LIST OF MAPS 1. la 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. Existing Land Use ......................................... Fo 11 ows School Districts Serving City of Novi............................ Residential Density Patterns .............................. Follows Residential Planning Areas .............•.............•.... Follows Existing Roadway Functional Classification ................ Follows Directional Distribution of Traffic - 1986....................... P.M. Peak-Hour Levels of Service - 1986 ................... Follows Average Daily Traffic Volumes - 1986............................. P.M. Peak Hour Traffic Volumes - 1986............................ A.M. Peak Hour Traffic Volumes - 1986............................ Existing Traffic Lanes & Signals .......................... Follows Roadway Prob 1em Areas.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . High Accident Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Road Jurisdictions............................................... Programmed Road Improvements..................................... Thoroughfare Pl an ......................................... Fo 11 ows Retail & Office Sector Plan ............................... Follows Existing Offices, 1986........................................... Industrial Areas Plan ..................................... Follows Master Plan for Land Use .............................. End of Plan - ix - Page 18 38 54 54 73 76 80 81 82 83 83 86 97 104 105 105 123 130 142 �---, PREFACE The City of Novi desires to update its 1980 Master Plan for Land Use. Significant physical, demographic and economic changes have occurred since the preparation during the 1970's of the Plan. components of a Master Plan be It is important that the various reevaluated. Such is done through the preparation of the fol lowing Plan elements: Goals and Objectives Existing Land Use Study Population Study and Forecast Housing Density Study and Plan Transportation Plan Retail and Office Sector Plan Industrial Areas Plan These Plans reflect key objectives of the Philosophy Statement for future direction of City development adopted by the City Council and City Planning Commission. - X - �,.. GOALS AND OBJECTIVES RELATED TO THE CITY OF NOVI PHILOSOPHY STATEMENT* RESIDENTIAL Philosophy 11 The cornerstone of our community is its residential neighborhoods. see room in our community for all types of housing. We Despite the urbanization which is to some extent inevitable, we believe there is still room for small farms and large residential lots. It is our commitment to plan and to provide for these types of residential uses for a long period of time into the future ... 11 Goals 1. To review and revise ( if necessary) the Residential Areas Plan of the Master Plan. Specifically, the distribution of lot sizes and types and housing densities shall be considered in relation to existing conditions, natural resources, sewer capacity, traffic congestion, recreation, and eventual size of the population. This could perhaps be accomplished by examining distinct areas or districts within the City of Novi each year. 2. To establish a maximum population recognizes the need to holding capacity for City which provide single family and multiple housing neighborhoods with spaciousness and low density housing, and to avoid overcrowding residential areas with housing where existing or proposed feasible infrastructure cannot support such development. 3. To guide residential development having a distinct character which sets apart, or identifies, that development as unique in the City of Novi. For example, creative use of natural features, landscaping, site layout and architecture are factors which could contribute to establishing such a unique character. *See Appendix E for City of Novi, A Statement of Purpose - Our Hope and Plan for the Future, a Philosophy Statement, Adopted by Joint Resolution of the City Council and Planning Commission, February 1, 1986. - 1 - �RESIDENTIAL Continued 4. To encourage development of all types of single family housing while assuring that the zoning is compatible with environmental conditions. Philosophy "Our primary method of minimizing any possible deleterious effects to the integrity of our residential neighborhoods which might be caused by nonresidential uses is to centralize the nonresidential uses in specific sections of the City. Where distance between residential and nonresidential uses cannot be achieved, our intention is to soften the effect on the residential uses through barriers, buffering, or beautification requirements. In the rare instances where it is necessary for the convenience of residents to have commercial services integrated in with residential uses, the utmost care must be taken in the placement and intensity of the foreign use. 11 Goals 1. To review and establish a policy regarding the concept of mixed land uses in light of the Philosophy Statement of the City of Novi and the population size goals of the City. 2. To review and revise ( if necessary) the proposed land use mix and zoning standards in Novi to assure that negative impacts on the residential areas from nonresidential uses are minimized as much as possible . 3. To develop and implement a coherent urban design plan including an architectural policy . - 2 - �OFFICE - COMMERCIAL - INDUSTRIAL Philosophy 11 ••• Offices of major national corporations and of local individuals should be able to operate here in the most pleasant surroundings. Goals 1. To review and revise ( if necessary) the Master Plan for office land use locations with flows, respect to density, office type, traffic capacity and impacts on residential areas, and infrastructure needs (e.g., pol ice and fire protection) . 2. To permit continuation of the quality of the 1-96/12 Mile Road Corridor for Office/High Tech development for the area west of Haggerty Road. 3. To consider freeway exposure as affording an attractive setting for offices. 4. To plan office districts of different land use intensities and impacts. 5. To develop white collar service industries and varied job sources convenient to residential neighborhoods. Philosophy "Because of tradition and the salutary effects ( be they actual, symbolic, or psychological) of uninterrupted sky and sunlight upon our citizenry, we are, and intend to remain, a low profile community. horizon is shaped by skyscrapers. We will never be a city whose However, in light of our freeway location and our line in the path of urban development, some slight deviations from this aspect of our character might occur. Reasons for such minor deviations might be the opportunity to preserve significant natural areas, - 3 - to obtain an extra- �OFFICE - COMMERCIAL - INDUSTRIAL Continued ordinarily beautiful architectural landmark for the City, or to achieve an unusually advantageous economic benefit for the City all the while being certain that no present or future harmful effects will be caused in our residential areas." Goals To review and revise ( if necessary) the Office Land Use Plan and the Zoning Ordinance to determine where such deviations could be allowed ( if anywhere) and under what restrictions and requirements. Philosophy "We want business of all sizes to thrive here .... with full recognition of our responsibility to plan for a city that can 'afford itself', we will encourage commercial investment in the community and the innovative and ambitious use of property. But this encouragement will be given only to the extent that such uses have a positive effect on the people who live here. Sound planning considerations must prevail over untempered market place demands." Goals 1. To review and determine how revise much, ( if necessary) what types, the Commercial and Uses where commercial Plan uses to are needed in the City in light of the economic benefits to the City, the convenience and needs of Novi's citizenry, traffic flows, infrastructure requirements (e.g., police and fire protection), existing conditions, and other land uses, especially to the end of reducing the negative impacts on the residential areas of the City. - 4 - �....., OFFICE - COMMERCIAL - INDUSTRIAL Continued 2. To discourage the proliferation of strip commercial uses . 3. To discourage the overdevelopment of commercial uses . Philosophy 11 ••• we should have a place for clean industries to develop and produce the finest of modern technology ... 11 Goals 1. To define 11 clean industry 11 considering the environmental impact of such uses (e.g., the production, use, or disposal of hazardous and toxic materials) . 2. To review and revise ( if necessary) the Industrial Land Use Plan in light of water), existing land infrastructure uses, natural needs, resources traffic impacts, ( including ground relationship to residential land uses, etc. TOWN CENTER AREA Philosophy The goals and objectives for development of the Town Center Area are to reflect the City of Novi's long term commitment to establish a quality Town Center District. - 5 - �TOWN CENTER AREA Continued Goals 1. To identify and locate public and private areas of concern and responsibilities is of primary importance. 2. To create a sense of image and orientation and provide multi-access from Novi Road and Grand River Avenue. 3. To delineate and detail the special districts within the Town Center Area. 4. To enhance the total environmental quality of the area. 5. To encourage multi-seasonal and day/night use of activities. 6. To develop parks and open green space and plazas within each quadrant of the Town Center Area. 7. To provide design guidance and goals for private development, establish detailed standards for public implementation to provide unity and image throughout the district, and promote continuity and compatibility among public and private development. ENVIRONMENT Philosophy 11 ment. •• • Our most priceless commodity is our open land and natural environ- Our ideal is for each resident to be able to see as much open sky - 6 - and �ENVIRONMENT Continued natural beauty as possible . We are committed to always take the greatest care when anything is built on our precious land. We will make every effort to preserve our watercourses and wetlands, to guard our air and soil from contamination, to protect our natural woodlands, to save as many trees as possible in any type of development, and to plant still more trees along our streets and throughout the City for future generations ... 11 Goals 1. To develop and implement a policy regarding open space requirements in all types of development - especially residential and office. 2. To obtain and keep current information about our natural environment within the City of Novi. This information will include, but not be limited to, the following: a. The location, flow rates, and quality of our surface water (e.g., lakes, streams, drains, and rivers). b. Habitat location and quality for rare, threatened, or endangered species . c. Location of wetlands and the purposes they serve with respect to the environment (e.g., storm water management, actual or potential habitat for rare, threatened, or endangered species, groundwater recharge and quality, etc.), and enhancement of the of our aesthetic quality of the City. d. The location, habitat potential, woodlands . - 7 - and aesthetic quality �ENVIRONMENT Continued e. The location of important, unique, and/or rare, threatened, or endangered trees. f. Groundwater flow rates and directions, recharge zones, and groundwater quality. g. The location, nature, and priority for cleanup, removal, or control of underground storage tanks, landfills, and other types of hazardous materials storage, production, and/or use areas, be they underground or above ground and inside or outside. 3. To develop policies and standards designed to protect and utilize our natural resources ( of any kind, but particularly surface waters, wetlands, woodlands, and individual trees, and topography) as part of any development type within the City. 4. To develop and implement a coordinated tree planting program throughout the City. 5. To develop a program of public education regarding Novi's environment, including its natural resources and the potential threats thereto from development or pollution. 6. To develop, program as part of the City's designed to provide the Recreation Master Plan, residents of Novi a sub- access to the natural features of the City where this is feasible and practical and will not endanger the natural feature or resource itself. This could take the form of bicycle paths, pedestrianways, and/or nature trails for example. 7. To develop and implement clear view policy along our waterways as identified on the official City Wetlands and Watercourse Map. 8. To preserve the woodlands, trees, similar woody vegetation, and related natural resources shall have priority over development when there are no location alternatives. - 8 - �ARCHITECTURE Philosophy "The quality and design of buildings can be related to our quality of life. We will seek a variety of beautiful architecture. We desire extensive green plantings and landscapes, uncluttered by garish signs. There should be signi- ficant setback distances between buildings and between different uses. The stability of a community can be reflected buildings. This is why we will encourage design and building materials creat- ing an aura of permanence. stone. in the structure of its We appreciate the lasting qualities of brick and We are comforted by the warmth of the colors and textures of the earth and natural materials." Goals 1. To establish architectural review and approval of nonresidential development. 2. To encourage committees in the establishment of subdivision new and unfinished architectural subdivisions to assure review that the character of a subdivision remains consistent throughout its development be they subdivisions of small homes, large homes, traditional architecture, or "modern" architecture. 3. Encourage innovation and variety of design to assure an architecturally interesting City while still maintaining a low profile community. - 9 - �TRAFFIC Philosophy "As a widespread suburban community, our main source of transportation is the automobile. discomfort. This can also become our primary source of frustration and Our goal is to avoid the obstruction of our streets and highways by ourselves, our visitors, or those passing through our City to other destinations. A workable system of thoroughfares must be developed or our other gains of quality life may be negated. The automobile remains the dominant mode of transportation in our society, but we acknowledge trends which favor foot and bicycle transportation . In- creases in leisure time and the awareness of physical fitness will obligate us to provide safe routes for nonmotorized traffic." Goals 1. To plan, develop, and maintain the roadway system of the City of Novi to provide and preserve an efficient traffic flow. 2. To develop a system of nonmotorized safety paths along our major thoroughfares such that it will ultimately be possible to use nonmotorized transportation along the roads to get from one part of the City to another part. 3. To develop a City capability of hardware and software to evaluate traffic impacts caused by proposed development through the creation of a computer model which can interface with other ongoing models . 4. To provide system of marginal access roads, whenever feasible and desirable, to reduce conflicts between local and through traffic . - 10 - �TRAFFIC Continued 5. To give priority to the construction, maintenance, or reconstruction of roadways needed to serve existing development. 6. To provide alternative access corridors to major activity centers where possible. 7. To insure, through traffic analyses and roadway improvements safe and adequate pedestrian and nonmotorized traffic circulation in activity centers and neighborhoods. 8. To provide for roadway design to eliminate or prevent hazardous conditions. 9. To design traffic signalization, roadway signage, and operational capacities so as to optimize traffic flow and levels of service. 10 . To provide curb cuts to allow access to and egress from all classes of arterial streets should be minimized. 11 . To avoid routing of commercial traffic through residential areas. 12. To clearly indicate the function and design of local residential streets. To plan and design local street systems to minimize or eliminate through traffic and to design such local streets for a low volume of traffic and for low speeds. 13. To provide for a limited number of collector streets for convenient and safe movement between local streets within a neighborhood and the bordering arterial street system . - 11 - �INFRASTRUCTURE Philosophy 11 0ur goal is to provide facilities to serve the public efficiently, maintain public areas, protect the citizens from crimes, fire, and disaster, and to provide places for us to observe our history, to provide outlets for cultural activities, and opportunities to see art in public places. Our citizens will have limitless opportunities for play and recreation in our parks and athletic fields. 11 Goals 1. To develop a self-supporting city capable of generating infrastructure through prudent land use planning, capital improvements programming, and developer participation. 2. To encourage planned development of residential unit developments, planned unit developments and planned developments for residential, commercial and office uses, with infrastructure underwritten by the developer wherever possible. OTHER Goals 1. To review and update as necessary the City's Master Plan on a periodic basis to assure that it consistently reflects the development goals and objectives of the City of Novi. 2. To establish an annual Planning Commission work program designed to achieve these goals through the attainment of specific objectives. 3. To develop the Planning Program for each year's program to include detailed investigation and City. planning for specific sections within the This detailed investigation and planning should be based on the City's Urban Design Plan and the Natural Design Plan. - 12 - Resources Environmental �EXISTING LAND USE STUDY Introduction The basis for any planning study is an inventory and analysis of updated information on existing land uses within a community. It provides a way to better understand present land uses, to show the relationships between various land uses and their environs, and to indicate predominant land usage, including desirable and undesirable land use conditions and potentials. The pattern of development in a community is closely intertwined with a number of factors including: natural environmental conditions, technological and economic changes, citizen demands and political issues. Land use patterns, therefore, may be defined as those uses which result from the actions of people modified to a degree by natural environmental conditions. The Existing Land Use Survey presents, therefore, an overview of the City and serves as a basis from which future land use policies can be developed. Trend data since the last survey ( 1974) is also presented to illustrate the major changes which have occurred in the City. It should also be noted that the 1980 City Master Plan was done over an eight year period ( 1972-80) and the final recommendations were based on that earlier data. A field survey was conducted in August 1986 for the purpose of gathering data for existing land use analyses. Each lot and parcel within the City was inspected in the field and its use was recorded on Sidwell maps . was supplemented by aerial photo interpretation. The field data The use of each parcel was in turn converted into a standardized categorization and then mapped on the City's 800 scale updated base map reflecting approved subdivisions, parcel divisions and consolidations, and new or vacated rights-of-way. - 13 - �Acreage calculations for each land use category were obtained by direct measurements from field determined from work maps. average widths and Right-of-way acreage calculation were lineal Also measurements. comparative statistics from Oakland County Planning Division. used were 1 Land Use Classifications The following classifications were used to categorize the various land uses in the City . These classifications are related to the Michigan Land Cover/Use Classification ( ML CUC) system developed by the Department of Natural sources ( DNR), State of Michigan in 1976. Re- Numbers in parenthesis refer t" the use coding system described in the DNR manual. Residential Single Family Residential This ( 113). category includes detached dwelling units and two-family duplex dwelling units, one-family and accessory buildings such as garages that are related to these units. Multiple classification Family includes Residential ( 111, locations having 112). Multiple multi-family Family apartment Residential structures or row, townhouse units of three or less stories ( 112) or four or more stories (111). Included are rental and condominium units, in complexes or single structures, with related lawns, parking areas, and any small recreation facility associated with the residential use. Mobile Home Parks ( 115). - - Areas containing groups of mobile homes and their related service and recreational areas are designated as Mobile Home Park areas. 1 1986 Land Use Inventory for Oakland County, Division of County Planning, Department of Community & Economic Development , Oakland County, Document PUB-183, June 1987. - 14 - �Commercial Local Business ( 124). -- Also referred to as Convenience Shopping, Local Business land areas consist of relatively compact groups of stores and/or services which satisfy the day-to-day shopping needs of residents. Uses included in this category are food, drug, personal services, and other convenience-type establishments. Community Business ( 122). -- Community Business areas, also referred to as Comparison Shopping, are those containing a single structure or group of structures having a large amount of floor space and a variety of commercial and service establishments which offer major products or services less frequently needed but for which a customer usually comparison shops before buying. Often, these areas are referred to as community or regional shopping centers. Commercial uses included in this category are general merchandise, apparel and accessories, furniture and appliances and other comparison-type commercial establishments. General Business ( 123). -- Uses included in the General Business category are lumber, building materials, hardware, eating and drinking establishments, automotive dealers, and gasoline service stations. location in a shopping center, These uses do not require rather they benefit by a location on a major thoroughfare permitting good access. Office ( 1212). -- Office uses are uses which include business, finar,cial, personal, professional and repair service establishments. Industrial Light Industrial ( 135, 136) . -- Land uses without open storage where raw or semi-finished materials are stored, fabricated or manufactured are - 15 - classified �as Light Industrial. These include such uses as warehousing, secondary manufacturing of metal fabrication and non-metal fabrication such as furniture production or printing. General Industrial ( 131-134, inc.). -- General Industrial uses include those typified as using raw materials for primary metal production, petrochemicals, primary wood processing, and stone, clay, and glass industrial operations. Included in this category are steel mills, pulp or lumber mills, electric power generating stations, chemical plants and concrete plants, to name a few. Extractive ( 1711, 1712). -- These land areas include extractive activities which are primarily carried out upon the surface of the earth through open excavation. Included in this classification are sand, gravel and rock quarry removal operations. Public ( 19, 146, 1213, 1214, 1216-1218, inc.) Public land use includes open land for outdoor cultural, public assembly and recreational purposes, utility substations tricity), hospitals and public medically (e.g., related gas, clinics, oil, water, elec- educational uses including all types of public institutions where education is the primary use, detention and correctional facilities, military uses and governmental admin- istration and service buildings. Quasi-Public ( 1213-1215, inc., 193) Areas in which educational, utilized as recreational facilities, religious, health facilities, and open lands which are privately owned but also available to the general public, are deemed Quasi-Public land uses. - 16 - �Rights-of-Way All dedicated rights-of-way including freeways, thoroughfares, local roads, alleys, and railroad easements are classified as Rights-of-Way. Open and Other ( 190) This land use category consists of areas used for agriculture, including crop land, land lying fallow, pasture, tree farming, orchards and vineyards, and woodland, as well as vacant land for which no specific use is evident from field inspection. Water Bodies (522-526, inc., 512) Portions of the City occupied by lakes and major ponds are classified as Water Bodies. Current Land Use Inventory The City of Novi is located northwest of the City of Detroit in the Southwestern part of Oakland County and occupies approximately 31. 9 square miles. It is bounded primarily by Napier and Beck Roads on the west, 12 Mile Road, Pontiac Trail and 14 Mile Roads on the north, Haggerty Road on the east and Eight Mile Road on the south. Lyon Charter Township and the City of Wixom lie to the west, City of Walled Lake and Commerce Township lie to the north, City of Farmington Hills lies along the eastern boundary and Northville Township and the City of Northville lie to the south . Traversing east and west through the City is 1-96 Freeway which affords convenient access to the City from Lansing, Pontiac, Ann Arbor and Detroit. Another major east-west route is Grand River Avenue . route through the City is Novi Road. The major north-south 1-275 Freeway 1s near the City's eastern boundary connecting with 1-96 and 1-696 Freeways at the Novi/Farmingtion Hills • - boundary . - 17 - �Both Grand Novi's history: River Avenue and Novi Road are strongly associated with Grand River Avenue being originally the old Detroit and Howell Plank Road and Novi Road originally being the only road which ran from the Walled Lake area, through the community to Northville. The advent of 1-96 opened the way to large regional shopping centers and easy commuting which has led to rapid population expansion in the last 25 years . This trend shows no signs of abating and graphic evidence is readily available by looking at the Existing Land Use Map. quadrant shows many In particular, the southeast new subdivisions and apartment complexes as well as recent trailer parks, office, and industrial parks. In addition, a third major shopping center is under construction. The southwest quadrant shows more of this growth with the emerging municipal civic center complex and high school. on what was formerly open farmland. New subdivisions are occurring Indeed, it is difficult nowadays to travel a local road without encountering a cement truck or gravel hauler, all signs of a city with a rapidly changing complexion. The overall urbanization trend is also dramatically shown by fact that developed land in the City increased from 4,390 acres to 6,658 acres in the 14 year period between 1974 and 1986, or 52 percent. With the possible exception of the southeast quadrant, there are large areas throughout the City which retain a rural character with open fields and farmlands and an occasional horse "ranch". The area around Walled Lake shows signs of being developed earlier in the community's history. Here, the lots are small and housing is in tightly packed units and subdivisions. The new Lake Shore Park facility is noteworthy in that it permits many citizens to enjoy the lake resource. - 18 - �) ( C.O M\I E.FtCE T W P C I T Y IN A L L E D OF L A I( E lf\r~fJl ' ____J CO 1 ~ ~ ("' I 0 I I I -1 4-(__ . f WALLeD r I I t LAKE II I II . I . '[ RI C 1 T I , . "> L ~,j"- -. . ... ' j ..___J d"-1 8 10 £a~! jl{ 11 7 , . ~ ,, oo·· •.·." o. . ~!Pf;g !(g o.:P o cP ~ OIIOJ 0 0 . P10JC ~ ·o ' ~ LIL ~ •• . 0 ~ cm t'.D" Bil L..illl _...,: o," _L_QJL_ " ' .. ' 1 • • r.:!':'.Hr.JH 29 I ' '£ p "• 0 30 I 1io:- 128 o TJ , I· ~ ..'" '" '" ii.~· '•7•·=•u,. "· l 0 '9 ' 1. " .· ·.·. ·.··.·r ' ..·.· ~:-: ·I '?.'~---~.,. NOVI , . ~ :~ : ' OIi/\~ oJ h~. do"'~,~~ ,o.oq II · & VACANT (QI=:J ONE & TWO FAM I LY E=::::::::::] MULTIPLE FAMILY MOBILE f:::::::::::::::::I OFF i C E - LOCAL ~ COMMUNIT Y ~ GENERAL HOME LAND RES I DENt l AL RESIDENTIAL RE S IDENTIAL 8r? ?Ti ·-, _ / ~ .I.1 ~ ~. . ·. , i;:: ~~~- !F7o0 ,,..rtAri I. I I -- ~ 33 -~ :1,,1---~•.J·{···'r' '"'1~~p1, .q 01: '""'~35 ~ 1 ~ ,,_"~·------.._~:P "'' 1.'.'..!k N ORTHVILLE 1 @ ◄I I f ~ j,, ~, t'.. .· t • ~ 2 O 00 ''fl~t.d 32 1L--,.~J••m~~111ll!I I O • l -,t?jd,, 0 r ?-:-: \'I .- ;.'f' ° 0 TOWNSHIP , a:::: ~>\1#;,>S TWP. 0 t -1 ~,ie•c,-. - •'"'"11 t.Rt~i] ',' , 20F o AGRI CULTURE ' 'I -- CJ ~ , -~ 0 0 19 d o ~[YJ_/i~ , ,, --1 M l.!:_{. o '0 ~ -~' _1 h ~T[N 'iii d:'.o o. 0 r ' i °o\~ I o I P0 •~:' ~ ol•o - r I oP~ . , • • .O I\~ Q ,11 - + ., 9/ , 0 }. / cf:.,, o, r g~o' ij f Oaj_c., I. 0 - I 'J{~~ l Y II / ~, r "- I . I r,t ' ~~: ' t LI [ !I I + ....., ., I " R I I 11 I . 711 9 II ~ ~-..J& b ii ~ T W P CE /1:-r.~... ~ ~: E R o ol l' ~--=-I , (;;;;:;·· JilM ~ th I j ·m c,ci . ;;{tlmls~ ~====-:~1;~:q,·:=:=l F. ;i." ., .r.rrtf >. ~Jrn~ . n a.,.. 1 1' ~ '"''~•Oo"~· 0 K. ......·=.=~:=: . ...=t:-~,-:;:~;:• ,..... . . ... 0. ··t,. -..... rt} ··.··.ir·. -,,;•'· ~ - · ..l, .,:;;;t~:1·£ • ;~;;, :•V ~ 'LL 0 ~r NORTHVILLE LIGHT Im: GENERAL . o·o .o' P~· ~ , s : ,,.,.11. ...i ', .. ~180 ~ < §UIVlY ~ I' • r AUGUST, 191' INDU S TR I AL mmIIIIIl C:J S EMI !:<:·. t:/:j p UBL I C IND UST R I A L EX TRA CT IVE PUBL IC ·l·• UtMENtAt'r HHOOl BUSINES S BUSINESS • TOWNSHIP lANO USf ~ 1 _.ti HIGH ~CHOOl BUSINESS EXISTING LAND USE Cl T Y OF NOVI M ICHIG AN I 11.Q_Q_ ...... _1_6~0 3!90 BRANDON M. ROGER S & ASS OCI ATES , P.C c ommunity p l anning c onsultanls ~ �The Existing Land Use Map shows the major land use categories previously described. The City covers an area of approximately 31. 9 square miles, or 20,416 acres. Table 1, Existing Land Use, and Chart 1 presents statistical totals for each category and a comparison with the 1974 survey. Also, existing zoning for each category and percent of said zoning currently vacant is shown. Each of the categories with the accompanying MLCUC code is discussed relevant to use as follows: Residential Single Family Residential ( 113). -- Single family residential land use presently occupies 2,195 acres of land which amounts to about 10. 7 percent of the total area of the City, or more than double that found in 1974. Over 12,000 acres of vacant land zoned for single family use remain in the City. Residential land use is generally found along major roads, areas, most generally, or, in subdivisions. suburban character of the community. This around the lake reflects the increasingly Many subdivisions contain open park- like areas usually as a result of "open space subdivision" and "residential unit developments" for the use of the residents. Because the bulk of growth has occurred within the last 25 years, the housing is in overall good structural condition with little evidence of blighted areas or abandoned homes. pockets of older housing around Walled Lake. There are With lower interest rates and pent up demand for housing, there has been a surge in single family home subdivision development which should cause substantial increase in such land use in Novi. Such development in neighboring City of Farmington Hills was second highest in Oakland County in the 1984-86 period, - 19 - resulting in 9,749 �TABLE 1 EXISTING LANO USE AND ZONING CITY OF NOVI 1986a Land Use Category Acres Percent Percent of of Total Developed 1974b Percent Percent of of Acres Total Developed Areac Zoned 1986 Percent of Total Vacant Zoned Area Vacant Land as a Percent of Total Zoned Area Resi den ti al 2,929 14.3 43.9 1,679 8.8 38.2 15,393 81.0 75.4 12,464 2,193 Single Family 10.7 32.8 l ,22S 6.4 28.0 14,294 12,101 84.7 70.0 Mu 1tip 1e Fami 1y 543 2.7 8.3 282 6.4 1.5 799 3.9 256 33.2 193 0.9 Mobile Home Park 2.8 16E 0.9 3.8 300 107 35.7 1.5 Commercial 539 2.6 8.0 113 0.6 2.6 645 54.5 1,184 5.8 1~ 73 0.4 1.2 0 .1 Office 0.3 322 1.6 249 77 .3 l 50 0.2 0.6 0.1 Local Business 244 1.2 3.7 0.1 862 4.2 396 45.9 Community Business 0.8 2.5 92 0.5 2.1 172 General Business 63.5 694 3.4 10.4 359 1.9 8.2 1,900 9.3 1,206 Industrial 284 1.4 4.3 0.8 3.6 6.9 1,134 80.0 15i 1,417 Light Industrial 4.3 206 42.7 277 1.4 20~ 1.1 4.6 483 2.4 General Industrial 0.6 133 1.8 Extractive 858 4.2 12.9 825 4.3 18.8 Quasi-Public 4.9 Public 318 1.6 168 0.9 3.8 1,320 6.5 19.9 1,246 6.5 28.4 1,320 6.5 Rights-of-Way 6,658 4,390 23.0 100.0 DEVELOPED 32.6 64.4 72 .2 13,139 13,821 Open and Other 620 3.0 926 4.8 620 3.0 Water Bodi es 20,417 100.0 19,137 100.0 100.0 20,417 TOTAL CITY LAND AREA a. Field survey by Brandon M. Rogers & Associates, P.C., August 1986. b. Field survey by Vilican-Leman & Associates, Inc., May 1974. c. October 1986. ~ N 0 1986 �CHART 1 COMPARATIVE LAND USE CITY OF NOVI, MICHIGAN 1974 - 1986 LAND USE CA TE GORY 2,193ac Single Femi ly Residential 543 ac Multiple Family Residential rmmmmmm 282 Mobile Home Park - Office 1 73 ac }ff ac 193 ac 168 ac \· ·14 ac Local Business & Shopping I 50 ac LEGEND : 4 ac 1986 Community Business & Shopping ! 3 ac Genera I Business • 172 ac ::,:,:,; :;:;: 92 ac Light Industrial ··········) 1 7 ftt General Industrial - 244ac 5 ac ff{f. Extractive Industrial ■ 284ac 277ac 202 ac 133 ac 0 ac Quasi - Pub Ii c 858 ac 825 ac Public - ff} 318ac 168 ac Rights - of - Way Open (Vacant and Agri cu ltura I) Water Bodies 1,320 ac :t:=t=rt:tm:t:=:1:=ttlfttMM 1 246 , ac .,.,a , ac I 13 139 =====r=r=r=::r(:=:=:r:rrr:rn:=:r:=:r:::::;:::=:===:=::=:===::==:===:=:::=::::::===:::::=z-==ttm::y3·;a:ff~';;{ 620 ac ::·:: ·:·:·::·:·:·:·:·:::::::::::::::(::::dNNNNH - 21 - 926 a c �acres (45% of City area) in single family usage. Considerable land exists in City of Novi for new single family development at planned densities. Multiple Family Residential (111, 112). -- This type of dwelling accounts for approximately 543 acres of land or 2. 7 percent of total land area, again more than double such land use as in 1974. Between 1984 and 1986 Novi ranked fourth among Oakland County localities in new multiple housing residential development. These dwelling units, which consist primarily of apartment and condominium units ( 40% of all dwelling units in City), are found mainly in the southeast quadrant of the City south of Grand River Avenue and east of Novi Road, and near Walled Lake along the northern boundary of the City. New construction is much in evidence in both areas with several new apartment complexes in various stages of completion. Senior citizen demand for this type of housing is evident with the recent construction of Senior House on West Road near Pontiac Trail and three pending senior citizen housing projects ( 1987) in City. Although 256 acres of vacant land zoned for multiple dwelling use existed at time of the 1986 survey, much of this land is being planned for new development in 1987 which will leave little land remaining. Most of the land planned in the 1980 Master Plan is therefore now earmarked for or developed for multiple family housing. Elimination of tax shelter incentives has diminished some de- mand, advent however of proposed planned unit development, condominium housing (e.g., Sandstone) and senior citizen housing (SCH) may reverse the trend. Mobile Home Park (115). -- At the time of the survey, 193 acres of land are used for mobile home parks, or O. 9 percent of the land area within the City. This constitutes 25 more acres than found in 1974. - 22 - Two mobile home �parks ( Novi Meadows, Old Dutch Farms) exist adjacent to one another on the west side of the City along Napier Road south of 12 Mile Road. Chateau is found on the north side of Thirteen Mile Road east of Decker Road. The last two parks ( Country Cousins, Highland Hills Estates) are on either side of 1-96 near the eastern boundary of the City. The 1,833 mobile home sites in these parks constituted in 1987 about 20% of total number of dwelling units in City. This is a substantial percentage as compared to other communities. Com.nercial As of August 1986, approximately 539 acres are occupied by commercial uses in the City. This amounts to 2.6 percent of the total City land area. Compared to 1974 data this represents an increase of 425 acres, or 377 percent increase. shopping Almost half of this total is land used for the four large regional centers either built or actively under construction near the 1-96 Freeway and Novi Road ( Twelve Oaks, West Oaks I, West Oaks 11 and Novi Town Center). Other commercial areas are mainly along Grand River Avenue and Novi Road with a general scattering of various types of commercial near intersection of the Section Line roads. Novi ranked fifth among Oakland County localities in new commercial area growth during the 1984-1986 period. Most of the planned commercial areas in the 1980 City Master Plan are now developed. These types can be classified as follows: Office (1212). -- Office uses constitute approximately 75 acres, percent of the City area and a 436 percent increase since 1974. of these offices are professional offices for - 23 - doctors, dentists, or 0.4 The majority insurance, �realtors and other services. They are generally small in size and intermingled with other business and commercial establishments. Except for some large office buildings in Orchard Hill Place on the west side of Haggerty Road, northerly of Eight Mile Road, few major office buildings exist in the City. However a strong trend in new office development is emerging in the City. Planned or under construction in 1987 are over 1,000,000 square feet of new office space. It is expected that considerably more space will be developed in the City in the future as a continuation of the major office corridor development in Farmington Hills between 1-96 and Twelve Mile Road, and along 1-275 from the south. Such development is occurring in Light Industrial zoned areas which permit office use in strategic 1-96 Freeway frontage sites between Haggerty and Novi Roads. Locations along 1-96 westerly of Novi Road at Westbrooke Place site, along the south side of 1-96 between Taft and Beck Roads, and between Twelve Mile Road and 1-96 have similar office development potentials. Local Business ( 124). -- Approximately 50 acres, land is occupied by this use. groups at small sites in the City. or . 02 percent of City Generally these stores or shops are found in A variety of food, gift, specialty and party stores are typically found in these groups. Community Business ( 122). -- As mentioned earlier, almost one-half of the commercial land, 242 acres, or 1. 2 percent of City land, is found under this use. While much of the area has been built up for several years, the third shopping center, Novi Town Center is presently under construction as well as a major addition to an already existing center (West Oaks 11). These shopping centers are close enough to each other with 1-96 access points to make the area a major target for regional as well as local shopping. - 24 - Approximately 3,000,000 �square feet of community business floor space exists in the City's central one square mile core. This concentration has caused traffic congestion and need for major road improvement plans. General Business ( 123). -- This use presently occupies 172 acres, or 0. 8 percent of City's land area. Included in this classification is a large auto- mobile dealership and a variety of eating and drinking establishments. In- creasingly popular are combination gas station and convenience stores as well as other miscellaneous strip business uses. These certain of the City's major traffic routes, uses occur randomly along mixed with other types of other commercial and nonresidential uses. Industrial There are approximately 694 acres, or 3.4 percent of the total land area in the City used for industrial purposes. of land use since 1974. This represents nearly double this type Light and general industrial uses are found primarily along Grand River Avenue, along Novi Road south of Grand River Avenue, and also along the C&O Railroad corridor. Novi has fourth highest acreage in industrial use in Oakland County next to City of Troy (1,535 acres), City of Pontiac (1,432 acres) and Orion Charter Township ( 882 acres), not counting sand and gravel extractive areas land use statistics. considerable vacant industrially zoned areas, greatest County not counting extractive areas zoned industrial. Furthermore, Novi has quantity in Oakland It is anticipated much of this area will be developed in high tech, R & D and office uses. The land uses are classified in the following manner: - 25 - �Light Industrial ( 135, 136). -- This use accounts for 284 acres in the City, or 1. 4 percent. Included in this are two new industrial parks; one north of Grand River Avenue off of Meadowbrook Road (Vincenti Industrial Park) and the other north of Nine Mile Road on Heslip Drive ( Novex One Industrial Park) which has recently been classified by the State as a Class A Industrial Park. Another future park, recently platted south of Nine Mile Road along Roethel Drive is Novi Industrial Park. General Industrial ( 131-134, inc.). -- Approximately the same amount of land is used for general industrial purposes as for light industrial: 277 acres, or 1.4 percent. This use is found mixed in among the light industrial uses in the areas noted earlier . concrete manufacturing Included are uses ranging from woodchopping and to heavy equipment contractors and metal stamping plants. Extractive ( 1711, 1712). -- The City's geologic past has produced areas of sand and gravel significant enough to attract the construction aggregate industry. Approximately 133 acres, or 0.6 percent of total City land area are utilized for gravel extraction. This is divided into two areas found on the western edge of the City along Eight Mile Road and Napier Roads. areas are not landscape screened, no activities are visible from While the the road; although one area does directly abut a mobile home park. Quasi-Public ( 1213-1215, inc .• 193) Quasi-public land use accounts for 858 acres, or 4. 2 percent of total City land use. A significant element comprising this total are the open areas set aside in certain new subdivisions for the residents' use. many churches, a large athletic field and cemeteries, - 26 - Also included are plus a hospital and a �medical center . Land use in this category has remained about the same since the 1974 survey. Public ( 19, 146, 1213, 1214, 1216, 1218, inc.) City land used for Public purposes occupies approximately 318 acres, or 1.6 percent of the City's land area. since 1974. This represents an 89 percent increase Large areas are occupied by the City's Civic Center complex and Novi Senior High School, as well as the Middle School and a park facility ( Lakeshore Park) near Walled Lake. The remainder is distributed among two elementary parks, schools, several smaller a post office site and utility substations. Rights-of-Way ( 1320. 2) In City of Novi there are 1,320 acres of land in rights-of-way, amounting to 6 . 5 percent of the City's land area. Freeway, the County's road network, Such rights-of-way consist of the 1-96 subdivision streets and local roads. Since most of City is not yet developed or subdivided this percent in rightsof-way is low. Increase in this land use can be expected in future. For single family subdivision development 17-18 percent of land is normally provided for street rights-of-way. Open and Other ( 190) The majority of the City of Novi, percent of the total land area, approximately 13,139 acres, or 64 . 4 is classified as being in open or other use. This amount includes undeveloped property, - 27 - agricultural lands, wetlands and �woodlands. This data reflects the fact that large portions of the City are undeveloped and today still retain a non-urbanized character. These figures show an approximately 5. 5 percent decrease from the 1974 Survey. This trend reflects the preservation, City's growth. recreation With areas current and low emphasis density on natural residential resource environments, considerable open space is expected to be preserved and retained in future. Water Bodies Water bodies account for 620 acres, or three percent of the total City area. These are primarily made up of Walled Lake and smaller Shawood Lake. Also included are several small lakes in the southeast quadrant of the City associated with subdivisions, detention areas. some of which serve as regional storm water It is difficult to rationalize the disparity with the 1974 area total of 926 acres for this use, however, the earlier survey may have included certain lowland wetlands in vicinity of Shawood Lake. - 28 - �POPULATION STUDY AND FORECAST Growth Trends The City of Novi, incorporated in April 1969, has witnessed significant population growth during the 1940-1980 period, when the population increased from 2,316 to 22,525 . In 1987 the City's population is 28,195. 2 Except for a decrease in rate of growth during the 1960 1 s, there has been an increasing rate of growth every decade. ( See Table 2) Recent residential building permit activity is summarized in Table 3. This growth potential and history started in the days of Novi Township and the Village of Novi (formed on October 9, 1958) and is continuing in the 1980 1s owing to the City 's strategic location, available developable land, utilities and proximity to jobs and shopping. While integrally part of the Detroit Metro- politan Region, the City of Novi is one of the principal economic centers of the Region having features conducive for commercial and industrial development. The City is proximate to the fast growing Oakland County communities of Farmington Hills, Southfield, and the Birmingham/Bloomfield area to the east, the Northville/Plymouth/ Ann Arbor areas to the south, and is also easily accessible via freeways to Lansing and Flint areas. Having a strong tax base, good schools and a progressive civic image, the City of Novi can expect to have further 2 population growth. How this growth is accommodated City•s Mid-Decade Census, March 1987. - 29 - with required �TABLE 2 POPULATION GROWTH* for Novi Township (1900-1950) and for City of Novi (1960-1980) 1910 - 1987 Year Percent Increase Population Average Annual Population Increase/ Decade 1910 1,226 1920 1,227 1930 1,571 28.0 34 1940 2,316 47.4 74 1950 3,827 65.2 151 1960 6,390 67.0 256 1970 9,668 51.2 327 1980 22,525 133.0 1,285 1987 28,195 25.2 810 * Source: U.S. Department of Commerce, Bureau of Census: Census of Population, Michigan; Oakland County Planning Division; Mid-Decade City Census, March 1987. - 30 - �TABLE 3 RESIDENTIAL BUILDING PERMITS ISSUED* 1978 - 1986 CITY OF NOVI, MICHIGAN Year Single Family 1975 232 1976 245 1977 176 212 212 1978 279 48 196 1979 251 1980 107 1981 35 90 1982 41 16 1983 255 1984 233 1985 256 1986 Apartment Condo Townhouse Mobile Home Total Permits Issued 247 15 309 64 88 600 37 582 101 251 10 48 117 15 52 140 142 81 60 144 315 168 125 401 738 157 146 1,151 188 566 45 76 799 1987 328 478 10 51 867 Totals 2,626 2,163 937 1,046 5,860 * Source: 59 24 83 Department of Building & Safety, City of Novi, January 1988. - 31 - �CHART 2 BUILDING PERMITS City of Novi, Michigan 1975 - 1987* ,800 700 600 500 400 300 .• · -t---t--+---t---+----+--+--+--t--+--+-_j~-1.J 200 Single Family Homes ...... 100 1975 1 76 '77 '78 '79 '80 '81 '82 '83 '84 '85 1 Q) * City Records - 32 - 86 '87 �municipal services, adequate roads, and governmental responsiveness will reflect in the qua Iity of Iife for its residents and workers. Population Distribution At present ( 1987) the City is nearly one-third developed. Most housing is found in the southeast quadrant of the City with emerging new subdivisions in the west central part. Older housing surrounds Walled Lake, homes in many instances converted from resort summer use. The City's five mobile home parks are generally at the edges of the City. Population split among housing types as found in the 1986 Existing Land Use Survey 3 was: Number Average Family Size Poeulation Single family detached homes 5,086 14,139 2.78 Mobile homes 1,833 4,124 2.25 Multiple dwellings ( apartments and condos) 3,998 8,755 2. 19 10,917 27,018 2 . 47 Total It is noted that about 52 percent of the City's population reside in conventional single family homes. Were the 2,782 apartment and condo units, which are pending and have already received in 1986 preliminary site plan or final site plan approval, built and occupied then the percent of single family homes including new subdivisions underway to total housing units in the City would decline. However, recent trends point to a strong increase in new single family subdivisions because of attractive mortgage rates and demand. 3 Existing Land Use Survey, City of Novi, Brandon M. ates, P.C., August 1986 . - 33 - Rogers & Associ- �Population Forecast A study to establish a population projection to the Year 2010 for the City of Novi was undertaken by Brandon M. Rogers & Associates, P.C. This study utilizes existing and future trend data to forecast projected population for the City by five year intervals. The following sources of data were utilized to establish these projections. - City of Novi Planning Department, Building Department - Southeast Michigan Council of Governments - Oakland County Planning Division - University of Michigan, Department of Natural Resources - Eastern Michigan University, Department of Geography and Geology - U.S. Department of Commerce, Bureau of Census - Novi Community School District In order to provide backup and framework for conclusions reached later in this section, various methodologies and data are discussed. Oakland County Planning Division Oakland County prepared a January 1, 1987 population estimate for the City of Novi utilizing the housing unit method of population estimation. This method utilizes residential building permit and demolition data, vacancy rates and persons per household figures. - 34 - �As to real population growth Table 4 illustrates that Novi ranked third behind City of Rochester Hills ( +16,597) and City of Farmington Hills ( +11, 944). Using the Mid-Decade Census figure of 28,000, Novi would have experienced a 5,475 population growth since 1980 and would still have had rate of growth sixth highest among County localities. TABLE 4 RANKED NUMERICAL CHANGES OF POPULATION FOR COMMUNITIES IN OAKLAND COUNTY, MICHIGAN* 1980 1987 U.S. Census Poeulation Municieal itJ'. 1. Rochester Hi 11 s City 40,779 22,525 Population Estimates 57,376 31,338 8,939 70,000 Numerical Change Percent Change +16,597 + 8,813 + 2,234 +11,944 +40.70 +39.12 +33.32 2. NOVI CITY 3. Wixom City 6,705 4. Farmington Hills City 58,056 + 5,401 5. West Bloomfield Twp. 41,962 47,363 + 6,438 6. Troy City 73,540 67,102 + 5,504 7. Waterford Township 69,754 64,250 + 6,387 8. Southfield City 81,955 75,568 + 2,060 9. Bloomfield Township 44,936 42,876 10. Royal Oak City + 1,014 71,907 70,893 * 1987 Oakland County Poeulation and Housing Estimates, Oakland County Planning Division, September 1987. +20.57 +12.87 + 9.59 + 8.57 + 8.45 + 4.80 + 1.43 Based upon Table 4 data, when ranked as to percentage change of population from 1980 to 1987, the City of Novi was second. Out of the 61 local units of government in Oakland County, Novi ranked third in percentage of growth. SEMCOG In 1984, SEMCOG adopted Version '84 of the Small Area Forecast for use in the Council's long range planning and review activities. The Regional Forecast provides projections of growth in population, households and employment for the entire region. The Forecast projections - 35 - are in five year intervals and are �projected to the Year 2005. Population projections were derived from the projections of household characteristics. Household projections were developed by estimating the capacity for household growth within each community based on master plans, zoning ordinances and existing land use. Time series of building permit data were fitted to a logistic growth model, using the estimate of capacity for future growth as a growth limit. The logistic curve describes a pattern of development in which the rate of growth in a community increases in the early stages of development and begins to decrease as the capacity for further growth is exhausted. ( See Appendix A re. methodology) SEMCOG's projections for City of Novi were as shown in Table 5. TABLE 5 SEMCOG SMALL AREA FORECAST, VERSION '84* Change% Change 1980 Total Population .. . . . Households ........... Persons per Houshold. 1985 1990 1995 2000 2005 19802005 22675. 25530. 28983. 32198. 35181. 38092. 15417. 8036. 8887. 10759. 12611. 14589. 16472. 8436. 2.82 2.41 2.31 -.51 2.87 2.69 2.55 19802005 68.0 105.0 -18.0 POPULATION BY AGE - 14 ...... 19 ...... 34 ...... 44 ...... 64 ...... ...... 1667. 3831. 1791. 6607. 3161. 4241. 1377. 1838. 4206. 2348. 6882. 3362. 5140. 1754. 1977. 4568. 2512. 7153. 4287. 6005. 2479. 2079. 4859. 2632. 7262. 5247. 6837. 3282. 2148. 5090. 2713. 7235. 6227. 7629. 4139. 2550. 5457. 2843. 7384. 5973. 9425. 4457. 883. 1626. 1052. 777. 2812. 5184. 3080. 53.0 42.4 58.7 11.8 89.0 122.2 223.7 Median Age ......... 29.19 29.53 31.39 33.49 35.65 36.36 7 .17 24.5 Age: * 0 5 15 20 35 45 65+ 4 ...... SEMC0G, Minor Civil Division Reeort, June 21, 1984. - 36 - �Novi Community School District With the continuing and anticipated growth in the City of Novi, the task force on Facilities Committee of the Novi Community School District was formed to evaluate and recommend a course of action related to existing school facilities. The Task Force Report also made projections of average student per family projections for School Years 1987/88 through 1989/90. Also they pro- jected an anticipated total student population for those same years given proposed development within the School District. The methods used to establish projected school population were as follows: 1. Constant Growth Method - This method projects student increase from 1987-88 and assumes that it will remain constant for the balance of the projected period through 1989-1990 based upon anticipated construction trends. 2. 5 Year and 3 Year History Method - This method projects student increase based upon average increases of each class as it proceeds from kindergarten through 12th grade. 3. Straight Line Method - This method projects an enrollment by project- ing forward year by year each student enrollment as of the fourth Friday of 1986/87 and assumes that they were promoted to the next grade for each of the next three years. 4. Survival Method - This method utilizes a five year historical view of the school district by determining the number of students that survive from one year to the next. The percentage that survive is considered for each grade - 37 - �SCHOOL DISTRICTS SERVING CITY OF NOVI SOUTH LYON CHOOL DISTRICT :SO iI ·-·-·-·-,-· H NORTHVILLE SCHOOL DISTRICT ]I 32 - 38 - 1a �level and five year average percentages then used to project for future enrollment. Based upon the above four methods, the following projections of enrollment for the Novi School District were found. ( See Appendix B for data for each method, including projected enrollments by grade.) TABLE 6 PROJECTED ENROLLMENTS NOVI COMMUNITY SCHOOLS DISTRICT* 1986-87 Method 1987-88 1988-89 1989-90 1. Constant Growth 3,763 4,056 4,349 2. 5 Year History 3,582 3,664 3,803 3. 3 Year History 3,615 3,737 3,924 4. Straight Line 3,462 3,411 3,403 3,592 3,717 3,484 ~ 5. Survival Fourth Friday Count September 1986 3,474 * Novi Community School District, Task Force on Facilities Committee Report, December 18, 1986. Future Population Projection To project an estimate of the population for the City of Novi to the Year 2010, one must first review which of the regional models may provide the most appropriate data for consideration. SEMCOG and the Oakland County Planning Division data utilize the same basic beginning, :;-. ,. that being household units. They project forward by determining a family size ( persons per household) then - 39 -= - -- - --- �multiply the household units by the estimated family size. This may be an over simplification but it provides data that can be used on a regional basis. However, any regional data has to be refined to make it apply to that region. If a community within the region does not fit the norm, then the data for that community must be determined by an individual compilation. In this study, the regional model ( households and family size) was taken and used to determine projections. used. As noted earlier, the However . current local information was also Novi Community School District information which can be used to compute average family size. established With an actual count of students, a value can be determined for family size and further it can be broken down into existing subdivisions, subcategories: 2) multiple family complexes. 1) single family size households single family subdivisions still developing, for and 3) These counts can be averaged by determining the percent of the total dwelling units that each category represents as described in Table 7 . Further, an estimate of the average family size can be projected by determining the future number of housing units that are proposed within the District and the occupied dwelling unit occupancy rate. (See Table 8) To provide an estimate for the school years 1987/1988 through 1989/1990, the Novi Community Schools established an average student per household for those years of . 78 for Single Family and .1918 for Multiple Family in their 1986 Task Force Study. With these two values: 1) family size and, 2) household units, one can arrive at population data for the Novi School District. - 40 - �TABLE 7 NOVI COMMUNITY SCHOOLS EXISTING AND ESTIMATED STUDENT PER HOUSEHOLD* 85/86 86/87 87 /88 88/89 89/90 Average Average Average Average Average Student % of Student % of Student % of Student % of Student Total per Total per Total per Total per Total per Units Units Household Units Units Household Units Units Household Units Units Household Units Units Hou seho 1 d % of Single Family -"" I-' 1. Developed Subdivisions 2070 38.9 .7932 2070 34.8 .7633 2. Still Developing Subdivisions 989 18.6 .7341 1060 17.8 .8556 - 3. Proposed Subdivisions ( 1 + 2) Mu 1 ti p1 e Fam i 1y 4. Existing 2252 42.5 .21 2816 47.4 TOTALS 5311 100.0 .534 -- 49.4 .78 3550 48.2 .78 3803 44.7 .78 3420 50.6 .1918 3819 51.8 .1918 4703 55.3 .1918 .1918 5. Proposed (4 + 5) -- 3343 -5946 100.0 .509 6763 100.0 .482 - * Fourth Friday Enrollment and Estimate for Future Development Actually Proposed, Novi Community Schools 1986 Complied Statistics for Novi Community School Di strict only. 7369 100.0 .475 8506 100.0 .455 �TABLE 8 DEVELOPMENT IN THE NOVI COMMUNITY SCHOOLS DISTRICT PROJECTED ENROLLMENT / PROPOSED SUBDIVISION AND APARTMENT COMPLEX 1987-1990* Sub/ Apt Aeartments Fountain Park Fountain Park I I Saddle Creek Saddle Creek Woodland Glens Wi 11 ow Pl ace Country Lane Applegate II Beacon Hill Braes of Novi 12.5 & Meadowbrook Units 87-88 180 35 38 43 4 9 11 20 30 75 93 98 20 66 10 8 203 50 11 61 32 61 32 77 77 158 39 367 16 23 59 73 76 16 51 8 6 158 39 887 16 23 59 73 76 16 51 8 6 237 283 Total 35 14 38 38 43 4 9 38 200 200 224 20 48 59 320 164 400 Total Students * 89-90 14 72 Single Famil~ Pebble Ridge Pebble Ridge II Yorkshire I & II Yorkshire I II Simmons Orchards No. 3 Deerbrook I Deerbrook II Whispering Meadows Sunrise Cedarsprings Estates Simmons Orchards No. 4 88-89 Novi Community School District, Task Force on Facilities Committee Report, December 18, 1986. To determine a population and projected population for_ the entire City, an absolute count must be provided of existing household units. In August 1986, a field survey was completed as part of the Existing Land Use Study, Master Plan Update Phase 11. existing residential ( See Table 9) uses as well as This study provides data concerning proposed residential uses. The actual counts give an accounting of what exists and what can be anticipated for the future. Since this survey, several new projects have been proposed in the fall - 42 - �TABLE 9 CITY OF NOVI EXISTING HOUSEHOLD COUNT AUGUST 1986 Multiple Familv Section Single Family Detached Homes 1 2 14 169 3 282 Mobile Home Parks Chateau Estates 9 9 10 11 12 13 14 15 16 17 7 88 55 76 24 13 63 58 17 Country Cousins 18 7 Novi Meadows Old Dutch Farm 19 20 21 22 4 49 197 350 23 488 98 Future Apartments/ Condos 725 Beachwalk Apts. 240 Westgate VI Apts. Harbor Cove Condo Senior House 4 24 Existing Apartments/ Condos 232 17 114 Waterview Farms Lakeside 660 Apts. 208 Portsmouth Pl.840 Sandstone PUD Highland Hills Estates, Inc. 1495 216 Glen Oaks Apts. 90 Fountain Park West Apts. Tree Top Meadows Apts. 193 401 293 198 Applegate I Condos Old Orchard Condos (Continued) - 43 - Beacon Hill 320 Applegate I I Condos 59 120 140 240 �TABLE 9 CITY OF NOVI EXISTING HOUSEHOLD COUNT AUGUST 1986 (Continued) Multiele Famil~ Section Single Family Detached Homes 25 1,040 26 344 6 145 18 18 34 86 34 426 35 18 36 Mobile Home Parks Future Apartments/ Condos Country Lane Twelve Oaks 60 Apts. Townhouses Stonehenge Condos 296 Lakewood Park Home Condos 458 Village Place 24 Townhouse Pavilion Court Apts. 377 Novi Ridge Apts. 261 27 28 29 30 31 32 33 Existing Apartments/ Condos 182 Saddle Creek Apts. 48 400 North Hills Village Apts. 180 Wi 11 ow Place Country Place Apts. Condos 500 Woodland Glens 304 Apts. Glen Haven 90 Condos 20 Crosswinds West 208 Condos Highline Club 160 Apts. 622 I p-otals 5, 086 1,833 4,433 3,837 Source: Field Survey,August 1986 by Brandon M. Rogers & Associates, P.C. Note: Some "Future" multiple housing projects were partially occupied in October 1986. Some "Existing" projects will not be fully occupied until early or mid 1987. - 44 - �of 1986 (e.g., Fountain Park West Apartments-II (59), Centrum Apartments (188) at southwest corner of 12-1/2 Mile and Novi Roads, and condo cluster, stacked units and detached single family units in the Sandstone PUD, Section 11 ( 1620). In a further review of proposed residential development and discussions with developers and builders, it can be assumed that increased housing construction will continue. To provide a precise estimate would be impossible; since at the current rate of fast development Novi is already at SEMCOG's 1990 estimate for households. If the national as well as the local economy rate is maintained, the development picture in Novi will continue strong. To establish a reasonable family size beyond 1990, a review of work done by the regional planning agencies as well as educational institutions in the area resulted in these findings: 1. Family size will continue to decrease . 2. The decrease will slow by Year 2000. Three scenarios were used to project the City's population to Year 2010. These are: Scenario A Dwelling unit growth experienced in the 1975-85 period would continue in the 1985-95 period and taper - 45 - off thereafter (372/year) (350/year) as �."' the City becomes more fully developed, densities remain moderately low, and identified environmental resource areas are reserved. Scenario B Rate of dwelling unit construction in the 1980-86 period (5.6%/year) would characterize growth in the future, reflecting past slow and fast years' growth . No change in rate contemplated in planning period. Scenario C Rate of dwelling unit construction in the 1983-86 period ( 8. 26%/year) would continue to 1995 and lessen to that of Scenario B thereafter. Table 10 projects these scenarios by five year intervals. The Planning Consultant believes that the most probable growth is likely to be in between that projected in Scenarios A and B, or about 60,000 by Year 2010. For Year 2005 this intermediate projection would be about 50,700. This projection is higher than the Year 2005 SEMCOG project of 38,092 ( Table 5) even though the Consultant's average persons per household size of 2. 256 is lower than that of SEMCOG's for that year ( 2. 31). In order to determine the holding capacity of the City based upon the Master Plan for Land Use's recommended future residential areas, as amended to September 1987, and the Residential Density Patterns map, the maximum expected population is projected at 73,473. ( Table 11.) This population count would mean that vacant residentially zoned areas would be developed to their planned maximum densities. Under this assumption is the anticipation that the approved Sandstone unit planned development in Section 11 is developed, residential densities for RM-1 and RM-2 Districts will remain in place, - 46 - that the and that �~ -- ! ) TABLE 10 POPULATION PROJECTIONS City of Novi* --- Scenario 1980a 1985b 1990 1995 2000 2005 2010 42, 723 19,219 A Population Households 22,675 8,036 25,970 10,249 29, 727 12,109 33,190 13,969 36,169 15,719 39,410 17,469 B Population Households 22,675 8,036 25,970 10,249 32,204 13,118 39,895 16, 791 49,453 21,492 Population Households 22,675 8,036 25,970 10,249 35,550 14,481 48,615 20,461 60,263 26,190 62,060 27,509 --75,627 33,523 2.301 2.256 -- +:" -...J C - ... -- Persons/Household 78,274 35,211 ----95,386 42,909 -- 2.82 2.534 2.455 2.376 * Projections by Brandon M. Rogers & Associates, P.C., March 1987. a. U.S. Decennial Census, 1980. b. Estimate based on 1980 - 1984, plus half of 1985, building permits and average family size of 2.78/single fa111ily, 2.25/mobile home unit, and 2.19/multiple dwelling residential unit. 2.223 �recommended residential areas on the Master Plan will substantially remain the same . years. This build-out development is not likely to occur within the next 20-25 However, if current growth of recent years continues, this total development would possibly occur prior to Year 2010. TABLE 11 PROJECTED HOLDING CAPACITIES City of Novi* City Sector Existing and Planned Dwelling Units Planned Population a Area north of 1-96 8,456 20,920 Area south of 1-96 and east of C&O RR 8,075 19,865 Area south of 1-96 and west of C&O RR 12,152 32,688 28,683 73,473 TOTAL * Projections by Brandon M. Rogers & Associates, P.C., December 1987. a. Based upon current persons/household size and housing mix by Sector. Were forecasted Year 2010 persons/household size reached, total City population would be 63,762. - 48 - �HOUSING & DENSITY STUDY Introduction One of the important components of an update of the City's Master Plan for Land Use is an inventory and analysis of past housing trends, existing housing characteristics and future needs. The City is currently experiencing a variety of new housing projects ranging from condo and rental multiple projects to cluster projects, single family subdivisions and residential unit developments (RUD). As one reviews housing needs, one will need to be aware of the concerns 4 and views of the City of Novi as expressed in the City's Philosophy Statement. This statement was the result of several all day workshops in Winter 1986 with the Mayor, members of City Council and Planning Commission, City Department heads, and City Consultants. were considered. Concerns of residents, merchants and developers The statement's references to housing were: "We will make every effort to preserve our water courses and wetlands, to guard our air and soil from contamination, to protect our natural woodlands, to save as many trees as possible in any type of development, and to plant still more trees along our streets and throughout the City for future generations. We see room in our community for all types of housing. Despite the urbanization which is to some extent inevitable, we believe there is still room for small farms and large residential lots. It is our commitment to plan and provide for these types of residential uses for a long period of time into the future. To minimize any possible harm to the integrity of our residential neighborhoods, we propose to centralize nonresidential uses in specific sections of the City. Where distance between residential and nonresidential uses cannot be achieved, our intention is to soften the effect on the residential uses through barriers, buffering, or beautification requirements. In rare instances where it is necessary for the convenience of residents to have commercial services integrated with residential uses, the utmost care must be taken in the placement and intensity of the foreign use. 11 4 City of Novi Philosophy Statement, op. cit. - 49 - �It will be the intent of this study to review past, existing and future housing needs . The future housing needs will be addressed through the estab- lishment of 17 planning areas that will be evaluated as to housing capacity. This will provide the establishment of a cap for each area for population as well as housing units. The expected type of housing will also be studied to determine dwelling unit requirements as they relate to senior citizens. Housing Trends Housing construction and the outlook for future development can be expected to remain favorable. Authorizations for future construction projects in Oakland County rose to over $400 million in the first quarter of 1987, versus about $300 million in 1986. buildings and alterations, Future work on new residential and nonresidential which usually generate 90 percent of overall con- struction activity, climbed over 30 percent from 1986's corresponding period. Simultaneously, $265 million of new building construction work, the product of earlier awards, was started into place. 5 building starts begun in 1986. This compares with $231 million of On Table 12 are listed the top ten communities in the seven county Southeast Michigan region regarding residential construction permits during the first six months of 1987. These communities accounted for about 40 percent of the total permits issued in the region during this period. Among the top ten, the City of Novi ranked fifth for total permits ( 509) for all types of housing, eighth for single family detached homes ( 181), and second for multi-family units ( 328). This evidenced strength in the housing construction sector is expected to continue strong in the second half of 1987. Table 13 illustrates the recovery in housing starts since the 1980-82 recession. 5 The Local Business Review, July 1987. Trends, Pontiac - 50 - State Bank NBD, First Quarter �TABLE 12 RESIDENTIAL BUILDING PERMITS JANUARY - JUNE 1987 SOUTHEASTERN MICHIGAN AREA LEADERS* Community Detached Single Family Units Two Family Units MultiFamily Units Gross Total Units Less Demolitions Net Total Units Clinton Charter Township 210 12 557 779 12 767 Sterling Heights 370 4 344 718 16 702 Rochester Hills 326 84 182 592 8 584 West Bloomfield Township 249 307 556 4 552 NOVI 181 328 509 2 507 Farmington Hi 11 s 191 301 492 9 483 Ann Arbor Shelby Township Auburn Hills Livonia 72 16 299 387 209 2 120 331 5 326 2 326 328 7 321 192 92 284 8 276 387 * SEMCOG, Residential Construction 2 First Six Months 1987, September 1987. SEMCOG region includes Wayne, Oakland, Macomb, St. Clair, Livingston, Washtenaw, and Monroe Counties. - 51 lj �TABLE 13 RESIDENTIAL BUILDING PERMITS ISSUED* 1978 - 1986 NOVI, MICHIGAN Year Single Fami 1y Apartmenta Condoa Townhouse a Mobile Home Total Permits Issued 247 1975 232 15 1976 245 1977 176 212 212 1978 279 48 196 1979 251 1980 107 1981 35 90 1982 41 16 1983 255 1984 233 1985 256 1986 309 64 88 600 37 582 101 251 10 48 117 15 52 140 142 81 60 144 315 168 125 401 738 157 146 1,151 188 566 45 76 799 1987 328 478 10 51 867 Totals 2,626 2,163 927 1,046 5,860 59 24 83 * Source: Department of Building & Safety, City of Novi, January 1988. a. Number of dwe 11 i ng units indicated. - 52 - �Past and Present Housing Conditions Existing housing units in the City of Novi have increased from 1960 to 1987 by a total increase which of 10,534 dwelling highlights the units. rapid This development represents a 528 taking place in percent not only Oakland County but the City of Novi in particular. Examining housing trends from U.S. Decennial Censuses in six comparable urbanizing communities ( Table 14) it may be seen that the City of Novi has experienced significant growth rate in housing unit development. In the 1970 - 1980 period Novi witnessed a growth of 5,909 dwelling units, or a 214 percent increase as compared to only a 38 percent increase in the 1960 - 1970 decade. Comparative communities showed that in the 1970-80 period Farmington Hills had a 172 percent, Troy 87 percent, West Bloomfield Township 69 percent, Southfield 46 percent, and Livonia 21 percent, increases. Novi's growth in multiple housing units was more spectacular from 1970 1980. There was a 20 fold increase in units (2,924). occurred prior to 1970. Little such development Other municipal growth rates for multiples during this period were West Bloomfield Township (492%), Farmington Hills (197%), Southfield ( 157%), Livonia (84%), and Troy (56%). A survey of existing land uses conducted in 1986 and updated in 1987 counted each dwelling unit as to type of dwelling. bers of units in each category. 6 Single Family Homes 5,086 Mobile Homes 1,833 Apartment/ Condo Units 4,433 The following are the num- 11,352 Future Planned Single Family Homes/ Apartments/ Condo Units 3,837 Total 6 15,189 Existing Land Use Study, Master Plan Update - Phase 11, August 1986. - 53 - �TABLE 14 HOUSING TRENDS CITY OF NOVI AND COMPARATIVE COMMUNITIES 1960 - 1980* 1960 Number of Housing Communit) Units 1970 Number of HousMultSingle iple ing Family Family Units 1980 Number of Mu1tHousSingle iple ing Family Family Units Single Family Multiple Family Farmington Hills 7,417 7,288 129 13,652 11,658 1,994 21,551 15,622 5,929 Livonia 17,941 17,784 154 28,130 27,103 1,027 33,012 31,121 1,891 NOVI 1, 994 1,895 99 2,758 2,611 147 8,667 5,596 3,071 Southfield 9,103 9,042 61 21,354 16,443 4,911 31,289 18,651 12,638 Troy 5,403 5,181 222 12,657 8,698 3,959 23,750 17,551 6,199 West Bloomfield Township 4,763 4,739 24 8,035 7,860 175 13,632 12,595 1,037 * U.S. Decennial Censuses, 1960, 1970, 1980. - 54 - - l �) ... ' C O M \4 E R C E. 7.3 T W P Ct Ty 0 ~ W A L L E D L. A I< E CO ERCE T W P I'1· 1·«-,., .J,,j 7 3-IL.JT MM ·'-, I ,~ ~ \\. 4.0 ''-J,l'J~"'WA L LED \ r- i L AKE lf ,, i1 I I· T 0.8 !1 I ii I I 8.0 I i i i i r !~rlI t 1( I~ j -- if' A 1~Dir ,J,_,_,,. ,___J., .i e- I l t /08 1,·· rt· =··- ·- ·· ·- .•.• ,_..1(l ...___ I I C I T t:\•H ~~- 1 if L I '1 1 0.8 ~-J ,·-,rr ■11 "'~_ . ,,. 7 ~'@ ------+------ ·,\Ii I 30 0 .8 : !II I t ) ,'- l 1 i j - h31,1- 0.8 132 ' I ~ -I E 1G 1< f H - •- •- •- O R T H VI L L E -r ~ r I: h' . ( • 11:; 11 Mil[ 8 ~ -- ~ --~~ TO W NSHI ~ GIIJ ,. 1• MILE N P '. ' ~f!sabt-' ORT H VILLE ' \ , .-I li I...., l. +; r TO W N S H I P DWELLING UNITS PER ACRE CURRENT SANITARY SEWER SERVICE AREA • - - POTENTIAL SANITARY SEWER SERVICE AREA FLOOOWAY a WETLAND AREAS 0 RESIDENTIAL DENSITY PATTERNS CITY -~ : OF NOVI MICHIGAN I 8 00 ..... 16~00 BRANDON M. RO GERS a ASSO CI ATE S, P. C co m m un ity pla nnin g co n sultants r,~ �LA at I I , _, __ __j_ I 1- - - 1 4p - l I ! • @ ■ H•n•• - • 'I f N ~ILL PLANNING SECTOR t AREA CODE NUMBER BOUNDARIES RESIDENTIAL PLANNING AREAS CITY OF NOVI MICHIGAN I IAAHOON .._ IIOOIIIII I ASSOC IA JU, P.C. comm.,nltr plo,u1h19 · conouo,.1, �These totals put the current housing stock in 1987 at 12,219 with 3,837 future single family homes/ apartments/ condos slated to be constructed in the near short term . With the projected stability in the residential construction sector, these dwelling unit numbers will continue to increase at their present rate. From available U.S. Census data housing values and rentals are set forth in Table 15 for six comparable urbanizing communities. Novi's housing values and rent levels have substantially increased and as of 1980 had risen above those in the City of Livonia. In 1980 average housing values were $80,100, average rentals - $305 /month. Future Proiections To determine how many dwelling units are required to house the expected future residents of Novi, the population projections developed for the Master 7 Plan Update are utilized. The holding capacity of the City has been established to be 73,473 population and 28,683 housing units based upon the proposed Residential Density Map ( see Map 2). The dwelling unit capacities are influenced by both future development planning and zoning polices. For this study 17 separate geographic planning areas were established for statistical analysis ( see Map 3). housing units were determined. With each area the total number of existing In addition, expected number of dwelling units in approved apartment, condominium and single family subdivision developments were calculated. (See Table 16.) Table 17, referring to the same geographic areas, reflects the dwelling unit capacity that is remaining in each area. The total dwelling unit capacity remaining City-wide is 12,303. As previously noted, the estimated dwelling unit holding capacity is 28,693 housing units. This capacity is now approximately one-third utilized, and with completion of known housing plans as of December 1987, percent utilization. would result in 53 As projected in the Population Study and Forecast, it is expected that about 60,000 people will live in the City of Novi by Year 2010. 7 Population Study and Forecast, Master Plan Update, Phase II, September 1987. - 55 - �TABLE 15 HOUSING VALUE AND RENTS CITY OF NOVI AND COMPARATIVE COMMUNITIES 1960 - 1980* 1960 1980 1970 Median Housing Value Median Rent Median Housing Value Median Rent Median Housing Value Median Rent $17,000 $72 $37,500 $185 $ 87,100 $363 Livonia 16,600 84 27,100 164 61,000 290 NOVI 15,900 68 26,100 110 80,lOOa 304 Southfield 18,700 74 36,000 247 67,200 368 Troy 17,000 - 29,800 198 83,500 348 West Bloomfield Township 19,000 - 46,000 152 107,000 404 Community Farmington Hi 11 s * U.S. Decennial Censuses, 1960, 1970, 1980. a. Estimated median housing value in 1987 is $110,000. Based upon new building permits issued in 1987, median value is expected to rise substantially in 1988. Source: City Assessor, November 1987. Senior Citizen Housing There is a need in the City of Novi for affordable, efficient elderly housing. The City's population mix is witnessing increasing number of persons over 8 50 years of age for whom little if any housing is designed today in the City. As a result of surveys by the Senior Housing Committee and the City Planning Commission's SCH Subcommittee, a need for such housing is clearly evident. In 1987 an amendment to the City's Zoning Ordinance was adopted to permit, as a special land use in certain zoning districts allowing residential uses, various types of senior citizen housing. ~- 8 The Novi News, "More October 8, 1987, p. 10A. Affordable - 56 - Housing for Seniors in Demand", �TABLE 16 EXISTING CITY AND PLANNED DWELLING UNITS - 1987 CITY OF NOVI, MICHIGAN* Planning Area 1 Existing Dwellinq Units Single Multiple Family Family - Planned Future Dwellinl Unitsa Single Condo/ Fami 1y ApartPlats ments 322 Total Existing and Planned Dwelling Units 1,500 1,822 2 36 - - 36 3 511 1,214 1,725 4 90 5 55 6 8 - - 7 60 694 8 17 9 213 10 403 - 11 586 891 379 1,856 12 1,301 1,397 48 2,746 13 640 1,262 20 2,032 14 - - 400 400 15 770 180 378 - 1,328 16 92 - 373 - 465 17 215 - 121 - 90 1,490b 1,545 - 8 - 803 - 17 413 - 626 197 - 600 49 110 336 ' TOTAL 4,997 5,960 1,641 3,837 ' * Computations by Brandon M. Rogers & Associates, P.C., October 1987. a. Projects which have received preliminary site plan approval as of October 1987. b. Sandstone PUD. - 57 - 16,435 �TABLE 17 DWELLING UNIT CAPACITIES CITY OF NOVI, MICHIGAN* Planning Area Total Dwelling Unit Capacity Existing Dwelling Units 1 1,924 322 2 516 3 Planned Future Owe 11 i ng Units 1,500 Total Existing and Planned Remaining Dwelling Capacity (Dwelling Units)a Units 1,822 102 36 36 480 2,856 1,725 1,725 1,131 4 860 90 90 770 5 1,490 55 6 810 8 7 2,474 754 8 645 17 9 1,485 213 10 1,138 11 1,490 1,545 8 802 803 1,671 17 628 413 626 859 403 197 600 538 2,445 1,477 379 1,856 589 12 3,131 2,698 48 2,746 385 13 2,499 1,902 130 2,032 467 14 854 400 400 454 15 1,798 950 378 1,328 470 16 1,926 92 373 465 1,461 17 1,832 215 121 336 1,496 28,683 10,957 5,478 16,435 12,303 TOTALS 49 *Computations by Brandon M. Rogers & Associates, P.C., December 1987. a. Attainment of proposed densities is subject to actual site characteristics. From experience, densities could be up to 10 percent less owing to parcel and lot size variations. - 58 - �Currently, there is one elderly housing facility in the City - Senior House, a new 112 unit congregate care establishment on West Road south of Pontiac Trail. There are three pending proposals for senior citizen housing: 1. Westminster Village, west side of Haggerty Road between Ten Mile and Nine Mile Road . 2. South Pointe, south side of South Lake Drive between Novi Road and West Road. 3. Pineview Adult Condominiums, west side of Novi Road, between Nine Mile and Ten Mile Roads. Considering housing purchase or rental costs, there concern for more affordable housing for the elderly. is an increasing Alternative means to achieve such housing should be further explored and strategies developed for financing. Future Housing Mortgage Trends With increasing mortgage interest rates in Fall of 1987, the biggest impact is on residential housing. Purportedly a one percentage point or more knocks 9 out a part of the market that does not qualify for mortgage. Principal impact is on sales of 11 starter 11 homes and modestly priced housing. justable mortgages will soften rising interest rate's impact. has also discouraged investment shelters in multiple Availability of adThe new tax law housing developments. Warning signs in health of the home building industry would be steep discounts in home prices and offers to subsidize interest rates through "creative financing." Implementation To implement goals and objectives of the Housing & Density Study, several amendments to the City's Zoning Ordinance and Master Plan have been effected and other revisions proposed. 9 In early 1987, densities for RM-1, The Wall Street Journal, October 9, 1987, p . ,. - 59 - RM-2, and �RM-1 /PD-1 were reduced in the City's Zoning Ordinance. As reference, these changes are reflected in Table 18 which show the new standards and the former standards. Exempted from the density and maximum percent of dwelling unit types were senior citizen housing which is regulated under the SCH special land use Ordinance provisions. Further, multiple dwelling and cluster housing structures were required to set back further from interior lot lines ( 75' vs. 30 1 ) and provide at least a 45 degree building orientation to such lines. Also in 1987 densities for cluster housing were reduced to those for conventional single family detached homes (e.g"I 3.3 units per acre in R-4 zones). In October 1987 similar reductions to these densities was effected for Open Space Subdivisions and Residential Unit Developments (RUD). Pending are further amendments to introduce Open Space Subdivision and RUD options into the R-A District classification. In September 1987, the City Planning Commission initiated a series of area-wide rezonings to apply lower residential density district classifications in outlying parts of City with limited City infrastructure and services, reflecting on the City's Philosophy Statement to guide residential development having a distinct character and recognizing creative use of natural features. The net effect of these Ordinance changes is to lower densities City-wide and encourage more spacious housing sites. Through this policy preservation of woodlands, wetlands and other environmental resources is expected to be furthered and the City's Philosophy Statement followed. Summary The present state of housing development in City of Novi reflects a strong market for single family detached home subdivision development and apartment and condo units. property remains. Little vacant multiple family zoned or Master Plan designated Possible new PUD and residential unit developments may occur. Most of the 47 percent of the City's vacant residentially zoned area is currently planned for low density housing and, based upon the proposed Residential Density Plan, would accommodate about 12,303 dwelling units. - 60 - �TABLE 18 ZONING DISTRICT DENSITIES CITY OF NOVI, MICHIGAN Zoning District Permitted Stories R-A 2-1/2 R-1 2-1/2 R-2 Dwelling Unit Size (Bedrooms) Room Count Maximum Density DU 1 s/gross acre New Former Ordinance Ordinance Maximum Percent of Dwelling Units New Former Ord. Ord. - 0.8 1.0 (1 acre) - - - 1.65 1.65 (1/2 acre) - - 2-1/2 - - 2.0 2.0 (18,000 sq.ft. - R-3 2-1/2 - - 2.7 2.7 (12,000 sq.ft. - R-4 2-1/2 - - 3.3 3.3 (10,000 sq.ft. RT 2-1/2 - ,_ 4.8 4.8 (7,500 sq.ft.) - - 1, 2 (35 1 max.) Efficiency 1 21.8 28.1 5% 1 BR 2 10.9 14.1 20% - 2 BR 3 7.3 9.4 - - 3+ BR 4 5.4 7.0 - - Efficiency 1 62.2 - 10% - 1 BR 2 31.1 48.4 33% - 2 BR 3 20.7 32.3 - - 3+ BR 4 15.6 24.2 - - RM-1 RM-2, RM-1/ PD-1 3, 4, 5, (65 1 max.) *Ordinance No. 84-18. November 1987. Compilation by Brandon M. Rogers & Associates, P.C . , - 61 - 10% �More specifically, based upon the proposed density plan and assumption of likely housing types, it is forecast that the following housing mix under the ultimate holding capacity for the City would be : Single family detached houses - 13,307 ( 46.4%) Multiple dwelling units - 13,376 ( 46.6%) Mobile home units Total 2,000 7.0%) 28,683 (100.0%) It might be noted that based upon ( 1) the present existing mix of 4,997 single family homes and 5,960 multiple and mobile home units, and ( 2) the current ( 1987) projects for 1,641 new single family lots in proposed subdivisions and for 3,837 condo and apartment units, it may be seen that single family homes, not counting Sandstone PUD's single home detached condo units, would comprise about 40 percent of total housing stock. The Housing and Density Plan reflects a concerted effort to plan a variety of residential densities in the City compatible with available and expected infrastructure, protection established policies. development Further, the Plan patterns and provides for City a woodland/wetland basis for graduated lowering of densities from central parts of City to outlying parts of the City. This partial "concentric ring" theory supports transitional land use planning objectives and deters leap frog development. vehicular traffic especially those The overtaxing of roads with that are unpaved, the allowance of high density developments in outlying areas that may cause increased land assessments for adjacent properties, and untimely utility requirements seems unwise. A planned residential environment, reserving areas for home sites of varying sizes and style, while preserving the natural beauty and resources of the City, seems highly advisable. This is the recommendation of the Housing and Density Plan. Novi is a balanced community with all types of housing accommodation, more so than most Oakland County localities. - 62 - Its appearance today is one of �well kept, spacious single family subdivision and new apartment/condo developments. While recent survey statistics reveal that multiple housing units and mobile home units comprise 55 percent of all City dwelling units ( 1986), they occupy only 3. 6 percent of City's land area ( 736 acres) versus the area used for single family home use of 2,193 acres (10.7 percent). housing opportunities for all In truth, Novi has life styles and seeks to maintain high quality development standards to assure quality, well designed housing facilities. - 63 - �TRANSPORTATION PLAN* Introduction A transportation system provides a means to move people and goods among various geographical areas. Because transportation has a significant impact on economic conditions, environmental quality, energy consumption, land development, and the overall quality of life in a community, it is critical that future transportation needs and problems be anticipated and that a plan be prepared to solve these anticipated problems. The relationships between transportation and other influencing factors are illustrated in Figure 1. The interrelationship between transportation and the overall "well-being" of a community makes it necessary for transportation to be part of the overall master plan. The transportation network should be designed to support the goals of the City of Novi and the growth and development described in the Master Plan. The interrelationship between transportation and other community functions can be further described by examining the many purposes and functions _of roadways. The primary purpose of roadways is to move vehicles. Roads and their associated rights-of-way provide locations for public utilities including water, sanitary sewer, storm sewer, gas, electrical power, and telephone lines. Public services such as police, fire, and emergency rescue rely on the safe and adequate provision of roadways. Streets also provide opportunities for land- scaping, public art, and monuments. In many communities, there is a historical significance to the arrangement of streets, and the street pattern impacts the character of the community. The original plan for Washington, D. C. was created by a French national who was greatly influenced by a vision of the United States as a great industrial nation with a strong centralized federal government. He positioned the Capital building in a prominent location, with a radial plan of boulevards and roadways. The Capital building became the dominant feature and hub from which all major roadways began. *This Chapter prepared by Barton-Aschman Associates, Inc. - 64 - �FIGURE 1 RELATIONSHIPS BETWEEN TRANSPORTATION, LAND USE, THE ECONOMY, AND THE ENVIRONMENT t-----~. . ' ... PEOPLE ~ _T_H_E_E_N_v_1_R_o_N_M_E_N_T..... - - -, +I ' I 1THE ZCONOMY I I I I ' ' ,...., .......... ~ - - - - - - - - - - \ \ \ I CONSUMPTION OF NATURAL RESOURCES t '\ + ) I I I I HUMAN USE OF LAND I I I . \ \ \ \ TRAVEL -DEMAND I I I I I I I I \ I I I____ ~ I I E_N_E_R_G_Y_U_S_E_D_~ - - -- , -ACCESS -COST t I ~----------------- I I I I ._P_O_LL_U_T_1o_N_&_w_A_s_T_E_~~--------J I -I I I I I IMPACTS ON PEOPLE f---L- ➔ IMPACTS ON THE ENVIRONMENT ___ _. SOURCE : BARTON-ASCHMAN ASSOCIATES, INC. SOUTH FLORIDA REGIONAL PLANNING COUNCIL - 65 - �The layout of the City of Novi is influenced by the Ordinance of 1785, which established a land survey system to give settlers moving west of the Appalachians a definite description to their land. congressional townships each six miles square. The area was divided into Each township thus contained thirty-six square miles and each one square mile was called a section. The establishment of townships and sections not only made land identification easier, but it also roadways along section lines. provided a logical system for the provision of Consequently, the major roads in Novi represent a grid pattern generally following section lines. Major east-west roads are referred to as Mile roads (e.g., 8 mile, 9 mile, etc.) and major north-south roads have individual names (e.g., Novi Road, Haggerty Road, etc.). Functional Classification of Roadways Because of the prominence of certain roadways, their physical condition, and the overall land-use pattern in American cities, automobile traffic tends to be concentrated on certain roadways. on about 20 percent of the roads. On average, 80 percent of travel is done In order to set priorities for funding certain roads with the highest volumes, transportation professionals established a road classification system. Although there is some variation in the classification of roadways, they are typically divided into roadways that carry local traffic and roadways that carry through traffic. function. Through roadways are further divided according to their The distinction between local and through traffic is made because of the substantially different kind of street required to serve both types of traffic. To eliminate conflicts between these two levels of traffic carriers, it is desirable to separate them as much as possible. The overall traffic circulation system that contains both levels of carriers must be carefully integrated in order to function successfully. A balanced circulation system will, therefore, contain these two basic types of carriers: local and through streets . Moreover, due to variations in traffic flow, can be several types of through streets. there Figure 2 illustrates cross-section roadway standards, and the most common roadway types are summarized on the following pages . - 66 - �27 ' - 32' 60 ' LOCAL STREET 36'- 44' 86' COLLECTOR STREET FLUSH MEDIAN 22 '- 36' 22 ' - 36 ' 120'- 150' ARTERIAL 33'- 36 ' 24'- 60' 33•- 36 ' 120·- 180' j MAJOR ARTERIAL FIGURE 2 CROSS SECTION ST AND ARDS - 67 - b BARTON -~MAN ASSOCl.(TES, NC. �Freeways A freeway is designed to handle large volumes of traffic moving at high speeds over long distances or between urban areas. Experience has shown that this demand often cannot be met by the addition of lanes to existing major thoroughfares. Hence, the provision of a freeway often is the only answer to the problem of overburdened thoroughfares. by the elimination of all at-grade frontage of access. Points intersections entrance maximize roadway capacities. Its capacity is increased greatly and exit and all driveway are carefully cuts for controlled to These are the major elements of a freeway, and these design factors have made them considerably safer than arterial roadways. Maior Arterials On major arterials, service to through traffic movements. abutting land is subordinate to major This class of streets provides for movement of large volumes of traffic over long distances. Major arterials connect the city with surrounding townships, cities, and major activities centers. This type of facility provides for trips exceeding one mile and typically carries traffic at higher speeds than other arterials. Major arterials are distinguished from other arterials because most major arterials have a median to separate traffic flows and access is controlled. These streets have four or more lanes and typically carry 25,000 to 40,000 vehicles per day. Pavement widths vary, but a 180-foot right-of-way is necessary for a six-lane divided roadway. The major arterial replaces 180-foot 11 the previous right-of-way. thoroughfare 11 classification 11 major Their 11 new to the Thoroughfare Plan. thoroughfare" term because we believe it function - a major is 11 designation arteriaP' more was accurately and it requires selected to describes the It a replace road's artery 11 in the road system - and it is also the term more commonly used among transportation professionals. Freeways, major arterials, arterials, and minor arterials are all referred to as thoroughfares. The previously designated 150-foot right-of-way has been replaced by 180 feet because 150 feet is too narrow to adequately accommodate six lanes and a median capable of accommodating U-turning and utilities. - 68 - �Arterials Arterials and minor arterial roadways replace the previous 11 thoroughfare 11 category, and they both retain the 120-foot right-of-way requirement. Arterial roadways provide continu ity over long distances and typically carry 10,000 to 30,000 vehicles per day. These roads serve through traffic volumes; however, they also provide access to abutting property and minor intersecting streets. Some access control is desired including minimizing curbcuts and providing parallel marginal access roads where strip commercial development is proposed. Arterials carry traffic from collectors and minor arterials to major activity centers (e.g., Twelve Oaks Mall), freeways, and other township and cities. Some arterials only have two lanes; however, most require at least five lanes. Minor Arterials The minor arterial street system interconnects with and augments the arterial/major arterial street system. It accommodates trips of moderate length at a somewhat lower level of travel mobility than arterials. Minor arterials are typically spaced two miles apart and they provide access to smaller geographical areas within the City. Although minor arterials may also serve as collectors, they generally carry higher volumes of traffic over longer distances, and permit movement from one section of the City to another. These streets typically carry from 5,000 to 15,000 vehicles per day, although some segments may have higher volumes. arterials. Residential lots are generally not given direct access to minor Several section line roads in Novi that are not completely extended, not fully improved, or located in less developed areas of the City are minor arterials . The major reason for distinguishing between arterials and minor arterials is to recognize that all mile (section-line) roads do not function equally. Haggerty Road for example, is an arterial that extends well beyond the City limits . Trip lengths of two miles or longer are common, serves various commercial developments. and the road also Meadowbrook Road is a minor arterial that does not extend beyond the City limits and is paved for only four miles. The road complements Haggerty Road and Novi Road ( another arterial) by providing an alternate north-south route that connect Eight Mile and Twelve Mile Road; however, it is clear that its function is considerably different than Novi and Haggerty Roads, which are arterials . - 69 - �Collector Streets The collector street system provides both land access and traffic circulation within residential neighborhoods and commercial and industrial areas. The purpose of a collector street is to collect vehicles from the local subdivision streets and Collector distribute streets can them also to either local provide internal destinations or to an arterial. circulation and access to non- residential areas such as industrial parks and major shopping centers. One of the major benefits of providing a collector street system through a subdivision is to minimize the number of curbcuts on arterials. When designed properly, local streets funnel traffic onto collectors which in turn distribute traffic to arterials. Without collector streets, several local streets would have curbcuts onto an arterial where one collector street curb cut would suffice. Also, collector streets permit the efficient movement of traffic through large subdivision, and the 36 feet of pavement permits through traffic to bypass left turning vehicles. 11 Industrial" collectors have been renamed "nonresidential" collectors in order to show that the street has the same function regardless of whether it serves commercial or industrial uses. 11 spine 11 Typically, nonresidential collectors are roads extending through commercial development. The provision of these nonresidential collectors also minimizes the need for curbcuts on arterial roads. Local or Minor Streets The sole function of local streets is to provide access to adjacent land. These streets make up a large percentage of total street mileage of the City, but carry a small portion of the vehicle miles of travel. Local neighborhood streets and industrial district service drives should provide access to collector streets or to longer distance through routes, but in such a manner that through traffic is not encouraged to use the minor streets as a shortcut route. The paving width generally varies from 28 to 32 feet and the right-of-way required is 60 feet . - 70 - �Scenic Drive This is a new road classification that has been created to reflect the environmental and natural features of certain roadway segments. that these roads will remain two-lanes wide; It is intended proposals for paving of scenic roads would be evaluated on a case-by-case basis and would be permitted only if environmental concerns were addressed. By maintaining the roads with gravel surfaces, through traffic will be encouraged to seek alternative roads designed for higher volumes. Marginal Access Roads These roads are generally considered local in function and are designed to relieve numerous traffic turning movements from major collector and arterial roadways. These minor roads are usually parallel to through streets, and they provide access to abutting properties. the thoroughfare is provided Access to the marginal access road from periodically at strategic locations. Access to adjoining land-use is then made directly from the marginal access road. The pavement width of a marginal access road is typically 22 to 24 feet and the right-of-way is 30 feet. Table 19 contains the City of Novi street and road right-of-way width requirements. The right-of-way requirement for arterials is typically from 120 feet to 150 feet. TABLE 19 CITY OF NOVI STREET AND ROADWAY RIGHTS-OF-WAY MINIMUM WIDTH REQUIREMENTS* Street or Roadway Type Major Arterial Arterial/Minor Arterial Collector Minor (Residential) Boulevard (Collector) Boulevard (Minor) Industrial, Commercial, and Office Street** Marginal Access Road Scenic Drive Type R.O.W. Width Typical Pavement Width 180' 120' 86' 60' 100' 86' 70' 30' 66' *See City of Novi Design and Construction Standards for details. **Nonresidential Collector. - 71 - Varies Varies 36' 28' 28' 24' 36' 22' NA �The planned integration of the various street and roadway types and the manner in which they should work together to make up an efficient street system is illustrated in Figure 3. Existing functional classifications as shown on Map 4 are based on a roadway's existing function, and may not reflect the Master Plan or right-of-way, which are intended to reflect future conditions. Existing thoroughfares are listed in Table 20. TABLE 20 EXISTING THOROUGHFARES North/South Thoroughfares Major Arterials None Arterials Haggerty Road Novi Road Eight Mile to 14 Mile Eight Mile to 13 Mile Minor Arterials Meadowbrook Road Decker Road West Road Beck Road Taft Road Eight Mile to 12 Mile 13 Mile to 14 Mile Beck to Pontiac Trail 8 Mile to 14 Mile 8 Mile to Grand River East/West Thoroughfares Major Arterials None Arterials 8 Mile Road 10 Mile Road Grand River 12 Mile Pontiac Trail Haggerty to Napier Haggerty to Napier Haggerty to Wixom Haggerty to Beck West Road to Beck Minor Arterials 9 Mile Road 13 Mile Road 14 Mile Road Haggerty to Novi Decker to Novi Haggerty to East Lake - 72 - �FREEWAY Freeways are high capacity, high speed roadways that provide limited access to the surface street network. All at~de intersections are eliminated. so that traffic is permitted. to flow freely. Right-of-way requirements are usually JOO feet or more. I .e .o . . • fNOUSTRIAl DISTRICT ... ' - - - - ': MAJOR ARTERIAL • CITY L I M ; T L ... J Major arterials are dividerl roadways that carry large volumes of traffic over loo;; distances. 'lhey connect the city with major activity centers an:i sur:rourdirq cities an:i to.-mships. Pavement width: 4 lanes minll!llllll • . Right-of-way: 180 feet (typical). ARTERIAL Although arterials may also serve as collectors, they generally carry higher volumes of traffic over lon;;er distances, an:i permit rrove.'llent from one section of the city to another. Pavement width varies. Rightof-way: 120 feet. COLLECTOR STREET !N OUS TRIAL MAJOR ARTERIAL Their purpose is to collect vehicles from the local su!:xilvision streets an:i distrihlte them to either their local destinations or to an ar...erial. Pavement width: 36 to 44 feet. Right-of-way: 86 feet. DISTRICT MAJOR ARTERIAL LOCAL STREETS The function of local streets is to provide access to abutting property. These streets comprise a large percentage of total street mileage, but carry a small porti_on of the vehicle miles of travel. Pavement width: 28 to J2 :eet:. Right-of-way: 60 feet. COLLECTOR STR.EfT COLLECTOR STREET FIGURE 3 ROAD SYSTEM CONCEPT - 73 - BARTON ·.bSO-!MA.N ASSOCIATtS.H:. �() _) CO M M E R CE T W p C I T 'I' WALL CD ► '! \ " '--,--- W AL L E 0 0' CO MMERCE TWP LAlfC ~ ~ ~- 9 ·~ I I CI I I TY ' L ----- [.±-:.. _c ~ 111 . r:!=lbm-rd 120 1 f 19 I 2 0 ► L -+ C - 30 -1 f .321 +--···-, .,,, l I 1 1 ·-·-·-'-···-I ·-·-·-·-·-·- _,_,_c___ N O R T H V1 L L E T O W N S H I P i 1 ~-·-·--·-·-·-·-··-·-·-·-·-·-·-·-·-·-·-·-·-·l._,_,,,~-" NORTHVILLE TOWNSHIP LEGEND •---• •-•-•-• lhUDllllm llimMltl .... freeway arterial minor arterial major collector EXISTING ROADWAY FUNCTIONAL CLASSIFICATION CI TY OF NOVI MICHIGAN I BRANDON M. ROGERS & ASSOC IATES , P.C. community planning consultants BARTON • ASCHMAN ASSOCIATES. INC . traffic conu1llonh OCTOSE R, 1987 4 �... Land-Use Relationships There are several rules to follow when planning for land-use and transportation facilities so that future development is in accord with the transportation system . The direct impacts of land-use and transportation facilities on a community can be explained by examining the relationship between roads and adjacent land uses. As Figure 3 illustrates, residential property . local streets provide direct access to abutting Typically, local streets are either short in distance or curved and winding so that through traffic is discouraged. Collector streets collect and distribute traffic between major thoroughfares and local streets. Trip lengths · on these roads are typically less than one mile. Residential uses should not have direct access onto either collector or arterial roadways. Because all classes of arterials play a significant role in moving traffic through the City, commercial access must be controlled. The location of strip commercial centers with numerous access drives to thoroughfares has a significant impact on the flow and speed of traffic on thoroughfares. Numerous curbcuts slow traffic because of continuous left and right turns in and out of commercial establishments, and excessive turning presents a safety hazard. Solutions to this problem call for one or two high capacity access drives leading to larger commercial establishments or marginal access roads that separate turning traffic from through traffic. The land-use/transportation relationship is also evident when examining the impact that transportation improvements have on land development. This impact depends on the location of the improvement, how much additional capacity is added to the system, and the speed at which the system operates. The impact on land-use will also be greatly influenced by the extent to which new transportation construction creates economic development opportunities. An example of the above would be the construction of a new four-lane roadway through the City. If this road was a highway with access limited to one or two points in the City, land-use implications may only be realized near those access points . If the road was an arterial - 74 - roadway, land-use impacts �... would be controlled by such factors as 1) the availability of land, 2) the cost to acquire the land, 3) the cost to develop the land, 4) whether the new road connects adjacent land to major activity centers, 5) the attractiveness of areas in the City served by existing facilities, and 6) the availability of other public facilities. The overriding factor will be whether real estate market conditions are favorable for development. Thoroughfare Volumes and Capacities A good thoroughfare plan can only be prepared after a comprehensive study of existing traffic conditions is complete. Barton-Aschman Associates, Inc. collected all available traffic counts on roadways within the City of Novi from state, regional, county, and City sources. Traffic counts were also taken by Barton-Aschman and City of Novi Department of Public Works ( DPW) staff at various locations so a screen line study could be done. This section will describe the data collected, trends observed, and the relationship of traffic volumes to roadway capacity. Existing Roadway Volumes A screen line traffic study involves drawing an imaginary line around an area, counting traffic on roadways that cross the line, and using the data to determine how many vehicles enter and exit the area during a given period of time . Periodically repeating the screen line study can provide the information needed to establish growth rates of a given area and general travel patterns. In early November 1986, Barton-Aschman Associates, Inc., with assistance from the City of Novi Department of Public Works, collected screen line traffic data in the City of Novi. The results are illustrated on Map 5 and Table 21 . Map 5 shows the directional distribution of traffic in Novi. Almost one-half of the weekday trips entering and exiting the City are to and from the east. This is because of the proliferation of employment and population east of the City. - 75 - �NORTH 16% CITY OF COMMERCE TWP. w A LL ED L.;.,A...;K~E....,,--_c_o_M_M_E_R_c_E__T_W-,P. Q'- FOURTEEN (/) ..J..J MILE :i: z a: UJ UJ :.: 0 t0 0 Z u THIRTEEN MILE v---~--7----- >- I I t- u ( > 0 ---,I z CITY OF WIXOM er UJ a. < jz ~, J WEST 19% z I I I _ a: ~ : l5 le ~ ~ u ~ :c I MILE ~ c:i I - 96 :.: u UJ co I_ 0 a: t- I EAST u. < t- ~ l---------1----+------t--T.:..::.E:.:.N...;M.:.;_l;.:L;.:E_t-_""1[--l-----~ t- ~I c:i (/) ..J er 0 a: z ,,~~ ~ _ _ :c :.: co u. 0 3: ► 0 CITY OF NORTHVILLE t- 0 u < w == CITY OF NORTHVILLE ~ er u. er co :.: z < 0 0 Qi UJ I0 er 1-.....:.N.:.:.l:.:N.::E...:.;;M~IL::.::,E_!--~'-----::-:;-t------0 u 0 0 < c:i _ ::! :c er z w 0 0 ..JI t- ► > 49% EIGHT MILE CITY OF NORTHVILLE SOUTH 16% DIRECTIONAL DISTRIBUTION OF TRAFFIC - 1986 b BAATON·ASOiMAN ASS00ATES. INC - 76 - 5 �• TABLE 21 WEEKDAY DIRECTIONAL DISTRIBUTION - 1986* P.M. A. M. 24 Hour Estimate Total OUT Directional IN OUT Total IN OUT Total IN South (%) East (%) North (%) West (%) Grand Total 13. 7 34.1 23.0 29.2 100 17.2 63.0 8.8 11.0 100 15.5 48.5 16.0 20.1 100 17.4 53.9 13.5 15.2 100 16.1 42.7 19.8 21.4 100 16.8 48.4 16.6 18.2 100 15.6 48.9 16.6 18.9 100 16.4 48.4 15.7 19.6 100 Grand Total # of Veh. 6,627 6,570 13,197 8,944 8,667 17,611 100,367 93,757 194,124 16.0 48.6 16.1 19.2 100 *Does not include perimeter roads: Haggerty, 14 Mile, 8 Mile, Napier and Pontiac Trail. Table 22 provides more detailed information regarding weekday directional distribution. The peak hour volumes are based on actual counts, and they show that approximately 13,200 vehicles enter and exit Novi during the A.M. peak hour (7:15 to 8:15) and 17,600 enter and exit during the P.M. peak hour ( 5: 00 to 6: 00). With the exception of the east counts, the 24 hour figures were estimated by applying a conversion factor to the P.M. peak hour count. The 24 hour counts show that approximately 100,400 vehicles enter and 93,800 exit Novi each weekday. This does not include vehicles on the following peri- meter roads: 8 Mile, Haggerty, 14 Mile, Pontiac Trail, and Napier. Only those vehicles traveling on 1-96 that enter or exit at Beck Road or Novi Road are included in the count. Table 4 represents a compilation of 1986 traffic data within the City. In a few cases, 1984 and 1985 counts were increased by appropriate growth rates to obtain estimated 1986 counts. Also, some ADT counts were determined applying a multiplier factor to an actual peak-hour count. by The Table specifies the link, 24 hour volume, A.M. peak hour volume, A.M. level of service, P.M. peak hour volume, and P.M. illustrates the P.M. peak hour level of service. peak-hour levels of service. average daily traffic volumes P.M. volumes, respectively. Map 6 graphically Maps 7, peak-hour volumes, 8, and and A.M. 9 show peak-hour Map 10 shows existing number of lanes and traffic signal locations. - 77 - �"( Table 22 OOMMAY VOLUMF.s AND LEVELS OF SERVICE - 1986 A.M. Peak Hour Roadway Se;poo.nt 24-Hour Volume Volume NB SB Total A.M. Level of Service* NB SB P.M. Peak Hour Volume NB SB Total P.M. Level of Service* NB SB Source of Counts -Haggerty --.J co 8 Mile to 9 Mile 9 Mile to 10 Mile 10 Mile to Grd. River Grd. River to 12 Mile 12 Mile to 13 Mile 13 Mile to 14 Mile 24432 26926 19945 20611 26975 27973 Meado.vbrook 8 Mile to 9 Mile 10 Mile to Grd. River Grd. River to 12 Mile 9311 7700 7663 830 992 796 952 717 717 832 832 622 1321 668 1419 1822 1748 1434 1664 1943 2087 B B C B A A A F F 448 173 232 720 439 418 B B B B B B 11497 348 256 14358 539 397 16213 553 510 21483 838 773 25700 446 1702 40200 1001 1411 26600 678 1292 21765 406 1284 604 936 1063 1611 2148 2442 1970 1690 A A A A 272 266 186 B B F 951 951 1049 1050 754 755 1060 1060 1260 876 1285 893 1902 2099 1509 2121 2136 2178 510 539 435 1046 982 515 499 601 578 715 715 10411041 839 1629 2015 1859 1479 1066 1402 824 1014 1199 1431 2082 2468 3875 2545 2226 536 443 489 924 B B C F F c:x::RC c:x::RC c:x::RC c:x::RC B B C C OCRC OCRC B B B B C B Novi Novi Novi A B B A c:x::RC/BA c:x::RC B C B E OCRC OCRC D E E D C BA BA BA c:x::RC D E F Novi 8 Mile to 9 Mile 9 Mile to 10 Mile 10 Mile to Grd. River Grd. Rvr. to EB 96 Rmp. EB 96 Rmp. to WB 96 Rmp. WB 96 Rmp. to W. oaks W. oaks to W. oaks II 12 Mile to 13 Mile East lake Drive 13 Mile to 14 Mile B B C C D C D D D F A B E F A 8103 128 521 649 C 571 282 853 D Novi/BA 9790 217 438 655 C 522 360 882 D BA Decker 13 Mile to 14 Mile * Level of service applies to through volumes only am does not reflect total intersection delay. c:x::RC - oaklan:i County Road cammission, Novi - City of Novi, BA - Barton-Aschman Associat~s, Inc. WCPS - Wayne County Office of Public Services, SEMcxx; - Southeastern Michigan Council of Governments . �( Table l2 (Cont'd) OOAI:MAY VOLUMES MID LEVELS OF SERVICE - 1986 P.M. A.M. A.M. Peak Hour Roadway Segment 24-Hour Vol1..1ma Vol1..1ma NB SB Total level of Service* NB SB P.M. Peak Hour Vol1..1ma Total NB SB Level of Service* NB SB Source of Counts Taft Galway to 9 Mile 4307 137 168 305 B 220 168 388 B BA 8 Mile to 9 Mile Grd. River to I-96 2450 6760 108 167 111 362 219 529 A 129 266 121 343 250 609 B BA BA Beck Roadway --..J I.O Segment Vol1..1ma WB EB C Total WB EB C D 8 Mile Road Haggerty to Meadowbrook 22467 Meadowbrook to Novi 13579 Novi to Center 14692 517 1349 287 748 279 731 1866 1035 1010 A 9 Mile Road Haggerty to Meadowbrook 13788 Meadowbrook to Novi 8043 Novi to Center 3893 242 445 86 918 267 74 1160 712 160 A 10 Mile Road Haggerty to Meadowbrook 16188 223 Meada,..,brook to Novi 11500 226 Novi to Taft 10124 329 Taft to Beck 8825 278 Beck to Napier 6925 94 887 274 402 340 412 1110 500 731 618 506 WB EB Total C WB EB 788 2164 400 1079 407 1117 D C B WCPS A B 1376 697 710 B B WCPS WCPS 958 376 365 466 1424 403 779 102 467 E D B A A F A A A B A A A B 1236 692 596 596 412 D A A A A A B B B A A 395 490 414 414 140 1631 1182 1010 1010 552 B A A A Novi Novi Novi Novi OCRC SEMax; SEMO:Xi BA * Level of service applies to through volumes only arrl does not reflect total intersection delay. . �( Table 22(Cont'd) IO~Y VOLUMES AND LEVELS OF SERVICE - 1986 A.M. A.M. Peak Hour Roadway Segment Grand River Haggerty to Meada.Jbrook Meada.Jbrook to Novi Novi to Taft Taft to Beck 24-Hour Voltnne Voltnne WB EB Total Ievel of Service* WB P.M. Peak Hour Voltnne EB Total P.M. Level of Service* EB WB EB 567 450 628 606 526 1093 420 870 507 1135 490 1096 A B B A A B 519 742 463 834 1353 325 1067 346 809 A B B A A B WB Source of Counts 12929 10225 12923 12203 347 250 279 306 502 359 394 440 849 609 673 746 A C B A B 12 Mile Road Haggerty to Meada.Jbrook 14718 Meada.Jbrook to Novi 11292 Novi to Beck 8630 515 156 118 339 672 498 854 828 616 A B B A A B 13 Mile Road Novi to Decker 13364 605 251 856 D 411 793 1204 D EA 3738 56 232 288 B 207 113 320 B Novi/EA 7636 118 556 674 C 472 216 688 C EA Beck to West 9990 320 452 772 C 482 395 877 D OCRC S. lake to Pontiac Trail South lake to Beck 5600 2308 117 119 286 66 403 185 B 339 74 163 166 502 240 C A A EA EA A Novi OCRC Novi OCRC Novi OCRC/EA OCRC/EA (X) 0 South lake West to Novi 14 Mile Road Decker to Haggerty Pontiac Trail West Road * Level of service applies to through voltnneS only am does not reflect total intersection delay. . �() ) CO MM E R C E ) C I T Y W ALL E D 0' L AK E C O M M E R C E T W p ,, WALLED C 1 T LAKE Y ~ ~f F 19 l" t • ~12ar .. 2:( 1? I '30 , 129 iS11 c-ffll1 I I 128 ' ~fr, - - ----, i -{__ I I- 3J N ORTHVILLE T O W N S ti I P N O R T H VILL E TO WN SHIP LEGEND LEVEL OF SERVICE Le1v•l s o f Se r.vlee a r a for through volumes 01'\ly and do no t re f lect de lay experienced Hy l e ft a nd ri ght tu r ne rs, A B c @~ D ~ E ~1~~:;:;:;:;:;::i::❖'.: F If?'~ 2 For north-south road s , t he pattern on the right r e pres e nts the level of Service for northbound traffic end t he pattern on the l e ft Is for southbound t raffic. For east- west road s , the pattern on the bottom Is for eul:boun<j traffic. and the pattern on the top Is for westbound traffic . P.M. PEAK HOUR LEVELS OF SERVICE 1986 CITY OF NOVI MICHIGAN I ..... BRANDON M. ROGERS & ASSOCIATES , P.C. community planning consultants BAATON · ASCHMAN traffic consultants OCTOBER , 1987 ASSOCIATES , IN~ \J �(J . I I I I I_ I 8825 - - NIN MIL ------{"399 ,· , :,.,,, ~ AVERAGE DAILY TRAFFIC VOLUMES - 1986 IWfTOH-ASC>il.U.H 4SSOOAnS. N:. MARCH 26, 1987 7 - 81 - . �CITY OF tJM.P, W AL 8 7 7 _.,. ,, ......j---~_,,- '&9 C E ~ TIAC TR~-, It) CO 2-,~ 0 WAL A. " " '<,, ... (.J ,w-_..__ c-.. I I I I I_ I c:iO a: ¥ It) N u w m CITY OF NORTHVILLE - , 936 P.M. PEAK HOUR TRAFFIC VOLUMES - 1986 BARToH·ASOiMA,~ ASSOO.l.rES. N:. FEBRUARY 24, 1987 8 - 82 - �(J 0 : CITY OF W OM ----~~& 600 ,~ ~ _ _,,,,,,----\__ ci CJ> a: N - ::.: 1~ u --------w a:i CITY CITY OF NORTHVILLE A.M. PEAK HOUR TRAFFIC VOLUMES - 1986 BAR'TON·AS04MAH ASSOCW'ES. N:. FEBRUARY 24, 198 7 9 - 83 - �) ) C O M \I E R C E ) C T W ' I T 0' '( W A L L [ 0 L A I( E CO MM ERCE ~ L 4 WALL£ D ~ dU 1 ~ LAKE - .,\ . I II N ll 7]]' . 9 _____, ~ r ..,_ .,,,., "''I .L . 0' ,L. ~ ' W • XO " r 1 '" "' .... , I , ' -- jr 1 I I rr-'. t I ~ ~~'~111 7!II ' I W I L . I I ~- - - -..,,_ "' T '",--..r .r • .r j fo ~ 18 I I >~ J i . ,- 1 1 . . I t-'""~ ,' -----=••.......~ ,I M t .\ r- , •• .. ... ; 1- r I I ~ I L.. ~ T I G~ 'T . II r II \1\.•...• I? J'r~;;;pj--. I' 1 I~ I I , 1 I l -1 T W p LI:;j"•••-r• 1 t • I ,;,.- ._ _ >=-... '" I • •=•• '-•• ' ~r ,- , I / t- / I Ii l --4---r \,"(3 . ....... "'""•-=~--..,_ ...._ I ' ..._ I f VJl! _J~; ............~, ._j ~ _J ~ i 21 19 :1¼-1rr ·'.tifr r:,,,1 {J. ;;$ii:) ... . . ,, . ' .,..~ ~_;1 r - ': ff I ~:·; Iii ~ 7 !" r rH• St- -'-.... I E ·-::: ,- r7':"': f- T ' ~1I L .r 28 29 30 ~ /71 /~ LJ~~ . ' '1 _[ 1 I ~J-1/-LJ ,- ~ T - T ---. ~ I r t r3, 32 . NORTHVILLE I ~ ,.•.; .... I N 0. R T f ]_j H I/ I L L £ T O W N m~--r S H I P >)- I ------···········@····· 1 l---------------4''-- i " 0 • T H V I L L E h'"i I TO W N S H I P LEGEND NUMBER OF LANES (PAVED) ■ ■ ■■ ■ ,lght IIHIIINft■H 1ia ■■ Ill ,_, ••-•• 1hr•• fin 0 ,;•"·' UC under cons truc t ion ( mo ior roodwoy1 only ) ~ EXISTING TRAFFIC LANES & SIGNALS CITY OF NOVI MICHIGAN I BRANDON M. ROGERS & ASSOCIATES , P.C. commun i ty plonning consultant ! IARTON · ASCHMAN ASSOCIATES , INC . !raffle contulrantt O CTOBER , ~98 7 10 �-. The A.M . and P . M. peak hour levels of service shown in Table 22 and illustrated on Map 6 were determined according to two different methods. For signalized roadway segments where signals are spaced two miles apart or less, the urban/suburban arterial methodology contained on the Highway Capacity Manual ( Special Report 209) by the Transportation Research Board was used. Levels of service are described in Table 23. The levels of service for two-lane paved roads without signals or with signals spaced greater than two miles were based on the categories shown in Table 24. The capacities were also obtained from the Highway Capacity Manual ( Special Report 209). TABLE 23 SIGNALIZED ARTERIAL LEVEL OF SERVICE Levels of Service Average Travel Speed (MPH)* > 35 A Free-flow operations Reasonably unimpeded operations Stable operations Variable delay Significant approach delay Extremely low speeds > 28 B > 22 > 17 C D > < E F Description 13 13 *Travel speed for arterial with typical speed of 40 mph. Source : Highway Capacity Manual (Special Report 209). TABLE 24 UNSIGNALIZED TWO-LANE ROAD LEVEL SERVICE Level of Service A B C D E F Source : 24-Hour Volume Peak Hour Volume < 2,400 2,401- 4,800 4,801- 7,900 7,901-13,500 13,501-22,900 > 22,000 < 240 241- 480 481- 790 791-1,350 1,351-2,290 > 2,290 Highway Capacity Manual ( Special Report 209) - 84 - �-. Signalized arterial level of service is defined in terms of average travel speed of all through vehicles on the arterial. It is strongly influenced by the number of signals per mile and the average intersection delay. Existing Roadway Problem Areas The existing roadway system in Novi has several problem areas caused by various factors. These problems impact the efficient movement of traffic. The Roadway Problem Area Map ( Map 11 graphically illustrates major problem areas including : • Problem Intersections • Grade Level Rail Crossings • Poor Sight Distances • Unimproved Roads • High Accident Locations Areas of frequent and/or severe traffic accidents are discussed later in this report. Problem Intersections There are numerous areas within Novi where secondary level streets do not properly intersect major thoroughfares. More seriously, there are other areas where major thoroughfares improperly intersect other major thoroughfares. For instance, all of the major intersections with Grand River Avenue are poorly aligned. Streets should intersect other streets at 90 degree angles to afford maximum visibility and exposure. Major areas of poorly aligned Problem Areas Map . intersections are noted on the Roadway In addition to the poorly aligned intersections with Grand River Avenue, other poorly aligned intersections exist at: • West Road and Pontiac Trail. Thirteen Mile Road and Haggerty Road ( scheduled to be improved in 1988). - 85 - �-. CITY OF COMMERCE COMMERCE TWP. (/) FOURTEEN MILE ..J ..J J: z 0 I- (j z THIRTEEN MILE 7--- >- I() SHA WOOD LAKE u w (j (j I < ::c I () _w CD ~ ~ < I_ I ~I >- I- ~ rI z I MILE I a.I > u.. 0 >Ia: l z .- --,l ;1z a: 0 CITY OF WIXOM a: I a l- 6J--------...J..----44-4-------4---T_E_N_M_I_L_E_-+--+-~+---+-------~ a (/) I- ~ ~, >..J a: ~ > O I z ,cf\ \1:1" _ _/ I"~ I z a --.\ "--- / - - ; ~ CITY OF ---- -NORTHVILLE CITY OF NORTHVILLE 0 GRADE RAIL CROSSING - - o o ~ Z ~ ~ ~ ~ w POORLY ALIGNED/ POOR SIGHT DISTANCE l- NINE MILE ~ 0 a: w 0 (j a: ~ Z -1------~f--+----+---~-+--------1~ 0 Ij j J: : EIGHT MILE CITY OF NORTHVILLE UNPAVED ROADS ROADWAY PR OBLEM AREA S - 86 - b 8ARTON-ASCHMA."1 ASSOCl,<rES. f'C 11 �II • Taft and Twelve Mile Road, intersection with the Railroad Crossing. • Nine Mile Road and Garfield Road. • Nine Mile Road and Napier Road. Grade Level Rail Crossings rail This problem has long been felt by motorists in Novi. There are seven crossings Of these involving major traffic corridors in Novi. seven crossings, only two, at 1-96 and Grand River Avenue, are grade separated. Though the grade crossings are single rail crossings, the use of the track is frequent and the trains are long. This results in numerous traffic tie-ups at these crossings which, in turn, impacts the already heavily traveled thoroughfare system in the City. Below is a prioritized list of needed grade-separated rail crossings based on traffic volumes and road function. It should be noted that grade separated crossings are expensive to construct. The construction of these crossings will depend upon the availability of funding and approval from the railroad operator. 1. Novi Road 2. Twelve Mile Road 3. Ten Mi le Road 4. Taft Road ( should be completed as part of Taft extension project) 5. West Road 6. Nine Mile Road Poor Sight Distances Historically this intersections is one of the more dangerous problems. Older road were not designed to meet modern-day clear vision distances. Wherever corners are poorly aligned through angular intersections, visibility is limited. In other instances, topographic problems exist. The Taft Road-Grand River intersection, Beck Road-Ten Mile Road intersection, and the Meadowbrook Road-Grand River intersection are examples of locations with poor visibility due to topographic conditions. - 87 - �Ill Unimproved Roads This problem is more one of inefficiency than safety. Roadways that are not hard surfaced, such as those west of Beck Road, are rough and tend to slow down traffic. They are not efficient because larger volumes of traffic cannot move efficiently on them due to poor surface conditions. streets require continuous maintenance as well. in Novi. Unimproved A number of such streets exist However, most of them are located in the less developed areas of the City and do not carry substantial volumes of traffic. The City has, over the last few years, undertaken an extensive program of hard surfacing improvements local streets in developing have contributed greatly to the areas of the City. These increased efficiency of these roads. Traffic Accidents and Hazard Areas This section includes a general examination of traffic accident causes, factors that influence traffic safety, traffic accident trends and conditions in Novi, and possible actions to reduce traffic accidents. Causes of Traffic Accidents and Factors that Influence Safety The frequency and severity of traffic accidents are influenced by many factors: roadway and vehicle defects; violations or unsafe acts by drivers or pedestrians, and inclement weather. In many cases, roadway design, driver behavior, and weather conditions may all be contributing factors to the cause of an accident. The most frequent cause of traffic accidents is attributed to improper driving. Excessive speed, failure to yield the right-of-way, and following too closely are the principal types of improper driving behavior that lead to accidents. Alcohol and other drugs were reported to be a factor in over one-half of the fatal traffic accidents in the United States. The impact of weather on traffic accidents may seem significant because a high number of traffic accidents can occur during a short period of time; however, over one-half of total traffic accidents take place when pavement is dry. - 88 - �,. Ill The general characteristics of traffic accidents vary significantly in urban and rural areas. Approximately one-quarter of all rural accidents take place at intersections versus about one-half for urban areas. take place in urban areas, accidents in Although more accidents rural areas are more severe; the severity is primarily due to higher rural speeds. The impact of congestion becomes apparent when examining the relationship between increased traffic volumes and accident frequency. Studies have shown that accident rates increase with increasing volume to a certain point, and then the accident rate drops as congestion and volumes increase. The peak in one study was found to be 650 vehicles per hour on California highways; another study of two-lane rural roads showed similar results with a peak at about 8,000 vehicles per day. Roadway design and safety features also impact accident rates. Several roadway design and safety features are discussed below. Lane Width. The effect of roadway width on traffic accidents generally increases as vehicle speeds increase. One study showed that widening 240 miles of highway from 9 foot wide lanes to 11 foot wide lanes reduced accidents by 21 percent on low-volume roads and 47 percent on high volume roads. Highway Shoulders. Studies have shown that accident rates decrease with increasing shoulder width. This is primarily due to the fact that motorists traveling on roads with wide shoulders have a stable area to use if they cross the outer pavement edge. Horizontal Curves. traffic accidents. Curves in roadway pavement increase the possibility of The most frequent accident type is skidding. Vertical Alignment. A change in impact on accident rates. pavement elevation can also have an Long, steep grades and steep grade/horizontal curve combinations can greatly increase the frequency of accidents. - 89 - �,. "' Intersections. The design, locat ion, number of approaches, traffic con- trols and vehicular volume of an intersection influence the number and type of accident that will occur at a given intersection. For example, an intersection with three approaches is generally safer than one with four approaches because of the reduced number of conflicting movements. The sight distance for the motorists approaching the intersection is also a critical variable . Speed. The speed at which vehicles travel must reflect an appropriate response to existing road and traffic conditions in order to minimize the frequency and severity of accidents. High speeds are often safer than slow speeds on roads designed for high speed travel where road and weather conditions are good . However, high speeds can both increase the severity of accidents and decrease the frequency of accidents. According to the Institute of Transportation Engineers, the following principles apply to speed designation: 1. Motorists govern their speed by existing road and traffic conditions rather than posted speed Iimits. 2. Speed limits must be enforceable; a majority of motorists should be willing to observe the limit voluntarily. 3. Speed limits based on study of prevailing speeds and existing road/traffic conditions tend to reduce the spread of speeds. 4. Accidents are more related to the spread in speed ( from highest to lowest) than average speed. Other Factors. Other factors that influence speed and safety include night lighting, railroad crossings, pedestrian crossing, interchanges, and median designs. A comprehensive discussion of all these factors is beyond the scope of this report. However, the general discussion above has been included to provide the reader with some background on the cause of traffic accidents and factors influencing safety before examining accident data within the City of Novi. - 90 - �,. "' Traffic Accident Data and Trends - City of Novi Traffic accident data collected by the Oakland County Traffic Improvement Association for the years 1982 through 1985 accident trends within the City of Novi . driver, temporal, discussed below. and provides insight The impact of various In addition, roadway, Figure 4 graphically illustrates many of the Table 25 shows the monthly distribution of the 3,358 traffic accidents that occurred from 1982 through 1985. of October traffic vehicle variables on traffic accidents in the City is Tables discussed in this section . period into through January accounts for 41 The 4-month percent of all accidents, with December being the peak month of the year. traffic This 4-month period has higher traffic volumes caused by holiday travel, shorter periods of daylight, and less favorable weather conditions due to the onset of winter. TABLE 25 TRAFFIC ACCIDENTS BY MONTH CITY OF NOVI 1982-1985 Month January February March Apri 1 May June July August September October November December TOTAL Number Percent 301 279 228 202 256 252 242 272 262 302 356 406 9.0 8.3 6.8 6.0 7.6 7.5 7.2 8.1 7.8 9.0 10.6 12.1 3,358 100.0 The description of traffic accidents by day of the week is shown in Table 26 . The peak day for accidents is Friday ( 18.5 percent) and the lowest is on Sunday (10.5 percent) . Friday and Sunday are also the highest traffic volume and lowest traffic volume days of the weeks, respectively. - 91 - �PERCENT TRAFFIC ACCIDENTS BY OAY OF WEEK 20 1982 • 11185 15 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 10 5 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~ ~ ~ ~ ~ ~ PERCENT TRAFFIC ACCIDENTS BY MONTH 11182·1985 15 ~ ~ ~ ~ ~ ~ ~ ~ 10 ~ MON. TUE. wEo . THU. FRI. SAT. 10 ,5 14 . 3 1•. 2 13 ,0 14.7 18. 5 14 . 8 ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~ ~~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ .;.., ci .. cio .... i .. _j d~ .: . io w· .::EO. .... :Ii,. < · ..... . ,.. . . .,,,. ..,. . . .... 5 ~ SUN. DAY PERCENT ~ . z zzo :z: .. Ow Q, O<cc :Ii 7$ 75 -ow :z: 0 ~ 0-CCC "' Q, 0 . W• ,;., c..i~ ,.:0 0 , o · 0°' z~ "'o:::. 1982•1985 ~ C Q ~ ~ ~ ~ ~ ~ ~ 50 ~ ~ ~ ~ 25 . ., . . . . . .... " "' . "'.,,. " Z t:zo 0z ~ ~ ~ ~ ~ ~ ~ ~ . z .. :, ~ ~ ~ ~ ~ ~ ~ TRAFFIC ACCIDENTS BY ROAD SURFACE CONDITIONS 1982•1985 ~ O N "' Q, TRAFFIC ACCIDENT.S BY LIGHT CDNOITIONS 25 :, ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ PERCENT PERCENT 50 :, . ~ ~ ,. .," ,.; :, 111 "! :z: 0 Q ~ z "'. :z: "! ~ 0 " z 3: z 3: 0 z z :, 0 ~ ~ ~ ~ ~ CONDITIONS DRY WET SNOW / ICE OTHER PERCENT 60 . 7 22 . s 16. 3 0 .5 cc 0 0: < " Q cc "' Q PERCENT TRAFFIC ACCIDENTS BY ROAD CHARACTER TRAFFIC 1982 · 1985 ACCIDENTS BY DAMAGE 1982-198$ 100 PERCENT 75 75 50 50 25 25 CHARACTER STRAIGHT CURVED TRANSITION PERCENT 92.0 6.2 1.8 TYPE FATALITY INJURY 0.5 34 . 8 PERCENT PROPERTY DAMAGE ONLY TOTAL FATAL ACCIDENTS TOTAL INJURY ACCIDENTS TOTAL ACCIDENTS WITH PROPERTY DAMAGE ONLY 1982 - 1985 1982•1985 1982•1985 iwntlN-- FATAL ACCIDENTS= 18 INJURY ACCIDENTS= 1163 ASSOO,crn, tC. . 4 FATALITIES: HI NUMBER OF INJURED FIGURE TRAFFIC ACCIDENT SUMMARY - CITY OF NOVI = 64 . 9 PROPERTY DAMAGE ONLY= 2179 1750 DATA SOURCE: TRAFFIC IMPROVEMENT ASSOCIA TION OF OAKLAND COUNTY �TABLE 26 ACCIDENTS BY DAY OF THE WEEK CITY OF NOVI 1982-1985 Day ,- Number Percent Sunday 353 10.5 Monday 480 14.3 Tuesday 476 14.2 Wednesday 438 13.0 Thursday 492 14.7 Friday 621 18.5 Saturday 498 14.8 3,358 100.0 TOTAL . Traffic accidents vary period from 3: 00 P. M. in frequency throughout the day. to 7: 00 P. M. accidents within the City. accounts for 31 The 4-hour percent of all traffic The peak hour for traffic accidents, which occurs from 5:00 P.M. to 6:00 P.M., also corresponds with the peak hour of traffic volume on city roadways. Table 27 shows traffic accident data according to the type of object that was struck during the accident. Seventy-eight percent of all traffic accidents in Novi involved the collision of one motor vehicle with another motor vehicle. Forty-four percent of the motor vehicle/motor vehicle accidents were rear-end collisions. - 93 - �TABLE 27 ACCIDENTS BY TYPE/OBJECT STRUCK CITY OF NOVI 1982-1985 Percent of Grand Total Number Type/Object Struck Collision with Another Vehicle Left-turn Right-turn Angle Rear-end Other 12.0 2.2 5.2 34.1 24.2 402 74 173 1,144 815 2,608 Subtotal Motor Vehicle Overturned Motor Vehicle Collision With: Railroad/Train Pedestrian Fixed Object Other Object Animal Pedal Cycle Other Subtotal 77. 7 106 3.1 5 22 426 24 85 17 24 0.1 0.7 13.9 0.7 2.5 0.5 0.7 750 GRAND TOTAL 22.3 3,358 100.0 The distribution of traffic accidents according to road condition, surface condition, respectively. and light condition Ninety-two percent of is shown all in accidents Tables 28, took place road 29, and 30, on straight roadway segments; Sixty-one percent of accidents took place on dry pavement; and sixty-two percent of accidents took place during the daylight hours. - 94 - �II TABLE 28 ACCIDENTS BY ROAD CHARACTER CITY OF NOVI 1982-1985 Character Number Percent Straight Curved Transition Not Known 3,090 208 59 1 92.0 6.2 1.8 0 3,358 100.0 TOTAL TABLE 29 ACCIDENTS BY ROAD SURFACE CONDITIONS CITY OF NOVI 1982-1985 Condition Number Percent Dry Wet Snow or Ice Other/Unknown 2,039 755 548 16 60.7 22.5 16.3 0.5 3,358 100.0 TOTAL TABLE 30 ACCIDENTS BY LIGHT CONDITION CITY OF NOVI 1982-1985 Condition Number Percent Daylight Dawn/Dusk Dark/Street Light Dark/No Lights Unknown 2,104 179 113 958 4 62.7 5.3 3.4 28.5 0.1 3,358 100.0 TOTAL - 95 - �Over the 4-year study period, there were 16 fatal accidents, in which 19 people died. accidents. injured. Alcohol consumption was a factor in 56 percent ( 9) of these fatal Accidents with injuries totalled 1163, in which 1,750 people were Alcohol accidents. consumption was a factor in 19 Of the 2,179 accidents involving only percent (221) of these property damage, alcohol consumption was a factor in 8. 8 percent ( 192) of the accidents. High Accident Intersection Identification and Analysis Map 12 and Table 31 show those intersections with an accident rate greater than one accident per million entering vehicles ( MEV) per year. summarizes the number of accidents by collision type. obtained from the Traffic Barton-Aschman Associates, Table 32 The accident data was Improvement Association of Oakland County, and Inc. converted the accident data into a rate per MEV according to the following methodology: 1. Intersections having more than 10 accidents from 1983-1985 were grouped according to the number of accidents per year. 2. Traffic counts were collected to determine the number of vehicles entering the designated intersections per year. 3. The accident rate per million entering vehicles was established for each intersection having 10 accidents over the 1983-1985 study period, and the intersections were ranked according to the MEV accident rate. The following is an intersection-by-intersection analysis of accidents at the high accident intersections. The narrative does not include those intersections that were improved after 1985. Novi/Grand River. This intersection had the highest number of accidents and the highest rate per MEV within the City during the study period. Forty-eight percent of the total accidents during the study period involved rear-end collisions. The predominant This is higher than the City average of 34 percent. hazardous action that caused or accidents at this intersection was following too close. - 96 - contributed to the �CITY OF COMMERCE TWP. T FOURTEEN MILE z 0 I- t, z ~ THIRTEEN MILE © v-------7- > (.) SHA WOOD LAKE ~ a: > ~ l5 I ICl a: a: - -0 l w I t, t, > 1- u < :i:: CITY OF WIXOM --- I I I I a: UJ a. ct 1z I z ~, ~, ,,~~ i :.:: (.) w al I_ a. o a: I II.I. <{ I- sl I- a: ...J I ~ - ....../ ,,,- - --l_ _ --- o a: NINE MIL :.:: o a: I.I. al 0 a: :.:: 1- o ct w CITY OF NORTHVILLE > 0 CITY OF NORTHVILLE al ~ 0 I.I. ::;: (.) w 0 0 (.) EIGHT MILE CITY OF NORTHVILLE HIGH ACCIDENT INTERSECTION HIGH ACCIDENT LOCATIONS BARTON·ASCHMAN ASSOO,(rES. NC. BASED ON RA TE PER MILLION ENTERING VEHICLES - 97 - 12 �TABLE 31 HIGH ACCIDENT INTERSECTIONS ( 1983-1985) Intersection Novi/Grd. River Novi/10 Mile* Novi/WB I-96 Ramps* Novi/9 Mile Beck/12 Mile Novi/12 Mile Meadowbrook/ 10 Mile* Haggerty/10 Mile* Haggerty/14 Mile Meadowbrook/ 12 Mile Haggerty/9 Mile** Decker/14 Mile** Meadowbrook/ Grand River Beck/Pontiac Trail* Novi/EB I-96 Ramps* Source: Rank Number of Accidents Per Million Entering Veh/Year Number of Accidents Per Year 3.2 3.1 2. 1 2.1 2.0 1. 9 24 1. 7 1.6 1.4 17 24 17 11 11 1.4 1.3 1.3 15 11 1.3 9 14 14 1.2 1.2 9 1 2 3 3 5 6 7 8 9 9 32 29 18 12 10 7 7 7 Barton-Aschman Associates, Inc. * Indicates intersection was improved after 1985. ** Indicates intersection will be improved in 1987 or 1988. Data on accidents per year obtained from the Traffic Improvement Association of Oakland County. - 98 - �Table 32 NUMBER OF A<X!IDENI'S BY TYPE OF OOLLISION (1983-85) Collision Collision Coll. Collision With With With w/other or Pedestrian Object Train over TUrnerl Intersection I.O I.O Collision With other Motor Vehicle Grand Left TUrn Right Turn Angle Rear-End other Total Navi/Grd. River 0 3 0 1 9 2 3 46 32 96 Navi/10 Mile 0 4 0 2 25 4 3 29 19 86 Navi/I-96 Ramps* 0 3 0 2 16 2 7 56 3 90 Novi/9 Mile 0 6 0 0 5 1 6 16 3 37 Beck/12 Mile b 8 0 1 19 2 1 8 8 38 Navi/12 Mile 0 1 0 0 18 2 8 16 7 52 Meada-Jbrook/10 Mile 0 1 0 1 18 0 7 11 14 53 Haggerty/10 Mile 0 2 0 0 19 4 5 23 12 65 Haggerty/14 Mile 0 3 0 1 12 2 0 15 11 44 Meada-Jbrook/12 Mile 0 0 0 0 7 0 5 5 2 19 Haggerty/9 Mile 0 1 0 0 13 1 7 20 3 45 r::ecker/14 Mile 0 0 0 1 5 2 7 7 0 22 Meadowbrook/Grd. River 0 1 0 1 9 1 6 10 0 28 Beck/Pontiac Trail 0 3 0 0 4 1 6 13 2 29 *rncludes EB off-ramp/Novi Road and WB off-ramp/Novi Road DATA SOURCE: Revised 10/87 Traffic Improvement Association of oakland County �Data from January to September 1986 show that the accident rate decreased significantly from the 1983-85 study period . There were only nine accidents during this period compared with an annual average of 32 between 1983 and 1985 . There are two problems at this intersection that make traffic conditions less safe . First, the two roads do not intersect at right angles, which limits sight distances for approaching motorists . Second, the proximity of adjacent buildings and parking have made it necessary to have lanes less than 12 feet wide . The potential does exist for the addition of right-turn lanes on the west and east approaches turners from to through the intersection, which would traffic, thereby increasing separate safety. Also, right the Haggerty/1-696 connection and Beck Road interchange improvements should provide some traffic volume relief to this area, which may lead to a decrease in accidents . Novi/Nine Mile. MEV. This intersection ranks fourth in terms of accidents per Forty-three percent of all accidents at this intersection involved rear-end collisions and the most common hazardous action was following too close. Fifty-seven percent of the accidents occurred with wet or snowy pavement conditions compared to 39 percent city-wide. the accidents occurred in November, with one-third city-wide . Almost one-half of December, and February, compared Based on the above, it appears that weather is a more predominant factor in accidents at this intersection than at the average city intersection. Beck/Twelve Mile. This intersection ranks fifth en the list of accidents per MEV in the City. Forty percent of the accidents at this intersection involved collisions while making a left-turn movement and the predominant hazardous action was failure to yield the right-of-way. - 100 - �The primary problem with this intersection is that it is part of a substandard freeway interchange that does not permit motorists to continue north on Beck without first turning left. Motorists westbound on Twelve Mile must also bear left unless they want to go north on Beck or west on 1-96. This alignment problem, coupled with the lack of a eastbound 1-96 on ramp, should be solved when the interchange is improved by MOOT. Novi/Twelve Mile. million entering This intersection ranks sixth with 1. 9 accidents per vehicles. left-turn movements and Thirty-five percent percent involved 31 of accidents involved rear-end collisions. The primary hazardous action was failure to yield the right-of-way. Approximately 30 percent of all vehicles approaching this intersection from the east turn left onto Novi Road. This is due to the proximity of com- mercial development and the 1-96 interchange. intersection has five lanes. Also, the south leg of this The two northbound lanes must merge to one lane north of the intersection. Improvements anticipated in this area include the signal coordination system along Novi Road; the construction of Decker Road north of Twelve Mile; and the M-9 interchange. likely divert to the M-9 Some traffic using this intersection will interchange and/or Decker Road. Also, the boulevarding of 12 Mile Road will cause a redesign of this intersection. Haggerty/14 Mile. This intersection ranks ninth with 1. 3 accidents per million entering vehicles. rear-end collisions and Thirty-four percent of all accidents involved 27 percent involved left-turn incidents. The predominance of rear-end collisions may be due to the high volumes on Haggerty Road (28,000 ADT). Also, the high volume of traffic on Fourteen Mile Road, east of Haggerty (13,800 ADT), contributes to the heavy volume of left turning vehicles at this intersection . construction of M-9 will cause either the total modification to this intersection. - 101 - The planned reconstruction or other �Meadowbrook/Twelve Mile. This intersection essentially T-intersection; the fourth (north) leg is a dirt road. operates as a Consequently, there is a high percentage of turning vehicles at this intersection. Thirty-seven percent of all accidents involved l'eft-turn movements, compared with 12 percent city-wide, and 26 percent were angle accidents, compared with five percent city-wide. The southeasterly extension of Decker Road from 12 Mile to Meadowbrook will reduce the volume and turning movements at this intersection. The boulevarding of 12 Mile Road will cause a redesign of this intersection to interface with a boulevard section. Haggerty/Nine Mile. The intersection is currently being reconstructed to add turn lanes on all approaches, thereby improving capacity and separating turning vehicles from through traffic. The impact of this major reconstruction on accidents will be monitored. Decker/14 Mile. Right-turn approaches of this lanes will be added to the west and east intersection and a left-turn phase for Decker traffic will be added to the signal in late 1987. northbound Traffic patterns will also change when East Lake Drive is closed to through traffic. The 1983-85 data is of little value considering future changes. Meadowbrook/Grand River. list. This intersection ranks 11th on the accident Thirty-two percent of accidents involved left-turn movements and 36 percent involved rear-end collisions. Failure to yield the right-of-way and following tc,o close were the two most common hazardous actions. This intersection, like the Grand River/Novi intersection, is not formed by right-angles. Consequently, sight distances although not as severe as at Novi Road. are somewhat hindered, In the interim, the proposed office uses to the north will likely cause the need for some right-turn lanes at the intersection to separate right-turners from through traffic. - 102 - �I Thoroughfare Plan The existing road network county, city, and private in the City of Novi is comprised of state, roadways. Map 13 shows which governmental agencies are responsible for the maintenance of various roadways in the City of Novi. Most roads are either city roads or county roads. Funding for roadway improvements is provided by several different levels of government and the private sector. Often, funds are provided by the those agencies that have jurisdiction over a particular roadway; sometimes several agencies contribute to one project. Map 14 shows the roadway improvements programmed by the City over the next three years. There are no county improvements programmed other than the Pontiac Trail/West Road improvements. The programmed road improvements are intended to mitigate some existing traffic problems within the City. Thoroughfare Plan (Map 15) shows the right-of-way The requirements for both existing and future roadways needed to serve traffic in the City. As mentioned earlier, a comprehensive collection of traffic counts on major roadways in Novi was done as background research for the plan update. This information permits the generation of historical background growth rates with the City. Table 33 shows annual compound growth rates for various roadway segments. Also shown are the years between traffic counts. For example, Meadowbrook Road, between 8 Mile and Grand River grew at a compound rate of 19 percent per year over the past three years and 16 percent per year over the past five years. - 103 - �CITY OF COMMERCE TWP. ■:iii~ilii■■■ ■ ■ ► 1(.) COMMERCE TWP. SHAWOOO LAKE = ■ ■ ■ - - -CITY -- OF __,WIXOM ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ ■ 1■1 ■ ■ ■ ■ 1 ••• = ■ ■ ■ ■ = ■ ■ ■ ~~........, 1-■■l■■■■■■■Aiil.r.1■ ■ ·■ ■ ■ a: = ■ w ~ a:~ ■ ■ ■ 0■ ■ ~--.. -- - ---.--a: ■ w■ a:i ■ ■ CITY OF NORTHVILLE ■ ■ ■ ■ ■ w ■ c., c., ·• J!A < :i:: ··~········ o■ o■ a:. ~. < ~a:i. g. ::!: ■ EIGHT MILE ■ LEGEND ••••••• COUNTY CITY ROAD JURISDICTIONS - 104 - BAHT'ON·ASOMAN ~ K. 13 �CITY OF COMMERCE TWP. VJ ..J ..J FOURTEEN MILE :c z 0 I- t, z :i: a: > I- ---T I I I I ~, t: 0 z t, t, MILE :c er I - 96 I_ Cl a: I z 3: > ~ u > CITY OF WIXOM ls 1- u.. <: I- 01---------l----...,_-----+-------+--4t----+---------:-i TEN MILE I- ~ ~, ~ O z I ~ _ _/ r-' - --\._ __ __ __ _ 1--N_IN_E_M_IL_E_-t--~ VJ a: j a: Z O ~ :c > ..1 0 w t, I- t, t, ~ : 0 I~I~ :~ ----- CITY OF NORTHVILLE CITY OF NORTHVILLE * T ■ u. u. ~~ w ::E Z 0 > 1- u EIGHT MILE CITY OF NORTHVILLE SIGNAL / SIGNAL MODIFICATION CAPACITY IMPROVEMENT ROAD CLOSURE RUBBER RAIL CROSSING , I~ ASPHALT SURFACING PROGRAMMED ROAD IMPROVEMENTS 1988 - 1990 BART'ON-ASOMAN ASSOaATI:S. ,<. - 105 - 14 �) ) C. 0 M ~ ) E R C E 0' COlilMERCE ' • p !I i I ·1 !~~ _I~ ri W ALLED i 'Lti LAKC ., 11 h Ii 11 I r·· - ~g-rr'~~~:~ ~ , ······ . ~ ,//·~· ; ~ --- , ~l· (/ I ,l~{l _/ C I T 'I 3 ~~ -J~ ~--..;,~::t-•·"!"'! ! i~.. ! ••. . ·--.:::........_ ....,_ =.. :----~-·····•--!'"" i i ~" ~r 19 ·1: - 32 .,.,.,... . ....,..,.. ,• •• •• , ■ ! , .J 1 ■ 1 ■ 1■1~■ i ■ l■ l ■ l ■ l ■i ■ l ■ l ■1 1 ■ 1 w1J.1 w 1e1l.1 w 1J.,J, w I t f - t -n r:tc;Hi .. lL[ N O R THVILLE TO WN J -ul-• ■ l ■ l ■ l ■l■ l■ l ■ l ■ l ■ l■l ■ l ■ l ■l ■ l ■l ■ l■ l ■ l ■l ■ l ■ I SHIP N O R THVILLE T O W N S H 1 P LEGEND FREEWAY OR CONTROLLED ACCESS MAJOR ARTERIAL (180 ") ARTERIAL ( 120 . ) ............. - '----' ...... MINOR ARTERIAL (120· ) RESIDENTIAL COLLECTOR (86 ") NON · RESIDENTIAL COLLECTOR (10 · ) SCENIC DRIVE (66 · ) MARGINAL ACCESS ROAD GRADE SEPARATION THOROUGHFARE PLAN CITY OF NOV I MICH I GAN I BARTON · ASCHMAN ASSOCIATES , INC. traffic consultants BRANDON M, ROGERS & ASSOCIATES , P.C. community plann i ng consultants DECEMBER , 1987 15 �TABLE 33 TRAFFIC GROWTH RATES Annual Compound Growth Rate Years Between Counts* 12.5% 8.8% 11.1% 10 years 10 years 10 years 19.0% 16.0% 3 years 5 years 0% 13.4% 9.3% 10 years 3 years 3 years 8.0% 5 years West Road Pontiac Trail to Beck 0% 9 years 9 Mile Haggerty to Novi Road 11.0% 3 years 8 Mile Beck to Novi 4.7% 7 years 10 Mile Haggerty to Napier 2.4% 9 years Grand River Haggerty to Wixom 2.0% 9 years Haggerty 8 Mile to Grand River Grand River to 12 Mile 12 Mile to 14 Mile Meadowbrook 8 Mile to Grand River Novi 8 Mile to Grand River Grand River to 13 Mile East Lake/Decker Corridor 14 mile to 13 Mile 12 Mile Haggerty to Novi Road Novi to Beck/I-96 12.3% 9.2% 23.0% 11.6% 14 Mile Haggerty to Decker 10.9% 4 years -3% 7 years South Lake Novi to West ~ 10 4 2 9 years years years years *In most cases, 10 years would be the period 1976-1986, four years would be 1982-1986, three years would be 1983-1986, etc. Source: Barton-Aschman Associates, Inc. - 106 - �Based on the residential densities and future land-use designations, estimate of future traffic volumes has been prepared. an Because of the influence of regional factors outside the City limits and the varying cycles of real estate development, it is difficult to pinpoint 20-year traffic projections. However, the use of volume ranges can provide a general estimate of the volumes that are anticipated based on the land-use plan. Table 36 contains 20-year traffic projections for major roadways in the City of Novi. it is expected that Haggerty Road/M-9, 12 Mile Road, and Eight Mile Road will carry the highest volumes with the City. The segment of Novi Road, between 12 Mile and Grand River will also carry high volumes due the proximity of the 1-96 interchange and various commercial development. Map 15 illustrates the Thoroughfare Plan for the City of Novi. The plan is designed to correct, where possible, existing traffic system problems and to accommodate future growth. The following roadway classifications are used in the arterials, plan: collectors, freeways, major nonresidential collectors, arterials, local streets, minor arterials, residential and scenic drives. Local streets are those shown without a pattern . Freeways The Thoroughfare Plan shows 1-96 as the principal carrier of through traffic in Novi. M-275 north of 1-96, which was included in the previous Thoroughfare Plan, is no longer a reality and will likely be replaced by a state trunkline road known as M-9, which will roughly follow along the previously designated M-275 corridor. The Thoroughfare Plan includes the following freeway state trunkline improvements: 1. The Beck Road/ 1-96 interchange should be redesigned so that it is a full function interchange. A ramp should be added that allows motorists on Beck Road and Twelve Mile Road to travel east on 1-96. Many motorists in this area currently must use surface streets to reach the Novi Road/1-96 interchange if they desire to travel east on 1-96. Constructing the new ramp will remove this traffic - 107 - from the surface �TABLE 34 FUTURE TRAFFIC PROJECTIONS (2007) AVERAGE DAILY VOLUMES 1,000 - 10,000 10,001 - 20,000 20,001 - 30,000 30,000+ Wixom Road 10 M. to 12 M. Napier Road 8 M. to 12 M. Meadowbrook Gr. Rvr. to 12 M. Novi Road 12 M. to Gr. Rvr. Novi Road Gr. Rvr. to 8 M. Haggerty/M-9 I-96 to 14 Mile Meadowbrook Road 8 M. to Gr. Rvr. Taft Road Grd. Rvr. to West Road Haggerty Road I-96 to 8 Mile Meadowbrook Road 12 M. to 13 M. Decker Road 12 M. to 14 M. West Road Beck to Pontiac T. Eight Mile Road Haggerty to Taft Eleven Mile Road Clark to Taft Novi Road 12 M. to 13 M. Eight Mile Road Taft to Napier Twelve Mile Road Beck to Haggerty Eleven Mile Road Taft to Wixom Taft Road 8 M. to Grd.Rvr. Ten Mile Road Haggerty to Napier Garfield Road 8 M. to 9 M. 9 Mile Road Beck to Napier Nine Mile Grand River Avenue Beck to Haggerty Haggerty to Wixom Fourteen Mile Decker to Hagg. Pontiac Trail Beck to West Thirteen Mile Novi to Hagg. Beck Road Grd. River to Pontiac Trl. Twelve and 1/2 Mile Taft to Decker Beck Road Grd. River to 8 Mile Source: Barton-Aschman Associates, Inc. - 108 - �streets, thereby relieving some of the pressure on other east-west roads and on the congested Novi Road/1-96 interchange. If possible, an overpass should be constructed over 1-96 that permits Twelve Mile Road to be extended west of the freeway. 2. The Haggerty Road corridor is the location of a proposed state trunkline that is planned to serve part of the function of the previously planned M-275 freeway. the Michigan In September 1986, Governor Blanchard and Department of Transportation announced a major 1-696 Corridor Improvement widening of 1-696 to Program. eight The lanes primary from improvement 1-96/ 1-275 east to is the US-24 ( Telegraph Road) including new interchanges at Inkster and Drake. However, also included in the package is the construction of a new interchange at l-96/1-696/1-275 and Haggerty Road. The initial improvement calls for the construction of the interchange and widening in the Haggerty Road corridor ( M-9) up to Pontiac Trail. The connection may ultimately become a link in a north/south state trunk highway between 1-96/ 1-696/1-275 and M-59. Construction of the interchange and connection to Pontiac Trail is scheduled to begin in 1989, and will cost an estimated $22 - 35 million. Most of the funding wi II come from the federal government. Major Thoroughfare Although none presently exist in Novi, one major thoroughfare is included in the Thoroughfare Plan . 1. The only major arterial planned is the reconstruction of Twelve Mile Road through Novi as a boulevard section. This concept would permit the westward continuation of this type of traffic corridor through Novi from Farmington Hills. The corridor would be constructed as a four to six lane thoroughfare with a grass median . be located within a 180-foot right-of-way. - 109 - The thoroughfare would �2. This type of major thoroughfare is desirable for the Twelve Oaks Mall area, and the importance of this corridor becomes even more critical when viewed in the light of recent planning in the area which proposed substantial increases in land to be devoted to office uses. Also, the 1-696 improvements mentioned above will include a new 1-696 interchange west of Drake Road that connects to Twelve Mile Road. This new interchange will make Twelve Mile Road even more attractive than it is today. Arterials and Minor Arterials The Thoroughfare Plan arterials and minor arterials. designates a number of traffic corridors as Many of these corridors are the section line or mile roads which pass through Novi and have served as a part of the community's thoroughfare system for years. The plan is, for the most part, based on improvements to the existing grid system of thoroughfares in Novi. To this existing system of thoroughfares are to be added new roadways, the relocation of some present arterials/minor arterials, the redesignation of some arterials/ minor arterials as collectors; and the extension, connection and realignment of others. The existing arterials and minor arterials proposed on the Thoroughfare Plan Map to continue as they are presently designated include the following: 1. Existing East-West Arterials • Grand River Avenue - Haggerty to Wixom 2. • Ten Mile Road - Haggerty to Napier • Eight Mile Road - Haggerty to Napier • Pontiac Trail - West to Beck Existing East-West Minor Arterials • Fourteen Mile Road - Haggerty to East Lake • Thirteen Mile Road - Novi to Decker • Nine Mile Road - Haggerty to Novi - 110 - �3. 4. Existing North-South Arterials • Haggerty Road - Eight Mile to 14 Mile • Beck Road - Eight Mile to Pontiac Trail • Novi Road - Eight Mile to Twelve Mile Existing North-South Minor Arterials • Meadowbrook Road - Eight Mile to Twelve Mile • West Road - East of Beck to Pontiac Trail • Decker Road - 13 Mile to 14 Mile Novi Road, which currently functions as an arterial roadway from Thirteen Mile Road to Eight Mile Road, will be downgraded to a minor arterial from Thirteen Mile Road to Twelve Mile Road. Relief to the existing congestion on this segment of Novi Road will be provided by the construction of two new minor arterials: The Decker Road extension and the Taft Road extension. Two existing mile roads are proposed on the Thoroughfare Plan Map to be collector streets. These include: 1. Eleven Mile Road, east of Town Center Drive. 2. Eleven Mile Road, west of Clark. The Thoroughfare Plan further includes new thoroughfares designed to improve and enhance the ability of the present system to move traffic. De- velopment of the new thoroughfares as proposed will ultimately equip the City with a functional system of interconnected thoroughfares designed to circulate traffic efficiently at capacity development. Proposed New Minor Arterials and Other Improvements 1. The relocation of Meadowbrook Road north of 1-96. Relocation of this part of Meadowbrook Road, as depicted on the plan, will permit traffic to better utilize the access points along the east side of the Twelve Oaks Mall. By so doing, the heavy traffic volumes being experienced at the Novi Road access point can be reduced. - 111 - �2. The extension of Decker Road south of Twelve Mile Road. This extension is designed to alleviate present traffic problems on Novi Road and to encourage use of access points to Twelve Oaks Mall other than from Novi Road. 3. The paving of Wixom Road south to Ten Mile Road. 4. The paving of Eleven Mile Road west of Taft Road/Wixom. 5. The northward extension of Taft Road across 1-96 to a relocated intersection with Twelve Mile Road, and further northward extension to West Road. 6. The construction of Twelve and One-Half Mile Road as a minor arterial from Decker Road to Taft Road. The Decker Road, Twelve and One-Half Mile Road, and Taft Road extension improvements will form Avenue. a loop road system that includes Grand River This loop road system will permit access to development in these areas without traveling on Novi Road or Twelve Mile Road. Collector Streets An extensive system of secondary roads or collector streets are also proposed on the Thoroughfare Plan Map. Collector streets are proposed for nonresidential as well as residential areas. Specific nonresidential collectors are proposed as fol lows: 1. Extension of Donelson Drive west to connect with the extended West Oaks Drive . 2. Extension of Donelson Drive north from Twelve Mile to Twelve and One-Half Mile Road. 3. Extension of West Oaks Drive west to new Taft Road alignment. - 112 - �4. Construction of collector street from Beck Road, south of West Road, southward to Twelve Mile Road. 5. Construction of collector from Twelve Mile Road east to near the Chessie System Railroad along the north side of 1-96. 6. Construction of a collector road loop along the north and south sides of Grand River Avenue, between Beck Road and Taft Road. 7. Extension of the Crescent Drive collector east of Town Center Drive along the south side of 1-96 to Grand River ( west of Meadowbrook). 8. Construction of collector from Town Center Drive to Seeley Road along the Eleven Mile Road alignment. The remaining collector streets proposed on The Thoroughfare Plan Map are residential collector streets designed to serve the local residential streets within existing and future residential neighborhoods. Scenic Drives Two road segments have been designated as scenic drives because of their proximity to outstanding natural features. It is intended that these roads remain dirt/gravel roads and that development in these areas be limited to residential uses. 1. Meadowbrook Road, from Thirteen Mile Road to Twelve Mile Road. 2. Nine Mile Road, from Napier Road to Beck Road. The Thoroughfare Plan proposes the eventual construction of five bridges. All of the bridges are proposed to be built over the Chessie System Railroad tracks. The most critical of the proposed bridges are the bridge proposed over the tracks at Novi Road, Ten Mile Road (including 1-96), and at Twelve Mile Road . Additional bridges are proposed for West Road and Nine Mile Road. The bridge proposed to be erected over 1-96 and the railroad along the Taft Road alignment will help form the loop road system discussed earlier. - 113 - �Transportation Philosophy and Goals The following section includes a listing of key transportation issues in the City of Novi and various policies to help the City maintain safe and efficient traffic flow . Philosophy 11 As a widespread suburban community, our main source of transportation is the automobile. discomfort. This can also become our primary source of frustration and Our goal is to avoid the obstruction of our streets and highways by ourselves, our visitors, or those passing through our City to other destinations . A workable system of thoroughfares must be developed or our other gains of quality life may be negated. The automobile remains the dominant mode of transportation in our society, but we acknowledge trends which favor foot and bicycle transportation. In- creases in leisure time and the awareness of physical fitness will obligate us to provide safe routes for nonmotorized traffic. 1110 Goals 1. The roadway system of the City of Novi should be planned, developed, and maintained to provide and preserve an efficient traffic flow. 2. Develop a system of nonmotorized safety paths along our major thoroughfares such that it will ultimately be possible to use nonmotorized transportation along the roads to get from one part of the City to another part. 3. Develop a City capability of hardware and software to evaluate traffic impacts caused by proposed development through the creation of a computer model which can interface with other on-going models. 4. A system of marginal access roads should be provided, whenever feasible and desirable, to reduce conflicts between local and through traffic. 10 c·t 1y . Ph 1 ' Iosop h y S tatement, op. cit., . F e b ruary 1986. o f Nov1, - 114 - �5. Priority should be given to the construction, maintenance, or reconstruction of roadways needed to serve existing development. 6. Alternative access corridors should be provided to major activity centers, where possible. 7. Traffic analyses and roadway improvements should ensure safe and adequate pedestrian and nonmotorized traffic circulation in activity centers and neighborhoods. 8. Roadway design should eliminate or prevent hazardous conditions. 9. Traffic signalization, roadway signage, and operational capacities should be designed to optimize traffic flow and levels of service. 10. Curbcuts providing access to and egress from all classes of arterial streets should be minimized. 11. Routing of commercial traffic through residential areas should be avoided. 12. The design of local residential streets should clearly indicate their function. Local street systems should be planned and designed to minimize or eliminate through traffic. They should be designed for a low volume of traffic and be designed for low speeds. 13. A limited number of collector streets should be provided for convenient and safe movement between local streets within a neighborhood and the bordering arterial street system. - 115 - �RETAIL AND OFFICE SECTOR STUDY AND PLAN Introduction The City of Novi is well known as having a strong retail commercial base centered around the 1-96/ Novi Road intersection. Growth of this commercial sector is evidenced by the dramatic increase in commercial land use and retail sales in recent years . Property values have risen as national retailers have sought to locate at this hotspot commercial focus, strongest in the Southeastern Michigan Area. and local one of the The trade area for Twelve Oaks Shopping Center and other major retail businesses ranges up to a 50 mile radius from Novi. However, office uses have been slow to develop in the City until 1986 for various reasons noted below. and office development trends, This report examines past retail trade existing development and forthcoming and planned projects, and a strategy for retail and office space planning in the future. Commercial Development ,. Past Trends Commercial space utilization in City of Novi has dramatically increased in the past 12 years. From the time of the City's 1974 land use survey to that conducted in the 1986 Existing Land Use Survey the following changes have occurred. ( Table 35) TABLE 35 EXISTING COMMERCIAL LAND USE 1974 Use a b Survey (acres) 1986 Survey (acres) Local Business 4 50 Community Business 3 244 92 172 General Business 99 acres a. See Appendix C for definition of terms. b. Vilican-Leman & Associates, Inc. c. Brandon M. Rogers & Associates, P.C. - 116 - C 466 acres �Data for 1986 do not include planned shopping centers or individual commercial establishments where no construction had started at time of the field survey. There are as of May 1987, 862 acres of land zoned for Local Business, Community Business and General Business use, of which 466 acres (54.1%) are being used for such purposes, or approximately 2. 2 percent of the City's total area. The increasing rate of commercial land use development since the 1979-82 recession is expected to continue into 1988 based upon pending commercial projects which have received preliminary and/or final site plan approval. Existing Commercial Establishments There are a total of 456 individual business establishments, other than office uses, in 1986 in the City. 11 These are listed by commercial category and by Section in Appendix D. Two major concentrations are evident - the Twelve Oaks/West Oaks area and the Novi Town Center area, both adjacent to 1-96 and Novi Road. Local Business uses total 90 establishments, Community Business uses 191 establishments, and General Business uses - 175 establishments. There are many Local Businesses in the City's shopping centers which combine with the Community Business uses to comprise comparison-type shopping centers and regional shopping centers. nearby non-center The diversity of each shopping center along with commercial uses provide a wide variety of choice for products and services. 11 Analysis and quantification by Brandon M. Rogers & Associates, from 1986 Registered Business Directory, City of Novi, May 1987. - 117 - P. C. �Commercial Sales Evaluating U.S. Census of Retail Trade data for 1967, 1972, 1977 and 1982 it can be seen that Novi's commercial sector has experienced growth in terms of additional establishments and an increase in sales since 1967. Even when adjustments are made for inflation the three commercial sectors of Retail Trade, Selected Services and Wholesale Trade in Novi registered increases in sales during the years 1967-1982 . In 1982, $264,890,000 or 2. 7 times 1977 levels. Retail Trade actual sales totalled Wholesale Trade actual sales totalled $494,706,000 in 1982, or 3. 1 times 1977 levels. ( Table 36) These increases reflect the growth in new residential development and demand for products and services of Novi's residents in recent years, and indicates the viability of the City's commercial sector as a regional draw. In 1986 the J.L. Hudson Company store at Twelve Oaks was the highest volume sales store in the nation for the Dayton Hudson Company and Lord & Taylor in the same center was the second largest volume achiever in that Company's system . - The number of Retail Trade establishments increased from 54 in 1967 to 73 in 1972 and then jumped dramatically to 139 in 1977 and to 273 in 1982. The number of Selected Services establishments followed a similar pattern having risen steadily from 19 in 1967 to 54 in 1972 and to 101 in 1977. Wholesale Trade establishments continued to increase steadily, from 11 in 1967 to 25 in 1970, 35 in 1977 and 62 in 1982. (Table 36) Retail Trade A key indicator of the strength of the retail sector of an economy is retail sales. From a municipal policy standpoint, not only is it important that a community's businesses are viable but also that the community at least attracts enough such business to satisfy residents' needs. Further, such a policy strengthens the tax base. A further detailed analysis of the various categories of the Retail Trade Sector in Novi was undertaken to determine the strength of each component part of this sector of the City's economy. - 118 - To accomplish this, a comparison �I' ' TABLE 36 ACTUAL AND INFLATION - ADJUSTED SALES IN MAJOR COMMERCIAL SECTORS CITY OF NOVI, MICHIGAN, 1967 - 1982* ........ Year 1967 1972 1977 1982 Retail Trade Number Actual of Sales (000) Establishments 54 $ 6,743 13,884 73 139 72,295 264,890 273 AC1Justed Sal esa (100) $ 6,743 11,081 39,835 91,890 Selected Number of Establishments 19 54 101 b Services ActuaA AdJustect Sales Sales (000) (100) 687 $ 687 $ 2,661 2,124 17,497 9,641 b b --- Wholesale Trade Number Actual AdJusted Sal esa of Sal es Establishments (000) ·- - -(000) ----·11 $ 40,446 $ 40,496 56,754 25 71,112 35 119,282 65, 724 494,706 171,161 62 '° *Analysis by Brandon M. Rogers & Associates, P.C., March 1987. Data source for number of establishments and actual sales from U.S. Bureau of the Census, Census of Business, Census ~f. -~etail Trade: Michigan, Census of Business,Selective Services: M1ch1gan, and Census of Business, Census of Wholesale Trade: Michigan, 1967, 1972, 1977 and 1982 editions. a. Sales adJusted -for inflation using National Consumer Price Index (1967 = 100). b. Complete data not available. Data for most establishments without payroll were extracted from information reported by businesses on Internal Revenue Service (IRS) Form 1040, Schedule C. These data could not be published as planned because many businesses were miscoded by IRS into miscellaneous categories rather than being classified in the specific kind of business. �• was made between the actual retail sales accrued by those retail establishments located in the City of Novi, within each retail category, with the potential retail sales within each retail category which would be expected to be generated by residents of the City at certain points in time . for Years 1967, 1972, 1977 and 1982. This analysis was undertaken The results are documented in Table 37. A net gain of retail sales in a specific category indicates that persons from outside of City of Novi are shopping in the City for goods sold by retail establishments in this category, while a net loss of potential retail sales indicates there is a net outflow of dollars from City residents which are being expended elsewhere for retail goods sold by this type of retail establishment. Certain trends are evident within each individual retail category. The General Merchandise Stores category and the Apparel and Accessory Stores category were the two strongest retail categories in the City, each recording a substantial net inflow of sales. Such a situation indicates that the retail trade area of establishments of this type in the City of Novi extends well beyond the City limits. • The impact of Twelve Oaks shopping center and West Oaks I shopping center is dramatically shown between the 1977 and 1982 Censuses in these two categories. General Merchandise For example, there was a net gain of $107,485,000 in the Stores category in 1982 considering retail sales vs. expected potential sales from Novi residents in that year for this type of sales. Other retail categories which have registered a net inflow of sales in the City are Miscellaneous stationery, Retail Stores jewelry, camera, florist), (e.g., liquor, Furniture, sporting goods, Home Furnishings, books, and Ap- pliance Stores, Eating and Drinking Places, Drug Stores and Related Establishments, Food Stores. Stores and Building Materials, Hardware and Garden Supply It should be noted that many of the above items may be sold in General Merchandise stores and the sales levels are somewhat understated. The fact that there is only one new car dealer in the City caused a net loss of potential retail sales ($2,520,000) category . in 1982 in the Automotive Dealers Also, since the City has few automobile service stations, there was a net loss of sales ($894,000) in the Gasoline Service Stations category under which level of sales might be expected for the City 1 s then population. - 120 - �I' ' TABLE 37 COMPARISON OF ACTUAL AND POTENTIAL RETAIL SALES IN CITY OF NOVI, MICHIGAN, 1967 - 1982* 19/2 bib/ ....N .... Retail Trade Category Building Materials, Hardware and Garden Supply St<?res General Merchandise Stores Food Stores Automotive Dealers Gasoline Service Stations Apparel and Accessory Stores Furniture, Home Furnishings and Appliance Stores Eating and Drinki ng Pl aces Drug Stores and Related Establishments Mi scel l aneousb Retail Stores TOTALS Net 1>a1n1+1 or Loss(-) Actual Potential of PotenRetail Retail tial Retail Sal es Sales Sales ($1,000) ($1,000) ($1,000) 1982 l':Jt/ Net uain1+) or Loss(-) Actual Potential of Potential Retail Reta i1 Retail Sales Sales Sal es ($1,000) ($1,000) ($1,000) Net Gainl+J or Loss(-) Actual Potential of PotenRetail Retail tial Retail Sales Sal es Sal es ($1,000) ($1,000) ($1,000) Net Gain(+) or Loss(-) Actual Potential of PotenRetail tial Retail Retail Sal es Sal es 1 Sales ($1,000) ($1 000) I (Sl ,000) I 1 a 782 - a 1,554 - - 2,163 - - 3,978 - 518 3,613 -3,095 938 6,389 -5 ,451 a 3,031 - a 5,985 - 1,129 +298 2,994 2,007 +987 1,427 4,541 a 8,057 3,435 8,943 13,498 +l , 106 -5,441 5,432 Ii 4,383 +l ,049 119,804 I 12,319 +107,485 21,963 a 15,179 - 16,051 a 5,302 - 9,049 I 20,810 I ! 18,571 I -2,520 9,943 I I +l ,085 I -894 - 721 - a 1,469 - 9,480 3,360 +6,120 40,960 II 5,560 I +35,400 112 686 +574 a 1,371 - 961 3,043 -2 ,082 10,533 I 4,083 +6,450 I 5,508 -1, 717 12,715 9,389 +3 ,326 2,147 - 5,294 3,737 +l ,557 21,208 7,267 +13,941 30,411c 65,195 6,457c 27,992 -6,162c -3,213c 263,009 Y- - ~ ,- --• • ·eo. lYtlt. uata source tor actua l sales 1s U.S. tsureau ot tne census. Census Retail Trade: Micnigan (1967, 1972, 1977 and 1982 editions). Potential retail sales based upon State-wide per cap, ta expenditure patterns and City population for t hose years. a. Data 1~ithheld by U.S. Census Bureau to avoid disclo ::; - r e or not such uses in City. b. Includes liguor, sporting goods 3 books! $tationer:y, iewelry, hobby/toy, camera/photo, gift/novelty, luggage/leather goods, flor1sts 1 and se,nng/neealework p1ece goods stores . c. Not complete to~al owing to unavailable data. 96,130 +166,879 '-• 751 999 -248 a 521 - 574 808 -234 3,382c -- 14 , 453 -2,705c 2,019 2,191 -172 a 1,016 - 506 2,032 -1,526 3,791 a 3,581 4,780 -1, 199 �Trend data analysis for certain census years is limited because of data withheld by the U.S. Census Bureau to avoid disclosure for a single business or because no such uses existed in possible. City. However, some comparisons are Where Food Stores category experienced a net loss of potential sales in 1967, 1972 and 1977, there was a net gain registered in 1982. The Eating and Drinking Places category showed a substantial net gain in sales in 1982 after showing a net loss in sales in the three previous documented years. This turnabout can be attributed to opening of restaurants at Twelve Oaks, in the Sheraton Oaks Hotel and along Grand River Avenue. In total, the City with its strong retail sector and many shopping centers had in 1982 a cumulative net gain of potential retail sales over actual retail sales of $166,879,000. Census of Retail It will be of interest to see the data from the 1987 Trade when available. Without question, the presence of several major modern shopping centers in the City, plus several more being built, has resulted in retail establishments being very competitive in most of the Retail Trade categories and in unusually high sales volumes. Retail Sales/Space Requirements Analysis population. was done on estimated retail space needs to serve City's Table 38 illustrates potential sales by retail category using 1982 as a base year and considering only purchasing power of the City's resident population. The generated sales of $96,130,000 could be expected to use 658,400 square feet of retail floor space and an equivalent site space of about 106 acres. In 1982 there were $263,009,000 in actual sales (See Table 36). 1986, 466 acres of land were used for commercial use. Convenience ( local Business), In In each retail group - Comparison ( Community Business) and General Business - the City has substantially more land in use than would be needed to serve the City's population. The regional significance of the City's shopping centers distorts conventional planning analysis on future space needs. This is not to say however that the normal market analysis process cannot serve as a statistically reliable community planning base to predict future market performance. For local markets, statistical analysis and assumptions on potential spending available for a given geographic area and expected consumer desire to shop in said area ( based upon accessibility, - 122 - available parking and aesthetic �attractiveness) can be useful in justifying the decision to develop a specific shopping facility. Existing and planned shopping center sites are addressed below. TABLE 38 POTENTIAL RETAIL SALES/SPACE ANALYSIS CITY OF NOVI, MICHIGAN* Retail Groups CONVENIENCE LOCAL BUSINESS) Food Drugs b Other Retail COMPARISON (COMMUNITY BUSINESS) General Merchandise Apparel, Accessories Furniture, Home Furnishings and Appliance Eating/Drinking Places GENERAL BUSINESS Auto Dealers Gasoline Service Stations Building Materials, Hardware, Garden Supply TOTAL Retail Floor Space Supported by City Equivalent Residents Acreage (sq.ft . ) (inc. parking) Potential Retail Salesa ($1,000) Retail Sales/ Sq.ft. $ 20,878 3,737 7,267 $ 252.35 129.88 184.15 82,734 28,772 39,462 9.5 3.3 4.5 12,319 137.90 89,333 10.3 5,560 112 .81 49,286 5.7 4,083 100 .11 40,785 4.7 9,389 153.90 61,007 7.0 18,571 9,943 210.00 95.00 88,433 104,663 20.3 24.0 4,383 59.29 73,925 17.0 - 658,400 $ 96,130 *Analysis by Brandon M. Rogers & Associates, P.C. , May 1987. a. Based upon Statewide per capita expenditure patterns and estimated 1982 City population. b. Includes liquor, sporting goods, books, stationary, jewelry, hobby/toys, camera/photo, gifts/novelty, luggage/leather goods, florists and sewing/needlework/piece goods stores. - 123 - Actual Land Use Acres (1986) 17.3 50 27.7 244 61.3 172 106.30 466 �') II T W p C 1 T Y 0 F WAL LE 0 ~ ~·:. I7·:... .,. 1' I' 1 I \ / ~ I ------; -j 7 31 Il I l-~11; 3~rf7 ~ -~ Ll 32 JJi~ ,r 7 N O R T H \I I L L E NORTHVILLE TOWNSHIP T O W N S H I LEGEND f ·:::::::::::j -.❖•-•....-........, Off i Ce - center commercial ~ non center commercial apartment mm (Pd ) planned development option available where designated RETAIL & OFFICE SECTOR PLAN CITY OF NOVI MICHIGAN I ~ P ... 1•~00 BRANDON M. ROGERS & ASSOCIATES, P.C. community planning consultants NOVEMBER , 1987 16 �7-_f r I I ~1I ,., , I • r I I I] - . , ~- ~ I I ~ I L~ ; j • ,II I I~]~· : :fl ;~ , · ~ RTITrr-1 L·· - Jn rrrr+,.J I I: I I I -l, . ii : L lf=LWJ ~j 19 • 0 . ~ z 1 ,-1 I I 30 I - j I I JJ,.,. ~ ~.JJ,i / 'I {I__, ~ /., 1~ - - ' I " rtfF2j [j-)k\qf&ffl I I ,' . l L -t 1 .L T 1:tTIJ1fl, , , ,E=B' □ ~ I PrJ~j-~JJJ rn~1n l LM1IT I r ':!1t:rnm1a~~l 1 ! 9~m~P I I- l' i \32 r 31 1 I 1 [![ ~-C I T Y -- ".L ~~ - I -1- ~ l ~ u_J~ I El~H!ii@~'ii~I : I . -U-"LUCL= I [ J ~ I NO"THVILLE I T O W H S 11 I rT ~ ~i p 11 // N ORTHVILLE LEGE ND €@:,:;;} office - center commercial IJill apartment ~ non center commercial (Pd ) Planned development option available where designated RETAIL & OFFICE SECTOR PLAN CITY OF NOVI M ICHIGA N I ....... ~~ IC•ll l_!Q9_ IOI ~00 ff(T BRANDON M. ROGERS & ASSOCIATES , P. C. commun i ty p l annino consultants NOVEMBER , 1987 16 �) ) ) , T W , COMMERCE CITY rw , WALLEO 0' LAKE ~ WAL LCD I' I ~i LAKE \ :\ ~h ~I\\. I I ►i .i . . , _J__ 1-~(;~', I C T ! I I i I I ,+9 - ~ ~'1--i ~ It ,,~ T ' ••,,,.••• w - ~ ~ il ll ~ I 1 \ '< L>--- _ _, i I U:::L I ~I -1- ---, l,. __J_ 20 19 I 2' I~ . - . ." I --c----c:L-- ~·- - r- -r--- 30 l 11 ' () O __JI ; , ,2 8 I I ~ ~ ' I J J I I J ; 1 1 \'~ ' 7 ~ I I ...!.... 1 I 1~ nl I NORTHVILLE I I I r32T I I c11 1 TOWNSHIP LEGEND [.•.• :::. .! 0 ff i Ce center commercial ~ non center commercial apartment - mm Pd) planned development option available ( where designated RETAIL & OFFICE SECTOR PLAN CITY OF NOVI MICHIGAN I t t A Lt Ill ... ,tlT BRANDON Ill . ROGERS & ASSOCIATES , P.C. community planning consultants NOVEMBER . 1'187 16 �,- 1980 Master Plan Recommendations The City•s 1980 Master Plan for Land Use made a firm recommendation to centralize commercial land use in the vicinity of 1-96 and Novi Road in the center of the City. Center Commercial and Non-Center Commercial ( PD3) areas were planned in an approximate one square mile core area. Elsewhere in the City smaller planned commercial areas were proposed at: Ten Mile Road and Meadowbrook Road Ten Mile Road a.,d Novi Road Ten Mile Road and Beck Road Novi Road at south City limits Beck Road at Pontiac Trail Pontiac Trail west of West Road Fourteen Mile Road at East Lake Drive Novi Road at Thirteen Mile Road East Grand River between Novi Road and Haggerty Road West Grand River, east of Wixom Road East side of Haggerty Road, northerly of Eight Mile Road. Proposed Commercial Proiects There are new shopping centers and retail business projects planned in the City which should be open by end of 1987 or early 1988. 1. Breckenridge ( 12, 123 sq. ft. ), These are: east side of Novi Road, southerly of Nine Mile Road. 2. Pine Ridge (38,235 sq.ft.), west side of Novi Road, northerly of Ten Mile Road. - 124 - �1I 3. Cedar Ridge (39,094 sq. ft. ) , north side of Grand River Avenue between Novi Road and Meadowbrook Road. 4. "The Landing 11 (a.k.a. Novi Shoreline Project) (10,000 sq. ft.), Novi Road at Thirteen Mile Road. 5. Meadowbrook Center (3,780 sq. ft.), North side of Ten Mile Road, easterly of Meadowbrook Road . 6. Eaton Center ( 15,075 sq. ft. ) , north side of Ten Mi le Road, westerly of Novi Road . Other retail projects expected to be developed or started in the 1988-89 period are: 1. Sandstone PUD (90,000 sq.ft.), north of Twelve Mile Road, easterly of Novi Road. 2. Westbrooke Place ( commercial space 120,000 sq. ft. in addition to office space, restaurants and hotel), north side of Grand River Avenue, west of Beck Road. 3. Twelve Oaks ( approximately 550,000 sq. ft., of additional space to the 1,200 , 00 sq.ft. of existing center) at southeast quadrant of Novi Road and Twelve Mile Road. Future Retail Trade Potential and Space Needs The City of Novi has a strong Retail Trade sector. New shopping centers are being built in the 1985-1988 period which will further strengthen the tax and employment base of the City. However, traffic generated from these retail - 125 - �uses will place demands upon City, County and State agencies to upgrade the ., ... transportation system. establishments Further, the concentration of many of the retail trade near the 1-96/ Novi Road intersection Master Plan will require special attention. based upon the City's In the final analysis, the City's ability to optimally capture its economic potential becomes a question of whether such items as accessibility, traffic control, parking and urban design and beautification are well handled by the City, other governmental agencies and commercial developers . Novi has a region. 11 downtown 11 serving not just the City but a large surrounding Access to this downtown is facilitated by a freeway network focusing on the City. Pressures to further intensify this concentration must be care- fully weighed so that the attractiveness and functioning of the City as a good place in which to live and shop is not diminished. Considering shopping center classification, reference is made to Table 39. It is again evident that the City's major shopping centers ( Twelve Oaks, West Oaks I, West Oaks II, Novi Town Center), comprising approximately 2,300,000 sq. ft. of floor space and several department stores, more than meet City residents• future needs. Several convenience convenience-type augmented by stores the shopping in the proposed centers major exist shopping imminent in the centers. commercial projects City including These centers, noted earlier and future development on planned commercial sites, plus shopping centers near the City (e.g., Roads, downtown Meijers in Northville Township at Haggerty and Eight Mile Northville and new planned shopping centers in Commerce Township and Farmington Hills in vicinity of Haggerty and Fourteen Mile Roads) are planned and intended to provide convenient local business services to City residents in the future. It is concluded that no new convenience shopping center sites are needed to serve the expected City population by Year 2010. The Ten Mile/Beck Roads and Westbrooke shopping center sites are well located to serve the west side of the City and the low density housing expected. Ten Mile/Meadowbrook Roads The Ten Mile/Novi Roads and area shopping centers, - 126 - as well as smaller centers �along East Grand River Avenue and on Novi Road, south of Nine Mile Road, are .,... suitably located to serve the southeast part of City. shopping area, "The Landing" and businesses The Sandstone PUD along Novi Road south of TABLE 39 SHOPPING CENTER CLASSIFICATION * ~ Minimum Support Population 5,00010,000 Gross Floor Site Size Area (acres) (Sq.ft.) 3-12 20,000100,000 Principal Tenant Supermarket Type Center Convenience (Local Business) Trade Area 2-3 neighborhoods Minor Comparison (Community Business) Sma 11 Community 20,00060,000 12-20 100,000200,000 Junior Department Store Intermediate Comparison (Community Business) Large Community 60,000100,000 20-40 200,000400,000 Intermediate Department Store Major Comparison (Community Business) Region 250,000+ 50+ 400,000+ One Major or 2-3 Intermediate Department Stores *McKeever, J. Ross; Griffen, Nathaniel M.; and Spink, Frank H., Jr.; Shopping Center Development Handbook, Community Builders Handbook Series (Washington, D.C.: Urban Lan_d Institute, 1977.); plus other sources. Thirteen Mile Road, and the sites at Pontiac Trail/West Trail/Beck Roads all serve the south part of City. the Twelve Oaks/West Oaks/Town Center complex shopping services. - 127 - Roads and Pontiac Finally, as noted earlier, provides many convenience �The continued policy to limit proliferation of spot and strip commercial .',. development throughout City so as to enhance the residential environment and reduce screening requirements and traffic and parking congestion, was recently 12 reiterated by the City Council and Planning Commission. The City is fortunate that it has little strip, shallow depth commercial property and can plan ahead for modern shopping centers which are efficient and attractive. Office Development Past Trends In 1974, at the time of the City's Master Plan inventory phase it was found that 14 acres, or O. 3 percent of the City I s developed area ( 0. 1 percent of City's total area) was devoted to office use where the principal use of a building( s) was for office purposes. Comparable data from the 1986 Existing Land Use survey revealed that 73 acres were so used, developed area (0.4 percent of City's total area). or 1. 2 percent of City's Thus, while there was substantial rate of growth in 12 years, the total land used for office remained small. Reasons for this trend are believed to be ( 1) competition from more central office centers in Southfield, Troy, Farmington Hills, Bloomfield Hills, Birmingham, Dearborn, downtown Detroit, and Ann Arbor areas, (2) slow down effects of the 1979-82 recession, and (3) the accelerating trend for retail business development in City of Novi which escalated property values in central parts of the City which might have otherwise been developed for offices. Existing Office Development From the 1986 Existing Land Use survey, office uses were inventoried and mapped on Sidwell field sheets . acres in the aggregate. As noted above, this type of use comprises 73 It is recognized that many other offices exist as part of high tech, industrial and warehouse/wholesaling establishments which are not 12 City of Novi Philosophy Statement, op . cit. Use, City of Novi, 1980. - 128 - Also Master Plan for Land �included in this total. •I,- A total of 79 separate office establishments are listed in the City's 1986 Registered Business listing. ( See following Existing Office Location Map ( Map 17) and Table 40, Office Survey.) Further analysis and quantification of office uses was performed on collected data. As depicted in Appendix B office uses are classified as to name, address, section number where located and telephone number. Analysis of survey information shows that concentrations of office development are presently at Orchard Hill Place, at Ten Mile Road and Novi Road, at Ten Mile Road/Meadowbrook Road, and along Grand River Avenue. Regional Office Trends Strong office development trends in the Novi region are evident. County has witnessed new major office developments generated Oakland by EDS ( Electronic Data Systems), GMF Robotics, Saturn headquarters and the Chrysler Corporation Technology Center . More new office space ( bu i It si nee 1960) has occurred in the County than in any other county within 200 miles, also account\.. ing in 1985 for two-thirds of all office space built in the State of Michigan. 13 A recent Detroit Metro survey in September 1987 found that there are over 7,000,000 sq.ft. of new office space under construction, the majority being in 14 the City of Troy. In a recent survey, Oakland County had 435 major office buildings having over 18,000 sq.ft., totalling 47 million square feet of floor space. such space was located in the City of Southfield. 15 Half of Approximately 300,000 sq. ft. of office space was recorded in the City of Novi, 4.8 million square feet in the City of Farmington Hills, 8.1 million square feet in the City of Troy, 2.3 million square feet in the Birmingham/ Bingham Farms areas and 1. 3 million in the City 13 Major Economic Activities in Oakland County, Michigan, Oakland County Economic Development Department, February 1986. 14 The Metropolitan Detroit Office Market Summary, The Hayman Company, September 1987. 15 Oakland Focus, Vol. 4, No. 2, June 30, 1986. - 129 - �EXISTING OFFICES 1986 l'OMUAC l~ IIIIAHDON U.IIOOEIII &AISOC:IATU,P,C. communl17 plonnln9 con1ullonl1 (/ I I I I I I I 10 II ~21 I I I I I I ,, I I I 17 llt V( N lot ll l •• I d 19 20 ::i 11 n ~ ll TIN altLf: ..... • 29 30 NIN( .... "" I· t 31 ~ ; 32 - 130 - 17 �TABLE 40 OFFICE SURVEY CITY OF NOVI, MICHIGAN * Section 1 Office Use Master Plan (As Amended to September 1987) (Acres) 12.0 Existing Office (Primary) Use (Acres) Office Use Proposed Master Plan (Acres) Fixed Used (Other than Office Uses) in Proposed Master Plan Areas (Acres) 12.0 Available Planned Areas for New Office Use (Proposed Master Plan) 12.0 2 2.6 2.5 3 4 9 2.7 10 72. 7 11 5.2 12 13 14 15 30.0 48.0 153.5 37.5 219.4 63.2 16 17 18-20 21 22 68.5 23 16.5 24 23.0 25 12.4 26 25.2 27 36.2 28 1. 5 29-34inc 35 36 147.0 n. of I-96 s. of I-96 e. of RR w. of RR n. of I-96 814.5 acres 5.2 4.3 422.8 201.4 48.0 153.5 37.5 59.4 63.2 0.8 4.3 1.4 2.8 3.5 0.9 8.0 10.4 40.0 421.0 189.1 36.2 150.7 37.5 175.9 63.2 2.0 68.5 16.5 23.0 9.7 25.2 36.2 1. 5 10.0 3.6 1.2 7.5 10.0 1.1 4.7 147.0 1,490.6 acres 2.6 31. 5 12.0 75.3 acres 51.5 acres *Survey by Brandon M. Rogers and Associates, P.C., January 1987. - 131 - 58.5 12.9 11.8 1.1 25.2 31. 5 1. 5 103.5 1,332.5 acres �_..,,......._ of Bloomfield Hills. the Sixty-four percent of the County's office development is in 1-696 corridor which continues along the soon to be widened 1-96 from Telegraph Road through the City of Novi. During the 1985-86 period office and commercial development has continued to occur in communities 1-696/1-96 and Haggerty especially along along the Road/1-275. 1-96/Twelve Mile County's growth corridors, including Office development is moving westerly Road in Farmington Hills and northerly along 1-275/ Haggerty Road from the Plymouth/Northville/Livonia area. via 1-275, south to 1-94 and Detroit/Wayne County Metropolitan Access Airport is excellent. While there has been concern about oversaturation of the office space market, not withstanding low vacancy rates in the Novi region, regional office demand is strong. It is expected that the thrust into the City of Novi of new office development will be significant. factors are site accessibility, the overall traffic congestion, Limiting development utility service and land prices. As reported by Oakland County, most of the County's office space (40 million square feet) existing and planned is general rental space, a fluid 16 leases. The office development will place market typified by short term growing pressures on roads, police, fire and traffic control services. The report emphasizes that South Oakland County is no longer a "suburban area", that this area is actually the center of gravity for modern office space in the Southeast Michigan region. 1980 Master Plan Recommendations The City's 1980 Master Plan proposed substantial areas for Office use, both Office and Office-PD-2. Total area proposed on the original 1980 Plan was 17 540 acres, or eight percent of City area. Principal areas proposed at that time for Office use were: 1. 16 Orchard Hill Place Remarks by Jack Driker to 1-696 Corridor Committee, September 10, 1986. 17 Master Plan for Land Use, City of Novi, Michigan, October 1980, p. 21. - 132 - �2. Between Twelve Mile Road and 1-96, between West Oaks I and 11 and C&O Railroad. 3. North side of Twelve Mile Road between Dixon Road and C&O Railroad. 4. Area between Novi Road and Dixon Road, between Twelve Mile Road and 12-1 /2 Mile Road. 5. West side of Novi Road between Ten Mile Road and C&O Railroad. 6. Areas in vicinity of Novi Road, south of Ten Mile Road. 7. Areas at Ten Mile Road and Haggerty Road. 8. Small areas along south side of Grand River Avenue in vicinity of Olde Orchard Avenue and Seeley Road (extended); at Haggerty Road/ Fourteen Mile Road intersection; at Ten Mile Road/Taft Road intersection; at Nine Mile Road/ Haggerty Road intersection; and at Ten Mile Road/ Meadowbrook Road intersection. ·= Regarding Office land use planning, the Master Plan has- been amended in 1986-1987 to: 1. Expand Office use at the Haggerty Road/Fourteen Mile Road area. 2. Designate the portion of Bob-O-Link golf course north of Grand River Avenue for Office purposes. 3. (Westbrooke Place) Change certain frontage on north side of Grand River Avenue, east of Town Center to Office use. 4 . . Expand proposed Office use on north side of Ten Mile Road westerly of Providence Hospital facility at Haggerty Road. ( Brookside Office parcel on Meadowbrook Road, Park) 5. Remove Office use designation for a southerly of Ten Mile Road. 6. ( Peachtree Center) Revise Office areas in Section 10. (Northwest Quadrant of Novi Road and Twelve Mile Road) Proposed Office Projects Several office projects are pending in OSC, 8-3 and 1-1 Districts. Novi on properties zoned OS-1, A strong new trend is evident. - 133 - Pending projects �are ( see also City's Projects Map): 1. Orchard Hill Place Complex a. Orchard Hill Place, a five story office building (130,400 sq. ft.) on north side of Orchard Hill Drive, westerly of Haggerty Road. b. 250 Building, a seven story office building (257,000 sq. ft.) immediately west of the Novi Hilton. c. 200 Building, a six story office building (200,000 sq. ft.) south of the 250 Building. 2. Lake Pointe Office Center a. Lake Pointe Office Center, a three story office building (92,877 sq. ft. ) on the east side of Town Center Drive between Eleven Mile Road and Crescent Boulevard. b. Lake Pointe building Office Center 11, a proposed three story office (93,000 sq.ft.) lying south of Item 2,a. above on east side of Town Center Drive, northerly of Eleven Mile Road. Lake Pointe Office Center 111 and IV, proposed three story office c. buildings, to be approximately 93,000 sq. ft. respectively, and 100,000 sq. ft. to be built after Lake Pointe Office Center 11 is completed. 3. Brookside Office Park (Phase I) -- A three building complex (45,520 sq. ft.) on north side of Ten Mile Road, westerly of Haggerty Road. 4. North Hills Office Center (Also known as Simon Office Building) -- A two story office building ( 16, 128 sq. ft.) on the north side of Twelve Mile Road between Novi Road and Meadowbrook Road. 5. South Park Office Building -- A two story office building (14,250 sq. ft.) on west side of Novi Road, southerly of Ten Mile Road. 6. Holly Hills Office Building (Phase 111) -- A one story building office (12,600 sq.ft.) on the south side of Ten Mile Road, westerly of Two medical office buildings Haggerty Road. 7. Novi Professional Building -- (10,918 sq. ft. total) on west side of Novi Road, southerly of Ten Mi le Road. - 134 - �Maxim Building -- A two story general office building (38,100 sq.ft.) 8. on north side of Grand River Avenue between Novi Road and Meadowbrook Road . 9. State Farm Service Center -- A two story office/ customer claim center (14,422 sq. ft.) on the east side of Novi Road, northerly of Ten Mile Road ( adjacent to Evans Mechanical). 10. Lake Pointe Corporate Center -- A multi building office complex of 290,680 sq. ft. space proposed on a 27. 94 acre site on the west side of Meadowbrook Road between 1-96 and Eleven Mile Road . 11 . A mixed use center of offices, hotel and service Westbrooke Place commercial uses in a 72.5 acre Avenue, Beck Road, and 1-96. parcel bounded by Grand River Office space estimated to be 850,000 sq. ft. with construction startup in 1988. 12 . Trammel Crow Company -- A preliminary office park development (1,200,000 sq.ft.) of 3 to 5 story buildings in area bounded by Twelve Mile Road, Meadowbrook Road, 1-96 and Twelve Oaks Shopping Center. Not counting Westbrooke Place, Trammel Crow's Twelve Mile/Meadowbrook office complex, and Lake Pointe Office Center 111 and IV total square footage of new office projects is about 1,175,000 sq.ft. This compares to estimated City office development of 299,783 sq.ft. in 1985, 182,000 sq.ft. in 1980, and under 18 10,000 sq.ft. in 1977. Future Office Demand and Development With substantial and residential Banking, real estate, insurance, distributorships and other service complementary to retail Novi trade is a concomitant emerging development services. finding there industrial in are City, business, occurring businesses the retail an attractive centers, location. industrial need for Such parks uses and support can residential neighborhoods. 18 Master Plan for Land Use, City of Novi, Michigan, op.cit., p . 17. - 135 - be �Further, with the strong office development in the 1-96/Twelve Mile Road corridor and the 1-275/Haggerty corridor, both converging on Novi, new development is likely to look to the City for available office sites which have or will soon have excellent regional accessibility. pletion of 1-696 from 1-75 Further, westerly to Telegraph with the imminent comRoad and the scheduled widening of 1-696 from Telegraph Road to 1-275 with additional interchanges at Haggerty Road and other locations, the thrust of office development westerly can be anticipated. Thus the proposed office land use areas are depicted as having good development potential, accessibility, likely high tax base, and low environmental impact. Recent developer interest in office sites in the City support the belief that substantial office development can be expected in the future. Based upon the survey of existing and planned office areas in the City of Novi, it was seen that considerable vacant planned area exists suitable for office development. (See Table 40.) Under the present City Master Plan 880 acres are planned for Office future use. Of this 11 planned 11 area about 65 acres are used today primarily for office purposes. It is, therefore, recommended that Office use be planned: 1. Between Twelve Mile Road and 1-96, and between Twelve Oaks Shopping Center and Haggerty Road ( Sections 13 and 14), approximately 624 acres. This proposal reflects an appreciation of this strategic corridor soon to have improved freeway access and which is largely vacant. 2. Between 1-96 and Grand River Avenue, Taft and Beck Roads, capitalizing on highly visible, accessible locations along the Freeway. 3. At other planned Office areas on the present Master Plan with the exception of a small Office area at the northwest corner of Nine Mile Road and Haggerty Road. - 136 - �It should be noted that Office land use is permitted in proposed Commercial and Industrial areas designated on the Master Plan thus expanding the opportunity for office development, either in solely Office use buildings or as part of commercial or industrial complexes. Previously planned Office areas north of Twelve Mile Road, between Novi Road and the C&O Railroad ( Sections 9 and 10), were reduced and repositioned in the Master Plan in August, 1987. (Net reduction of 65 . 8 acres.) The foregoing recommendations for office and retail future land use as depicted on the Retail & Office Sector Plan (Map 16) would appear to split the City in an east-west direction between Twelve Mile Road and Avenue and create a barrier for cross access. Grand River However, with the implementa- tion of the proposed City Thoroughfare Plan, the Taft Road connector and the Decker/Meadowbrook Roads alignment will augment Haggerty, Road to provide desirable vehicular accessways. Novi and Beck As office and retail areas are developed, there will be continued need to improve road capacities and design safety standards. City s 1 With conformity to proposed Thoroughfare Plan Consultant, planned rights-of-way ( ROW) in the ( Map 15), the City s Traffic Engineering 1 working in association with the City 1 s Planning Consultant, has concluded that adequate ROW exists to handle planned future retail and office land uses, as well as residential and industrial uses. - 137 - �INDUSTRIAL AREAS PLAN Introduction The City of Novi has extensive areas planned and zoned for industrial use. These areas are principally along the Grand River Avenue/1-96 corridor and the C&O Railroad corridor. mix of light The City has been attractive to a diversified industrial/warehouse/wholesaling establishments owing to its strategic location in the Southeastern Michigan area and accessibility by several freeways. Ample industrial land is available in a range of parcel sizes at reasonable cost. The value to the City in terms of tax base and job opportuni12 ties is significant. As stated in the City of Novi Philosophy Statement , 11 ••• we [City] should have a place for dean industries to develop and produce the finest of modern technology ... 11 Goals for such achievement, as previously stated in the Goals and Objectives of the Master Plan Update are: 1. To define 11 industry 11 considering the environmental clean impact of such uses (e.g., the production, use or disposal of hazardous and toxic materials). 2. To review and revise ( if necessary) the Industrial Land Use Plan in Iight of water), existing land infrastructure uses, natural needs, traffic resources impacts, ( including ground relationship to residential land uses, etc. Existing Land Use and Development Trends Based upon findings in the Existing Land Use Survey, there were in 1986 1,900 acres of land zoned for industrial use of which 694 acres or 36. 5 percent were actually so used. More specifically, not counting extractive industrial use, 284 acres of Light Industrial land and 277 acres of General Industrial land 13 exist. These zoned districts are reflective of planned Industrial areas on the Master Plan for Land Use. 12 City of Novi Philosophy Statement, op.cit., 1986. 13 E . . x1sting Lan d Use S urvey, Master Pl an Up d ate, Ph ase 11 , August 1986. - 138 - �Recent industrial development has occurred in these well established industrial districts without intrusion into residential areas. There has also been a substantial amount of office and high tech development, some in association with warehousing and wholesaling activities. It is in these areas, having functional services regarding industrial service roads, utilities and high level of site planning, that it is possible for the City and the industrial owners to have compatible long-term viability. Further, there is an ample labor force supply in the surrounding area as the suburban growth of housing has also expanded. Compared to other Oakland County communities, it may be seen that Novi is one of the top 10 leaders in actual industrial land use, ranking fourth behind Troy, Pontiac and Orion Township. (See Table 41.) In reference to amount of vacant industrially zoned land, Novi ranks first in the County. In number of large size vacant industrially zoned parcels, Novi has nearly twice as many 14 parcels five acres or larger ( 51) than any other community in the County. Total State Equalized Valuation ( SEV) property (1987 rolls) was $79,700,350. City's total SEV of $593,307,905. of industrial real and personal This comprises about 13 percent of the 15 Industrial Parks There are several industrial parks in City of Novi which have or will provide full services. 1. Principal ones are; Novex One Industrial Park, located on Heslip Drive, northerly of Nine Mile Road. This is the City's only Certified Industrial recorded by the State of Michigan's Department of Commerce. Park as All lots are now built or are under commitment. 2. Novi Industrial Park, located along Roethel Drive, on the south side of Nine Mile Road. This new development has all services and includes the City's sanitary sewage holding tank facility. development One research and user already exists in the Park and a second use is planned. 14 Oakland County Planning Division, Vacant Land Zoned Industrial, County Land File, June 1987. 15 City Assessor's records, November 1987. - 139 - �TABLE 41 INDUSTRIAL LAND USE AND ZONING OAKLAND COUNTY COMMUNITIES* Community Existing Industri 11 Land Use (Acres) Vacant Land Zoned Industrial 2 (Acres) Percent of Vacant Industrial Land to Industrially Used Land Troy 1,535 176 . 2 11.5 Pontiac 1,432 87.4 6.1 Orion Township 882 469.7 53.3 Novi 865 1,155.3 3 133.6 Mad i son Heights 739 59.6 8.1 Rochester Hills 721 531.2 73.7 Auburn Hills 655 874.4 133.5 Farmington Hi 11 s 641 123.3 19.2 Wixom 553 847.5 153.3 Commerce Township 521 622.1 119.4 * Compilation by Brandon M. Rogers & Associates, P.C. Statistical variations for City of Novi from the City's 1986 Existing Land Use Study are due to survey techniques. Extractive industrial use included in County Survey. 1. Division of Planning, Department of Community & Economic Development, Oakland County, 1986 Land Use Inventory for Oakland County, June 1987. Communities with substantial industrial mining operations not included. 2. Oakland County Planning Division, Vacant Land Zoned Industrial, County Land File, June 1987. 3 . Reduced to 995 acres by the rezoning on November 9, 1987 of approximately 160 acres of land between Grand River Avenue and I-96, and between Taft and Beck Roads to OS-2 District . - 140 - �3. Catherine Drive (Ten-Novi) Industrial Area, north of Ten Mile Road, easterly of Novi Road. 4. Vincenti This area is now all under development. Industrial Park, extending northerly of Grand River Avenue. easterly of Meadowbrook Road, This Park is totally developed with full services. 5. Lakepointe Corporate Center/Novi Business Park, along both sides of Eleven Mile Road, westerly of Meadowbrook Road . Being developed by Trammell Crow Company, these office-high tech complexes are currently under development and will comprise nearly 500,000 square of space when completed. 6. Novi Industrial/Research/Office Park, a pending light industrial subdivision on north side of Nine Mile Road, easterly of C&O Railroad. . - According to a recent regional survey 16 , there are 270 industrial parks in the Detroit Region, 30 being added in 1987. The top 10 communities and their parks are: Livonia ( 31 ) Warren (8) Troy ( 15) Wixom (8) Sterling Heights ( 10) Westland ( 7) Rochester ( 10) Auburn Hills (6) Farmington Hills ( 9) Novi ( 5) Industrial Potential Since the City has a substantial supply of vacant industrial land, there is good prospect for further industrial development. roads, The availability of paved water and sewer facilities for most such land, accessible markets and permissive zoning are all attractive features for new developers. The amount of quality industrial and associated office and high tech development that will take place and expand in the City of Novi in the future will depend to a large extent on the City's ability to provide access by developers to utility services and sites meeting local development standards and compatibility with adjacent uses. 16 Robinson Reports, "Continued Growth", November 1987. - 141 - �Industrial Land Use Plan Only one major change in areas for Industrial future land use is proposed, that being the property between Grand River Avenue and 1-96, and between Taft and Beck Owing Roads. to high visibility along 1-96, proximity to Westbrooke Place on west side of Beck Road and to the City's Town Center area, and access to 1-96 Freeway at the Beck Road and Novi Road inter- changes, approximately 160 acres of land is proposed for Planned Office Service use. Such area was rezoned on November 9, 1987 by the City Council to 05-2, Planned Office Service District. In order to better interface and coordinate planned industrial areas with residential areas, the City in 1986 amended its Zoning Ordinance to require substantial screening/landscaping and setbacks, reduced building heights, and specific types of industrial uses wherever industrial zoning abuts residentially zoned property. Such protective measures were deemed necessary since indus- trially planned and zoned land abuts over 10 miles of adjacent residential area in the City. The Industrial Land Use Plan (Map 18) recognizes a need for providing suitable sites for light and general industry and has so allocated areas for the most part which have all weather roads, utilities and usable space. Reiterating 17 the 1980 Master Plan's objectives for industrial development , the Plan as proposed is designed to: 1. Reorient the industrial corridors, to a great extent, from a general industrial orientation to a more desirable light industrial orientation. 2. Encourage the development of a quality industrial base in Novi through the provision of planned industrial subdivisions. 3. Develop a system of industrial grade streets designed to promote the efficient flow of industrial related traffic within the designated industrial areas. 4. Call attention to the need to introduce design techniques that will create a proper visual environment in the industrial areas. 17 Master Plan for Land Use, City of Novi, Michigan, - 142 - October 1980, p.29. �( ) ) ) C O M M E A C E T W P. C I T Y 0 F W A L LE 0 L A I( COMMERCE f T W P• ., ·U C I T T 1 OF 1f nc:;v1 NILE I Y \p;;::.W ' A v <_...:..:::::: • / I ::--,, l I ~I ........ ~fwln•·••11 I1 W'.J f r I !: 'i 19 • . 0 32 31 7 NORTHVILLE ~ LIGHT INDUSTRIAL LANO USE 1111 GENERAL INDUSTRIAL NORTHV ILLE TOWNSHIP TOWNSHIP LAND USE ..... INDUSTRIAL AREAS PLAN CITY OF NOVI MI C HIGAN I NOVEMBER , 1987 BRANDON M. ROGERS & ASSOCIATES , P.C. community planning consultants 18 �APPENDIX A SOUTHEAST MICHIGAN COUNCIL OF GOVERNMENTS POPULATION PROJECTIONS * The growth rates estimated using the logistic model were applied to protect household growth between 1980 and 2005. Community level growth was factored so that the regional total remained consistent with the regional forecast. This method requires accurate information regarding the capacity of a community for future growth, and is based on the assumption that the historic rate of growth is an appropriate basis for future projections. accounts for expected loss of housing The household forecast also units due to fire, abandonment and general depreciation of the capital stock. The distribution of households by five income groups and five life cycles was also projected for each community. At the regional level households were ranked by income and divided into five equal groups, or quintiles. The method used to project households by life cycle and income group takes into consideration the effects of residential mobility, acteristics of the housing stock. aging and char- For each five year progression of the fore- cast, the probability that households will have changed residential location is calculated based on the income quintile and life cycle of the household. and * non-movers Movers are grouped by life cycle and the probability that households SEMCOG, Small Area Forecast, Version 1 84, June 21, 1984. �shift from one life cycle to another is calculated . Mover households are re- assigned to communities based on their income and life cycle and the characteristics of available housing in each community. The model assumes that a house- hold's choice to own or rent housing and the price it is willing to pay for housing are determined by household income and life cycle. As in the case of total households, the projections of life cycle and income are factored to agree with regional forecast totals and the total number of households projected for each community . Population projections are based on the distribution of households by life cycle within each community . For each household life cycle, the average num- ber of persons in each of seven age groups was calculated using data from the 1980 Census. r,- group . These factors were applied to derive the total population by age To this total was added the count of persons resident in institutions or group quarters. It was assumed that the count of such persons would remain at 1980 levels throughout the forecast period. A consequence of this method is that the rate of change in the household size of communities will vary across the region. Stable communities with an aging population and relatively low proportions of households with children are projected to experience turnover in their housing stock in which smaller, childless households are replaced by larger households with children. Since these communities had below average ratios of persons per household in 1980, this trend means that the decline in that ratio will be comparatively small by 2005 . Communities that have been settled largely during the last decade and that have high proportions of households with children are projected to experience the greatest decline in household size. Within twenty years, children �presently living in these communities will have grown up and left their parents• homes to form their own households, leaving behind smaller households occupied by their parents. Household Life Cycles - A means of grouping households according to the stage of life of the head of the household. SEMCOG defines five groups based on whether there are minor children present in the household, the age of the youngest child where minor children are present, and the age of the head of the household where there are no minor children. Life Cycle 1 - Households with no minor children in which the head of the household is less than 35 years old. r- Life Cycle 2 - Households with no minor children in which the head of the household is between 35 and 65 years old. Life Cycle 3 - Households with no minor children in which the head of the household is 65 years or older. Life Cycle 4 - Households with minor children in which the youngest child is less than six years old. Life Cycle 5 - Households with minor children in which the youngest child is six years old or older. Household Income Quintiles - A means of grouping households according to their relative position in the regional income distribution. Quintiles are formed �by ranking households by income and dividing them into five equal groups. Quintile 1 income. Households where income falls below the twentieth percentile of In 1979 this group had incomes less than $8,648. Quintile 2 - Households whose income falls between the twentieth and fortieth percentile of income. In 1979, this group had incomes between $8,648 and $17,238. Quintile 3 - Households whose income falls between the fortieth and sixtieth percentile of income. In 1979, this group had incomes between $17,239 and $25,290. Quintile 4 - Households whose income falls between the sixtieth and eightieth percentile of income. In 1979, this group had incomes between $25,291 and $35,741. Quintile 5 - Households whose income exceeds the eightieth percentile of income. In 1979, this group had incomes in excess of $35,741. Median Income Quintile - This is an index that relates the income distribution within a community or other geographic area to that of the region. score of this index for the region as a whole is 2. 5. The Communities with scores greater than 2. 5 have an income distribution that is skewed toward the higher income ranges found within the region. Those where the score is below 2. 5 tend to have an income distribution with higher concentrations of households in the lower income quintiles. �APPENDIX B NOVI COMMUNITY SCHOOLS FACILITIES TASK FORCE PROJECTED ENROLLMENT BASED ON ANTICIPATED CONSTRUCTION 213 Single Family @ . 78 per residence = 166 students 652 Apartments @ .1918 per unit = 291 students Single Family Distribution of 166 Students Students K-4 48.6% 5-6 14.3% 81 24 7-8 ~9% 20 9-12 25.1% 41 (166) Apartments - Distribution of 125 Students K-4 38.3% Students TOTAL r· 5-6 14. 1% 7-8 12.4% 9-12 35.2% 48 18 16 43 (125) 129 42 36 84 ( 291) Students 1987-88 1988-89 1989-90 K - 4 (+129) 1411 (+129) 1540 (+129) 1669 5 - 6 (+42) 497 (+42) 539 (+42) 581 7 - 8 (+36) 515 (+36) 551 (+36) 587 9 - 12 (+84) 1256 (+84) 1342 (+84) 1428 Spec. Ed. Grand Totals lnc./Dec. 84 3763 291 84 4056 291 84 4349 291 ,--. �APPENDIX B (Continued) NOVI COMMUNITY SCHOOLS FACILITIES TASK FORCE STUDENT POPULATION STUDY ( 5 and 3 Year Projection ) Grades 1988-89 5 Year 3 Year 1987-88 3 Year 5 Year 1989-90 3 Year 5 Year Kindergarten 297 297 315 315 334 334 1st Grade 297 302 315 321 334 340 2nd Grade 275 280 306 317 324 337 3rd Grade 259 264 275 286 306 323 4th Grade Subtotal 243 1371 250 1393 267 1478 280 1519 283 1581 303 1637 5th Grade 252 252 255 263 280 294 6th Grade Subtotal 241 493 244 496 262 517 265 528 265 545 276 570 7th Grade 227 232 246 254 267 276 8th Grade Subtotal 252 479 252 484 236 482 241 495 256 523 264 540 9th Grade 249 256 265 272 248 260 10th Grade 266 268 251 261 268 277 11th Grade 297 291 274 271 259 264 12th Grade Subtotal Special Ed. 338 1150 338 1153 297 1101 279 1054 276 1077 89 89 303 1093 94 94 100 100 GRAND TOTAL 3582 3615 3664 3737 3803 3924 110 143 82 122 139 187 Inc. /Dec. I �APPENDIX 8 (Continued) NOVI COMMUNITY SCHOOLS FACILITIES TASK FORCE STUDENT POPULATION STUDY (Straight Line & Survival Method) 1987-88 Grades SL 1988-89 SUR SL 1989-90 SUR SL SUR Kindergarten 280 297 280 315 280 333 1st Grade 280 283 280 300 280 318 2nd Grade 267 267 280 275 280 283 3rd Grade 259 236 267 236 280 236 4th Grade 236 247 259 255 267 262 1322 1330 1366 1366 1381 1432 5th Grade 240 244 236 256 259 269 6th Grade 232 232 240 241 236 251 Subtotal 472 476 476 497 495 520 7th Grade 223 247 232 252 240 257 8th Grade 242 246 223 256 232 267 Subtotal 465 493 455 508 472 524 9th Grade 237 276 242 290 223 304 10th Grade 263 291 237 294 242 297 11th Grade 288 341 263 351 237 362 12th Grade 331 288 302 263 308 1119 296 1204 1030 1237 965 1271 84 89 84 94 84 100 3462 3592 3411 3717 3403 3484 -10 +120 -51 +125 -8 +131 Subtotal Subtotal Special Ed. GRAND TOTAL lnc./Dec. �APPENDIX C Commercial Local Business ( 124). -- Business land Also referred to as Convenience Shopping, Local areas consist of relatively compact groups of stores and/or services which satisfy the day-to-day shopping included drug, in this category are food, needs personal of residents. services, and Uses other convenience-type establishments. Community Business ( 122). -- Community Business areas, also referred to as Comparison Shopping, are those containing a single structure or group of structures having a large amount of floor space and a variety of commercial and service establishments which offer major products or services less frequently needed but which a customer usually comparison shops before buying. these areas are referred to as community or regional shopping centers. Often, Com- mercial uses included in this category are general merchandise, apparel and • accessories, furniture and appliances and other comparison-type commercial establishments. General Business ( 123). -- Uses included in the General Business cate- gory are lumber, building materials, hardware, eating and drinking establishments, automotive dealers, and gasoline service stations. These uses do not require location in a shopping center, rather they benefit by a location on a major thoroughfare permitting good access. Office ( 1212). -- Office uses are uses which include business, financial, personal, professional and repair service establishments . �APPENDIX D JUNE 1987 - Local Business (Section) Business Name Type of Business Address Section Telephone ARBOR DRUGS, INC. DISCOUNT VIDEO GIFTS ALA CARDE LEONG ON PJ'S DONUTS & CONES ROMANO'S PIZZERIA THREE-WAY CLEANERS BOURJAILY, RANDAL/GNRL. DENISTRY BRITE & WHITE CASTLE WINE SHOPPE COLUMBIA CONEY ISLAND GREAT LAKE VIDEO #2 HAIR CROSSING, THE MISTER NATURAL'S PIZZA DESERT ROSE CAFE MANUFACTURERS BANK AAA SALES OFFICE ALAN JAMES SALON BLUE RIBBON SCREEN PRINTING INACOMPT COMPUTER CENTER JACKSON/LANDSCAPING, FLOWERS BY KWIK PRINT PLUS MAISANO, T.C. & (Towne Club) MCREA ELECTRIC COMPANY MELDISCO K-M NOVI HAIR AFFAIR A & P GROCERY ACO INC. DEPOT IV CONVENIENCE STORE DOINIDIS CHIROPRACTIC DOMINO'S PIZZA ELAINE'S SCHOOL OF DANCE F/STOP, INC. FOTOMAT CORPORATION DT53 HAIRMERICA HOOK'S JEWELRY INC. IN STOCK WALLPAPER, INC. JON'DI CERAMIC & GIFT SHOP LA FLEUR FLORIST MANUFACTURERS BANK MARIA'S ITALIAN BAKERY MASON REALTY, CAROL MATERNITY FACTORY OUTLET MCNISH'S INC. MEADOWBROOK VETERINARY MINNS, STEPHEN, DDS, PC NOVI FLOOR COVERING NOVI HEALTH CENTER NOVI VIDEO HOUSE, INC. local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local 45065 45057 45037 45017 45033 45049 45053 30900 30910 30970 30990 30960 30930 30959 41935 26222 26133 26115 44311 43737 26111 26103 26139 21765 43825 43535 41840 41000 26127 41616 41728 41668 43220 41600 41698 41690 41800 41736 41714 42701 41652 41766 51660 43343 41646 41790 41744 41630 41774 03 03 03 03 03 03 03 04 04 04 04 04 04 04 14 14 15 15 15 15 15 15 15 15 15 22 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 624-4110 363-8005 669-9494 624-7769 624-4477 624-4700 669-4344 669-4030 669-4226 624-6400 669-2424 624-4242 624-0422 624-9300 348-2288 348-6300 348-5600 348-3360 348-7755 348-8041 348-2880 348-2240 348-1647 349-4424 348-3660 349-0730 349-9670 340-4255 348-2155 348-7580 349-9101 349-2728 348-9355 348-2510 348-2830 348-1040 348-2171 348-0840 349-1980 349-6911 348-0543 344-1800 349-9494 348-1820 349-7447 348-9555 348-2622 349-3740 348-9191 business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business Pontiac Trial Pontiac Trail Pontiac Trail Pontiac Trail Pontiac Trail Pontiac Trail Pontiac Trail Beck Road Beck Road Beck Road Beck Road Beck Road Beck Road Beck Road Twelve Mile Road Novi Road Novi Road Novi Road Grand River West Oaks Drive Novi Road Novi Road Novi Road Rathlone West Oaks Drive Grand River, P.O. 353 West Ten Mile Road Ten Mile Road Novi Road West Ten Mile Road Ten Mile Road Ten Mile Road Grand River Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road Grand River Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road Ten Mile Road �Pg. 2 - Local Business (Section) Business Name Type Of Business Address NOVI VISION CLINIC PERRY DRUG STORES, INC. RADIO SHACK #6369 RANDON HOUSE INTERIORS SELECTED SERVICE PRODUCTS SILVERMAN'S RESTAURANT TOTAL FOOT CARE/NORMAN BRANT WEISMAN CLEANERS A&M BULK FOODS OF NOVI CAGLE'S MARKET DAVID'S FAMILY HAIR CARE DISCOUNT VIDEO NOVI FOX VIDEO PRECIOUS TIMES PRICE POINT JEWELRY S & W ENTERPRISES WESLEY BERRY NOVI WILLOWBROOK PARTY STORE DUNKIN DONUTS GOLDEN OAKS CONVENIENCE GWENDOLYN'S LTD. LEON'S FAMILY DINING MAJESTIK AH WOK RESTAURANT ANDY'S MEAT HUT BE'LYNN COIFFURES & FASHIONS BUDGETING SYSTEMS CHILDREN'S ARK, INC. COMMUNITY EMERGENCY MEDICAL SERV. JACK'S MEAT MARKET JERRY'S BARBER SHOP KENTUCKY FRIED CHICKEN LITTLE CEASAR PIZZA MORNING DOUGHNUT DEPOT NOVI MEDICAL CENTER, P.C. ONE HOUR MARTINIZING QUICK PRINT CONCEPTS SEVEN ELEVEN STORE SUZZETTE HAIR STYLIST VINTAGE WINE SHOPPE INFORMEDIA MARKETING local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local local 41758 41820 41750 41706 41728 41600 41782 41630 39863 39755 40799 41370 39787 41001 39853 39843 40799 39799 41360 39415 24185 24195 39455 22619 41563 24150 24150 41539 41671 22755 41527 41539 41491 41467 24150 41431 41479 41503 24111 41515 41455 21310 business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business West Ten Mile Road West Ten Mile Road Ten Mile Road West Ten Mile Road Ten Mile Road West Ten Mile Road West Ten Mile Road Ten Mile Road Grand River Grand River Grand River West Ten Mile Road Grand River Grand River Grand River Grand River Grand River Grand River West Ten Mile Road West Ten Mile Road Haggerty Road Haggerty Road Ten Mile Road Heatherwood West Ten Mile Road Novi Road Novi Road West Ten Mile Road Ten Mile Road Heslip Drive West Ten Mile Road West Ten Mile Road West Ten Mile Road West Ten Mile Road Novi Road West Ten Mile Road West Ten Mile Road West Ten Mile Road Meadowbrook Road West Ten Mile Road West Ten Mile Road East Glen Haven Section 23 23 23 23 23 23 23 23 24 24 24 24 24 24 24 24 24 24 24 25 25 25 25 25 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 26 35 Telephone 349-0990 349-6150 348-9466 348-6061 348-6737 349-2885 349-9050 348-8222 422-2130 348-2517 471-4794 477-6041 476-4888 477-9900 476-2990 471-9110 471-3577 474-8745 477-3978 476-5690 478-0444 478-9742 348-7873 349-9260 349-0424 348-1320 349-5770 349-2691 471-4747 349-8490 349-7171 349-0810 349-6650 349-8090 349-5011 349-6630 348-2580 349-0711 349-8770 348-3155 348-2444 �JUNE 1987 - Community Business (Section) Business Name Type of Business Section Address Telephone ------------=======================================-==---=-=----------------------------------------------- - ALVIN'S, INC. AMERICAN EAGLE OUTFITTERS AMERICAN GIRL UNIFORMS ANTON'S, INC. ARBY'S ROAST BEEF ART WORKS AUGUST MAX B.C. CLOTHING BAKERS SHOE STORE BARI, JOAN BASS, G.H. BAUER, EDDIE BAUM INC., KAY BENELTON BONNIE & CLYDE BROOKS FASHION STORES INC. BRYANT, INC . , LANE BURTS SHOE STORE BUTLER'S SHOE STORE CAPEZIO SHOES CASUAL CORNER CHAMIS CHANDLERS SHOE STORES CHEERS, A.J. CHILDREN'S PLACE, INC., THE CHOCLOLATES by HENRY K CHURCHILL'S LTD. CIRCUS WORLD TOY STORES COFFEE BEANERY COMMAND PERFORMANCE COOKIE BIN COOKIE FACTORY COREY'S JEWEL BOX COUNTY SEAT DALTON BOOKSELLER, B. DECOR CORPORATION DETROIT OPTOMETRIC CENTER DOCKTOR PET CENTERS, INC. DUNNS CITY CAMERA EDWARDS, T. ELIAS BROTHERS RESTAURANT ELLIOTT TRAVEL SERVICE EVOLA MUSIC CENTER/LOWERY FANNY FARMER CANDY FASHION CONSPIRACY FINGER'S OF THE MALL FIREPLACE PLUS FOOT LOCKER FREDRICK'S community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community community corrmunity corrmunity community community community corrmunity community community corrmunity community community corrmunity business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business 27490 27336 27376 27332 27500 27442 27702 27314 27216 27408 27500 27520 27414 27404 27314 27400 27690 27308 27476 27252 27244 27430 27402 27500 27228 27268 27254 27212 27220 27532 27726 27530 27224 27328 27350 27500 27472 27378 27528 27500 27530 27542 27362 27222 27210 27234 27456 27694 27232 Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 349-8000 349-0241 340-9760 349-0970 349-5270 349-6970 348-7140 348-5040 348-2551 348-2268 348-5100 340-4411 348-4412 349-0082 348-1070 348-1175 349-4208 349-7170 348-9557 348-5030 348-1130 348-8211 348-7320 349-2500 348-9230 348-1750 349-8051 348-1055 348-4114 349-5558 348-2227 348-6440 348-2707 349-6970 348-2900 349-9765 349-3128 348-9390 348-3308 348-4232 349-0151 349-3834 349-0994 349-8886 349-4141 348-8707 �Pg. 2 - Community Business (Section) Type Of Business Business Name • • ,. GALA HALLMARK GANTOS GAP, THE GENERAL NUTRITION CENTER GODIVA CHOCOLATIER GOLDSMITH, LTD. GREYSTONE LTD. HAIRCUT HOUSE HARDY SHOE STORE HEIDI I S OF NOVI HERMAN'S WORLD OF SPORTING GOODS HICKORY FARMS OF OHIO HOFFRITZ FOR CUTLERY, INC. HOMEMAKER SHOPS HUDSON COMPANY, J.L. HUSH PUPPIE SHOES I NATURAL COSMETICS JEAN NICOLE JEAN WEST JOHNSTON & MURPHY SHOES JONATHON B PUB JOYCE SELBY SHOES JUST PANTS KAY BEE TOY & HOBBY WORLD KERBY'S KNEY ISLAND INN KINNEY SHOES LA-Z-BOY SHOWCASE SHOPPE LADY FOOTLOCKER LAURA ASHLEY LECHTERS MICHIGAN INC. LERNER SHOPS LEROYS KEEPSAKE JEWELERS LIFETOUCH PORTRAIT STUDIOS LIMITED EXPRESS LIMITED STORES INC. , THE LORD & TAYLOR MACAULEY I S INC. MARIANNE MASONS LTD. MCAN SHOES, THOM MCBRYDE'S MERRY-GO-ROUND MEYER JEWELERY COMPANY MICHEL'S BAGUETTE II, INC. MORROW'S NUT HOUSE MOTHERCARE STORES, INC. MOTHERHOOD MATERNITY SHOPS MOVIES AT TWELVE OAKS MR. TILE OF NOVI, INC. MUSICLAND NATIONAL HEALTH & NUTRITION community community community community community community community community community community community community community community community community community community community community community community corrmunity community community community community community community community community community community community community community community community community community community community community community community community corrmunity community community community corrmunity business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business Section Address 27370 27272 27482 27454 27342 27492 27500 27196 27192 27680 27390 27226 27318 27200 27550 27398 27256 27358 27452 27344 27302 27728 27426 27420 27198 27276 27754 27500 27498 27500 27474 27428 27150 27330 27262 27650 27524 27312 27494 27464 27496 27662 27206 27500 27444 27322 27458 27300 27756 27484 27692 Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 Telephone 349-2091 349-9290 349-3544 349-9549 348-1000 348-7370 349-0130 349-7333 348-7610 349-8040 348-1886 340-9644 348-9495 348-3232 348-2340 349-2662 349-5655 349-9750 349-8270 349-3950 349-3271 348-1480 348-1520 349-3363 348-3313 349-3700 349-2884 349-0117 348-8960 348-3190 349-9933 349-5307 348-3400 348-2200 348-2650 348-2219 348-9912 348-6610 348-9918 349-8010 348-3947 348-1620 349-7845 348-1373 349-2231 348-8850 348-2132 348-0233 �Pg. 3 - Community Business (Section) Type Business Name Of Business · ·- ·a NATIONAL UNIFORM SHOPS NATURALIZER SHOES NATURE NOOK NAWROT PENDLETON SHOP NEWTON FURNITURE NINE-WEST NOAH'S ARK NORMAN COSMETICS, MERLE OAK TREE OLGA'S KITCHEN ORVA HOSIERY OUTRIGGER PAPPAGALLO, SHOP FOR PARKLANE HOSIERY COMPANY PAUL HARRIS STORES, INC. PENNEY COMPANY, J.C. PEWTER PLUB PRECISION WATFCH & RINGSMITH PROFESSIONAL DENTAL CENTERS QUICK PHOTO LAB RADIO SHACK #6374 RAIMI'S CURTAINS CONTRACT RECORDLAND RED CROSS SHOES REDWOOD & ROSS FOR WOMEN RICHMAN BROTHERS COMPANY, THE RIGGINS, J. ROBINSON JEWELERS, J.B. ROYAL WINDSOR LTD. SACS, DONNA SALTBOX INC. , THE SCANDINAVIAN DESIGN, INC. SEARS GATE CITY OPITCAL SEARS KEY CONCESSION SEARS TOBACCO CORPORATION SEARS, ROEBUCK & COMPANY SHOWCASE OF FINE FABRICS SIBLEY'S SHOES SILVERMAN'S SIZE 5-7-9 SHOPS STRIDE RITE BOOTERY SUNNYDAZE HALLMARK SUSIE'S CASUALS TALBOTS TANGLEWOODS TANNER, FLOURANCE THIMBLES SPECIALTY STORES THINGS REMEMBERED THIS END UP TIFFANY BAKERIES TODAY STORES community community community corrmunity corrmunity community community corrmunity corrmunity corrmunity community corrmunity corrmunity corrmunity corrmunity community corrmunity corrmunity corrmunity community community community corrmunity corrmunity community community corrmunity corrmunity corrmunity corrmunity corrmunity corrmunity community community corrmunity community corrmunity corrmunity community corrmunity corrmunity corrmunity corrmunity community community community community corrmunity corrmunity community community business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business Address 27470 27316 27500 27684 27772 27740 27500 27446 27448 24768 27274 27700 27514 27190 27474 27150 27342 27528 27546 27534 27284 27380 27246 27440 27348 27278 27412 27548 27258 27268 27500 27500 27600 27600 27600 27600 27230 27230 27214 27250 27338 27460 27276 27420 27550 27506 27266 27324 27504 27354 27432 Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Novi Section Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road Road 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 Telephone 348-1550 348-2222 348-5990 349-2368 349-4600 348-6646 349-4040 349-2930 348-1733 349-5520 349-0035 348-7370 348-1110 348-3020 348-2270 348-3190 348-7587 349-0780 348-2323 348-4448 348-9680 349-6511 348-1101 349-0966 349-9493 349-2711 349-6455 349-6671 348-7996 349-0822 349-2688 348-3440 348-9200 348-9200 348-9200 348-9200 348-6460 348-9670 349-1960 349-9572 349-5067 349-6080 349-6006 348-7015 348-7060 349-1950 349-5677 348-9624 349-8290 348-9450 �Pg. 4 - Community Business (Section} Business Name TONY'S SHOE REPAIR TUCKERMAN OPTICAL COMPANY TUERKES-BECKERS, INC. UNITED SHIRT DISTRIBUTORS VAN HORN, INC. W. JEWELERS, CHARLES WALDENBOOKS WEBSTER MEN'S WEAR WICKS 'N' STICKS WILD PAIR WILSONS HOUSE OF SUEDE WINKELMAN'S WITTER REYNOLDS, DEAN WOMAN'S WORLD SHOPS WRIGHT KAY JEWELERS YANKEE PEDDLER YOUTH CENTER STORES ART VAN FURNITURE BOOKS CONNECTION, THE CARDS ETCETERA FASHION BUG OF NOVI GELL'S SPORTING GOODS K-MART APPAREL FASHIONS KMART CORPORATION KOSCH'S SANDWICH COMPANY KROGER MOVIELAND OLD BALL PARK, INC. PAYLESS SHOE SOURCE PERRY DRUG STORES, INC. RINEMAN, INC., R.L. SERVICE MERCHANDISE THE OLD MAID SERVICE -1'0TAL ASEROBICS TOY'S R US, INC. UNITED PAINT & DECORATING YOUR HAIR & US FRETTER APPLICANCE MFE OF NOVI LORNAN Type Of Business community community community community community community community community community community community community community community community community community community community community community community community community community cormtunity community community cormtunity community community community cormtunity community community community community community community community business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business Address 27500 27738 27434 27366 27416 27512 27436 27248 27406 27518 27218 27396 27600 27486 27666 27450 27480 27775 43721 43717 43705 43741 43825 43825 43729 43525 26109 26117 43713 43685 44480 43635 26040 26123 43460 43733 43725 27785 24693 41087 Section Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road West Oaks Drive West Oaks Drive West Oaks Drive West Oaks Drive West Oaks Drive West Oaks Drive West Oaks Drive West Oaks Drive Novi Road Novi Road West Oaks Drive West Oaks Drive Grand River, P.O. 793 West Oaks Drive Lenny's Road Novi Road West Oaks Drive West Oaks Drive West Oaks Drive Novi Road Applecrest Drive McMalion 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 14 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 18 23 25 Telephone 348-3300 348-1460 349-3560 348-2980 349-2901 349-3881 349-8999 349-3540 348-1143 349-4444 349-9113 348-5151 348-9477 348-0080 349-8090 349-8766 348-8922 348-2665 348-2430 348-1430 348-3540 348-3660 348-3660 348-8232 348-2320 349-3080 624-0030 349-6868 348-2290 349-3933 348-0972 349-5471 349-6023 349-2921 348-3544 348-4444 349-8424 478-7962 �JUNE 1987 - General Business (Section) Business Name Type of Business Address Section Telephone ================------------------------------------------------------------------------------------------- • • FRIGATE'S INN SERVICE MASTER OF WATERFORD SNIDER REPAIR SERVICE SUBURBAN MANUFACTURED HOME SALES NOVI OAKS GOLF & SPORTS CENTER A-1 AUTO PARTS & SERVICE LAKEVIEW MARKET NOVI TREE GARDEN HELEN'S HIDEAWAY LOUNGE NOVI VENDING & COIN LAUWERS NEEDLEPOINT, JEAN DAY & NIGHT HEATING & COLLING DENNY'S GERICH BROTHERS LANDSCAPING KIM'S GARDENS MCOONALD'S HAMBURGERS NOVI STANDARD SERVICE RED LOBSTER RESTAURANT SHERMAN SHOES INC. SOFT SHINE AUTO WASH A & A NOVI TV REPAIR A & W ROOT BEER AMERICAN TEMPERATURE SERVICE, INC. AQUA DUCT CAR WASH BATES HAMBURGERS BURGER KING COUNTRY BUILDING SUPPLY INC. GARDINER, INC. HARDEE'S KNIGHTS AUTO SUPPLY INC. NOVI AUTO SALES NOVI BIG BOY NOVI MUFFLER NOVI RUSTIC SALES PIZZA HUT PIZZA PLACE OF NOVI, THE PRESTIGE GEMS SHERATON OAKS SUBURBAN RENT-IT COMPANY THOMPSON GLASS COMPANY WONDERLAND APPLIANCE PARTS/SERV ADRIAN SOD F/W LEASING COMPANY FAIR LANE MOTEL FOOTE GRAVELY TRACTOR MPK CONSTRUCTION ROSEWOOD RESTAURANT WARDS SUPER SERVICE WILKINS PARTS & EQUIPMENT general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business 1103 1317 29705 29522 46844 21 2206 46000 43393 215 40500 27629 27750 41800 26150 42665 43382 27760 27410 26100 43043 27466 43250 42800 43410 27200 43755 45283 26245 43500 26179 26401 43421 44911 43455 27194 44855 27000 44475 43726 44055 27400 46103 45700 46401 46700 46077 47277 45900 East Lake Drive East Lake Drive Charlemagne LeGrand West Twelve Mile Road DeGross Novi Road Twelve 1/2 Mile Road West Thirteen Mile Road Wainwright Twelve Mile Road Haggerty Road Novi Road West Eleven Mile Road Novi Road Twelve Mile Road Grand River Novi Road Novi Road Novi Road Grand River Novi Road Grand River Grand River Grand River Novi Road Grand River Grand River Novi Road Grand River Novi Road Novi Road Twelve Mile Road Grand River West Oaks Drive Novi Road Grand River Sheraton Drive Grand River Grand River Grand River Beck Road Grand River Grand River Grand River Grand River Grand River Grand River Grand River 02 02 02 02 09 10 10 10 11 11 12 13 14 14 14 14 14 14 14 14 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 15 16 16 16 16 16 16 16 16 624-9607 624-2308 624-6811 624-7770 348-0258 624-9622 624-7684 669-3755 624-8475 624-3742 348-6870 474-2226 348-3370 348-4195 348-0700 348-0255 349-9155 349-8470 349-7676 348-2790 349-0140 349-1414 348-5133 349-2195 349-9074 349-3344 349-7310 348-3393 349-4460 348-1250 349-7955 349-4248 348-3140 349-0043 349-3848 349-3222 348-5000 348-1530 349-9393 422-8472 349-8950 348-7666 349-6410 348-3444 349-7257 349-1337 349-9771 349-3141 �Pg. 2 - General Business (Section) Type Business Name Of Business SIGN WRITER TOUCH OF CLAY CERAMICS V.I.P. TIRE & AUTOMOTIVE COMPANY WESTSIDE FORESTRY SERVICES DINSER'S GREENHOUSES JARSHAY KENNELS riARLING MANUFACTURED HOMES FARM, THE JOY AUTO PAINT SUPPLIES LAVOTE REMODELING MOBIL OIL CORPORATION NOVI RADIO EXCHANGE REDI LIGHTING COMPANY SENTRY SUPPLY AKRON TIRE COMPANY, INC. ANDY'S COUNTRY BOY MARKET COUNTRY EPICURE COURGAR CUTTING PRODUCTS DAN'S AUTO REPAIR INC. FELDMAN CHEVROLET INC. , MARTY JONNA'S FINE WINE KMH EQUIPMENT COMPANY MAES CERAMICS, D. MARCUS GLASS COMPANY MESSINA'S PIZZERIA MICHIGAN MOBILE GLASS MICHIGAN SOFTWARE DISTRIBUTORS MIDWEST TURF & SUPPLY MOVIE MAGIC MURRAYS SERVICE CENTER NOVI AUTO PARTS NOVI INN NOVI PARTY STORE OFFICE RENTAL RADIO SERVICES, INC. RIVIERA IMPORTS SPEEDWAY STATE WIDE DRIVER TRAINING SUNSHINE, AL TIMBERLAND LUMBER COMPANY TWELVE OAKS TIRE COMPANY U.S. BERKEL SALES & SERVICE WAGGONER PRINTING COMPANY WOOD PLUMBING & HEATING, DAN CALICO AUTO SALES, INC. CONE ZONE HALLMARK PRINTING COMPANY MEADOWBROOK ART CENTER NOVI TRENCHING COMPANY PIPE SUPPLY COMPANY PRIMO'S PIZZA general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general general business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business business Address 48295 47375 48705 48600 24501 49700 25855 24555 25901 24542 43407 40001 43443 43539 43111 42409 42050 25100 43151 42355 43035 25460 43141 25914 43381 41695 43345 41787 24801 41843 43131 43317 43025 43489 43341 42970 24200 24573 42495 42780 42990 42350 43039 41711 40705 41390 40001 41200 25250 25284 24330 Nine Mile Road Grand River Grand River Eleven Mile Road Wixom Road Ten Mile Road Novi Road Novi Road Novi Road Glenda Grand River Grand River Grand River Grand River Grand River Grand River Grand River Novi Road Grand River Grand River Grand River Novi Road Grand River Novi Road, P.O. 286 Grand River Grand River Grand River Grand River Apple Crest Grand River Grand River Grand River Grand River Grand River Grand River Grand River Novi Road Queens Pointe Park Ridge West Ten Mile Road Grand River Grand River Grand River Grand River Grand River West Ten Mile Road Grand River Ten Mile Road Seeley Road Seeley road Meadowbrook Section 17 17 17 17 20 20 22 22 22 22 22 22 22 22 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 23 24 24 24 24 24 24 24 Telephone 349-2120 348-6585 348-5858 349-4686 349-1320 349-2023 349-1047 349-7038 349-7710 349-2241 348-0744 471-1470 349-9122 348-2000 348-2386 349-7770 348-8864 348-1280 348-7000 349-5227 349-0700 348-8510 349-7540 348-3474 476-1633 348-4477 348-4228 248-4330 348-4420 349-2800 349-1430 349-7737 349-6190 349-3890 349-8877 348-0660 349-2272 348-9090 349-2300 348-9699 348-7850 349-8040 348-4242 464-4398 349-8592 474-9362 477-6620 474-1200 471-0410 478-5500 �Pg. 3 - General Business (Section) • • • Business Name RED TIMBERS INN ALPERT -ARTWORK, PAULA GAIL BASIC BITS & BYTES CAMP -R- RENTALS THRECO RESOURCE COMPANY UNITED STATES COFFEE CORPORATION WATER LILY STUDIO ERWIN FARMS GOLDEN TEE MAGIC HAT CHIMNEY SWEEP PRESIDENT TUXEDO RENTAL STAR WINDOW CLEANING WARD & ASSOCIATES STANKEVICH GRADING & COMPANY TOTAL PETROLEUM, INC. DIANE-S FAMILY DINING GUERNSEY FARMS DAIRY NOVI AUTO WASH NOVI BOWL NOVI MOTIVE INC. DALLAS CUSTOM UPHOLSTERING EIGHT & HAGGERTY BIG BOY CORP. JAYA ARTS & CRAFTS EMPORIUM MCDONALD'S HAMBURGERS NOVI HILTON SERTRON Type Of Business general general general general general general general general general general general general general general general general general general general general general general general general general general business business business business business business business business business business business business business business business business business business business business business business business business business business Address Section Telephone 40380 Grand River 24 478-7154 41050 22667 41152 41142 22567 41050 24150 24150 24036 22732 41551 23627 24101 24141 21420 21300 21510 21700 21530 41380 20800 22073 21050 21111 22110 25 25 25 25 25 25 26 26 26 26 26 26 27 27 35 35 35 35 35 36 36 36 36 36 36 474-8715 349-0522 478-0498 348-8645 348-4344 474-8715 349-2034 348-6222 348-7857 348-0220 349-0224 478-1819 348-8894 348-1166 348-3344 349-1466 349-4420 348-9120 349-0290 349-8811 348-2391 348-0760 349-0060 349-4000 348-1024 McMahon Circle Chestnut Tree Hollydale Village Lake Heatherwood McMahon Circle Novi Road Novi Road, Ste. B Chipmunk Trail Novi Road Woodland Creek Stonehenge Novi, Ste. 204 P293 Novi Road Novi Road Novi Road Novi Road Novi Road Novi Road West Eight Mile Road Haggerty Road Clover Lane Haggerty Road Haggerty Road Edgewater �D~C. 1986 - Office (Section) • Business Name Type of Business MICHIGAN NATIONAL BANK WEST OAK offico office office oftice office office office office office office office office office office office oftice office office office office office l3EC0Rlt't BANK OF NOVI REAL'r'! CENTER INC. ADVANCED DENTAL CONCEPTS ctffl:RICA BANK METRO WEST MICHIGAN NATIONAL BANK WEST OAK JENNINGS-FLORA ASSOCIATES K & R CONSTROCTION INC. MCNIEL SERVICES MICHIGAN NATIONAL BANK WEST OAK NOVI REAL ESTATE PELLE PELLE, INC. STANDARD FEDERAL BANK TRACI CONS'l'ROC'l'ION COMPANY BEACH ENGINEERING, INC. BURGESS, INC., GARRE'l"l' CHAPIN-BROAD & OPTON INC. CTI & ASSOCIATES ·• NOVI CCJt!PO'l'ER SERVICES, INC. ST. CLAIRE ADVERTSING, INC. WRE INVES'l'MEN'l' COMPANY SECtllUff BANK OF NOVI KONCZAL, ARONOLD s., O.D.S. S'l'AMAN INSORANC!, FRAZER W. AVERILL TAX SERVICE BENNETT'S TRAVEL AGENCY CEN'l"ORY 21 CORE/TIME, INC. CRAIN CHIROPRACTIC CLINIC FAI'l'H SECRE'1'ARIAL SERVICE FAMILYHOEU<S COONSELING FIRST FEDERAL OF MICHIGAN HEADLINER REAL ES'l'ATZ NATIONAL BANK OF DE'l'ROI'l' NOVI ACCOUNTING & TAX SERVICE NOVI APPRAISAL SERVICE NOVI VETERINARY CLINIC R.H,A. INC. RDT'l'LE PLASTIC SALES, J, STILES, DR. ROBERT J. BORIH, GARRY I. CHAMBERS, NANCY J. , CPA FARM BUREAU INSORAHCE __ -. GABRIEL INSDRANCE, MICHAEL T. GLYNN TRAVEL MILES GENERAL INSURANCE, CHET NOVI SECRE'l'ARIAL SERVI~ RYMAL SYMES COMPANY STATE FARM INSURANCE office office office office . _office office office office office office office office office office office office office office office office office office office office office office office Address Section Telephone 45075 Pontiac Trail 03 30880 Beck Road 04 2450 Novi Road 42422 West 'l'Welve Mil• Road 10 11 14 14 27768 Novi Road 27800 45l25 43450 43601 27505 26950 44317 43600 45285 46087 46901 46410 Hovi Road Grand River Grand River Grand River Hovi Road 'l'att Road Grancl River 0elcs Drive w..t Grand River Grand River Grand River PO 966 Grand River 46408 Grand River 46750 Eleven Mila Road 46103 Grand River 46103 Grand River 45500 Tan Mila Road 43489 Grand River 25939 Novi Road 25974 Novi Road 43379 8rancl River 43160 Grand River PO 229 43135 Grand River 43089 Grand River 42464 Park Rid;. 25972 Novi Road, Ste. 205 41400 West Ten Mlle Road .25974 Hovi Road 43100 Grand River 43039 Grand River 43039 Grand River 43377 Grand River 43035 Gnmc:l River 42388 Parle Ridge 43269 Grand River 24520 Meadowbrook 41390 Ten Mile Road 40799 Grand River 24300 Meadwobrook, P.O. 634 24340 Meadowbrook 41390 West Ten Mile Road 41390 Ten Mile Road 41160 Ten Hile Road 43341 Grand River 669-1900 669-3220 624-8500 340-8008 348-7940 348-3322 is 349-abo 15 348-8274 349-l.551 348•3097 348-2525 348•8818 15 lS lS lS 15 15 · 16 16 16 16 16 16 16 21 22 22 23 23 23 3"8-8300 348-8600 340-1144 348-0300 348-5420 349-3744 348-7075 348-7666 348-2585 348-7445 349-2060 349-2188 340-3348 348-334 348-1300 2;3 624-9416 23 23 23 23 23 23 23 23 23 23 23 23 24 24 24 348-8778 348-8568 348-4133 348-9110 348-7880 349-2424 348-1760 348-9423 349-5900 349-5299 349-0150 349-5170 478-8260 477-7117 24 4n•B383 24 24 478-1.31.! 478-JH0 24 471-125:? ~~ 24 348-1150 �-· ·- -·- - --.40 ~ u . . . , ~.«---- -="'-· · ··· • ~g. 2 - Office (Section) • • • Business Name BLOOM, DAVID A., D.D.S. BLOM & SACK, PC CONSOR'l'IOM FOR HOMAN DEVELOPHEN'l' COWLES, DENNIS M., D.O.S., P.C. DERMATOLOGY ASSOCIATES 19J]FMAN, JACK A., O.P.M. OAKLAND PHYSICAL THERAPY & REHAB RADIO TV REPORTS, INC. SECURITY BANK OF NOVI SECURITY BANK OF NOVI SiWI &ASSOCIATES, JAGDISH WAYNE, DONALD M., D.D.S., M.S. FINANCIAL DESIGNS, INC. BILLINGS & ASSOCIATES COOPER SHIFMAN & GABE DeLAMIELLEORE, RICHARD J., A'l'ff DeLAMIELLEtmE, RONALD, AT'J!'t GIFFORD, VANOPHEM, SHERIDAN, PC MAMOLA & ASSOC. ARCHI'l'ECTS, LEE MICHIGAN NATIONAL BANK WES'l' OAK NOR'l'HHES'l' OB-GYN ASSOCIA'l'ES NOVI FAMILY DENTAL BUFFA REAL ES'l'A'l'E COMPANY SECURifi BANK OF NOVI DIGITAL EQUIPMEN'l' CORPORATION HEWLE'l'T-PACKARD COMPANY LINN, JAMES E. NA'l'IONAL BANK OF DE'l'ROI'l' NI INDUSTRIES, me. SALISBURY & CIAMPA Type Of Business office office office office office office office office office office office office of'!ice office office office office office office office office office office office office office office office office office Address 39595 West 'l'en Mile Road 39595 Ten Mile Road 39575 Hut 'l'en Mile Road 39595 Ten Mlle Road 39595 Ten Mlle Road 39595 Hut 'l'an Mile Road 39595 West Ten Mlle Road 24304 Meadowbrook Road 24050 Meadowbrook Road 41325 'l'an Mile Road 23174 Wut LeBoat 39595 Ten Mile Road 42400 1:Uiie Mlle Road 24101 Novi Road 24101 Novi Road PO 352 24101 Novi Road, Ste. 202 24101 Novi Road, Ste. 202 24101 Novi Road, Ste. 204 24101 Novi Road, P.O. 485 24101 Novi Road 24101 Novi Road 24101 Novi Road 47201 Heat Nine Mile Road Sect1 on Telephone 25 25 25 25 25 2S 25 25 25 25 25 25 z r, r, r, %7 XI %7 ,:r %7 -n 28 . 476-0000 476-0035 478-2446 477-7230 477-0400 476-1500 478-6140 478-4146 478-4000 478-4000 476-4331 471-1581 m-mz:i 349-6040 349-80SO 349-2977 349-2977 348-1500 349-3960 349-7200 348-2400 J.MS-3100 349-4344 i?&=imlll 4339S Nine Mlle Road 21333 ffawerty Road !! 36 348-8900 39950 21333 39820 39600 21333 Orchard Hill Place 36 Haggerty Road Wut Eight Mlle Road Orchard Hill Place Haggerty, Ste. 300 36 36 349-9200 348-6820 349-7300 349-6900 348-6820 36 36 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Novi_Master-Plan_1988 Creator An entity primarily responsible for making the resource Brandon M. Rogers & Associates, P.C. Date A point or period of time associated with an event in the lifecycle of the resource 1988-01-06 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for the City of Novi, Michigan was prepared by Brandon M. Rogers & Associates, P.C. in association with Barton-Aschman Associates, Inc. and was adopted on January 6, 1988. Contributor An entity responsible for making contributions to the resource Barton-Aschman Associates, Inc. (consultant) Subject The topic of the resource Master plan reports Novi (Mich.) Oakland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/8e72580f773e1adf0753659a633f85b0.pdf b0341548a55791e7a86843b9a4920bb5 PDF Text Text I L. L • Ianni L L TE LA I L �,. TOWNSHIP OF RAY Township Board Donald E. Maertens, Supervisor Betty Grader, Clerk Rita Harman, Treasurer Jim DeMar, Trustee J. Robert Devers, Trustee Township ·Planning Commission Craig Christensen, Chairperson Sandra Birkenshaw, Vice Chairperson Jim DeMar, Secretary; Board Representative Lou Jacobs Ron Steffens Alvin Strauchman, Jr. Lyle Winn Past Members Clark Green Wilber Kuchenmeister Consultant Community Planning & Management, P.C. Dennis Meagher Glenn Wynn �TABLE OF CONTENTS Page REGIONAL ANALYSIS INTRODUCTION REGIONAL SETTING GROWTH CORRIDORS Southeast Michigan Growth Corridors Macomb County Growth Corridors M-59 Growth Corridor Conclusions OTHER REGIONAL INFLUENCES Southeast Michigan Council of Governments (SEMCOG) Regional Development Forecasts County Airport Study Huron-Clinton Metropolitan Authority LOCAL PLANNING INFLUENCES Washington Township Armada Township Macomb Township Lenox Township POPULATION ANALYSIS INTRODUCTION POPULATION CHANGE POPULATION GROWTH TRENDS AGE CHARACTERISTICS Median Age Population by Age Age by Life Cycle Category HOUSEHOLD AND HOUSING GROWTH TRENDS POPULATION PROJECTIONS Constant Proportion Method Growth Rate Method Arithmetic Method Southeast Michigan Council of Governments Projection Summary Conclusion 1 1 1 2 2 3 8 8 9 9 10 11 11 12 12 12 13 13 .14 14 14 15 17 17 18 19 21 22 23 23 23 23 24 25 �.: Table of Contents - Continued Page PHYSICAL FEATURES INTRODUCTION EXISTING LAND USE Residential Commercial Industrial Public/Semi-Public Recreation Airports Roads Agricultural or Vacant FLOOD HAZARDS AND FLOODPLAINS WETLANDS WOODLANDS SOILS Conover-Parkhill-Locke Association Hoytville-Sims-Nappanee Blount Association Toledo-Paulding Association Lenawee-Corunna-Lamson Association Oakville-Boyer-Spinks Association Cohoctah-Ceresco-Shoals-Sloan Association Agricultural Capabilities Residential Capabilities PRIME AGRICULTURAL LAND CONCLUSIONS ECONOMIC CHARACTERISTICS INTRODUCTION EXISTING COMMERCIAL DEVELOPMENT PATTERNS MARKET ANALYSIS RETIAL SALES POTENTIAL EMPLOYMENT CHARACTERISTICS Economic Activity Centers Industrial Development Potential Industrial Planning Concepts OCCUPATION AND EMPLOYMENT CHARACTERISTICS PLANNING POLICY COMMUNITY ATTITUDE SURVEY Typical Ray Township Resident Wants and Desires for the Future 26 26 26 27 27 27 27 28 28 28 28 31 33 35 36 36 37 37 37 37 38 38 38 38 42 43 43 43 44 44 49 49 50 51 52 55 55 55 56 �L Table of Contents - Continued Page PLANNING POLICY - Continued GOALS AND OBJECTIVES Preservation of Community Character Preservation of Agricultural Land and Open Space Preservation of the Environment Provide for Quality Residential Development Control and Management of Growth Provide for Necessary Municipal Services and Recreation 58 58 THOROUGHFARE PLAN INTRODUCTION CONCEPT AND STANDARDS EXISTING CONDITIONS Street Inventory Traffic Volumes Accident Locations Bridge Closures Freeway Availability Traffic Generation THOROUGHFARE PLAN 61 61 62 66 66 66 68 68 68 68 71 LAND USE PLAN INTRODUCTION CONCEPT FOR DEVELOPMENT Natural Resources Man-Made Influences on Resources Summary PRESERVATION OF AGRICULTURAL LANDS AND OPEN SPACE Agricultural Zoning Farmland and Open Space Preservation Program Purchase or Transfer of Development Rights Open Space Zoning Residential COMMERCIAL INDUSTRIAL PUBLIC/SEMI-PUBLIC Town Center Recreation 72 72 72 73 74 74 75 76 ~~~ FLOODPLAINS ROADS LAND USE PLAN SUMMARY 56 57 58 59 59 n 78 78 79 82 82 82 83 83 ~ 87 87 87 �C UST OF TABLES Page Table Population Change by Growth Corridors Macomb County - 1970-1980 3 2 Population Change by Growth Corridors Macomb County - 1980-1990 5 3 Housing Change by Growth Corridors Macomb County - 1970-1980 6 Housing Change by Growth Corridors Macomb County - 1980-1990 7 1 4 5 Comparative Population Growth Trends 15 6 Population Change by Decade 16 7 Median Age 17 8 Population by Age 18 9 Age by Life Cycle Category 19 10 Household Growth Trends 22 11 Household Size 22 12 Population Projection Summary 24 13 Existing Land Use - 1988 29 14 Estimated Spending by Retail Category 45 15 Estimated Retail Needs - Ray Township 1990 46 16 Estimated Retail Needs - Ray Township 2000 47 17 Estimated Retail Needs - Ray Township 2010 48 18 Industry of Employment Ray Township and Macomb County - 1980 53 Occupational Characteristics Ray Township and Macomb County - 1980 54 20 Summary of Roadway Planning Standards 64 21 Road Mileage 66 22 Trip End Generation Rates by Land Use 70 23 Planned Acreage Allocations - Ray Township 88 19 �~ ;, , LIST OF FIGURES ,, Page . Figure 1 2 3 4 5 6 7 8 9 Ray Township Growth Trends - 1940-1990 Comparative Growth Trends - 1940-1990 Population Change by Age - 1970-1980 Age by Life Cycle Category - 1970 Age by Life Cycle Category - 1980 Age by Life Cycle Category - 1990 Population Projection Summary Developed/Undeveloped Land Developed Land Summary 15 16 19 20 20 20 24 29 29 UST OF ILLUSTRATIONS Illustration Page 1 2 3 Location Map Southeast Michigan Regional Growth Corridors 4 5 6 Wolcott Mill Metropark Location Existing Land Use - 1989 Natural Resources 7 Wetlands Map Generalized Soils Agricultural Capabilities Residential Capabilities Important Farmlands Shopping Center Locations Economic Activity Centers Road Classification System Cross Section Standards Traffic Volumes Traffic Accidents Design Concepts The Planning Process 63 65 67 69 81 89 Ray Township Master Plan Illustration 90 8 9 10 11 12 13 14 15 16 17 18 19 20 SEMCOG Sewer Service Area 1 2 9 11 30 32 34 36 39 40 41 43 49 �REGIONAL ANALYSIS INTRODUCTION The growth and development of a community is strongly influenced by its position within the larger region in which it is located. This position represents a factor that realistically cannot be changed, but which must be recognized and accommodated. Local policies and decisions impacting land use, therefore, must take these regional influences into account to be relevant and effective. Many factors influence the growth and potential of a given community. Some relate to local decisions and can be controlled by the local community. Others result from actions or developments outside the community and are, therefore, subject to somewhat less control. The purpose of this chapter of the Ray Township Master Land Use Plan is to identify a framework of those factors that influence growth in Southeast Michigan and to provide information to Ray Township concerning its growth potential due to its position in the region. This information will provide a basis for Mure planning decisions and serve as a background for understanding the dynamics of the community's growth. This chapter will also consider the plans and policies ·of other governmental agencies that have an impact on ST CLAIR land use patterns and growth in • the Township. . REGIONAL SETTING Ray Township is located in the north central portion of Macomb County, approximately 30 miles north of Downtown Detroit. Four communities share a common boundary with the Township, which include Armada Township, Lenox Township, Washington Township and Macomb Township. The Township's regional setting is shown in Illustration 1. WA SHTENAW ILLUSTII.ATION 1 LOCATION MAP -1- �GROWTH CORRIDORS Southeast Michigan Growth Corridors ST . CLAIR :i Within the Southeast Michigan region, there are a number of corridors along which growth has traditionally occurred. Each of these corridors originate in, or traverse, the core City of Detroit and migrate into the surrounding communities along established transportation routes. These corridors originally followed the major surface streets that radiated outward from downtown Detroit like the spokes of a wheel. Today, they largely follow the interstate freeway system and complementary major highway systems. These corridors are identified below and shown in Illustration 2. - Detroit to - Detroit to Detroit to - Detroit to - Detroit to - Detroit to WASHTENAW t 2 l t,!T CLEMENS & POAT HUAON UTIC A l'I ~OM f0 PQkTIAC & FLINT • El'f!GHTON 5 LAkS1NG S ANN AA80A' 8 JACKSON 6 MONROE 8 TOLEDO IU.USTRATION 2 SOUTHEAST MICHIGAN REGIONAL GROWTH CORRIDORS Mt. Clemens and Port Huron along 1-94 east and Gratiot Avenue. Utica and Romeo along M-53 north (Van Dyke Road) and Mound Road. Pontiac and Flint along 1-75 north and Woodward Avenue. Brighton and Lansing along 1-96 west, the Lodge Freeway and Grand River. Ann Arbor and Jackson along 1-94 west and U.S. 12 (Michigan Avenue). Monroe and Toledo along 1-75 south and Fort Street. Growth in the metropolitan area originally occurred along the shoreline areas north and south of the City of Detroit and along Woodward Avenue to the northwest. Many of these earlier growth communities have since matured, with new development activity shifting to other growth corridors in the metropolitan area. -2- �., Macomb County Growth Corridors Population Growth Trends-Within Macomb County, growth traditionally occurred along the Lake St. Clair shoreline communities, which is consistent with historical urban settlement patterns. The establishment of Mt. Clemens as the County Seat also contributed to the predominant development pattern along the eastern portion of the County. TABLE 1 POPULATION CHANGE BY GROWTH CORRIDORS - MACOMB COUNTY 1970-1980 .............. ·-····............................ _..............................._..____ ..._............................................................... _.........-................................................................................................. .. .. . . . t·····-····- ·- -~~~~~',;~~~~-------~;;;;~;;; -1--- -------- ···---~...-;:~::;~~,.·-·- · · ~;;;;~;;; I j 1970 1980 Number \ Bruce Twp. \ Romeo 2,213 4,012 3,823 3,509 1,610 • 503 72.8 -12.5 r 32Mileto38Ma. . 6,225 7,332 1,107 17.8 ( Washington Twp. 5,651 8,637 2,986 52.8 COMMUNITY : j "' l Richmond City f 26 Mile to 32 Mire \ Shelby Twp. Utica ! j Richmond Twp. ·, : i • COMMUNITY 8,637 2,986 52.8 29,467 3,504 38,939 5,282 9,472 1,ne 50.7 3,536 2,453 302 734 j 9.3 \ 42.7 j I: 5,989 1,036 j !; Lenox Twp. New Haven 2,869 1,855 3,028 1,871 159 16 5.5 j 0.9 i 4,724 4,899 175 3.7 New Baltimore 9,378 4,132 18,276 5,439 8,898 1,307 M-59 to 26 Mile 13,51 o 23,715 10,205 75.5 Clemens Harrison Twp. 11 ,868 48,865 20,476 18,755 14,560 72,400 18,806 23,649 2,692 23,535 -1 ,670 4,894 22.7 48.2 -8.2 26.1 29.5 ! 32,971 44,221 11,250 34.1 ! j Sterling Heights 61 ,365 108,999 47,634 77.6 l Fruer l Clinton Twp. i ! Mt. l 3,234 1,719 % 4,953 M-59 to 26 Mile- i l ; Number 32Mile-to38Mile l i 1980 ! j 26 Mile to 32 Mile 32.1 l Chesterfield Twp. 5,651 1970 ! 20.9 i j 94.9 \ 31.6 l ! ; ! i i ! I 61 ,365 108,999 47,634 n .6 r 14 Mlle to M-59 99,964 129,415 29,451 j Center Line ; Warren 10,379 179,260 9,293 161 ,134 -1,086 -18,126 •10.5 \ Eut Detroit -10.1 ! Roseville St Clair Shores 45,920 60,529 88,093 38,280 54,311 76,210 -7,640 -6,218 -11 ,883 -16.6 -10.3 j -13.5 l , 8 Mile to 14 Mile 189,839 170,427 -19,212 -10.1 8 Mile to 14 Mile 194,542 168,801 -25,741 -13.2 295,851 339,616 43,765 14.8 TOTALS 317,693 332,819 15,126 4.8 14 Mile to M-59 l j TOTALS 00 •• • • • • • • • • • • . . • • . . . . . . . , . . . . . . . . . . . ..... - ... ... • .. ! ! ! •• ••• •- •n•• • .. ... • .. •• ••- .. n,.. .. - • .. •• ••• • ......... • •• • .. •• •••-.. •.. •••.. -•• ••••-•--••..,•·•nn, Source: U.S. Bureau of the Census -3- ! l l ........... • • •·• •••• • - --u- u •u •u u • .. • .. ••• .. ••.... • .... •••u• u•-- • .. • •oo•oonooo•ooooo • �Following the Second World War, most metropolitan areas experienced a sweeping wave of population migration from traditional central cities into emerging suburban communities. In Macomb County, this migration first occurred within those suburban communities located along the perimeter of Detroit. The second wave of suburban growth in the County accelerated north along the Van Dyke/Mound Road corridor in the western tier of communities. By 1970, population levels in the western corridor communities (295,851 persons) nearly equaled the population along the eastern or shoreline communities (317,693). During the 1970's, population growth in the western corridor surpassed increases in the eastern communities. The 1980 Census revealed that the Van Dyke/Mound Road communities had a slightly higher population (339,616 persons) than the eastern corridor (332,819 persons). The dramatic growth experienced by the City of Warren during the 1960's and Sterling Heights in the 1970's accounts for this shift in population. For example, in the ten-year period between 1970 and 1980, Sterling Heights grew by more than 47,000 persons. This gain more than offset the population loss experienced by the City of Warren during the decade of the 1970's. North of M-59, Shelby Township and Utica combined to report a population increase of 11 ,250 persons. Small increases were noted in those communities located north of 26 Mile Road. The increases do, however, provide evidence of a trend of population accelerating in a northerly direction within this corridor. To the east, the greatest population increases occurred in those communities located between 14 Mile Road and 26 Mile Road. Clinton Township (23,535 persons) and Chesterfield Township (8,898 persons) made the greatest contribution to the overall growth of this corridor during the decade. North of 26 Mile Road, the amount of growth was less than for the parallel communities to the west. Results from the 1990 Census suggest a leveling off of the explosive growth that occurred within the western corridor. Eastern corridor communities out-gained their counterparts in the west over the past decade. Today, these two portions of the County share nearly equal population levels. Smaller population increases were observed throughout both corridors. For example, within the M-53 Corridor, Sterling Heights reported a population increase of 8,811 persons, down from 47,634 the previous decade. Shelby Township, on the other hand, matched the increase that occurred during the 1970's, providing additional evidence of the continued movement of population north within this corridor. -4- �Clinton and Chesterfield Townships continued to be the major contributors to growth in the eastern corridor. These two communities experienced population increases of 13,466 and 7,629 persons, respectively, since 1980. Growth over the decades proceeded along the two corridors, with population filling in as the corridors developed. Macomb Township is now the growth community which is developing after_the corridors on either side developed. Ray Township, which is the next community in the corridor in-fill, has different characteristics and may be the exception to the path of urbanization. This will be explored in greater depth elsewhere in this report. TABLE 2 POPULATION CHANGE BY GROWTH CORRIDORS - MACOMB COUNTY · 1980-1990 .. . . _ . _ _ . . _ _ _ . . _ _ _ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0 1·····-··············..······............~~;::~~~~~~-.......... l - .. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. ~~~~·;·········t··. · · · · ·. . . . . . . . . . . . . . ._. ~.~;::;;;:~::~-·. ·-··········~~~~·;;. . . . . ., j l 1980 1990 Number \ Bruce Twp. j Romeo 3,823 3,509 4,193 3,520 370 11 9.7 0.3 l 32 Mlle to 38 Mn.· 7,332 7,713 381 5.2 Wahington Twp. 8,637 11,386 2,749 31.8 !l COMMUNITY ....... - COMMUNITY 1980 1990 Number j Richmond Twp. 3,536 2,453 4,1 41 2,528 605 75 17.1 3. 1 \ j 32 Mlle to 38 Mlle 5,989 6,669 680 11.4 1 3,028 1,871 3,069 2,331 41 460 1.4 24.6 . 4,899 5,400 501 10.21 : % ~ 1 Richmond City il Lenox Twp. N- Haven ;. \· 26Mlle.to32Mh l:· 26Mlleto32Mlle % j il 8,637 11,386 2,749 31.8 38,939 5,282 48,655 5,081 9,71 6 -201 25.0 -3.8 1 Chesterfield Twp. Utica j New Baltimore 18,276 5,439 25,905 5,798 7,629 359 41.7 j 6.6 \ M-59 to 26 Mile 44,221 53,736 9,515 21.5 M-59 to 26 Mile 23,71 5 31 ,703 7,988 33. 7 i Sterling Heights 108,999 117,810 8,811 8.1 .l l 14,560 72,400 18,806 23,649 13,899 85,866 18,405 24,685 ~1 13,466 -401 1,036 -4.5 1 18.6 j -2.1 [ 4.4 j :. 1 Shelby Twp. l l. Fraser Clinton Twp. l Ml Clemens 1 Harrison Twp. j j i i j 14 Mile to M-59 lj Center Line Warren 108,999 117,810 8,811 8.1 9,293 161,134 9,026 144,864 -267 -16,270 -2.9 -10.1 j 1 8 Mile to 14 Mile l TOTALS 170,427 153,890 -16,537 -9.7 339,6.16 344,535 4,919 1.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ._ 1. l ~ 14 Mile to M-59 129,415 142,855 13,440 10.4 l East Detroit Roseville St Clair Shores 38,280 54,311 76,210 35,283 51,412 68,1 07 -2,997 -2,899 -a, 103 -7.8 -5.3 -10.6 l 8 Mile to 14 Mile 168,801 154,802 -13,999 -a.3 1 TOTALS 332,819 341,429 8,610 2.6 ! Il l ♦ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . ._ Source: U.S. Bureau of the Census -5- lj l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . . . . . . . . . . . . _ . . . . . . . . . : �Household Growth Trends - In recent decades, population change alone has proven not to be the most accurate barometer of community growth and vitality. Much of the population decline experienced by the ring of maturing suburban communities surrounding Detroit is the result of declines in household size, rather than an exodus of residents from the community. Population decline should, therefore, not necessarily be interpreted as an indicator of community decline. Frequently, a community will experience an increase in the number of households concurrently with a decline in population. For this reason, household growth trends are considered to be a more valid measure of growth. Applying this measure of growth to the two identified Macomb County growth corridors reveals an overall balance between these two areas. Between 1970 and 1980, western corridor communities held a slight edge in the number of new housing units constructed. In spite of this increase, the eastern communities had some 5,000 more housing units. TABLE 3 HOUSING CHANGE BY GROWTH CORRIDORS - MACOMB COUNTY 1970-1980 I I Bruce Twp./ l -:::=~• Nu= 8 COMMUNITY 1,179 1,825 646 LOMMUNITY \ 54.8 ' I 32 Mile to 38 Mile !l ~ Washington Twp./ Romeo I' 26Mileto32Mlle 1,825 646 54.8 2,171 3,322 1,151 53.0 1,151 53.0 \ Shelby Twp. Utlca 7,571 1,265 12,319 1,952 4,748 687 62.7 54.3 ) M-59 to 26 Mile 8,838 14.271 5,435 61.5 Sterling Heights 17,571 34,517 16,948 96.4 ; j 14 Mile to M-59 17,571 34,517 16,948 96.4 3,129 3,642 54,532 513 4,923 16.4 9.9 : [ Center Line [ Warren 49,609 j : \ 8 Mile to 14 Mile : 52,738 58,174 5,436 \ TOTALS 82,495 112,109 29,614 10.3 ! 982 434 1,282 676 300 242 30.5 55.8 1 1,416 1,958 542 38.3 l no 508 919 613 149 105 19.4 20.7 .j 26Mileto32Mile 1,278 1,532 254 19.9 1 j N- Baltimore 2,789 1,353 6,075 2. 118 3,286 765 117.8 1 56.5 l M-59 to 26 Mile 4,142 8,1 93 4,051 i i Fruer Clinton Twp. Mt Cleme,,. Harrison Twp. 3,067 13,436 6,823 5,797 4,832 24,752 7,363 9,332 1,765 11,316 540 3,535 57.5 84.2 1 7.9 1 61 .0 1 14 Mile to M-59 29,123 46,279 17,156 58.9 East Detroit Roseville St. Clair Shores 13,214 16,751 24,882 13,458 18,491 27,154 244 1,740 2,272 1.8 10.4 ; 9.1 ; 8 Mile to 14 Mile 54,847 S&,103 4,256 7a 90,806 117,065 26,259 28.9 [ l 32 Mile to 38 Mile ll Lenox Twp. N- Haven i i 3.322 j I Num:NG\ • 1,179 2,171 ! !; i Richmond City j Richmond Twp. Romeo •~::o::: l Chesterfield Twp. li ! : j j i ! :i ii ~ . I 97.8 l i I : 35.9 [ TOTALS ! ; . l ; ................... .a••·············.. ······...................................................... _............._ _ ........ _.,•• ·-·---.....................-..···· -··---·--···----·.. •·••· . •··· .... ---................. ._ ........................... : Source: U.S. Bureau of the Census -6- �.. During the 1980's, 18,536 new units were added in the eastern communities, giving them a slight edge in the total number of dwelling units. Sterling Heights, Warren and Shelby Township made the greatest contribution to the housing unit increases that occurred in the western corridor during the 1970's. Nearly 90 percent of the total increase took place in those three communities. The greatest contributors to the housing unit growth in the eastern corridor were Chesterfield, Clinton and Harrison Townships. Collectively, these three communities accounted for nearly 70 percent of the corridor's total housing unit increase for the decade. Following the pattern of the previous decade, Sterling Heights and Shelby Township again made the greatest contribution to total housing unit gain. To the east, Clinton Township, Chesterfield Township and the City of Roseville had the greatest housing unit increases during the 1980's. Housing growth in the 1980's totalled 15 percent in both corridors, while population growth only averaged about two percent. TABLE 4 HOUSING CHANGE BY GROWTH CORRIDORS - MACOMB COUNTY 1980-1990 - ..................... ......................... . . . . . .............................................. . .... . . . .............................. . ...................... ................ . ...... ...... .................. ............... . . . . . .. ...... . ........-...................... .._ M-53NAN DYKE/MOUND . : I H::NG UN: COMMUNITY il ! Bruce Twp./ Romeo j: 32 Mii. to 38 Mlle. ! i Washington Twp./ .1 Romeo . . I Num:NGE" I! . COMMUNITY 1,825 2,062 237 13.0 1,825 2,062 237 13.0 ) 32 Mile to 38 Mile 3,322 4,668 1,346 ; . 1-94/GRATIOT/M-3 : . : . H::NG UN~: Richmond City Richmond Twp. Num:ANGE" 1,662 783 380 107 29.6 15.8 1,958 2,445 487 24.9 1 919 613 1,018 824 99 211 10.8 34.4 i : l Lenox Twp. l. Il 1,282 676 ; 40.5 l N- Haven l l. 3,322 4,668 1,346 40.5 l. 26 Mile to 32 Mile 1,532 1,842 31 o 12,319 1,952 17,630 1,962 5,311 10 43.1 0.5 j j ChesterfieldTwp. N- Baltimore 6,075 2,118 9,594 2,459 3,519 341 j. M-59 to 26 Mile 14,271 19,592 5,321 37.3 M-59 to 26 Mile 8,193 12,053 3.860 47.1 \ Sterling Heights 34,517 42,317 7,800 22.6 Mt. Clemens Harrison Twp. 4,832 24,752 7,363 9,332 5,342 33,938 7,727 10,616 510 9,1 86 364 1,284 10.6 l 37.1 \ 4.9 1 13.8 14 Mile to M-59 46,279 57,623 11 ,344 9.4 l East Detroit 3.0 Roseville 1 St Clair Shores 13,458 18,491 27,154 13,684 20,025 27,929 226 1,534 ns 1.7 1 8.3 1 2.9 1 59,103 61 ,638 2,535 4.3 1 117,065 135,601 18,536 \ 26 Mlltl to 32 Mlle ' l ShelbyTwp. \ Utica l l. 1 Fraser l Clinton Twp. l ; j ; j 14 Mile to M-59 I Center Line 1 Warren 34,517 42,317 7,800 3,642 54,532 3,986 56,189 344 1,657 [ . j : 8Mileto14Mile ! TOTALS 22.6 l i . 58,174 60,175 2,001 3.4 112,109 128,814 16,705 14.9 l 8Mileto14Mlle l TOTALS l. 57.9 l 20.2 16.1 . . . .. . . . . . . . .. . . . . . . .. . . . ... . . . .. . . .. . . . . . . . . . . . ... . .. . . .. . . . . . . . . -7- ' 24.5 i . i • . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . ... . . . .. . . . - Source: U.S. Bureau of the Census l i i . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . .. .. . . . . . . . .. . . . . ..... . . . . . . . . . . u j 15.8 l . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . �. ' M-59 Growth Corridor As reflected in the preceding analysis, the rapid rate of population and housing growth experienced by communities in western Macomb County over the past 20 to 30 years has brought both growth corridors into an overall balance in the number of residents and total housing units. The pace of population and housing unit change experienced by these two corridors does not, however, fully explain overall County growth patterns, for an eastwest corridor has emerged along M-59. This corridor provides a bridge across the County linking the east and the west. Plans to widen and improve M-59 in the near future reinforce its importance. The communities most impacted by this corridor include Shelby Township, Chesterfield Township, Sterling Heights, Utica, Macomb Township and Clinton Township. Collectively, these communities, excluding the City of Utica, experienced a population gain of 48, 106 persons during the past decade. More than 28,000 new housing units were constructed in these communities since 1980, accounting for more than 80 percent of the total housing unit increase for both corridors. Communities located proximate to M-59 are clearly positioned to be further impacted by future County development trends. Conclusions Several conclusions can be drawn on the basis of this analysis. The first is that growth in the County has shifted from the eastern-most Gratiot Avenue Corridor along the Lake St. Clair shoreline to the western-most tier of communities located along M-53. With the exception of Macomb Township, these communities located along North Avenue have yet to experience the pace of population and housing growth evident elsewhere in the County. The growth in Macomb Township is the result of its location along M-59 which is emerging as an important east-west growth corridor. North Avenue has yet to provide evidence of the continuous growth noted in the two flanking corridors. It should also be noted that growth in neither the M-53 nor the Gratiot Avenue corridor has yet to reach the County's northerly tier of communities. It is also noted that growth trends for Michigan and Macomb County are decreasing substantially and can be expected to decline for the remainder of the decade. While Ray Township will likely continue to experience some population and housing growth in the future, the Township is located outside of the County's two predominant growth corridors. This location, as well as natural resources, will continue to influence future planning policies for the Township into the next century. -8- �OTHER REGIONAL INFLUENCES Southeast Michigan Council of Governments (SEMCOG) Historical Perspective - Over the past decade, the Southeast Michigan Council of Governments has emerged as the primary regional planning organization for the sevencounty Southeast Michigan region. SEMCOG's influence originally stemmed from its role as the Federally-mandated regional review agency for this region. This role, commonly referred to as the A-95 review process, provided SEMCOG with an opportunity to review and comment on all State and Federal grants offered to local communities in the region. This review was intended to provide an opportunity to input a regional perspective to grant programs and ensure coordination among programs and avoid duplication of effort. The A-95 review process was subsequently terminated by the Federal government pursuant to Executive Order 12372. The process has been continued in Michigan, however, through the authority of the Governor's office. SEMCOG's role in regional planning over the years has expanded well beyond their original function of monitoring local participation in Federal grant programs. Today, SEMCOG is involved in many other important regional planning activities, including: transportation planning, the development of population, household and employment forecasts, water quality planning and economic development, among others. Certain of these activities should be considered in the development of the Master Land Use Plan for Ray Township. The more relevant activities for the purpose of this Plan involve SEMCOG's Land Use Policy Plan, small ar,ea forecasts and transportation planning activities. Sewer Service Area Map • In response to increasing concerns regarding urban sprawl, SEMCOG recently amended their sewer service area map. The purpose of the map is to assist SEMCOG in determining which sewer projects qualify for funding assistance available through either State or Federal sources. The map recognizes that urbanization is highly dependent upon the availability of utilities and seeks to direct growth to areas where existing sewer lines are currently available. Ray Township is located outside of any existing or proposed sewer service areas reflected on the SEMCOG map. An existing sewer along 26 Mile Road and Hayes Road does, however, touch the southwest corner of the Township. -SERVED c:=JUNSERVED ILLUSTRATION 3 SEMCOG SEWER SERVICE AREA -9- �Regional Development Forecasts Every five years, SEMCOG prepares a series of population, household and employment forecasts on a regional, county and individual community basis. These forecasts are prepared for five-year intervals between 1990 and 2010. The results of this process are summarized in the chapter describing Ray Township's population characteristics. Regional Transportation Plan - Transportation planning is another important regional planning activity undertaken by SEMCOG. The primary purpose of SEMCOG's transportation planning process is to identify the region's major transportation system problems and recommend alternative solutions for dealing with these problems. SEMCOG's Year 2005 Regional Transportation Plan for Southeast Michigan identifies anticipated transportation deficiencies to the year 2005, based on projected population, household and employment growth levels. SEMCOG's plan identifies "Improvement Corridors", which include those major regional thoroughfares that demonstrate the -greatest need for additional capacity. Of the 24 improvement corridors identified by SEMCOG, none pass through Ray Township. A total freeway design has been prepared by the State of Michigan Department of Transportation (MDOTI for the M-53 corridor from 28 Mile to 34 Mile Road. As an interim measure, MOOT has constructed the at-grade service drives which handle existing north-south traffic. As traffic demands increase, the freeway design can be completed. The existing M-53 improvements have already had a notable impact, with the reduction of traffic volumes along Romeo Plank Road. Regional Aviation System Plan This Plan, presented in 1991, makes recommendations on public and private airports throughout the seven-county region. Recommendations specific to Macomb County are: • Macomb County is the only County in the region which does not have a publiclyowned, public-use airport. • A growth of more than 500 additional turbine-powered aircraft is forecast for Macomb County by the year 2010. • Berz-Macomb should be a publicly-owned Transport Category airport. • Romeo Airport should be a publicly-owned General Utility Category airport. If Berz is not developed as a Transport Category airport, then acquisition and development of Romeo as a Transport Category airport is highly recommended. Such development would require construction of a new runway and addition of navigation technology. • No public development of Macomb-New Haven Airport is recommended, because development to a higher level than present service would require construction of a complete new airport on the site. • Selfridge Airport is not currently available for civilian use. It could serve the County's significant needs only if the site became available. -10- �Regional Development Initiative (ROI) - This report, introduced in 1991 , has as its basic framework the conclusion that continuing the pattern of "urban sprawl" is unacceptable. This sprawl will diminish the quality of life in southeast Michigan, both in the suburban fringe development and in the disinvestment and abandonment of the older communities. The framework plan suggests that Mure growth must bear its own real costs; legislative action must be taken to redevelop and improve older urban communities; actions must be taken on social problems; and changes must be made in the way southeast Michigan is taxed, governed and managed. This study, which is still in draft farm, will undoubtedly be hotly debated for some time before its recommendations are adopted or implemented. County Airport Study Macomb County recently evaluated the need for a public airport serving the County and the suitability of specific sites for meeting these requirements. Among the sites considered in this study is the Romeo Airport, which is located along the Township's northern boundary. The Executive Summary of the Macomb County Aviation Feasibility Study made the following conclusion relative to this airport: "It is assumed that Romeo could continue to function unthreatened and adequately serve its users without public intervention." While this site may not be considered suitable for improvement as a public airport, this does not preclude its continued expansion as a private facility in the future. ·The airport has the capability of accommodating turbo props and small jets. The location of this facility in the Township will undoubtedly have an impact on long range planning in Ray Township, particularly in relation to surrounding development patterns. Huron-Clinton Metropolitan Authority In the 1970's, the Huron-Clinton Metropolitan Authority (HCMA) established the Wolcott Mill Metropark to be located in Ray Township. This park straddles the North Branch of the Clinton River and its proposed limits of 3,000 acres extends from 26 Mile Road to 32 Mile Road. The Wolcott grist mill, located on Wolcott Road north of 29 Mile Road, is the focal point of the park development plan. The mill has been reconstructed and an interpretive program is offered which provides visitors with an opportunity to see how a mill operated in the past. Other facilities planned for the park include a saw mill, covered bridge, waterwheel and mill race. +-' --+ I I I .. C i: • .• I 0 I I +-- ----------ILLUSTRATION 4 WOLCOTMILL METROPARKLOCATION -11 • I I --t �.. In addition to the Wolcott Mill site, HCMA also owns property north of 30 Mile Road, which is contiguous to the existing park site. HCMA has preliminary plans for the development of this adjoining property as a demonstration or interpretive farm. Activities proposed for this site include the raising of various crops, using different tillage and fertilizers, 4-H club animals, hayrides, canning, quilting, and other similar activities. Completion of this project is scheduled for the 1990's. LOCAL PLANNING INFLUENCES In addition to the other regional planning issues identified earlier, Ray Township is also influenced, to some extent, by planning and development activities occurring in neighboring communities. Four communities share a common boundary with Ray Township, three of which have adopted master plans that need to be considered in the development of this Plan. While it may not always be in the best interest to mirror the examples established by surrounding communities, cooperative planning activities should be encouraged whenever practical and feasible. Summaries of the master plan designations for those communities where they abut Ray Township are included as follows. Washington Township Washington Township shares a common western boundary with Ray Township. Unlike the Township's north and south boundaries, only a one-mile section of road (Hayes Road) is located along this boundary. Single-family is the predominate proposed long-term use along the boundary. Multiple-family use is proposed along 26 Mile Road in the southeast corner of Washington, and public/semi-public use is the proposed use for a small portion of the northeast corner. Armada Township Ray and Armada Townships share a common boundary for approximately six miles along 32 Mile Road. Most of this boundary in Armada Township, from Romeo Plank Road east to Omo Road, is planned for agricultural or residential uses. The only exception to this pattern is at the southwest corner of Armada Township where a somewhat more intensive Mure land use pattern is anticipated. The Romeo Airport and adjacent industrial development in the Village of Romeo account for this increase in the planned future land use. Land reserved for floodplains is noted at those locations, where the Clinton River and both branches of the Coon Creek cross 32 Mile Road. An area designated for utilities is shown at the southeast corner of the Township, reflecting the current use of this area as a gas storage field. -12- �.. Macomb Township Macomb Township lies south of Ray Township, with 26 Mile Road running the· length of the common six-mile boundary. The Township's Master Land Use Plan proposes singlefamily use all along the 26 Mile Road boundary. Small pockets of commercial use are proposed for the southeast and southwest corners of North Avenue and Romeo Plank Road at the 26 Mile Road intersection. Floodplain designations are also shown where both branches of the Coon Creek flow from Ray Township into Macomb Township. Lenox Township Agriculture and rural residential development is planned for a large portion of the common boundary between Lenox and Ray Townships. Public and semi-public uses are planned for the southwest corner of the Township. This designation coincides with the planned development of Wetzel State Park at this location. Land reserved for floodplain is shown where Coon Creek passes through both communities. -13- �POPULATION ANALYSIS INTRODUCTION The characteristics of a community's population are among the key ingredients that require consideration in the long-range planning process. Historical and current population trends have several useful applications. They are especially relevant in identifying the need for various types of community facilities. Future land use and public utility demands are also related to demographic trends and characteristics. The following review considers several items, each of which are important to more fully understand the characteristics of Ray Township's total population. These individual topics include the following: • • • • Population change over time. Age characteristics. Household characteristics. Population projections. · The most current available population data for Ray Township is employed in the examination of each topic listed above. Wherever possible, comparable data for Macomb County is also included. Information for this wider geographic area is provided for the purpose of understanding the relationship of the Township to the larger related geographical areas that it occupies in southeast Michigan. Conclusions and the potential planning policy implications of this data are also noted. POPULATION CHANGE At the national level, the U.S. population exceeded the two hundred million mark for the first time in 1970. An increase to 226 million was recorded in 1980. National population data for 1990 indicates just under 250 million persons. Michigan's share of the national population has remained a stable four percent since 1930. During the 50-year period between 1930 and 1980, Michigan's population nearly doubled from 4.8 million to 9.2 million. The State's greatest periods of population growth over these five decades occurred between 1940 and 1970. During this thirty-year period, Michigan gained more than one million people for each ten-year census interval. Since 1970, however, population growth has slowed considerably. Michigan grew by only 380,252 persons during the 1970's. Final 1990 U.S. Census data for Michigan gives the State a population of 9,295,297, or 33,219 persons, over 1980 levels. This is an increase of less than one percent. -14- �POPULATION GROWTH TRENDS Ray Township's population grew during each ten-year recording period between 1940 and 1990. In 1940, the Township reported a population of 1,439 persons. By 1990, the Township's population stood at a level of 3,230 persons, for a SO-year increase of 1,791 persons, or 124 percent. TABLE 5 COMPARATIVE POPULATION GROWTH TRENDS .j Community 1940 1950 1960 1970 1980 1990 1 RayTownship ; 1,439 1,671 2,086 2,683 3,121 3,230 1; Armada Township 1,064 951 1,336 1,601 2,495 2,943 1; Macomb Township 1,935 2,715 4,807 6,140 14,230 22,714 l .l Lenox Township 1,710 1,993 2,356 2,788 3,028 3,069 1. .j Washington Township 1,607 2,087 3,124 5,651 8,637 11,386 .j 107,638 184,961 405,804 625,309 694,600 j Macomb County ••-uu ................. •u•••••• ..••• .. ••••••••••••••·.,.••• .. • .... ■ . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . _. . . . . . . . . . . . . - Over the last five decades, the Township averaged a population increase of 358 persons over each ten-year period. The largest single gain occurred between 1960 and 1970, when the Township's population increased by 597 persons. The Township's share of Macomb County's total population has remained at a consistent level of approximately 0.4 to 0.5 percent since 1960. . . . . . . . . . . . . . . . . . . . . . . . . ••••• . . . . 717,400 .j .j l . : l ••u•••••••••• .. ••• .. •••••••••• .. ••••••••••• .. • .. ••• .. •••ao••••••uo ■■' FIGURE 1 RAY TOWNSHIP GROWTH TRENDS ~1100---------------3,230 ~000 ~2,1100 f 2,000 l'l r -500 1,000 1100 0 HIik) 18110 11170 YEARS -15- 11110 �.. TABLE 6 POPULATION CHANGE BY DECADE . .. u .... ......... ........ ..... - ••o.-••••• .............. •••• •••••••• .. ••• .............. .... ............... ........................... .. ........... .. .,, ................ ............ .., . ................ ............... . 00•••• 1940-50 1: l Community 1950-60 1960-70 1970-80 1980-90 1! l Number % Number % Number % Number % Number % 232 16 415 25 597 29 438 16 109 4 l; Armada Twp. • 113 11 385 41 265 20 894 56 448 18 j l Macomb Twp. 780 40 2,092 77 1,333 28 8,090 132 8,484 60 l j Lenox Twp. 283 17 263 18 513 22 159 6 41 1 480 30 1,037 50 2,527 121 2,986 35 2,749 ~ / Ray Twp. j ! Washington Twp. \... Macomb County··········.. I 32 I '!.!:.~~.........'. ~.........~:~ .......~.~.~..-.... ~~:.~ .........~......_....-.~:~.........~.~.........!~!:.~ ............3 .. l FIGURE2 COMPARATIVE GROWTH TRENDS 1940-1990 25,000 MACOMB1WP _- en z 0 en ffi 20,000 ····················································•..·························································································································/·············· 15,000 Cl. LL 0 ffiCD / 10,000 ~ => z 5,000 -- WASHINGTON 1Wf. ..··· .................................................................................. ..................................................·.............................. :;·.;;·.-,t··········· - ·······:.-. ,, ················ ........................................................ :::: . -· ··~:::·.::::·.·:.-.; ·. __":':..-:. .......................... . ·········· ·············· ··········-·······-···························· RAY TWP --- --- --- - -- ;;: _ - - --- -- --·---- -------·---· -----·- ---·--·- -·- -------- 0 ...........____......______,_____ AAMADA1WP ...L....._ _ ___J__ _ _ _..J......J 1940 1950 1960 1970 YEARS -16- 1980 1990 �AGE CHARACTERISTICS An important demographic factor influencing planning is the age composition of a community and the extent to which this composition has changed over time. They are useful indicators of anticipated demands for various types of municipal services and programs, including parks, employment needs, job training, day-care, schools, and various services for the elderly. These needs, in turn, influence a community's land use requirements. Median Age The steady aging of this Nation's population was among the more important trends dimensioned by the 1980 census. After reaching a high of 30.2 years in 1950, the median age for the Nation declined the following two decades to 29.5 years in 1960, and 28.3 years in 1970. These declines were largely a response to the high birth rates that occurred during the baby boom years following World War II. The aging of the baby boom children, during the 1960's and 1970's, partially explains the rise in median age revealed in the 1980 U.S. Census. Lower fertility rates and increasingly longer life spans have also contributed to the increase. The aging trend is clearly reflected in the median age figures noted in Table 7. Each of the different geographic areas included below experienced an increase in median age levels between 1970 and 1980. The Nation's population reached a level of 30.0 years in 1980, according to the U.S. Census Bureau. Both Michigan and Macomb County reported median age levels approaching the National level in 1980. Ray Township also experienced an increase in median age levels between 1970 and 1980 from 26.5 years to 29.0 years. Over the past decade, the Township's median age rose six years to a level of 35.1 years. This more than doubles the increase of the previous decade. The Township's 1990 median age is slightly higher than the total for the County _as a whole. TABLE 7 MEDIAN AGE I Geographic Area 1950 1970 1980 -~·;~~·· ···1 26.5 29.0 35.1 I 24.8 24.6 29.1 33.9 j 28.3 26.3 28.8 1960 : : j Ray Township ! Macomb County j Michigan 31 .5 j ~~:.~.................~ :.~................~.~:?. .............~:.~........-..................... . j 1...united States........................................ -17- �Population by Age By reviewing the various age categories that make up the Township's population, it is possible to determine how various segments of the population have changed over time and which groups made the largest contributions to Ray Township's population increases over the past two decades. The distribution of the Township's population into designated age categories for 1970, 1980 and 1990 is shown in Table 8 and Figure 3. • J TABLE 8 POPULATION BY AGE RAY TOWNSHIP ' . ........•.....·-··-···-··......................................................................................................................................................................................... .. l 1970 l I Age I - .. 1980 ------ Change - - - - - - 1t1o-ao Number % Number % 1990 -----Number % Change \ 1980-90 1 l - ! j Under 5 226 8.4 204 6.5 - 22 204 6.3 I! s-11 840 31.2 858 21.5 + 18 593 18.4 • 265 ! 1S-20 121 4.5 164 5.3 + 43 144 4.5 - 20 I; 21-24 101 3.8 151 4.s +so 1sa 4.9 + 1 ; 1 25-44 641 23.9 930 29.8 + 2ss 1.035 32.o + 1os I li 45-54 297 11.1 300 9.6 +3 481 14.9 + 1s1 1 ; I 55-59 115 4.3 156 5.o + 41 148 4.s -a .I 60-64 94 3.5 133 4.3 + 39 139 4.3 +s I i ss-14 133 5.o 148 4.1 + 15 208 6.4 + so I. 75+ 115 4.3 11 2.5 . 38 120 3.7 + 43 2,683 100.0 3,121 100.0 3,230 100.0 + 109 i ; l j Totala ............................... ..............- ........................................................ u. ■ UOUH■ n••u••• .. h - • • + 438 ........... • • • • • • • • • . . . . ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I! j I I ; . I I o .... , .................... .. · Between 1970 and 1980, all but two of the individual age groups experienced a population increase. Only those two categories located at opposite ends of the age distribution lost population. The number of residents under the age of 5 declined by 22 persons. While persons over the age of 75 declined by 38 persons. The single largest population gain occurred in the 25 to 44 age group, which experienced an increase of 289 persons. -18- �FIGURE 3 POPULATION CHANGE BY AGE Since 1980, however, a more variable pattern of population change among these different age groups is evident. For example, the number of children under the age of five remained the same in both 1980 and 1990. Schoolaged children declined by 265 persons; and young adults, those between the ages of 18 and 20, declined by 20 persons. The largest increase is noted for persons aged 45 to 54, which increased by 181 persons. 1,200.-------------, 01 1170 01 1180 1 ,ooo m, 11110 200 0 L..u;,JiiLJ.J4J,l.J..I;.W..J...l;.WU.. Age by Ufe Cycle Category Und« 5 ~17 1&-20 25-44 55-511 85-74 21-24 45-54 ec>-e4 75+ A more meaningful picture of the Township population's age distribution is possible when the individual age categories shown on the previous table are combined into a smaller number-of groups, which more closely resemble identifiable stages of a normal human life cycle. Selected categories and the age intervals that they represent include: pre-school (0-4), school (5-17), family formation (18-44), middle-age (45-64), and seniors (65+). The percent of the Township's population that falls into each of these categories is shown in Table 9. Similar data for Macomb County is also provided for comparison purposes. Each of the life cycle stages reflected in Table 9 has important meaning for planning purposes. TABLE 9 AGE BY LIFE CYCLE CATEGORY ·-·-----.....--.....-..-····..·--·-···........ _........ ii _. (In Percentagee) ________...... --..........______..............._......._........._..................................-.................................... 1110 l Category Ray Twp. 1ta0 Macomb Co. Ray Twp. l 1990 Macomb Co. Ray Twp. ; Macomb Co. I Pre-School (0-4) 8.4 10,3 6.5 6.7 6.3 6.8 j School Age (&-17) 31.2 30.5 27.5 23.2 18.4 17.1 32.3 36.9 39.9 41 .6 41.4 43.2 18.9 17.5 18.9 20.8 23.8 20.6 ' 1 ~~~ 1 ' (18-44) l Middle Age i (4&-64) i \ I \ . Ii . Ii • l·--------·-··· S.niol'8 (65+) 9.2 4.8 7.2 7.7 10.1 12.3 l .........-.....................·-··-····. ······--·....···--··········..····..-··---- ........... ____·-•-·····--··..····--·······..................._................... -......................-..... · -19- �The pre-school category is a good short-range indicator of future school enrollment trends and the impact that these trends may have on the use of existing or planned school facilities. Between 1970 and 1980, the percent of the Township's population under the age of five declined from 8.4 percent in 1970, to 6.5 percent in 1980. This proportion has remained relatively stable at 6.3 percent in 1990. The school-age category also provides some evidence of the demand for school and recreation facilities. This category's share of the Township's total population is declining. In 1970, for example, slightly less than one-third (1/3) of all Township residents were between the ages of 5 and 17. By 1980, this group declined to 27.5 percent. A sharper decline to 18.4 percent is noted in 1990 Census data. The family formation and middle-age categories comprise more than one-half {1/2) of the Township's total population and are increasing their share of the Township's overall population. Collectively, these two categories represent the foundation of the community. These categories represent the community's largest share of property owners and taxpayers. They are also consumers of goods and services, thereby serving as a catalyst for economic growth. Between 1970 and 1980, the percentage of the Township's population in these two groups increased from 51 .2 percent to 58.8 percent. Another increase to 65.2 percent occurred in 1990. FIGURE 4 AGE BY LIFE CYCLE • 1970 School 31 .3% S.,,io,. 11.2% FIGURE 5 AGE BY LIFE CYCLE -1980 School 27.!5% Fam lly Formation 311.11% Nationwide, senior citizens are becoming a more important segment of the overall population base. As the number of seniors continues to grow, greater demands will be generated for passive recreation opportunities, convenient transportation, as well as specialized housing and health care services. National trends showing an increased senior citizen population do not reflect trends in Ray Township. In 1970, · residents over the age of 65 comprised 9.2 percent of the Township's population. By 1980, this dropped to 7.2, reflecting a decline of 38 persons over the age of 65. A slight increase to 10.1 percent is noted for 1990. Seniora 7.2% FIGURE 6 AGE BY LIFE CYCLE -1990 Family Formation 41 .4% Senio,. 10.2% Middle Age 23.8% -20- �HOUSEHOLD AND HOUSING GROWTH TRENDS Household characteristics, in general, and the rate of new household formations, in particular, have become increasingly important as indicators of demographic change and economic growth. The growth of new households, in fact, may be a better determinant of economic growth within a community than absolute increases in the population itself. Household growth trends represent another important trend revealed by the 1980 Census. Michigan offers a good example of this trend. In spite of a low population growth rate of 4.3 percent between 1970 and 1980, Michigan experienced the formation of 500,000 new households during this period, for an increase of 20 percent. Accompanying this change in household formations was an equally noticeable decline in the size of the average household. At the national level, household size declined to a record low of 2. 75 persons per household. Between 1980 and 1990, the pace of new household growth slowed down. A total of 224,118 households were formed in Michigan during the 1980's, for an increase of seven percent. Three factors are largely held responsible for these trends: 1) increased numbers of people living alone either before marriage or after divorce; 2) smaller families with women having fewer children; and 3) more elderly women outliving their husbands. (1l The aging of the 11 baby boom 11 generation has also had an impact on the rate of new household formations. Many members of the baby boom generation reached the age when they began forming their own households during the 1970's, contributing significantly to the number of new households. Both Ray Township and Macomb County shared in the rapid rate of household formation that characterized the ten-year period between 1970 and 1980. During this period, approximately 212 new households were formed in the Township, for an increase of 30.0 percent. This is nearly identical to the rate of household formation of 30.3 percent which occurred on a County-wide basis. Approximately 0.4 percent of all new households formed in the County between 1970 and 1980 were established in Ray Township. The rate of new household formation slowed over the past decade. Since 1980, 121 new households were created in Ray Township, for an increase of 13 percent. The pace of household growth in Macomb County during this period was slightly higher {15.1 percent). (iJ Russell, Cherly. "Inside the Shrinking Household," American Demographics. Volume 3, No. 9; Ithaca, New York; American Demographics, October, 1981; pp. 28-33. -21- �TABLE 10 HOUSEHOLD GROWTH TRENDS I! . ·. . 1110 RavTownehip'''. 1ta0 929 71J7 ·.· =~ 222 1110 3t.4 1,0152 == 123 c:.,g• 13.2 Ij 229,805 58,227 33.9 264,991 35, 186 15.3 ··..····---···. ····-··-·-···-·····--····..171,578 -..........________ ......................................... -................. _..................... _ .... _..........-................ _........................... ·l ) Macomb County Consistent with National and State trends, the size of the average household in Ray Township declined over the 20-year period between 1970 and 1990. For example, in 1970, the Township reported an average household size of 3.71 persons. By 1980, this figure had declined to 3.36. Preliminary 1990 data suggests that household size has again-declined to a level of 3.03. In spite of these declines, the average household size for Ray Township remains slightly higher than similar figures for either the County or the State. See Table 11. TABLE 11 HOUSEHOLD SIZE (Persons per Household) I. 1960 1 RayTownship· ; .I Macomb County L Michigan_____ 3. 79 1910 19ao 1990 3.71 3.36 3.03 3.63 3.00 2.68 .I i ; j ' · -···----~·4~---··?:~?-...._.__~~~---···--········-··. j POPULATION PROJECTIONS Projections of Mure population growth provide the bridge between the present and the Mure in the comprehensive planning process. These projections help dimension future land use requirements, as well as the demand for various municipal services. Projections of future population growth need to consider the growth of the larger geographic region within which the community is located. For the Township, this involves considering Mure population growth within the community as it relates to growth for Macomb County and Southeast Michigan as a whole. -22- �Several techniques are traditionally used to project future population growth. These alternative approaches to population forecasting, and the results that they yield, are summarized in the following discussion. Also included as part of this analysis are population projections that have been prepared by the Southeast Michigan Council of Governments. Constant Proportion Method The constant proportion method of projecting population assumes that Ray Township will maintain the same share of Macomb County's population in 2000 and 2010 as it did in 1990. Applying this projection method yields the following projected population levels: 2000 - 3,954 and 201 O - 4, 145. Growth Rate Method The growth method is an alternative projection technique that assumes that the Township's growth rate between 1990 and 2000 will be similar to that which occurred between 1980 and 1990. This method further assumes that the Township's 1990 to 201 O growth rate will be identical to the rate that occurred between 1970 and 1990. Based on these assumptions, the anticipated number of persons for the year 2000 is 3,343, and 3,889 for the year 2010. Arithmetic Method The arithmetic method is similar to the growth rate method in that the population projections are based on the growth that occurred in the preceding decades. This method, however, uses actual numbers rather than percentages. This method projects future population levels of 3,339 and 3,770 for the years 2000 and 2010, respectively. Southeast Michigan Council of Governments Population projections to the year 201 O were developed by the Southeast Michigan Council of Governments (SEMCOG) as part of their updated Small Area Forecast process for 1989. SEMCOG's projections anticipate a year 2000 population of 3,778 and 4,104 by the year 2010. -23- �Projection Summary The anticipated population levels for the Township, using each of the different projection techniques, are summarized in Table 12. TABLE 12 POPULATION PROJECTION SUMMARY = :.: : i .··•··•·····-··--····.............__ ......................................................... _.......... _. __ ...................................... . I ; Constarn Pro~n :.: .j Growth Rate 3,230 1 Arithmetic j SEMCOG i 3,343 3,889 3,230 3,339 3,770 3,230 3,778 4,104 .l l l =......... -·•••.. •• .... • ..• - - • • • • - u • • • •.. ••.. •nnu•••••• .... • .... •••••••.. •- .. •• .... ••••••••••••• ..••• .. •• .. •................. : FIGURE7 POPULATION PROJECTION SUMMARY 5,000 . - - - - - - - - - - - - - - - - - - - - - - - ~ cn 4,000 z 0 3,2 ~ ~ 3,000 LL. 0 ffi CD 2,000 :E ::> z 1,000 Constant Proportion Arthmetic Growth Rate PROJECTION METHOD 1 □ 1990 □ 2000 -24- • 2010 1 SEMCOG �Conclusion Each of the preceding techniques offer what are essentially textbook approaches to projections of Mure population levels. The range of projections needs to be evaluated in relation to Ray Township's position in the region, as well as other variables influencing population growth trends. Considering the range of possibilities offered by these projections, it appears that the Township will have a population approaching 3,500 by the turn-of-the-century, and 4,000 by 2010. For planning purposes, the following projected population levels appear to be achievable: 2000 - 3,500; 201 O - 4,000. It is further assumed that the size of the average household in the Township will continue to decline to the levels anticipated by SEMCOG for 2000 (2.90) and 201 O (2. 72). Applying these household size figures to the projected population levels anticipated above, yields a total of 1,200 households for 2000, and 1,470 households by the year 2010. This would mean a small increase in household growth to 150 units in the decade of the 1990's, and 270 units in the first decade of the next century. These projections anticipate modest growth for Ray Township through the first decade of the next century. The projections do not contemplate Ray Township's full participation in the growth that has occurred in those portions of Macomb County located to the east, west or south. The Township's lack of utilities or well-defined transportation corridor serve as constraints to the more accelerated population and household growth that has occurred elsewhere in the County. -25- �PHYSICAL FEATURES INTRODUCTION The manner in which the land in a community is being used is one of the basic determinants of the general character of the community and its development potential. Land use patterns on the periphery of a community also influence planning activities because of their potential impact. The use or misuse of a community's unique physical features can also have significant and long-term consequences for the development of an area. It is, therefore, important to consider these physical characteristics as part of any comprehensive planning process and the extent to which these features offer either opportunities or constraints for Mure land development activities. The following study provides a detailed explanation of Ray Township's physical land use features. The main component of this study is an examination of existing land use characteristics on a category-by-category basis. This study also examines other aspects of the physical environment that may influence Mure development patterns. These include an identification of designated wetlands, significant woodland areas, soil types, prime agricultural lands and parcels enrolled in the State farmland and open space preservation program. EXISTING LANO USE Existing land use data for Ray Township was derived from a field study of the entire Township which was conducted during the Summer of 1989. Information obtained from the field was subsequently transferred to a Township base map. The total amount of land area occupied by each category was also measured. The results of this process are summarized in Table 13 and Figure 8 and in the following narrative descriptions of each category. The arrangement of Ray Township's existing land use features are portrayed graphically in Illustration 5. Ray Township has a total land area of 23,322 acres, or 36.4 square miles. Slightly more than 86 percent of this total land area is undeveloped. -26- �Residential Residential uses, including both single-family homes and multiple-family dwellings, collectively, occupy 784.8 acres of land. Single-family homes represent 98 percent of residential development within the Township. No significant concentrations of residential development are currently evident in the Township. This can be attributed to the lack of developed subdivisions generally associated with the absence of municipal sewer and water facilities and soils poorly suited to septic systems. In light of these conditions, single-family uses are generally found on the frontage of major roads, although recently two small subdivisions were developed in the northeast sector of the Township. Multiple-family units occupy approximately 13.2 acres of land. Existing multiple-family development in the Township consists primarily of two-family units. The conventional duplex homes are found in scattered locations throughout the Township. Several multiples are located near 27 Mile road and Romeo Plank Road. Others are located at Wolcott Road and 31 Mile Road. Commercial Ray Township has an existing commercial base of approximately 15.2 acres. This represents approximately 0.1 percent of the community's total land area. The largest share of this commercial development consists of convenience commercial uses. The Township's commercial land uses are distributed throughout the community and are located primarily at the major road intersections. Industrial Industrial establishments occupy only a small portion of the Township's total area. A total of 45.3 acres have been developed for industrial purposes. Lack of industrial development can be associated with inadequate Interstate and State Highway access, along with an absence of railroad services. The Township's industrially developed land includes a combination of light manufacturing, extraction and transportation-related establishments. Although the industrial uses are not concentrated in any one area, a significant portion lies in the Township's northwest quadrant. Public/Semi-Public Public/semi-public category consists of schools, government buildings, churches and institutional uses. The most identifiable site on the map is the 29 Mile Road and Wolcott Road area. This is the location of the Wolcott Mill Metro Park, which covers approximately 194 acres of land north of 29 Mile Road. Other uses in this category -27- �include Seifert Elementary on 26 Mile Road and several churches, cemetery sites and nursing homes on 29 Mile Road near the proposed park and on Romeo Plank Road north of 31 Mile Road. Recreation The Recreation classification includes the Pine Valley and Northbrook golf courses. Another large use in this category is Camp Rotary at 29 Mile Road and Wolcott. Two private gun clubs and a private park-picnic area are also included in the recreation category. Airports The Existing Land Use Map also shows the location of Macomb Airport, Romeo Airport, · and two private landing strips, one off 30 Mile Road east of Romeo Plank Road and the other at the southwest corner of 29 Mile and Kunstman Road. Roads A direct relationship exists between the amount of land used for road purposes and a community's degree of urbanization. Land being used for road right-of-way represents one of the Township's single largest land use categories. Slightly more than 1,140 acres of land are currently being used in the Township for this purpose. Ray Township's road system consists almost entirely of County grid system roads. The absence of collector or other local roads, as well as a relatively low right-of-way acreage, indicate little urbanization. Agricultural or Vacant Agricultural, vacant or undeveloped land is the Township's single largest individual land use category. A total of approximately 20,194.7 acres are currently in agricultural production or undeveloped, representing 86.6 percent of the Township's total area. Significant quantities of agricultural or vacant land are available throughout most areas of the Township. Differences in single-family acreage from past studies reflect the technique and definition used in conducting the study. Past studies conducted by the County use three (3) acres as a single-family unit on a farming operation. This study uses one (1) acre for all singlefamily units. Land owned by Consumers Power within the gas fields is indicated as vacant or agriculture. -28- �TABLE 13 EXISTING LAND USE - 1988 RAY TOWNSHIP I .n•-••---•--•H•H•-H•.. ••u-u••--u• ..•..••••-•-••••• ..•••.. •-••••••••••• .. Land Use Category Acreage -u•---•••--•••••••••-♦ HOOHH I Residential I .. OHHHo ♦ .O Percentage 784.8 3.3 I ! Commercial 15.2 0.1 ! li Industrial 45.3 0.2 li I Public ! Recreation ! Airport j ! 2.0 ! 1.6 ! 307.1 1.3 467.6 364.9 Roads 1,142.4 j Vacant or Agricultural 4.9 20,194.7 j 86.61 I....................................... Totals 23,322.0 100.0 \ -................. .................................................................................. . ._. FIGURE 8 DEVELOPED/UNDEVELOPED 13.4% AgrlcultureNacant 86.6% :-:-: · :-:-::: :---:-:-:-·-:-:-· FIGURE 9 DEVELOPED LAND SUMMARY Comm/Ind 1.9% Residential 25.1% · -29- �0 0 VACANT SINGLE TWO • OR AGRICULTURAL FAMILY FAMILY OR MULTIPLE COMMERCIAL ~ INDUSTRIAL ® PUBLIC • RECREATION OR SEMI - PUBLIC lll.USTRATION 5 EXISTING LAND USE 1989 RAY TOWNSHIP MACOMB COUNTY , MICHIGAN RAY TOWNSHIP PLANNING Co,u,uNiTy -30- COMMISSION PluNiNG & MANAGEMENT, P. C. uTicA , Mick iGAN �• FLOOD HAZARDS AND FLOODPLAINS The Natural Resources Map (Illustration 6) indicates areas of alluvial soils (material which has been deposited by previous floods). This flood hazard area extends along all or part of the North Branch of the Clinton River, Coon Creek and the East Branch of Coon Creek and Tupper Brook. A total of 2,016 acres of Ray Township are found in the flood hazard area:(2) Clinton River North Branch Coon Creek Coon Creek East Branch Tupper Brook 1,216 436 213 151 Total 2,016 The report "Clinton River Recreational Potentials" indicates that the various floodplain areas within Ray Township are an important natural resource which should be preserved to the fullest extent possible. The floodplain area is an important natural resource for several reasons. Not only is it necessary for the prevention of flood damage to development within the Township, but it also serves as an important wildlife habitat with its unique types of vegetation providing food and cover to many types of animals. In addition, floodplain areas provide a valuable scenic resource and can be utilized for a wide range of recreational activities. It is noted that the actual floodplain limits have never been mapped by the Federal Government. A request to have them mapped should be undertaken so that flood hazard limits are known and residents would have the opportunity to purchase flood hazard insurance if they wished. (2) Source: Clinton River Recreational Potentials, H.C.M.A. Macomb County Drain Commission, Macomb County Planning Commission, 1967. -31- �~~--1rt:;------,----~~~-~~-- :-?-r~ '· 71 .,1. / 1I I I I ~- fl ~- ~1~-~ ~ v 1 RICHMOND TWP -------· ( - 1: f ·:~ ) \ ~ I I I -1ryI ---,.._. , .. i·-"'L l pJ•1••~{ ) -A-- ·~ /~ " 1-J I . r----- - ': t . -··: '\1', \ ~&'ffl'. ~~ ~-- I ' ;'ti; ' 1 l'"g , "' ...---·~~ ' I ;tt.· ~·t.,.-....-· J.~ , _ I - __, . ·- "' -~l ::f= ~--11~~----t-;~------ . - I • ;~.-<~l_;,..-- c.) '}) ✓ .... ""'~ 1:. .' lii'i;, :'l\\hJ,. ...Jl . I (Ii i, I 'I l l - - -;;.1..~, I J -~ , .____... 1' @ ORCHARD (D GRAVEL • FLOOD - HIGH - MAJOR DRAINAGEWAYS - ··- MINOR DRAINAGEWAYS PIT HAZARD AREA BANK - ELECTRIC TRANSMISSION .=;:' ; = = t = l1V1 1r ~ - , VII r ·a_,·• ¥: i L , i i , 1,, ]~ 1· ,,~~ , •· 26 .a : I 1 \ , ~: P, &~ / -~ I)'/ : -I .., •; •.. I /, ·- l NATURAL RESOURCES ~,. I • RAY TOWNSHIP IIIIA.COM8 J ,} COUNTY • IIIICHlo.t.N RAV TOWNSHIP PLANNING COMMISSION µ ~ z ~A 4 • ~ w 0 ........ j /'/ ~ H 11 I I! : .J. t' MACOMBTWP j -- LINES IUUBlRATlON I l' I\_ ~- 1:, -·~ A , SWAMP i I\ ~ !l«I @ · 1 1~ !< - tc: WOODLANDS ·-·· PIPELINES ~ '~ , ( I~ 11- ~-~'.:k---~I . /._ ______________ ~ ________: ______ ... ___ -~-:~ ..---j, '. · ,• ' ~i -, i ~- ,, " ~-----\ ' v -~ ' ' I •• i. r~-~-~;a~ !f · - f I I . N J:~ 0 ~~ <• . .. . i~ w • aESTERFlELD TWP. c ... ,u,11h1 l'lu11i"~ & M.-.. ac., ..,,., , P. C. vtka, • icliU..u. �.,. WETLANDS Wetlands serve a number of important environmental functions that need to be considered during a community-wide planning process. Among other functions, wetlands affect water quality by trapping and storing the nutrients from upland runoff in plant tissue and serving as a settling basin for silt generated from upland erosion. This natural filtering function, however, can be seriously damaged by poor land use practices. Since every wetland has a unique tolerance for filtering runoff from the uplands surrounding it, development in these adjacent areas can create more nutrient and sediment inflow than the wetland is able to absorb. Moreover, development in and around the fringe of the wetland itself can destroy its ecological health and, thus, its filtering ability. Sediments and nutrients from upland development can overload and damage the natural system, turning the wetland into a settling basin of polluted and unpleasant smelling water. While wetlands operate as natural nutrient filters, they can easily be overloaded and, thus, destroyed. Through increased storm water runoff and nutrients from fertilizers and urban development, this entire process is accelerated as much as one hundred times as fast as the natural process. Consequently, a wetland that may have served as an important nutrient filtering area for 1,000 years may only function that way for ten (10) years once it has been overloaded. Even more serious is the removal of wetlands. The removal of these natural features by dredging or filling will have an immediate impact on the water quality of streams and lakes below them in the watershed system. Preserved wetlands improve water quality, moderate floods, and stabilize water supplies, thereby providing for overall environmental health and stability. Development in and around wetlands are regulated by the Michigan Department of Natural Resources pursuant to the provisions of the Goemaere-Anderson Wetlands Protection Act. This legislation generally regulates the development of wetlands over five (5) acres in size, or which are contiguous to the Great Lakes or to a river, stream, pond or inland lake. Permits are required by this legislation for the following activities: 1) Depositing or placing fill material in a wetland; 2) dredging or removing soil from a wetland; 3) constructing, operating or maintaining any use or development in a wetland; and 4) draining surface water from a wetland. State law does provide procedures whereby these activities may be permitted in a wetland, depending on whether or not certain criteria are met. Numerous State-designated wetlands are located in Ray Township, as shown on Illustration 7. They are most commonly located along existing drainage courses, including the north branch of the Clinton River, Coon Creek, and Camp Brook Drain. Other wetlands coincide with the Township's wooded areas. Two predominant categories of wetlands are found in the Township. These include shrub/emergent/aquatic bed wetlands ano lowland hardwood wetlands. The former are found along drainage courses, with the latter found along both streams and in interior portions of the community. Identification of these wetlands is based on aerial photography interpretation. Actual on-site inspection of these areas may result in wetlands of substantially different sizes and configurations. -33- �.. .5 • I ..,~ ~,.,~ -~ ~& ✓{M ~ ~ 2 ////4\ ~ • I • I • I ~ i'4'~ ~) . , • ~ ~ • I • I • I 'I ~ I..~ _( ~,.,~ '•~ ~8 0 ~ ~ ~ ~ ~ ~ ~ ~ 14 ~ I • w-~ ~ ~, • 13 ~~ P"/. ~ ~-~q ~. . I .I ( . • Am ~ ¾ ♦ 38 ~ zq ~~ ~ - gw// ~m z • .II ~, ~h r• • tt. 31 - J~ ~ ,. 32 ~ ~ ~ 33,~ 7~ 1~ ~ ~ ·~ .34 ~ ~ T4N • Rl3E ILLUl'TRATION 7 WETLANDS MAP RAV IIIACOIIII LEGENO ~ CftN IMTEII • COUNTY • MICHIGAN RAY TOWNSHIP PLANNING l!!l.SZ.53) I SHIU. EMERGEHT, Ml!MTIC BED 161Z,621.622.62'3I ~ U M . N C I ~ 141+.all • TOWNSHIP LOIIL#C) CONIFER 14Z31 FOLLOWING LEGE/Cl C£SCRll'TION IICIICATE NINIERS RESOlJICE INVENTORY CUSSIFICAT!CIN CCtES -34- pm _ _ a::. COMMISSION �.. WOODLANDS Large wooded areas also serve significant environmental functions that need to be recognized and acknowledged. A wooded area can be of great value to a watershed area. The canopy of trees aid in breaking the force of precipitation, thereby decreasing erosion. Erosion is further inhibited by the fibrous root system of the understory plants, as well as the layer of leaf or needle litter. Woodlands can also reduce the volume of stormwater runoff. Clear-cut lands can produce excessive runoff unless trees are replaced by other vegetation with comparable water retaining capacity. With no soil and vegetation to moderate runoff from precipitation, flooding may result, in addition to a loss of precipitation ordinarily retained and recharged into groundwater reserves by the woodland. Woodlands improve air quality and afford protection from wind and erosion. Leaves and branches moderate the strength of winds and, when moistened with dew or rainwater, reduce suspended particles in the air, which are later washed off with rainwater. Plants also serve to moderate the effect of chemical pollutants in the air by absorbing some ozone, carbon dioxide, and sulfur dioxide. A dense stand of trees can significantly cut noise from adjacent factories or highways by six to eight decibels per 100 feet of forest. Moreover, the moderating effects of forests on temperature and wind can significantly cut the sound-carrying capacity of the atmosphere. The resilience of woodlands creates a microclimate around the tree stand itself. Woodland. qualities which moderate and buffer temperature, precipitation, runoff, wind and noise are features of this microclimate effect. The benefits of this microclimate effect to surrounding urban and suburban areas can be significant. An urban area devoid of vegetation is the exact opposite of the forest microclimate. It increases the ran·ge of temperature fluctuations much like the climatic extremes of a desert. The sun's energy striking streets and buildings is changed into heat, further increasing the temperature on a hot day; at night, the buildings lose heat and offer no protective cover from night chill or winter winds. Thus, if woodlands are interspersed among builtup areas, the effects of their microclimates can be felt in adjacent urban areas, moderating fluctuations in temperatures by keeping the surrounding air cooler in the summer and daytime and warmer in the winter and evening. The significance of woodlands is given added weight by the less quantifiable benefits that they provide to the public. Not only are woodlands important buffers, they also add aesthetic values and provide attractive sites for recreational activities such as hiking, camping, and other passive recreational pursuits. Continued stability of good real estate values is a secondary benefit offered by woodlands. Since people choose to live in and around woodlands, providing for woodland protection in the planning of development projects will rt1aintain favorable real estate values. -35- �Significant quantities of wooded land are evident throughout the Township. These wooded areas are distributed fairly evenly throughout the community and are confined primarily to interior section acreage away from the major road frontages. The characteristics of these woodlands likely vary from site-to-site. An examination of existing woodlots, however, should be conducted in conjunction with each development proposal brought before the Township. Incorporating woodlands as integral features of all future development will significantly enhance the quality of life for the Township. Many of the Township's existing woodlands also share previously described wetland characteristics. SOILS Soil characteristics are an important determinant of land use potential. Not only do soils influence the suitability of land for agricultural purposes, they also help determine whether or not a parcel is suitable for more intense forms of urban development including housing, roads, and utilities. The suitability of different soil classifications for the installation of on-site sewage disposal systems is particularly important for areas that are not served by municipal disposal systems. Ray Township is composed of six generalized soil associations, which vary somewhat in their ability to support various types of land use. Each association is described briefly below and shown in Illustration 8. Conover-Parkhill-Locke Association This soil association occupies the northern and western-most portions of Ray Township. Land within this association consists of nearly level to gently sloping, somewhat poorly drained, and poorly drained soils. This association is one of the best in the County for crops. The soils in it are medium to high in fertility and respond readily to management. Nearly all areas have been cleared and are cultivated. Excessive wetness is the main limitation. Excessive wetness and slow runoff are severe limitations to use of this association of residential and recreational areas. These limitations cause difficulty in laying out streets and utility lines and in constructing houses. Highways break up readily because of frost heaving and excessive wetness. ILLUSlRATION I GENERALIZED SOILS Z. .S , ' • CounT • PnklUll • Loch Ho~'l'Uh • SLu • NapplllLH • llouat Tohff • Pau141AI Coruaa.a • Luso1t 5. Oakville L•••..• ·• ,. I. -36- loyu . Splni• Coikoc tall • Cu"c.o • Shoah • s1o .. �.. • 1 Hoytville-Sims-Nappanee Blount Association This is the Township's other prominent soil association. It can generally be found in a band running diagonally across the Township from the southwest to the northeast. Poor drainage is among the most significant features of these soils. While these soils are well suited to farming, drainage remains a problem that needs to be overcome. Water collects in low areas during spring months and after heavy rains. The lack of suitable drainage outlets and the high clay content of the soils explain the drainage problem. These drainage problems also offer restrictions for residential development. Toledo-Paulding Association Soils comprising this association occupy a small portion of eastern Ray Township, lying generally between North Avenue and the Township's eastern boundary line. These soils have significant clay content and present drainage problems for both agricultural and residential development. These soils also have a water table that is near the surface and dry out slowly in the spring and after rainy periods. Lenawee-Corunna-Lamson Association A small portion of south-central Ray Township has soils included in this association. This association shares many of the drainage problems associated with the previously identified categories. Farming is a suitable land use provided that drainage problems can be overcome. Limitations also exist for residential development. Oakville-Boyer-Spinks Association This association is made up of well-drained, nearly level to hilly soils. These soils are largely confined to the northwest portion of the Township. The landscape is one of hilly areas, numerous narrow outwash plains and small wet depressions. Most of this association has severe limitations for use as cropland. Many areas are too steep or too sandy and generally are draughty in midsummer. The slopes, which are short and irregular, make contour farming and construction of terraces difficult. Slope is the main limitation to use of this association as residential and recreational areas. The limitation is slight in the nearly level and gently sloping areas. It is severe in the steeper areas, where it is difficult to lay out streets and utility lines and to construct houses. Boyer soils are a potential source of sand and gravel and of good foundation material for houses, streets, and highways. -37- �Cohoctah-Ceresco-Shoals-Sloan Association These soils occur mainly along existing drainage courses. In Ray Township, they are confined to land contiguous to the North Branch of the Clinton River. The excessive wetness associated with these soils and periodic flooding offer severe constraints to both farming and various urban development features. Agricultural Capabilities As noted in the soil analysis, most of the soils in Ray Township are well suited to some type of agricultural production. The only soils with severe limitations are those within the flood hazard areas. The soils with moderate limitations are those that are more sandy. Together, these soils represent less than 20 percent of the entire Township. Residential Capabilities As shown on the capabilities map, most of the Township has severe limitations for residential development with septic systems. The central to northwest area is the largest area with slight limitations for septic systems. For most of the Township, engineered septic systems must be constructed. PRIME AGRICULTURAL LAND One of Ray Township's most significant land use characteristics is the abundant quantity of existing farmland. Evidence of the suitability of land within the Township to support agriculture is verified by several sources. First is the fact that more than 20,000 acres of land in the Township are not developed. A substantial quantity of this land is being used for agricultural production. Soil data, as noted previously, is the principal source of information used by the U.S. Department of Agriculture Soil Conservation Service (SCS) to determine those areas of the Country that have the greatest potential for long-term agricultural production. The location of important farmlands in Macomb County were mapped in 1979 by Soil and Conservation Service. As a direct consequence of the County's rapid urbanization in the second half of this century, significant amounts of agricultural land have been converted to other uses. Construction activity since this map was prepared has even further reduced the amount of land available for agricultural purposes. In general, land identified by SCS as being well suited for farming is located throughout most of the Township. -38- �. . ► II ...a:3: :,: 30 MILE • ..................•...•..•...•..•...•••..•... .:•!•:!~•:•:•: ..................... ......... .................................. ......... ................... ' ♦•♦ ......... ......... ........... ·········· .·.·.·.·.·.·.·.·.·.·.· ······················ ~ ' •••❖:•:•:•:•::;:;::;:=::_:::;~;::;,~•:LL______.. ILLUSTIIATION I AGRICULTURAL CAPABILITIES D rW:7 ~ Slight Limitation Moderate Limitation Slight - Moderate Limitation - -39- Severe Limitation ♦ ♦ ♦ ♦ l �14 i "'02' 29 '4 1l.( I I I I -. ,~ ....., 1 .. ; ~ II I I I I I, ::: i YI ) of "1 J )~ l ~ ILLUSTRATION 10 RESIDENTIAL CAPABILITIES Slight Limitation For Septic Systems Moderate Limitation For Septic Systems -40- ~s t i· )I --l I: I I --+· �\ J I .ii,. 0 ~ I IUUBlRATION 11 IMPORTANT FARMLANDS RAY TOWNSHIP MACOMB COUNTY • MICHIGAN RAY TOWNSHIP PLANNING COMMISSION ~ . )4 B _:s:z:Mi. z A ~ "'w "' 3 0 TWP. IA Co••n11ti,1 Plu•iNG & P. C. &1riu.11id,i«.H MuAGfMUlt, �Based on soil data, large portions of Ray Township have been classified as prime farmland. For the most part, this land is located in the eastern and western portions of the Township. Much of this land is not contiguous and is separated by other land not considered to be suitable for farming. This pattern is unlike Armada Township to the north, where nearly the entire Township is blanketed by soils considered to be extremely well-suited for agricultural purposes. Another measure of the Township's agricultural base is the amount of land enrolled in the State of Michigan Farmland and Open Space Preservation program (P.A. 116). This legislation, signed into law in 1974, enables a property owner to enter into a development rights agreement with the State. The owner receives specific tax benefits in return for agreeing to maintain his land for either agricultural or open space purposes for a specified period of time. Approximately 1,000 acres of Township land are enrolled in this program. Property enrolled in this program is shown on the Agricultural Capabilities Map. CONCLUSIONS The Township's established land use pattern and those physical features occurring in Ray Township represent the context within which future development will occur. Collectively, these physical characteristics offer both opportunities and constraints that need to be considered when fashioning a strategy for the Township's long-term growth. The same physical features that attract residents to the Township also pose important constraints that need to be considered. Portions of the Township that contain environmentally sensitive features will not be able to support the same density of development that may be appropriate elsewhere. A balance, therefore, needs to be achieved between the need to preserve these sensitive natural areas and the desire of property owners to use their land for development purposes. Policies developed to address this concern will provide the basis for determining the direction of future growth for Ray Township. -42- �.. ECONOMIC CHARACTERISTICS INTRODUCTION Commercial and industrial needs vary substantially between communities. The growth and development of a community's economic base is influenced by a number of factors, including its regional location. Other factors influencing commercial and industrial development patterns include transportation systems, the availability of land, and the characteristics of a community's population. The purpose of this study is to analyze the economic characteristics of Ray Township and to identify its economic base. This study seeks to dimension Ray Township's commercial and industrial needs for the Mure, with benchmarks at the years 1990, 2000 and 2010. EXISTING COMMERCIAL DEVELOPMENT PATTERNS As revealed by the current land use survey, a small quantity of land is being used for commercial purposes in Ray Township. Most of this commercial development consists of convenience oriented uses located at major road intersections. No significant quantity of commercial is available within the boundaries of the Township. The demand for commercial uses in Ray Township should, however, consider the availability of existing commercial development in surrounding communities. More than one dozen major shopping complexes are located within a reasonable driving distance from Ray Township. The greatest concentration of centers is located along M-59 near the Schoenherr and Hayes Road intersections. Several planned shopping centers are also available along the Van Dyke corridor in Shelby and Washington Townships to the south and west, and along 23 Mile Road in Chesterfield Township to the east. The locations of these centers are shown in Illustration 12. ILLUSTJIATION 12 SHOPPING CENTER LOCATIONS -43- �.. The lack of commercial development in Ray Township can be explained by the following factors: 1) the lack of any substantial concentration of residential development; 2) the Township's location outside of any established commercial growth corridors (i.e., Van Dyke Road, Hall Road or Gratiot Avenue); and 3) the availability of numerous retail opportunities in nearby communities. The need for additional commercial development is evaluated in the following portion of this study, which considers the need for retail goods and services based on analysis of the community's trade area. MARKET ANALYSIS i • .s The market analysis for Ray Township mathematically defines the commercial needs for the area. It derives a statistically reliable commercial planning base from an examination of trade area statistics. Such an analysis, however, is not capable of forecasting actual retail sales. Rather, the market analysis can only predict future market performance on an "all things being equal" basis. The market analysis is capable of describing the potential spending available to a given shopping location on the basis of trade area demand. The willingness of consumers to actually purchase goods or services at a given location becomes a question of consumer motivation. Often, consumers are motivated to travel greater distances to a newer, planned shopping center than to an older, deteriorating commercial area or dispersed commercial establishments located closer to home. Equally important to consumer motivation are matters of access, traffic, parking availability and aesthetics. The statistical market analysis provides only a numerical answer to the question on what Ray's potential is in terms of Mure retail sales. The actual sales that the community can expect to realize are highly contingent upon the willingness of consumers to patronize commercial establishments in the area in light of alternative shopping centers available to them in nearby and surrounding communities. In the final analysis, Ray's ability to fully capture its economic potential becomes a question of whether ancillary programs involving items such as access, parking, circulation and beautification will be encouraged by the community in conjunction with commercial development proposals. RETAIL SALES POTENTIAL Several factors and assumptions need to be considered in determining anticipated retail demands for Township residents. Two of the most important determinants in preparing these estimates are income levels and the anticipated number of households residing within the trade area. Assumptions also need to be made regarding the amount of money spent on various categories of purchases. -44- �... Ray Township's estimated household income for 1988 was $36,645. Assuming that household disposable income is equal to 60 percent of total income, Ray Township's disposal household income for 1988 was $21,987. Subsequent retail projections are based on constant 1988 dollars. This is done to allow for a comparison of anticipated changes in retail demand over time. The estimated number of households for the projection periods of 1990, 2000 and 2010 are 1,050, 1,200 and 1,470, respectively. The next step in determining retail sales potential involved distributing Ray Township's estimated disposable income into various retail categories that can be related to commercial land use. Information on total retail sales in Macomb County was broken down by percentage for ten (10) retail categories and applied to Ray's disposable income. See Table 14. TABLE 14 ESTIMATED SPENDING BY RETAIL CATEGORY i Macomb County <1 > 1 Sales ($) (x 1000) Percent Sales ($) < > (per household) 367,238 5.7 1,253 ! Food 801,368 12.3 2,704 1,259,764 19.4 4,266 j Auto 1,860,898 28. 7 6,311 457,895 7.0 1,539 Retail Category Lumber/Hardware j General Merchandise ! Gasoline ! Apparel j Ray Township ! j j j i I ! j Furniture j Eating/Drinking 295,227 332,605 4.5 5.1 9 89 ·': 11121 590,345 9.1 2,001 j Drugs 299,363 4.6 1,011 j Other Retail l Total 231 ,382 3.6 6,496,085 100.0 . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . .. . .. . . . .. _ 1 ( ) . .. . . . . . . . .. . . .. . . . . . . . . . .... _ . .. . . . . . . . . .. .. .. .- 792 1 21 ,987 l . .. . .. . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . a. . . . , . . . . . . . . . . . . . . . . . Publisher and Editor Marketing Guide, 1990. The number of potential dollars spent in each retail category is then converted into square feet of retail space using dollar/ volume standards for each use. The amount of retail floor area is then factored to take into account needed land area for parking, service drives, loading and unloading space, landscaping, and required setbacks. The resulting figures for anticipated commercial acreage are included in Tables 15, 16 and 17. -45- �TABLE 15 RAY TOWNSHIP ESTIMATED RETAIL NEEDS - 1990 Disposable Household Income: $21,987 Number of Households: 1,050 ___ ..........·-······-····....·····-············--····-··--···............._._··-··..······-··-····-····-············..·········•·•·..-····-·-··-................................. . I Retail Group I % of Retail Salea Retail Salea from Study Area * Sale• per Sq. Fl ** .~ Sq. Ft. Supported by Study Area Equivalent 1 Commercial \ Acreage ! 1 CONVENIENCE: l Food I 19.4 $ 4,479 $ 278.48 16,083 2.2 j Drug i Lumber, Building, 4.6 1,062 175.40 6,055 0.8 1 Hardware 29 670 84.13 7,958 EatiDrink 4.6 1,062 140.42 7,563 ! 1.0 I j Other Retail 1.8 416 101.01 4,114 0.6 41,773 S.7 I I Subt- $ 7.689 " 1.1 I COMPARISON: I 12.3 $2,840 $ 133.24 21,312 3.9 Apparel 4.5 1,039 129.81 8,003 1.5 Furniture 5.1 1,1n 102.81 11,452 21 j Eat/Drink 4.5 1,039 136.70 7,600 j Other Retail 1.8 416 117.43 3,539 General Merchandise 1 I I Subtot• i GENERAL: j ! Lumber, Building, Hardware ! Auto ! i Gasoline Subtotala 1 TOTALS $ 6.511 l l ! ! I ! 0.6 l 1.4 51.906 9.5 I . 646 $ 114.42 5,650 28.7 6,626 117.60 56,342 ! 6.5 ! 7.0 1,616 121.27 13,326 1.5 8,888 75,3HJ 8.51 $ 23,088 168,997 28 $ 0.5 •,. ..... . , - • - • - - • - • • • -..•• .. ••••• .. •• .....•..••-••••••.. •-• .............•u•o•uou•M-•-•-H•..••• ..,...•-n•-,..•-•-..•••• ..••••• ........-••••••-•-••n•-•••• * 1,. ** In Thousands of Dollars -46- 23.7 l l -•u••-••-••n•uuun•••• In Dollars �.. TABLE 16 RAY TOWNSHIP ESTIMATED RETAIL NEEDS - 2000 Disposable Household Income: $21,987 Number of Households: 1,200 Ii I % of Retail Sain Retail Sain from Study Sales per * Sq. Ft. ** Sup::rt:; by Study Area Food 19.4 $ 5, 119 $ 278.48 18,380 2.5 j Drug 4.6 1,214 175.40 6,920 1.0 2.9 765 84.13 9,095 4.6 1,214 140.42 8,643 1.8 475 101.01 4,702 j 1.2 j 0.6 ! •,•,· = ! Retail Group I CONVENIENCE: ! Area Equivalent Commercial ! Acreage j Lumber, Building, j Hardware j Eat/Drink j Other Retail t .:•:. ·.•'.•, . . . : rsu&1ota1a, $ a;181 : .. _., 47,740 I COMPARISON: I General Merchandise j 1.3 ,· a~s 1 I " 12.3 $3,245 $ 133.24 24,357 j Apparel 4.5 1,187 129.81 9,146 1.7 ! j Furniture 5.1 1,346 102.81 13,088 2.4 j Eat/Drink 4.5 1,187 136.70 8,685 1.6 ! Other Retail 1.8 475 117.43 4,044 O. 7 j 59,320 10.9 j i ! I Subtotals, $ 7,440 4.51 I GENERA~ i Lumber, Building, Hardware j Auto ! Gasoline I Sllblotala i•........ TOTALS _ .. _ _ _..._ * 2.8 $ 739 $ 114.42 6,457 0.6 j 28. 7 7,572 117.60 64,391 7.4 ! 7.0 1,847 121.27 15,230 1.71 10.158 86,07& 9. $26,385 . 193,138 $ 71 27.21 .......- ..............•---••••UMH-·--••••-•..••------------.-.--•u••---•••-•-•••-••-••-••-•••--•-•••••..·-••·..•••••..•••-••• ** In Thousands of Dollars -47- In Dollars �.. TABLE 17 RAY TOWNSHIP ESTIMATED RETAIL NEEDS - 2010 Disposable Household Income: $21,987 Number of Households: 1,470 -·--····--···--··-······---··-·-··-·---···--·-·····---··. . .-.. . . ______. _. ___. . . . . .--~·~·~. ;~-··. .-.. . . . . . . . . . . . . . . ..! l % of RetaJI Retail Sain from Study Sale• per Supported by Study Equivalent Commercial Sain Are• • Sq. FL •• Area Acreage 19.4 $6,270 $ 278.48 22,516 3.1 4.6 1,487 175.40 8,476 1.2 I Hardware 2.9 937 84.13 11,141 1.5 Eat/Drink 4.6 1,487 140.42 10,588 1.5 , l Other Retail 1.8 582 101.01 5,760 0.8 58,481 8.1 ' !l RetaU Group i i:;:,,';, CONVENIENCE: '. Food ! Drug 1 Lumber, Building, i ! $10,763 Subtotata i COMPARISON: ! General Merchandise :,.! l l I . ! 12.3 $3,975 $ 133.24 29,837 5.5 4.5 1,454 129.81 11,204 2. 1 Furniture 5.1 1,648 102.81 16,033 2.9 ! Eat/Drink 4.5 1,454 136.70 10,640 2.0 '. 1.8 582 117.43 4,954 0.9 72,668 13.41.:,'i:_ l Apparel ! I Other Retail I s·9,113 Subtotals l 1 ! I ! ! l j GENERAL: Lumber, Building, Hardware Auto i Gasoline * $ 905 9,276 $ 114.42 117.60 7,909 78,878 0.7 ·': 9.1 7.0 2,262 121.27 18,656 2.1 105,443 11.9 $12,443 Subtotals L. TOT~ 2.8 28.7 l i ___'"...----·..··-·----··-·--- $: 3Z31~-------···--~·~-----·~·~.J ** In Thousands of Dollars -48- In Dollars �Based on this methodology. the Ray Township trade area generates a need for approximately 23. 7 acres of commercial land in 1990, which is more than the quantity that was observed in the existing land use inventory. Projecting this demand into the future, commercial needs are expected to reach 27.2 acres by the turn-of-the-century, and 33.4 acres by the year 2010. The need for this additional commercial acreage should be evaluated in relationship to the quantity and location of substantial concentrations of commercial uses in nearby communities. Based on this projected demand and the convenient availability of shopping centers in the region, it is unlikely that the Township could support any more than a small convenience commercial center in the future. The population projections offered in the previous chapter expect the Township's population to remain under 5,000 persons for the next two decades. Convenience shopping centers generally require a supporting population of between 5,000 and 10,000 persons. The Township's dispersed population distribution and lack of continuity of the road system at several locations offer additional constraints to the development of much additional commercial development in Ray Township. EMPLOYMENT CHARACTERISTICS To more fully understand the Township's future industrial needs, it is first necessary to examine the Township's relationship to the larger southeast Michigan regional economy. Southeast Michigan consists of more than 200 individual units of government. Economic activities within each of these communities collectively comprise the region's economic base. This larger regional economy transcends municipal boundaries and is the sum of many individual parts. Any realistic opportunities for future industrial development in Ray Township depends, in large part, on the Township's relation to major economic activity centers located elsewhere in the region. Economic Activity Centers The Southeast Michigan Council of Governments (SEMCOG) has identified 13 separate economic activity centers in the seven-County SEMCOG region. Each center reports total employment exceeding 20,000 workers. The location of these areas is shown in Illustration 13. Two of these centers are located in Macomb County and are described as follows. IL1.UBTRAT1ON 13 ECONOMIC ACTIVITY CENTERS -49- �MoundNan Dyke - The Mound/ Van Dyke Corridor is the region's most intensively developed industrial corridor. It extends from the City of Detroit's northern boundary in a northerly direction through the Cities of Warren, Center Line and Sterling Heights as far north as 19 Mile Road. This corridor is approximately one mile in width and ten miles in length. Eleven (11) manufacturing facilities containing at least 1,000 workers are located within this corridor. Most of these establishments are owned and operated by either General Motors, Ford or Chrysler. The 7,500,000-square foot General Motors Technical Center, located in the City of Warren, is the most prominent facility located within the corridor. Several industrial parks providing locations for smaller industrial support and service facilities are located in the northern portion of the corridor in Sterling Heights. The U.S. Census Bureau reports that 86,516 workers were employed at businesses within this corridor in 1980. Manufacturing jobs accounted for two-thirds of this total, which is more than double the regional percentage. Auto manufacturing is the corridor's most dominant economic activity. Groesbeck - The Groesbeck Corridor extends for approximately ten miles along Groesbeck Highway and the parallel Grand Trunk Western Railroad from Detroit on the south to Metropolitan Parkway on the north. This corridor has a variable width of between one and three miles. It crosses the communities of Warren, Roseville, Fraser and Clinton Township. Two manufacturing facilities with more than 1,000 workers are located within this corridor. Unlike the Van Dyke/Mound Corridor, smaller establishments are more common along this corridor. There is also a large amount of outdoor storage located within the corridor. Employment at businesses within this corridor exceeded 40,000 persons in 1980. Onehalf of all jobs are manufacturing related. Many of these establishments depend on business with one of the region's three major automobile companies. Industrial Development Potential Ray Township's location outside of these two corridors explains the Township's absence of any significant identifiable base. Approximately 45 acres of land are being used for industrial purposes, according to the existing land use survey. This industrial acreage consists largely of small establishments distributed somewhat randomly throughout the northwest portion of the Township. The Township's absence of any major industrial base is largely due to the lack of any major transportation corridors proximate to the community. Considering the Township's existing industrial development characteristics, it is not surprising to note that only 229 persons were employed at locations in the Township in 1980 when the last census was conducted. It is unlikely that this percentage would have changed significantly over the past decade. -50- �This leads to the fairly obvious conclusion that Ray Township -has not functioned, nor will likely function, as one of the County's leading employment centers. Ray 's principal roles have been that of an agricultural area and a bedroom community. While it may be desirable to provide employment opportunities within a community for local residents, from a practical standpoint, a substantial percentage of the Township's resident labor force will likely continue to commute to work locations outside of the local community. Ray Township may be able to support a broader industrial employment base than currently exists. The likelihood of this occurring rests largely on the policies of the community and whether or not appropriate locations and necessary infrastructure are available to support this type of use. It further depends on regional economic growth and extent to which Ray Township can expect to share in the growth. I • I • The Contribution of Agriculture - This traditional industrial needs analysis fails to take into account the contribution made by agriculture to a community's economic base. A substantial quantity of the Township's total land area is being used for the production of various crops. Those crops and the land upon which they are grown represent a source of considerable value. AgrictJltural production in Macomb County is largely confined to the northern-most tier of communities which include Ray Township. South of 26 Mile Road, large tracts of farm land have been converted from agriculture to urban uses. Once an acre of farm land is converted to another use, the physical character of the land is forever changed, effectively preventing its future use as farm land. The number of farms in Macomb County has declined over the years. For example, in 1978 the County had 838 farms. By 1987, this had declined to 667. The quantity of farm land has also declined from 91,222 acres in 1982 to 79,683 in 1987. In spite of those declines, the total value of agricultural products sold from Macomb County farms increased from $25.8 million in 1978 to 30.5 million in 1987. The value of agricultural products raised on individual farms also rose from $30,778 in 1978 to $45,683 in 1987. In Ray Township, agricultural land is responsible for approximately one-quarter of the Township's total tax base. Industrial Planning Concepts Industrial land uses have identifiable land use requirements and impacts that need to be considered in the context of the Township's comprehensive development plan. Successful industrial development opportunities depend on the suitability of designated sites to accommodate these frequently intense land uses. A variety of site characteristics affect the suitability of a particular parcel for industrial development. Most manufacturers will look at the following site characteristics in determining whether or not a specific parcel is suitable for industrial purposes: -51- �.. Size and Shape. The usual preference is for a site of regular shape and otherwise suitable from such standpoints as building layout, access to transportation, parking, and Mure expansion. Topography. Most industries require a level site with just enough slope to provide good drainage. In some cases, a sloping site may be preferred for specialized plants, such as those with shipping and receiving on two levels. Utilities. The utilities with which manufacturers are chiefly concerned include electric power, water, natural gas and sewerage. The principal difference in utility cost between sites is found in the cost of extending the lines to the plant site. Flooding. The possibility of flooding is always a major site consideration. Some firms are willing to incur the risk of occasional flooding in order to gain other site advantages. The customary policy, however, is to insist on a flood-free site. Drainage and Soil Conditions. It is important to avoid a site that is a natural low spot. Test borings by soil engineers should be made, as adequate drainage will have a significant bearing on foundation conditions and site development costs. Location Within the Community. One major factor of location is accessibility for employees, customers, and movement of goods and raw materials. The immediate surroundings in relation to other land uses are also important if the industry is to avoid possible community relation problems. Transportation Facilities. These are highly dependent on how the individual firm plans to ship its goods. Adequate sites must be available that provide good access to main highways and/or retail transportation facilities with the ability to extend rail sidings where needed. OCCUPATION AND EMPLOYMENT CHARACTERISTICS In 1980, Ray Township had an employed resident labor force of 1,147 workers. These workers are employed in a variety of different industries and have a wide range of different occupations. Information on both subjects are available through the U.S. Bureau of Census and are reflected in Tables 18 and 19. The first of these two tables offers a summary of the Township's resident labor force by industry category. Similar data for the County is also provided for comparison purposes. By and large, Ray Township's resident labor force reflects the composition of the County as a whole. For example, more than one-third of the County's labor force is employed in manufacturing industries, particularly those involved in the production of durable goods. Approximately 36 percent of the Township's labor force is employed in manufacturing-related industries. -52- �.. TABLE 18 INDUSTRY OF EMPLOYMENT RAY TOWNSHIP AND MACOMB COUNTY 1980 / Ray Township j Category / Agriculture, Forestry, Macomb County / " 54 4. 7 1,856 0.6 / / Construction 122 1o. 6 11,999 3.9 J / Manufacturing 417 36.3 106,800 35.0 / 17 1.5 7,446 2.4 .:,.! Public Utillties 15 1.3 7,565 2.5 j / Wholesale Trade 24 2. 1 12, 143 4. o / Retail Trade / Finance, Insurance and l 99 8.6 57,001 18.7 i / Real Estate l Business and Repair 30 / Fishing and Mining / Transportation Communications/ l I Ij No. j No. " ' 2.6 15,924 j 5.2 l Se,vices Personal, Entenainment 74 6.5 12,363 4.1 /,_ / and Recreation Services Professional and 19 1.7 8,695 2.8 ·:'·/ 249 21.7 51 ,264 27 2.4 12, 186 100.0 305,242 i / Related Services / Public Administration 1 Totals •••..•••••••..••-•••••••••u ••• .. ••-u••.. •••h•• - 1,147 · · •••••u•••••••U•ou,••· 16.8 j 4.O / 100.0 1 ••••••uu •••••••••••••••n ••••o••••••• u ••••••••••••••••u•••u ••••••H•••••••••• • Source: U.S. Bureau of the Census. Some differences between the Township and the County are noted in this comparison. The first difference is evident relative to the agricultural, forestry, fishing and mining category, which employs 4. 7 percent of the Township's labor force. For Macomb County as a whole, the figure is less than one (1) percent. Other differences are noted in the retail trade and construction categories. A smaller percentage of the Township's labor force, 8.6 percent, are employed in retail businesses, compared to the County-wide percentage of 18. 7. Construction-related businesses, on the other hand, proportionately employ a greater share of the Township's resident labor force, 10.6 percent, than is true for the County's 3.9 percent. -53- �The only other significant difference involves the professional and related services industry category. Approximately one-fifth (1/5) of Ray's resident labor force are employed in this category, compared to 16.8 percent for Macomb County. The occupational characteristics of the Township's labor force are shown in Table 19. A greater percentage of the Township's labor force are employed in farming occupations than is the case for the County. Extensive areas being used for agriculture in the Township explain this difference. The single greatest difference, however, is evident in the technical, sales and administrative support categories. On a County-wide basis, nearly one-third of the County's resident labor force are employed in these occupations. In Ray Township, only 22.8 percent report similar occupations. Another difference is noted in the last two categories: precision production, craft and repair and operators, fabricators and laborers. Approximately 45 percent of the Township's labor force are collectively employed in these two categories compared to 34 percent for Macomb County. ., TABLE 19 OCCUPATIONAL CHARACTERISTICS RAY TOWNSHIP ANO MACOMB COUNTY 1980 . . H...................................................................... ·•••··••O•o ...................................... _ •• ••••·•• ..··••••··•• ....• .. ·•· .. ·••o-o••HHHOOHU . . . . . . . . . . . . . . . . . . . . . . / Ray Township ! Category Macomb County / No. % No. % / / Managers/Professionals j Technicians, Sales & 197 17.2 61,053 20.0 J / Administrative Support 262 22.8 100,449 32.9 j / Service 120 10.5 38,521 51 4.4 1,698 0.6 / / Skilled Workers 257 22.4 14,503 15.6 / 1 Operatives, Laborers 260 22.7 56,018 18.4 / / Farming, Forestry & Fishing 12.6 l i._T!~ ....................-....- ..........................................!.:.~~-·····~·~:.~......................~~:~~~.......~.~. . ~ .. l Source: U.S. Bureau of the Census -54- �PLANNING POLICY COMMUNITY ATTITUDE SURVEY Successful planning for a community is much more effective when the basic living patterns and desires of the residents are known. This information includes the type of living, working, education and recreation demands the residents expect from the community. In addition, personal preferences and attitudes on future development, as expressed by the residents, must be understood. This essential information is most readily assessed by means of a Community Attitude Survey. To assure as much participation as possible and to avoid a biased report, questionnaires were mailed to every home or post office box in Ray Township. Approximately 1,060 questionnaires were distributed in November of 1989. The survey was designed as a pre-mailer, with the return address and stamp already provided. There were 500, or 48 percent, of all questionnaires returned. This high rate of return, taken by itself, provides an indication of the interest and concern the residents of Ray Township have for their community. In addition, in more than half of the questionnaires, respondents indicated their interest in the Township's Mure by including written comments and expressing personal preferences in addition to answering the questions. The 25 questions of the Community Attitude Survey provided a clear understanding of wants and desires of Ray Township residents. The following profile highlights the findings: Typical Ray Township Resident: • • • • • • • • Homeowner Head-of-household: 48 years old Three (3) persons in household Owns five (5) acres of land Resident of Township for the past 13 years Selected Ray Township because of the rural setting Very satisfied with living in the Township Remains a Ray Township resident because of the rural setting and safe environment. -55- �Wants and Desires for the Future: • Encourage single-family development: - 2.5-acre minimum lot size preferred some one (1) acre lots - some ten (10) acre or greater lots • Encourage the retention of farming • Encourage: - bike/hike trails - playgrounds - community recreation center • Encourage strong environmental protection • Limit or Discourage: - Commercial development - Industrial development - Public water and sewer GOALS ANO OBJECTIVES Goals and objectives formulated by the Township are the cornerstone of the planning process. They are the framework for public and private decision-making. Goals and objectives, in the context of planning, should be the guiding influence in determining public policy. They should be idealistic to the extent that they provide a desirable "state" to strive towards. However, in order to be reasonably capable of being achieved, the goals must be tempered by recognition of financial, social and political realities. Ray Township is a rural community of thirty-six miles which possesses the following attributes: • • • • • • • • • rural setting small town atmosphere farming large lot residential open space woodlands wetlands streams and rivers rural roads -56- �The Town Center includes the historic Ray Township Hall, a library, and an active recreation facility. The adjacent area to the south is being developed by HCMA as a regional park, with the historic Wolcott Mill, a youth camp and the Township Fire Hall. The social fabric of the community is woven through the Town Center, the quarterly newsletter and the small town atmosphere of neighbors and friends. Over the next two decades, urban pressures from the south, west and east are going to create tremendous demands upon Ray Township. In order to preserve and enhance the ecological and social environment that makes the Township such a desirable community, the Township has chosen to adopt the following goals and policies to maintain its standard of living. Goal: Preservation of Community Character As clearly stated in the community attitude survey conducted during 1989, residents live in Ray Township because of the rural character, small town atmosphere, the open space, agriculture and farming, the woodlands, rivers, streams and wetlands. In order to maintain that community character, Ray Township shall: • Adopt these goals as the development policies of the Township. • Develop and adopt a Master Land Use Plan based on these adopted policies. • Develop design standards and review criteria to guide all public and private development. • Review all future land use developments, whether public or private, to assure that they meet the Township's goals and the design standards. • Promote the public interest of Ray Township as a whole, rather than the interests of individuals or special interest groups within the community. • Separate incompatible or adverse land uses by distance, natural resources, or by man-made greenbelts and buffers which adequately screen or mitigate the adverse impacts. -57- �Goal: Preservation of Agricultural Land and Open Space Goal: I • Agriculture and farming shall be a dominant feature of the Township, and its preservation is a primary goal. • To preserve or conserve agricultural lands, it may be necessary to purchase development rights, establish conservation easements, provide tax incentives, or secure similar legal tools that maintain the lands for agricultural use only. • The gas storage fields are considered as an agriculture and open space resource to be protected and enhanced. Preservation of the Environment • The natural environment shall be protected and preserved. This includes open space, woodlands, wetlands, rivers, streams and floodplains. • In all development, the natural environment shall have dominance and the man-made activities shall function as a coordinated and functional part of that environment. • The natural amenities of the Township, the topography, drainage, rivers, floodplains, soils and woodlands, have a natural and scenic beauty which must be preserved for the public's enjoyment and benefit. Such areas shall be preserved under both public and private ownership. • Goal: Provide for Quality Residential Development • Residential development shall include major areas of open space in a suburban or rural setting. • Encourage residential development which respects and preserves the low density character of the Township and preserves the natural environment. • Insist upon quality housing development, regardless of price range. • Recognize the relationship of demographic and ecological characteristics to various housing types and ownership. -58- �Goal: • Encourage open space and recreation within higher density residential areas so that it will relate functionally to the needs of the residents. • Encourage innovative residential development practices. Control and Management of Growth. Ray Township shall use the principles of the Master Land Use Plan to guide the type, rate, location, timing and the quality and character of development for the purpose of achieving its goals. The Township shall guide and coordinate growth, rather than merely react to it. Goal: • The Township's growth management program shall be based on those activities over which the Township has considerable control: public land and facilities and services provided by public agencies. • Careful planning to avoid development of key natural resources and environmentally sensitive areas will help define future development options. • The Township shall limit commercial and industrial development in keeping with the character and needs of the Township. • Discourage sprawling and scattered development which consumes extensive land areas, creates higher community costs, generates traffic problems, and increases land speculation. • The Zoning Ordinance, Subdivision Regulations, and Capital Improvement Program shall be refined or written to accomplish the Township's goals. Provide for Necessary Municipal Services and Recreation within the Scope of the Plan. • Public utilities, such as water, sewer or storm drainage, shall not be extended into the Township. • Village or cluster development may have package sewerage plants or central water or storm drainage, provided they are constructed to meet the demands of that development and further the goals of the Master Land Use Plan. -59- �• Regional and Township-wide·recreation facilities shall be provided to meet the active recreation needs. The individual residential developments shall provide for the open space, environmental and passive recreation needs. • The goals and policies embodied in the 1985 Ray Metro Park Plan (from 29 to 31 Mile Roads) fit into the overall development concept for the Township. • Utilize natural features (topography, floodplains, and etc.) for recreation. • Development plans shall not be approved by the Planning Commission unless the roads which provide access to the development have the necessary capacity to handle the projected traffic volume. -60- �.. THOROUGHFARE PLAN INTRODUCTION The automobile has had a dramatic impact on land use development and human settlement patterns. Improved transportation facilities are, in large part, responsible for changes in our urban landscape from a more physically compact to a dispersed development pattern. Direct evidence of this change is apparent throughout southeast Michigan. Household growth in Wayne, Oakland and Macomb County over the past 40 years would not have been possible without the automobile and the extensive network of roads serving the region. Recognizing the direct functional relationship that exists between land use patterns and the movement of goods and people, there is an obvious need to coordinate land use planning activities with plans to upgrade and expand the capacities of the local and regional thoroughfare system. Preparation of a Thoroughfare Plan has several practical applications that have important consequences for the community's ultimate development pattern. Through the identification of fu·t ure right-of-way locations and standards, a community establishes the system of streets and roads that will provide access for future development. Furthermore, the cost of acquiring future road right-of-way can be significantly reduced if the necessary reservation is done well in advance of future road construction. Establishing right-of-way locations and standards through the Master Plan process provides the community with some authority to request right-of-way reservations through the land development process. Designating right-of-way widths also helps a community establish consistent setback requirements, which is accomplished through the administration of a Zoning Ordinance. This minimizes the potential of having to acquire homes or businesses when road widening becomes necessary. The Thoroughfare Plan provides the community with an opportunity to coordinate local transportation planning activities with those occurring on a regional or State-wide basis. Roads are the physical improvements that link communities together. Coordinating the planning associated with the regional transportation system offers some opportunities to consider mutually compatible land use policies relating to these needs. Finally, roads make a significant contribution to the community's image and identity. Streets offer an opportunity for urban design improvements in the way of landscaping and monuments. Too often, this opportunity is neglected with streets becoming cluttered with excessive signage and overhead utilities. -61- �" Three topics are considered in this report. The first of these is an identification of thoroughfare planning concepts. Broadly accepted concepts are offered as a way of providing a common basis of understanding or vocabulary. The next section describes the characteristics of Ray Township's local road system. This includes a calculation of linear road miles by road classification, traffic volumes along major roads, accident locations, an identification of major traffic generators, among other factors. The report concludes with a description of the Thoroughfare Plan and how the Plan relates to Ray Township's Land Use Plan. Major proposals and recommendations for the future are.also offered. .- Orderly development and a desirable environment can only be achieved if full consideration is given to the relationship between the type and intensity of land uses and the need for proper access and the resulting traffic generation movements. Improved planning of the thoroughfare system will likely result in a better urban development pattern and, consequently, a much improved environment and efficient use of land. CONCEPTS AND STANDARDS Transportation Planning Concepts Roads are grouped into a number of different classifications necessary for administrative, design and planning purposes. Most classification systems make a distinction based on the intended purpose of the road and the geographic areas it is intended to serve. Common road classifications include freeways, arterials, collectors and local roads. Each classification carries with it suggested minimum design standards. The benefit of a classification system extends beyond providing a common understanding or transportation planning vocabulary. Such a system establishes a functional system, permitting a community to relate categories of streets to various categories of land use activities that they are best suited to serve. Classification systems should reflect the specific category and intensity of land use that they are designed to serve. In applying a classification system, the through-traffic movements and the access requirements of abutting property should be considered. A commonly accepted classification system prepared by the National Committee on Urban Transportation is on the following pages and shown in Illustration 14. -62- �Expressway - This class is devoted entirely to traffic movement with little or no land service function. Thus, it . is characterized by at least some degree of access control. Except in rare instances, this classification should be reserved for multi-lane, divided roads with few, if any, intersections at grade. Expressways serve large volumes of light speed traffic and are primarily intended to serve long trips. .•.• . .::• "= C 0 ' , .,u• Arterial - This class of streets brings traffic to and from the expressway and serves those major movements of traffic within or through the urban area that are not served by expressways. Arterials interconnect the principal traffic generators within the community, as well as important rural routes. Arterials handle trips between different areas of the community and should form a reasonably integrated system. The length of the typical trip on the system should exceed one mile. ;; ;; i' 2 Second1ry Thoroughfare ILLUSTRATION 14 ROAD CLASSIFICATION SYSTEM Collector - This class of streets serves internal traffic movements within an area of the community, such as a subdivision, and connects this area with the arterial system. Collectors do not handle long through trips and are not, of necessity, continuous for any great length. In gridiron street patterns, however, a street of several miles in length may serve as a collector rather than an arterial if the predominant use is to reach the next junction with an arterial and there turn off. Local - The sole function of local streets is to provide access to adjacent land. These streets make up a large percentage of the total street mileage of the Township, but carry a small proportion of the vehicle miles of travel. In and around the central business district (CBD), local streets may carry traffic volumes measured in thousands, but this is the exception. Local residential streets, in most cases, carry daily volumes of 1,000 or less. -63- �Standards The configuration of the highway system throughout much of the nation, including southeast Michigan and Ray Township, is, in large part, a product of the Northwest Ordinance of 1787. This noteworthy legislation continues to exert a broad and lasting impact on land use and transportation patterns. The Northwest Ordinance of 1787 divided the Country into one-mile square grids, which serve as the paths for an extensive network of major thoroughfares. The alignment of collector roads generally follows quarter section lines. The pattern of roads in Ray Township does not fully conform to the square mile grid pattern. The location of several water courses which flow through Ray Township has resulted in a different road configuration. This pattern is further impacted by the closure of several bridges along section line roads which interrupts the flow of traffic through the Township. Road standards, including rights-of-way and pavement widths and specifications, were developed by the Inter-County Highway Commission and remain in use today by the Macomb County Road Commission. Cross-section standards and right-of-way designations recommended for various categories of road are specified in Table 20 and Illustration 15. TABLE 20 SUMMARY OF ROADWAY PLANNING STANDARDS* •u•ow--.-u••• ......... . ... _. . .... . .......... • ••••••••••• ••u •o••H uo .......... •••• • -•-••uu ..,.u ouoo u .... •••••• •••• •• .... • ••••••••••••U•H• ••••••••u oauouu••••• ••••••••• •••Hu • Standards For: j Element Major Thoroughfares Secondary Thoroughfares Collector Local 1 Right-of-Way 150 feet 120 feet 120 feet 86 feet 60 feet 1 Pavement Width 84 feet 63-84 feet (24 feet) 59 feet (24 feet) 36-50 feet 28 feet 7 4 or more Urban - 4 Rural - 2 2-4 2 ! (initial stage) l Number of j Lanes ~.-~!!!....-...·········-··~··~·(!!.....................~.(.~..~!!.~.... .............................· 1...spacing............................................. _.......... * Adapted from Macomb County Road Commission, Macomb County, Michigan -64- �[ I lw I I 28' 36' 50' 86' I 60' LOCAL 11 7 SUBDIVISION WI I COLLECTOR I • ··- -W l I ~ r l 59' 120 ' I I ~ SECONDARY THOROUGHFARE -W 1 - - - - - - Medium-ACT 6 3 ' * - - - - - . - . t - - - - - - - - - Hl9h- AOT 84 ' --'-*----------! 1 --- - - - - - - - - - - 120' - - - - - - - - - -* AOT- Av1,a;t Da ll y T r aff i c . MAJOR - - THOROUGHFARE 1 - - - - - - - - - - - - - - - 120 ' ----------------l In i tia l Sta9e MAJOR l THOROUGHFARE ILLUBTRATION 11 CROSS SECTION STANDARDS -65- �EXISTING CONDITIONS Street Inventory Ray Township contains approximately 72.4 linear road miles, as measured from the current Township base map. This mileage is allocated among the various road classification categories reflected below: TABLE 21 ROAD MILEAGE I .r - Road Clasalflcatlon ! County Primary l Unear MIieage j 25. 7 i 6.6 j j County Local (paved) j County Local (graveQ 37.7 l Subdivision and Other l 2.4 j . 72.4 j r....•Total, .._. _, - ··••.W•-··········· ........ _ ....- ......... -_.......................... County roads in Ray Township are divided into two principal classifications: primary and local. Paved primary roads located in the Township include Romeo Plank Road, North Avenue, 26 Mile Road, 29 Mile Road, New Haven Road, and 32 Mile Road. Paved local roads include 27 Mile Road from the Township line east to Teller Road, Wolcott Road between 29 and 32 Mile Roads, and Indian Trail from Wolcott to 29 Mile Road. The remaining roads consist of local gravel-surfaced roads. Traffic Volumes The heaviest traffic volumes in Ray Township are along those designated County primary roads identified earlier. The highest volumes are observed along Romeo Plank, where average daily traffic volumes range between 8,500 and 9, 100 vehicles. These volumes have decreased substantially with the completion of the M-53 bypass to 32 Mile Road. North Avenue, which is the Township's other principal north-south route, averaged daily traffic volumes exceeding 6,000 vehicles during the late 1980's. The two busiest east-west routes through the Township are 26 and 32 Mile Roads. Volumes along 26 Mile Road range between 7,400 and 7,700 vehicles per day. A two-mile segment of 32 Mile Road, between Powell and Wolcott Roads, averages 7,313 vehicles per day. Volumes on the remaining portion of the road are under 5,000 vehicles. Between 2,200 and 2,700 vehicles travel along 29 Mile Road on a daily basis. Traffic volumes on the remaining Township roads are light, as reflected in Illustration 16. -66- �I I .j . ' -r-~h f ~----- C::,-, 1 I I I I I I I 1 I 4ea IL JL'_JJ , \ II 117 ,o 9 7 ~ -~~~ l7 ~ ··--r-1-~✓, .. ~ .., 1k' 2701 " 20 11a :- ~. 0 w " 0 or . --- ' i '1a41 ... .,, '" 1311 E ,~ Ill ~-, ...a:< 0 z I... '~ 10 I~ 1-J M IL( kl~:! - ":' "'» ~ · ';_ ~ ~I~ j\ ; " l a•• " I B II=-.. o >; ... 0 TRAFFIC VOLUMES . TOWNSHIP IIACOIH ► a: COUNTJ , MICHIGAN RAY TOWNSHIP PLANNING COMMISSION 27 MILE . 35 z <> ~....d!L A " a: 0 "'0 Ill a: 7771 TWP. ILLUSTRATION 11 RAY :, MACOMB I 26 a: If 0 F 34 CLOSURES oE l: 7421 28 MILE J [ 110 1• z 32 \ I!\' ) ~ •~ 1"\1 29 BRIDGE 12 22 2, • HB"o_ ... J ... 19 r~ 29 000 TRAFFIC VOLUMES :" 1101 ".,,~ !"' 1,- \\ II/ iii• II I ~ 40,. ~! ~ -14 I~ . I.., ) ':,.~ MI L[ 4 15 -\....-"= ....... I 31 L - ~~ ~I 11 ...... Mil f \✓---- ,a, 101 II I 32 ' Ill I 1- 4842 V j 0) I I..''::. I I I I ~ ___ -,Jl~.:1!'~~.-_L'!!' ~ jl ~- - - F-£ 7 31 3 3 Jc!_~IL_!_ ~ Co••u111h1 Plu1ti11ct & M••ltCt•••u , P. C . nic•.•i,ltifiu �Accident Locations As traffic volumes increase, so do the difficulties of accommodating traffic. The number of accidents generally rises in proportion to the volume of traffic. The major exception is freeways, which have considerably fewer accidents than may be expected from their volumes due to their superior design standards. A total of 180 accidents occurred on Ray Township Roads in 1990, according to data available from the Macomb County Road Commission. The greatest frequency of accidents occurs along the most heavily travelled County primary roads in Ray Township, particularly Romeo Plank and North Avenue, between 28 and 30 Mile Roads. Another small cluster of accidents are concentrated along 29 Mile Road, between Wolcott Road and North Avenue. Bridge Closures Because of the extensive water course system that crosses the Township, bridges are necessary to facilitate the crossing of these rivers and drainage channels. Seven of these bridges are closed (see Illustration 16). These closures have a major impact on the flow of traffic through the Township, particularly in an east-west direction. This lack of continuity influences the pattern of development in the community. Freeway Availability The ability of a community to support various categories of business and industry is directly related to the availability of freeway access, or access to designated State traffic routes. No State highways or freeways cross Ray Township. The closest State route is M-53, located less than two miles from Ray Township's western boundary. M-53 connects metropolitan Detroit with those communities located in the 11thumb-area11 of Michigan. Traffic volumes along M-53 exceed 20,000 vehicles per day in Washington Township and 11,000 vehicles per day in Bruce Township. The M-53 Freeway bypass of Romeo Village to 34 Mile Road in Bruce Township was recently completed and open for traffic. Traffic Generation Land use patterns have a significant and measurable impact on traffic volumes. Several national studies offer estimates of the number of trips generated by various land use categories. These estimates are useful in accessing the impact of various land uses on a site-specific basis and for the community as a whole. Included in Table 22 is a list of traffic generation rates for specific types of land uses. The frequency of these trips is directly related to the availability of employment and retail opportunities in the community. A final category of vehicle trip includes through-traffic, where neither the origin or destination point is located in the community. This type. of trip is likely where an interstate freeway or State trunkline crosses the community. -68- �l ---~--.=,ihRAf~~--T~~ 3 2 ~ [ . . . . -- ~ ._,_,, Se ~ ; • -~ "_,, '-.;~ / 1I ')"'1:-CL "(',. ~ I I =i,=-=--- ____ 31 M IL[ • 2 - 4 • 5+ 6 FATILITY 1 I ,o 9 II 12 f I II I• " ""' i=. T7 1~~:.. . (I I 3:I ~ :=~l-=-1=41F=== =4 1,., V 19 21 :, 1111 C .,l; DAMAGE 3 4 18 0 FATILITIES 3 ILLUSTRATION 17 e>Dl RAY 26 29 28 ~~-S\""...4 r PERSONAL TRAFFIC ACCl>ENTS I '" I4 6 0 C:i '"~ DAMAGE TOTAL . \ i~ J [ ~I ~1 ~I ii PROPERTY IUCOM8 TOWNSHIP COUNTY , MICHIGAN RAY TOWNSHIP PLANNING COMMISSION -, i I I I I )2 )I B I • /• ~ za= . ~I • ul M"'Z"ft ~,.,~•+ ' ~----... -z ~?-1~· -~ H I il l 2 7 Mil E 4 •. ~ » 26 A a: 0 "' ~ ~ "''4c IA Co•• 11 111 i,, Pl•••i•1t & Mu 4Gt•n• , P. C. u1iu,,dc: ltii.u �TABLE 22 TRIP END GENERATION RATES BY LAND USE ... .. . . . . . . . . . . ... . . . H•·••·••·•••U ■ HH ■ HU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .■ H ■■- ■--• ■ H ■ U ■■■■ H•♦HUO.O ■■- ■- ■ ............................................................................................... j Weekday Trip End Generation Rates I Type of Land Use Type of Development i Resldentlal Subdivision 9.5 TE per Occupied Dwelling Unit Apartment 5.7 • .ii . :,_!. lnatHutlon I. Range ! 6.4 - 12. 7 l per Occupied Dwelling Unit 3.1 - 7.9 1 Mobile Home Park 5.4 TE per Occupied Dwelling Unit 2.8 - 6.8 . High School Elementary School 1.3 TE per Student 1.0 TE per Student 1. 1 - 2.1 0.7 - 1.2 '•:; Average TE * i ' / .il Government Office Building 44 TE per 1,000 Sq. Ft. Floor Area 25 - 139 i Church 44 TE per Employee (Sunday) 30 - 191 ll 1 Commercial Shopping Center (regionaQ 315 TE per Net Acre 149 - 671 : ; l Shopping Center (neighborhood) 949 TE per Net Acre I Commercial Store (freestanding) 47 TE per 1,000 Sq. Ft. Floor Area i : :' \ ! i : 800 - 1,064 35 - 330 : j : .j 15 TE per 1,000 Sq. Ft. Floor Area i; ;l Medical Office 41 TE per Doctor Motel 10.1 TE per Occupied Unit .1 Restaurant (sit-down) 14 TE per Employee 9 - 22 Restaurant (fast-food) 75 TE per Employee 62 - 89 Bank, Savings & Loan 43· TE per Employee 31 - 76 .i Service Station 57 TE per Employee 41 - 79 li Industrial Various Types of Industry 79 TE per Net Acre 9 - 350 1; Industrial Park 64 TE per Gross Acre 52 - 140 1 Warehouse 81 TE per Net Acre 28 - 256 Mass Production 93 TE per Net Acre 38 - 191 Administration 60 TE per Net Acre 28 - 229 .i 8.8 - 23.6 ./ Commercial Office Building 31 - 53 4. 7 - 14.6 : . j : i .i .i i ' .j i :' j :' \ ' ' ' j i; l; i . i ' 1 ' j j Specialty Production 39 TE per Net Acre 9 - 159 j !...................................................... Truck Terminals 56 TE per Net Acre 43 - 128 j .................................................................................................................... -...................................................................................................... . Research and Development 31 TE per Net Acre _. Source: California Department of Transportation, July 1976. -70- 20 - 127 �Since Ray Township has no obvious concentration of commercial or industrial uses that could generate significant volumes of traffic, the traffic volumes identified earlier can be attributed to those households located in the Township and vehicles crossing through the Township en route to other destinations. The higher volumes along North Avenue and Romeo Plank Road suggest that these two roads may be serving as routes to locations to both the north and south. Volumes along Romeo Plank, however, have already declined due to the completion of the M-53 Freeway extension. All land uses have a corresponding impact on traffic volumes. Because of this, there is a need to carefully consider the relationship between land use and transportation planning. The importance of this relationship is magnified in Ray Township because of the numerous breaks that exist in the existing transportation system. THOROUGHFARE PLAN The Thoroughfare Plan is designed to provide adequate roads to serve the Mure land use pattern envisioned by the land use plan. It is also intended to fit into the context of the County and State planned road network. The existing Township road system described earlier provides the basic network of roads planned to serve the Township in the future. Romeo Plank, New Haven Road, North Avenue, and 26, 29 and 32 Mile Roads, will continue to be the principal transportation routes serving the Township. These roads are all designated as major roads on the Master Plan Illustration. All of these roads have a planned right-of-way width of 120 feet, with the exception of 26 Mile Road which has 204 feet of proposed right-of-way. The Township's remaining roads are designated as secondary roads. Their principal role is to provide a connection to the major road network. In the planned rural development setting of Ray township, it may not be necessary to provide 120 feet of right-of-way for these roads, which functionally serve as collector roads. A right-of-way of 86 feet may be sufficient for these roads. The recommended right-of-way standard for local subdivision roads is 60 feet. There remains, however, a need to maintain some flexibility with respect to local residential street standards. For example, in open space subdivisions, where the intent of development is to preserve open space and retain a sense of rural character, the 60-foot suburban right-of-way standard may not be appropriate. In these instances, a lesser standard may be more reasonable, provided, however, that adequate access is provided for anticipated traffic, as well as emergency vehicles. Specific standards for these open space developments will be developed as part of the regulations for that type of development. -71- �LAND USE PLAN INTRODUCTION The Land Use Plan, or the Master Plan, for a community is essentially a policy guide for public and private land development decisions. These growth policies have been established by the Ray Township Board and the Planning Commission after several years of study, research and public input. The basic studies of Regional Analysis, Population Analysis, Physical Features and Economic characteristics present the research and framework. The Community Attitude Survey provided the basic public input; and the Goals and Objectives provided the policy framework from which the Master Plan evolved. The use of land is both a resource and a market commodity which derives its function from economic and social forces operating nationally, regionally and within the Township. Individual land uses and the arrangement of these uses influence the way we live and the degree of satisfaction with our physical surroundings. The Master Plan offers the opportunity to provide some rational sense of order to our developing environment and, thereby, enhances the overall quality of the human experience. The Master Plan for Ray Township describes, in a generalized manner, the most appropriate areas for agricultural, residential, commercial and industrial land uses within the community. In addition, society's development plans have been integrated into a plan and management program which recognizes and preserves the natural environment. This physical distribution of future land use is directly correlated for results from the Township's stated goals and objectives for the future. The Master Plan is intended to be comprehensive, general, flexible and realistic. It offers a framework within which realistic and practical decisions can be made regarding future land development. CONCEPT FOR DEVELOPMENT As clearly stated in the results of the Community Attitude Survey conducted during 1989, residents choose to live and remain in Ray Township because of the rural character, the small-town atmosphere, the open space, agriculture and farming, the woodlands, rivers, streams, and a safe environment. The social fabric of the community is woven through open Township government, the volunteer fire department, and the quarterly newsletter. The Town Center includes the historic Ray Township Hall, the library, and an active recreation facility. The regional Huron Clinton Metropolitan Park, which encompasses the Town Center, is developing as a historical mill site, a historical village, a passive recreation center, and an agricultural education and demonstration farming complex. -72- �'' Development pressures within southeast Michigan have emanated from Detroit into southern Macomb County and along the M-53 Corridor and the shoreline. Ray Township, which is a community of 36 square miles, is straddled, but not directly impacted, by either of these growth corridors. There are no public water or sewer facilities available within the Township limits, and the heavy clay soils, which are good for farming, do not provide for good septic systems. In some parts of the community, well water is either difficult to obtain or has high mineral or salt content. As a result, home development has taken place on rather large lots. The median-size residential lot is presently five (5) acres of land. Natural Resources The greatest influences on past and future development are the natural resources and the environment. Rivers and streams dominate the landscape. The North Branch of the Clinton River is one of the most scenic rivers in southeast Michigan. The North Branch, along with the Coon Creek and Tupper Brook, encompass over 2,000 acres of flood hazard area in Ray Township. The preservation of these flood hazard areas and the adjacent wetlands are a major element in the Land Use Plan. Much of the flood hazard area is in public ownership as part of HCMA or State Park lands. There are also two golf courses which help preserve this resource. The northeast portion of the Township has nearly two square miles that are underground gas storage fields. The natural gas is stored in porous rock formations, a thousand feet underground. Natural gas is shipped to these storage areas, stored under pressure, and used during peak periods. The lands which are owned by Consumers Power Company are leased to farmers for agricultural production. This two-mile storage reserve is expanded into the adjacent Townships of Armada, Richmond and Lenox. This resource, together with the fact that the soils are good for farming, assure that this area could remain a major agricultural area for many decades. As noted in the Physical Features section of the Plan, most of the soils within Ray Township are well suited to farming use. Excessive wetness is the main limitation, and most farm areas have been artificially drained to overcome this problem. Large sections of the Township, primarily in the east and west, have been designated as prime agricultural lands by the Soil Conservation Service. As indicated in the 1987 Census of Agriculture, 71 percent of all farmers operate as part-timers. In Ray Township, they own much of their own land, but also rent additional lands. Nationwide, the typical farm averages 212 acres, while 43 percent are less than 50 acres in size. Over the past decade, the number of small farms less than 50 acres in size has increased by more than 20 percent. It is also noted that there are major woodlots and wetlands which are located in the center portions of the sections. As shown on the Natural Resource Map, they are a major part of the environment, which should be preserved. -73- �Man-Made Influences on Resources Huron Clinton Metropolitan Authority (HCMA), over the past two decades, has purchased major land acreages along the North Branch of the Clinton River. Approximately 2,000 acres of land straddling the river have been acquired. Land purchased between 26 and 29 Mile Roads is being leased for farming or is left vacant. Lands between 29 and 31 Mile Road will be developed as part of the historic village or the agricultural complex over the next 20 years. Wetzel State Park occupies a small portion of the southeast corner of Ray Township. Most of the 900-acre park will be located in Lenox Township. The park, nevertheless, protects a large portion of the East Branch of the Coon Creek. In addition to the two golf courses which are also located along the North Branch of the Coon Creek, the Township has two privately owned and operated airports. New HavenMacomb Airport is located on 90 acres of land in the southeast corner of the Township. Romeo Airport, with over 260 acres of land, has three runways and is located in the far northwest corner of the Township. There are also several overhead electrical or underground pipelines which traverse Ray Township. These utility corridors are shown on the Natural Resource Map. These corridors can affect growth patterns and should be evaluated as part of all urban · developments. Summary The growth of Ray Township will be strongly influenced by major natural resources and by man-made developments. The resources which have shaped and molded the past development of the Township include: - Rivers, creeks and streams Flood hazard areas Wetlands and Woodlots Agricultural soils and farming Gas storage fields Utility corridors HCMA recreation lands Wetzel State Park Two golf courses. Based on the Community Attitude Survey and the Goals and Objectives, the Township has elected to use these resources and facilities as the foundation for the Plan. Rural character, safe environment and natural resources have been, and will continue to be, the main elements of natural and human environment. The concept for development in Ray Township is one in which man and man-made development harmonizes and respects the more important natural environment. -74- �In Ray Township, the traditional Master Plan and the traditional Zoning Ordinance will not provide or meet the goals desired for the Township. Innovative tools and growth management will be investigated. Growth management refers to the systematic attempt by a community to guide the type, rate, location, timing and, often, the quality and character of land for the purpose of achieving carefully considered public objectives. Communities engaged in growth management try to guide and coordinate growth, rather than merely react to it. Ray Township's growth management program needs to be based on those activities over which it has considerable control: publicly-owned land and facilities and publicly-provided services. Careful planning to avoid development of key natural resources and environmentally sensitive areas will help define the Mure development options. Likewise, ensuring that the Plan is substantively rooted in clear local goals, objectives and policies for which there is broad public support will help ensure successful implementation. PRESERVATION OF AGRICULTURAL LANDS AND OPEN SPACE Farming has historically played an important role in Ray Township. The Township has long been commonly recognized as an agricultural community and remains one of the last large concentrations of farmland in Macomb County. The most direct evidence of the importance of agriculture is the amount of land currently being used for farming. Based on the Township's Existing Land Use Survey, 20,200 acres, or 87 percent, of the total area is used as farming or is vacant. Prime agricultural lands dominate about two-thirds of the Township. In addition, over 1,000 acres of land have been enrolled in the Farm land and Open Space Act. Farmland is often viewed as an inexhaustible resource, when, in fact, it is a finite one. One acre of land converted to a non-farm use is, ·practically speaking, forever retired for agricultural purposes. Other acreage is often idled prematurely because of unrealistic expectations regarding future development. The National Agricultural Lands Study, published in 1980, estimated that three million acres of farmland are lost each year to urbanization. Major demographic shifts occurring in this Country during the 1970's explain, to a large extent, this steady loss of farmland. The most significant aspect of this change was the movement of the population from metropolitan areas to non-metropolitan areas. Consider the following statistics: • Forty (40) percent of all housing constructed in the United States during the 1970's was built in rural areas. • Non-metropolitan areas gained 2.9 million people between 1970 and 1978. • The number of households in rural areas increased in the 1970's. • Employment in every major industry group increased at a more rapid rate in nonmetropolitan areas than in metropolitan areas during the past decade. -75- �.. Preserving the Township's existing agricultural lands was identified as an important land use policy in the goals and objectives portion of the Plan. Clearly, the decision of a farm household to continue farming in the future is a complex issue involving many factors that are frequently impacted by broader economic issues that are well outside of the Township's ability to either predict or control. In spite of this, the Master Plan establishes an "attitude" conducive to the continued use of land for agricultural purposes. This policy is clearly reflected in the Master Plan's goals and objectives and by the fact that nearly 18,000 acres of land have been reserved for agriculture or open space residential on the Master Plan Illustration. In the past, a variety of techniques have been used in an attempt to preserve farmland. Each has met with varying degrees of success. A summary of several techniques are noted as follows: Agricultural Zoning Any successful attempt to preserve farmland requires the ability to control the use of land, especially the encroachment of urban uses into agricultural areas. Within Michigan, the authority to control land use is vested with local governments in the form of zoning. For all its potential as a useful agricultural preservation technique, zoning more often than not falls far short of its expectations. Many agricultural zoning districts are agricultural in name only and represent little more than holding zones for Mure urban development. The ability of a local community to restrict development through the establishment of agricultural zoning districts rests largely with: 1) the exclusion, or near exclusion, of nonfarmland uses within agricultural districts; 2) the establishment of sufficiently large minimum lot sizes to discourage the development of single-family homes in agricultural areas; or 3) restricting residential lots to a maximum depth along road systems. Large lots, however, also take away more land per house, which can contribute to the loss of farmland unless lot sizes are set sufficiently high enough to effectively discourage nonfarm residential development. Minimum acreage requirements of five or ten acres are not effective in limiting the amount of non-farm development that may occur in an agricultural area. These minimum requirements may, in fact, be more wasteful of land than one or two-acre minimums. Many non-farmers who develop single-family homes in agricultural districts actually prefer five or ten-acre estates to smaller lots. The placement of a single-family home on these parcels, however, only occupies a small portion of the lot, with most of the remaining acreage not being used for any productive purpose. Large lot zoning provides open space on the individual lot, but does not provide the community with usable open space. This particular problem is compounded by the Subdivision Control Act's current subdivision regulations which do not regulate the division of land into parcels exceeding ten acres in size. This results in a proliferation of parcels which barely exceed the tenacre limit and are often long and narrow. Such parcels frequently have unsuitable access, may have limited usage, or result in misuse of prime agricultural land. -76- �•• In the Township's research to preserve agricultural land, the following alternatives were examined: Permit only residential uses which are owned or occupied by the persons farming the land. - Have minimum acreage parcels of 40 or 60 acres. - Permit one building lot of one (1) acre for each 25 acres of land. - Restrict residential lot sizes to a depth not to exceed 300 or 400 feet. - Permit open space zoning which clusters single-family residential into smaller lots on small enclaves or villages in return for permanent open space or agricultural use. - Encourage farms to participate in the Farmland and Open Space Preservation Program. There are undoubtedly other methods which could be examined to reach the goal of preservation of open space and agricultural lands. The following are methods which were analyzed in greater detail. Farmland and Open Space Preservation Program In 1974, the Michigan Legislature passed Public Act 116, the Farmland and Open Space Program. This program provides tax benefits to agricultural land owners in exchange for an agreement to maintain the land for farming purposes for a specified period of time. Parcels enrolled in P.A. 116 may be exempt from special assessments for improvements customarily associated with urban development, including sanitary sewers, water mains, or street lighting. Since the use of lands enrolled in this program are restricted to agricultural purposes, and in light of the fact that parcels may be enrolled for extended periods of time (sometimes 50 years), this program may be viewed as a "de-facto form of zoning." P.A. 116 is widely used throughout Michigan. Its success, however, relates more to its benefits as a tax relief program for farmers, rather than as a method of preserving farmland. This program has been more widely used in rural counties, where development pressures are minimal. At present, about 1,000 acres of land are enrolled in this program. -77- �.' Purchase or Transfer of Development Rights This concept involves the exchange or reassignment of the development rights of one parcel of land in an agricultural area to another non-farm parcel. This technique recognizes the value of farmland for non-farm purposes. It is accomplished by providing the farmer with the monetary benefits he would derive if his property were sold for development purposes and allows him to continue farming. These rights are subsequently applied to other areas of the community that are better suited to more intense urban uses. While this concept offers an innovative and potentially useful approach to farmland preservation, it can be complicated and expensive to implement, particularly if the local unit of government is involved in purchasing the development rights. To be successful, this type of program has to be organized to operate effectively in conjunction with the private real estate market system. Open Space Zoning The theory of open space zoning is to preserve agriculture or open space by concentrating the residential land uses in the area best suited for that use in exchange for the development rights on the remaining parcel. The farm or the open space is assured as a perpetual easement or as land that has no urban development rights. The residential area is established as a small neighborhood, rather than individual homes side by side along each country road. Each land use pays taxes based on its market value and its existing land use. The residential area is usually developed as a cluster or a site condominium project, with the individual homeowners sharing common open space and road systems. The overall density of this section of the community is not increased, but the two land uses complement each other, rather than conflict. Open space zoning offers an alternative to the present platting and development regulations permitted in the Zoning Ordinance. Specific goals to be achieved through the application of this concept include the following: - Maintain a sense of openness or maintain the rural setting; Preserve natural resources and the environment; Preserve open space; Preserve farming; Achieve a balance between farming, open space and growth. -78- �Key elements of open space zoning include: - Offers an alternative to regular residential development; There is no increase in density; Development is set back from the primary road; Natural resources and the environment predominate; The development rights on the open space or farming are owned by all parties or are a perpetual conservation easement; - The utility systems can be consolidated; - Interior or service drives may be designed to accommodate the actual demand created in that development. Residential Most of the Township has been designated in the Master Plan for residential land use. This classification provides for and encourages agriculture, open sp~ce and large lot residential. As a result of the Community Attitude Survey and based upon the lack of public water and sewer, potential water problems and the Goals and Objectives adopted by the Township, the following single-family residential lot size was established: Minimum Lot Size - 90,000 square feet Minimum Width - 150 feet Maximum Width-to-Depth Ratio 1-to-5 In the previous Master Plan and the present Zoning Ordinance, areas for agricultural preservation had a ten-acre minimum lot size, with 330-feet of frontage required. This requirement resulted in some reservation of open space, but, in general, resulted in large lots with excessive depth. Examination of aerial photos showed that most developed residential properties were restricted to the first 300 to 400 feet from the road. The remaining property was left fallow since it was not large enough for farming or there were too many parcels for any farmer to try to rent. The one-acre parcels which were previously approved were limited to the small village areas. In some cases, the lots which were platted were not developed because septic systems or wells could not be provided on these smaller lots. The major alternative to developing homes on individual lots along existing mile roads is the open space zoning concept. Open space zoning uses land use planning to achieve a balance between necessary growth and farmland or open space protection. Under this technique, houses are grouped closer together to preserve nearby farmland, open space, woodlots or wetlands. While it is similar to cluster development, open space zoning offers a significant improvement by establishing greater requirements on the size and quality of the open space that is protected. -79- �.- •~ Open space zoning would require that less than half of the farmland is lost to housing lots and streets. Lands should be developed with the residences located near woodland areas or along the frontage or side of a productive farm. Generally, the residential development would take place on the least productive land. The adjoining or remaining farmland remains in the farmers ownership, or is permanently reserved for farming or open space through the use of conservation easements or the sale of development rights. Farmers can sell parts of their farm, usually the least productive, and still remain in farming. Even if he does not remain in farming, the land can be purchased by another farmer at agricultural value (development rights have been sold), or the farm can be leased to another farmer, or the farmland can remain as open space. r • I • '. Homeowners also benefit by having the scenic and productive farmland or woodlots remaining as part of their living environment around them. Although house lots are reduced in size, views of nearby open space are guaranteed to remain free from development. To minimize conflicts which might arise between normal farming operations and residential homes, open space zoning typically contains design standards which provide for buffer or greenbelt areas or limit certain farming practices within the buffer areas. Developers and builders can also benefit from open space zoning by minimizing their development area. Allowed to construct buildings closer together, they can reduce their construction costs for land preparation and roads. Water systems can be provided for several homes and package treatment plants or larger septic systems could service small groupings or villages of residences. Permanently protected views and nearby open space make attractive selling features. Generally, market values are greater and premiums are paid for preservation of an attractive environment. Open space residential development is clearly being offered as an alternative to standard strip residential development. It is an alternative being designed and offered to promote quality residential development, preserve agricultural and open space, encourage village or enclave development, preserve woodlots, wetlands and streams, but most important, to maintain the small town or rural character of Ray Township. It is anticipated that, over the next few years, Zoning Ordinance regulations, design standards and engineering specifications will be developed to assure that these goals become development realities. The attached drawings (Illustration 18) show how a typical parcel of land could be developed. Figure A shows the existing conditions that exist for this 140-acre parcel. It is located near the intersection of two roads, has a utility easement along one side, and is bordered by woods and the river valley. The remaining figures shOV'f how the parcel could be developed as a typical subdivision, a cluster subdivision, or through the open space zoning concept. Each design progressively provides for more preservation of the natural habitat or environment, and each has the same number of total dwelling units. Each of these is a development option open to the landowner. However, the open space option provides the community and the resident with the rural setting, the open space, and preservation of the woodlands and river valley. -80- �. •• Existing Conditions l -i 40.24 Acres Total Acreage 14.45 Acres Woods 7.3 Acres Floodplain 6.9 Acres Utility Easement 4.5 Acres Homestead 113.0 Acres Farming r --1 11\cMl!!ST?:AO 55 Residential Lots 90,000 sq. ft. Minimum Lot Size 150 ft. Minimum Lot Width & 0 Acres Open Space ,I'. O Acres Farming r -I -1 1...,..1!!~ I I ~ ~--- ~~-~--~-~.... ....... I I - I L-T - - ....... . . . _ ....._ ......... ...._ ....._ L'',. . ,'. . . I I . ,__·_ I L---- ,,_,., A=+ L~/'j . Conventional Subdivision ...._ -- . . __ . ............ ....... Cluster Development Open Space Develcipment 55 Residential Lots By clustering 55 homes, about 70% of the total land arna is permanently preserved as open space, recreation, woodlands, wetlands, floodplains, ponds or agricultural use. Primary benefit is preservation of rural character and attractive home sites. 40,000 sq. ft. Minimum Lot Size 150 ft. Minimum Lot Width Preserve Open Space !Preserve Woodlands Common Driveways Illustration 18 DESIGN CONCEPTS r --1 11'>:Mem:AO I I (.=~,~~ _ :.-)-- i Iii .j ~ RAY MACOMB TOWNSHIP COUNTY , MICHIGAN RAY TOWNSHIP PLANNING COMMISSION ---- A --.::... I I ,__·__ -81- : Coouiu11iTy ~ ---~ Pl.u11iNG & MuAGOlfllT , P. C. UTicA , 11ickiGA11 �COMMERCIAL The need for retail goods and services is directly related to the number of households, disposable income levels, and the proximity of other shopping facilities. Existing retail uses in Ray Township are limited to about five separate areas. In general, they include convenience stores, gas stations and service shops. The unincorporated area known as the Village of Davis is the most concentrated retail cluster, with an antique shop, insurance office and convenience store. These facilities provide for day-to-day convenience needs. Their size and location are in direct response to the number of residents and the available market. . l . l : • The Master Plan policies limit Mure commercial to the same types of convenience centers. Existing developments could be expanded, and one new center could be located at the intersection of 26 Mile and North Avenue. · Comparison shopping will always be obtained at other centers located outside of Ray Township. A rural, open space community such as Ray Township will provide very little market demand for such services . : Convenience centers should be developed to reflect the goals of the Master Plan and reflect the rural open space community. Design guidelines for signage, parking, access, greenbelts and buffers will reflect the Master Plan goals. INDUSTRIAL Industrial development presently includes a couple of trucking operations, a cabinet or woodworking shop, two tool shops, and an ococupied manufacturing facility adjacent to the Romeo Airport. The Master Plan suggests that Mure industrial be limited to the area near the Romeo Airport and the area at North Avenue and New Haven Roads. Industrial uses need water, sewer and good transportation systems. They also tend to cluster near other industries that can provide additional services. It is not anticipated that Ray Township will provide such utilities, nor encourage such development. PUBLIC/SEMI-PUBLIC Public and semi-public uses include the Township Hall complex, Huron Clinton Metropolitan Authority lands, Camp Rotary, the two airports, the two golf courses, the cemetery, and the school site. If you include the gas storage fields as a semi-public use, almost 12 percent of the entire Township is in public or semi-public use areas. With the addition of roads at 4.9 percent, the total extends to nearly 17 percent. -82- �•• Town Center As noted in the Concept for Development, the Town Center · includes the historic Township Hall, the Library, and an active sports facility of about 15 acres. The Town Center is located on Wolcott Road near the intersection of Indian Trail Road. This Center is very attractive and functional at this time. In the Mure, it may be necessary to purchase additional lands to provide more parking space. The Town Hall was originally a church, and the improvements made to the facility continue to maintain its historic flavor. In fact, the meeting room still includes pews. The Library was originally a schoolhouse, and the renovations to that facility have also maintained its historic value. The Town Center personifies the quality and type of lifestyle existing and proposed for Ray Township. ..I • The Township Fire Hall is located about one-half mile south on Wolcott Road at the intersection of 29 Mile Road: The Fire Hall has just over one acre and a new addition to the facility completed in the past year should make it sufficient to meet future needs. The Fire Hall is located in the geographic center of the Township and access is possible in every direction. This is highly desirable since it is a voluntary force. Recreation Camp Rotary, which surrounds the Fire Hall, encompasses just less than 80 acres. The Camp is owned and operated by the Rotary Club. They provide camping, hiking and equestrian activities. If this facility is ever sold, it is anticipated that it would become a part of the Wolcott Mill Metropark. In May, 1986, the Board of Directors of the Huron Clinton Metropolitan Authority (HCMA) approved a three-phase development plan for the Wolcott Mill area, located north of 29 Mile Road. Ray Township also approved the plan which encompassed the following concepts: Phase One - Restoration and development of the Wolcott Grist Mill. Specific projects include: a. b. c. d. e. Comfort Station development Headrace and Millpond improvements Entrance Road and Parking lot Pedestrian Bridge and Walkways Water wheel and grinding demonstration. HCMA will also continue to restore the extension of the Mill, make interior improvements, restore equipment, and incorporate tools and exhibits into the learning center. -83- �.. .. In Mure years, it is anticipated that the Mill pond and backwater area will be reconstructed; a saw mill may be built; and exhibit building, millers home and other buildings of this era could be moved or constructed on site. Phase Two - Development of a working interpretive farm. The farm, located on Wolcott Road north of 30 Mile Road, will be developed as a working interpretive farm, utilizing both current and past farming techniques. The farming and agricultural practices at the farm will be tied in as part of the educational experience into the Wolcott Mill and the historical development at the Mill site. This would incorporate the two aspects of food production and processing into one interpretive program. I • Phase Three - Nature Interpretive Center, including a nature building and trails. As indicated by HCMA in their Master Plan, the development of the Wolcott Mill Metropark will occur north of 29 Mile Road over the next two decades. i • HCMA has no plans for development of Authority-owned lands south of 29 Mile Road, with the possible exception of acquiring the existing golf course. Over the next 15 years, the Authority will continue to acquire available lands south of 29 Mile Road and hold them. The owned properties will be kept in cropland, if possible. This assists in retaining the character of the Township and assists the Authority by having persons working the land. Pine Valley and Northbrook Golf Clubs both make excellent use of the North Branch flood hazard areas. Pine Valley has expanded considerably over the past few years, and is presently considering additional expansion. HCMA has indicated in its long-range plan that if Northbrook Golf Club becomes available, it would purchase such and expand it as a 27-hole golf course. Airports The Romeo Airport encompasses 268 acres of land in the most northwesterly part of the Township. The Airport serves corporate, charter, and privately-owned aircraft. There are three paved runways, with the east-west constructed to 2, 11 O feet, the crosswind runway of 4,833 feet, and the north-south runway developed to 4,260 feet. Instrument approach from the west is available. There are 100 based aircraft and eight large hangars. Less than ten percent of all based aircraft are stored outside of hangar facilities. For 1989, there were 20,41 O total operations, with 14,290 classified as local and 6,120 itinerant operations. Romeo Airport is classified as a privately-owned, public-use facility. It has a manager-operator and offers flight school, charters, maintenance, major air frame and power plant repairs, and fuel services. -84- �Romeo Airport has 2,000 feet of frontage on 32 Mile Road, which is a paved major eastwest arterial. To the west less than one mile is the extension of the M-53 Freeway. The Airport site is zoned as Industrial. Adjacent lands are developed as industrial, large lot single-family, golf course, and agricultural. Developments on the north side of 32 Mile Road include the Ford Engine Plant and several industrial parks. The location of the Airport, its industrial zoning, and the compatible surrounding land uses serve to encourage continued expansion for corporate and charter services. The Southeast Michigan Council of Governments, in the recent publication of the Regional Aviation System Plan, indicates that Macomb County is the only County in their region which does not have a publicly-owned public-use airport. One of the suggested options is to have Berz-Macomb and/or Romeo Airport acquired as publicly-owned airports. If Romeo Airport were to become the publicly-owned Transport Category Airport, it would require extension of the one runway to 6,500 feet and additional navigation technology. .. I • I • ' .. Macomb Airport occupies 91 acres on the west side of Indian Trail, between 27 and 28 Mile Roads. Indian Trail Road, as well as 27 and 28 Mile Roads, are gravelsurfaced. The Airport is owned and operated by Macomb Airways Inc., a Michigan Corporation, under a class B license by the State of Michigan as a privately-owned, public-use facility. The facility is classified by Michigan Aviation System Plan and the National Plan of Integrated Airport Systems as U4 and GU-1, respectively. Airports of these general classifications are medium utility facilities, with a paved primary and a turf crosswind runway, and are intended to respond to communities of over 2,500 population. Typically, these airports have fewer than 20,000 total annual operations and may lack all-weather operations, but would remain open throughout the year. Approximately 95 percent of general aviation aircraft types may be accommodated at this classification of airport. The Regional Aviation System Plan recommends no public development of this Airport because development to a higher level would require construction of a complete new airport on this site. Currently {1991 ), Macomb Airport has a paved primary runway {2,500 feet) and a partially paved crosswind runway (900 feet paved and 1,300 feet in turf). The Airport has 62 resident aircraft. There are 15 storage buildings (mostly privately-owned, with a lease agreement) capable of housing approximately 50 aircraft. Additionally, approximately 44 tie-down spaces are available. The Airport recorded approximately 6,000 total operations per year, with 3,900 of them being local and 2,100 itinerant. The Airport primarily serves the needs of general and sport aviation users. The Airport provides aviation fuel, has a commercial flight school and flying service, and is approved for a fixed base operator who may provide mechanical repair services. The Airport has a resident manager and a terminal building facility equipped with men's and women's restrooms. �Environmental factors which would influence future expansion include the high voltage transmission lines, the location of electric lines near the end of the runway, the two-lane gravel road, lack of storm drainage, and wetlands. Macomb Airport is located in an R-1 Residential Agricultural zoning district. Airports in this district are a special approval land use, subject to specific and general standards of the Zoning Ordinance. The philosophy and intent of this zoning district is to provide areas for agriculture and low density residential development. The minimum size residential lot is 90,000 square feet, and public sewer and water are not anticipated to be available in this area. The Ray Township Master Plan projects or envisions a rural airport which supports and relates to the community in which it is located. The total land area of the airport shall remain as it is. The Master Plan recognizes that aircraft should be stored in hangars for safety, preservation of the aircraft, and aesthetics. After much discussion with representatives and pilots from Macomb Airport, the following policies for development of the airport were adopted: • No new hangars shall be constructed along the frontage on Indian Trail Road. • The road frontage, as well as open space areas, should be improved with earth berms, plantings and trees. • Maintenance and improvements to existing buildings and hangars are encouraged. If existing hangars are replaced, the new hangars shall be located west of the existing hangars. • A reasonable growth rate for new hangars has been established to house the planes presently residing on the airport and to provide for limited new aircraft. The overall hangar growth rate is established to be similar to the growth rate anticipated for Ray Township over the next two decades. • The new hangars shall be located in the northwest quarter, west of the paved portion of the cross-wind runway. Reference is made to the Macomb Airways Inc. Airport Layout Plan, dated November 25, 1991. Future building locations are noted as area Band C and 4 and 5. The preferred concept of development would be for T-hangars, although pole construction would be permitted in areas 4, 5 and C. • Single-family residential development adjacent to the airport may be developed with individual hangar spaces for that resident, provided they have access to the runways. All future improvements must be reviewed by the Township to determine impact on the neighborhood. The rural character and the open space environment must be preserved and the residential neighborhood must have the dominant priority. Access to Indian Trail must be limited to those driveways already approved. With open space, landscaping and trees, the existing and future airport development can be compatible with the rural habitat and environment envisioned for this area. Part n of the Tall Structures Act, which was amended in 1986, permits the height of certain buildings and the placement of such within certain distances from the runways or from the airport boundaries. Future developments in the vicinity of either of the airports should be reviewed and approved by the FAA prior to approval by the Township Planning Commission. -86- �• FLOODPLAINS Floodplain areas should be preserved and kept out of development so that the stream beds can move the waters as nature intended. Stormwater runoff can also be minimized by maintaining the preservation of agriculture, open space, and recr~ation. All buildings must be kept clear of the stream bed and the floodplain. The open space zoning concept permits and encourages homes to be constructed near woodlots and streams, provided the floodway is reserved. Environmental considerations and large lot residential development should be complementary objectives, easily accommodated. ROADS Ray Township's existing road system, including land reserved for right-of-way purposes, occupies nearly 1,200 acres, or five percent of the total Township area. Future development in the Township, as envisioned by the Master Plan, will not necessitate the development of many new roads. It is anticipated that almost all present roads will remain as they are. Some roads may be eliminated as park development, or other development takes place. Subdivision or site condominium local access roads will be created to serve new open space developments. Trails off from those roads may be created to serve clusters of individual dwellings. In general, the major road network, as illustrated on the Master Plan, will not be changed. LAND USE PLAN SUMMARY The allocation of land use has been based upon the goals, objectives and policies, and the ability and desire of the community to implement the open space residential development concept. See Table 23 Master Plan Acreage Allocations. Based on the 1990 Census, the population of Ray Township increased from 1980, by 109 persons to a total of 3,230 persons. The growth rate of 3.5 percent equaled that of Macomb County and was greater than the State of Michigan. The number of housing units increased during the past decade by 122, or 13 percent, for a total of 1,075 households. The population per household dropped from 3.3 to 3.0 in 1990. The population per household is expected to continue to drop to about 2.7 persons per household by the year 2010. Over the next two decades, the population is expected to increase to 3,500 persons by the year 2000, and 4,000 persons by the year 201 0. The population increase of 9 percent and 14 percent is greater than that of the past two decades. This equates to a household increase to 1,200 in the year 2000, and 1,400 households in the year 2010. The household growth is about equal to the growth of the past two decades. -87- �TABLE 23 .J RAY TOWNSHIP PLANNED ACREAGE ALLOCATJONS ----------·---·---·---....-------···-----·----····----···--·--····-·-·· Acrea Percentage iI RESIDENTIAL 18,167.0 78.0 COMMERCIAL 20.0 0.1 15.5 351.7 0.1 1.5 I INDUSTRIAL I PUBLIC/SEMI-PUBLIC ! Airports j I Other RECREATION i :=:'· !,i ':_I. 317.9 1.4 33.8 0.1 1,465.8 j j i 6.3 HCMA Parks 900.0 3.9 i Golf Courses Other 378.3 187.5 1.6 0.8 j i:o:;o: ~:~e:o;AS I ROADS _, i TOTALS · . -. . . . . . . . . . . . . . . . . . .· - · · · • •" -• . . . . . . . . . . . . . . . . .- . . . . . . . . ._ 1.= 4.9 1,~: ::: 23,322.0 100.0· . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . -. . . . . . . . . . . . . . . . . . . . . . . 0 •, j ! ll .......... 1 The 19,000 acres shown as residential on the Master Plan Illustration, at a density of one unit per each 90,000 square feet, can easily accommodate the anticipated growth. In summary, the Township can meet anticipated housing demands and still provide the rural character, the open space environment, and the residential living patterns presently being enjoyed. There is no need to harm the environment, change the style of life, or bring in urban services to tax the residents. Future generations can be housed in a known and accepted environment following the goals and objectives established by the Township. The Master Plan provides the framework and guidelines to assure these growth patterns. The task remains to implement design standards and ordinances to achieve these goals. In the near Mure, the Township needs to create specific design guidelines and development standards. These guidelines can assist in preservation of the environment and establishing a higher quality of life. Specific design guidelines are needed for building and parking setbacks, greenbelts and buffers, landscaping and plant materials, streetscape, aesthetics, signage, road access controls, pedestrian improvements, and architectural form, scale and materials. The guidelines may become amendments to the Zoning Ordinance or just recommended design features which are suggested in site plan approval. These guidelines, together with goals and objectives of the Master Plan and continued vigilance by the Township, can assure the quality of life demanded by Ray Township residents. -88- �., . IUUBlRATION 11 THE PLANNING PROCESS INVENTORY/ANALYSIS POLICY PLANNING IMPLEMENTATION - - REGIONAL ANALYSIS >---- POPULATION ,__ - TRANS. PLAN - - ~ BASE MAP -- - LAND USE SURVEY NATURAL RESOURCES >---- ~ EXISTING ,__ LANO USE ECONOMIC BASE - GOALS ANO ,__ OBJECTIVES - LAND USE PLAN COMMUNITY FACILITIES PLAN ZONING ORDINANCE - MASTER PLAN -- - SUBDIVISION ORDINANCE CAPITAL IMPROVEMENTS PROGRAM SPECIFIC IMPROVEMENT PROJECTS I �ARMADA Q OPEN @D COMMERCIAL • INDUSTRIAL @ PUBLIC/ SEMI - PUBLIC .3 4 MILE SPACE RESIDENTIAL I I I 1L I >- 9 10 <[ ;;:: I- r-- T TOWNSHIP F FIRE HALL HALL AP AIRPORT I -....J 12 0: <[ J: • RECREATION HCMA I ?, O MILE j ,~ Ill ,i-. 18 14 15 .I J: r I),; . 0: 0 ,~ 10 z ~I 29 O< 0 2 0 I.J MILE I HURON-CLINTON METRO. AUTHORITY GC GOLF COURSE --- FL.OOO PLAIN - MAJOR ROAD - HCMA BIKE CORRIDOR PATH I- 20 21 I0 u ..J 0 ;;:: 0: lllUSmATION 20 2 8 MILE MASTER ...>- PLAN V) 29 <[ \ J: z<[ 25 :I: IV) RAY TOWNSHIP MACOMB COUNTY , MICHIGAN z :::, "' j RAY TOWNSHIP PLANNING COMMISSION z 0 35 :r z <.:> <[ :::, 0 :I: ... 0: 0: CD 0 ...;;:: 0: 26 MB TWP. MILE Co••u•iTy PIAoi11G & MuAG1•111T, P. C • VTiCA , •ichiqu . . . . . . _...,f'MCIIIACOMecow,n,._.,..._C.O...•-- • -90- �RESOLUTION OF ADOPTION RAY TOWNSHIP MASTER PLAN MOTION by: Sandra Birkenshaw SUPPORTED by: Lou Jacobs RESOLVED THAT: WHEREAS, the Township Planning Act (P.A. 168 of 1959) provides the Ray Township Planning Commission with the authority and responsibility to prepare and adopt a community-wide Master Plan, and WHEREAS, the Plan is intended to serve as a guide for the future development of the Township, and WHEREAS, notices were duly published to hold a Public Hearing on elements of the Master Plan, and WHEREAS, a Public Hearing was held on May 30, 1991 on the Master Plan, which included text and maps addressing regional location, population, physical features, economic characteristics, goals and objectives, land use plan, community facilities plan, and thoroughfare plan, in accordance with Act 168 of 1958, as amended, and NOW THEREFORE BE IT RESOLVED, that the Ray Township Planning Commission, on this date, November 25, 1991, herewith adopts this Master Land Use Plan. BE IT FURTHER RESOLVED, that the Ray Township Planning Commission shall forward this Plan to the Ray Township Board and the Macomb County Planning Commission in accordance with Act 168 of the Public Acts of 1958. Ayes: Sandra Birkenshaw, Lou Jacobs, Jim DeMar, Alvin Strauchman, Ron Steffens and Craig Christensen Nays: None Absent: None Abstained: t None I, Craig Christensen, Chairperson of the Ray Township Planning Commission, and I, James DeMar, Secretary of the Ray Township Planning Commission, hereby certify that the above is a full and true copy of a resolution adopted by the Ray Township Planning Commission on November 25, 1991. Chairm , Secretfui, � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. 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Identifier An unambiguous reference to the resource within a given context Ray-Twp_Master-Plan_1991 Creator An entity primarily responsible for making the resource Ray Township Planning Commission, Ray Township, Macomb County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1991-11-25 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for Ray Township was prepared by the Ray Township Planning Commission with assistance from Community Planning & Management, P.C. and was adopted on November 25, 1991. Contributor An entity responsible for making contributions to the resource Community Planning & Management, P.C. (consultant) Subject The topic of the resource Master plan reports Ray Township (Mich.) Macomb County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/46c8a78589a3b949bd524b1225f47f6b.pdf 0e520de7ebb1de8384439a979a36d009 PDF Text Text • • -- community planning and management MASTER PLAN �FROM THE LIBRARY QFj , Planning & Zoning Center, Inc~ ROSE TOWNSHIP PLANNING COMMISSION Thomas Hardy, Chairman Peg Thorsby, Vice Chairman Clarence Gordon Larry Sweeney Donald Walls Grant Ward Larry Whittlie.f Kathryn McKenney, P.C. Secretary ROSE TOWNSHIP BOARD -I I I I I 'I_ Michael Izzo, Supervisor Dorothy Gibbard, Clerk Joyce Slaughter, Treasurer Francis Trimmer, Trustee Clarence Gordon, Trustee TECHNICAL ASSISTANCE BY: Tod J. Kilroy, AICP Community Planning & Management, P.C. 48970 Schoenherr Road Utica, MI 48087 (313) 247-7500 �• ROSE TOWNSHIP MASTER PLAN UPDATE PROGRAM Table of Contents Page Section 1 - Regional Setting & Historical Development 1 Section 2 - Land Use Report 4 Section 3 - Physical Development Characteristics 13 Section 4 - Community Facilities Report 20 Section 5 - Population Study 26 Section 6 - Economic Base Study 41 Section • • • . . 7 - Goals and Objectives 54 Section 8 - Thoroughfare Plan 60 Section 9 - Future Land Use Plan 64 �~ • -II II I I I I I I I I I I ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM REGIONAL SETTING & HISTORICAL DEVELOPMENT ' SECTION 1 Prepared For: Rose Township Planning Commission Prepared by : Community Planning & Management , P . C. �l I I I I I I I I I I I I I I I I I REGIONAL SETTING The Township of Rose comprises approximately 35 . 8 square miles in area and is located in the northwest section of Oakland County , Michigan . Refer to the attached Location Map for a visual placement of the Township in the Detroit - Flint area context . It is bounded on the west by Tyrone Township, on the south by Highland Township , on the east by Springfield Township and on the north by Holly Township and the Village of Holly . Concerning the relationship to the urban centers in the region, Rose Township is located midway between Flint and Pontiac. The driving distance to Plint is within fourteen miles and to Pontiac is nineteen miles. The distance to the central business district of Detroit is approximately 50 miles . Rose Township is relatively rural in nature when compared to the rapidly urbanizing southern and eastern township ' s in the County. Rose Township is midway between two major thoroughfares , which provide convenient transportation to the north and south . The most significant roadway is the I - 75 Expressway , which is three and one half miles east of the Township . Another nearby major road is U. S . 23 which is located 3½ miles to the west of the Township . Both highway facilities link the Township with the urban centers to the north and south . East - west access is available through M- 59 which is four miles south of Rose in Highland Township . 1 �-I M 46 I I I I I I I I I I I I I I I I I 194 CAN A DA (\J If) ~ \ , Location Map ___ - - --- M IC HI 0 H I 0 for AN -- - -- ROSE TWP. OAK L AND COUNTY , M ICHIGAN �• • • • • " HISTORICAL SKETCH Rose Township was created by an act of legislature of March 11, 1837 with the first township meeting being held at the home of David Gage on April 3, 1837. John Wendell was chosen as Supervisor and Henry Phelps as Township Clerk . The southeast portion of the Township is an extension of the so-called White Lake Plain. Several of the plains within the Township were originally covered by scattered growths of oak and wild roses. The marshes contained tamarack trees as well as the mosquitoes which helped to spread the malaria which was so prevalent in early Michigan pioneering days. The water area in Rose Township covers about 1,000 acres which includes some 45 lakes and ponds. Originally called Long Lake, Tipsico Lake was renamed for an Indian chief. Most of the other lakes and the ponds cover from 3 to 80 acres, and most of the drainage within the Township is into the various branches of the Shiawassee River. The first land entry was made by Daniel Hammond and I.N. Voorheis on June 8, 1835. Improvements were first made by John C. Garner, but the first actual settlement was made by Daniel Danielson in 1835. He built a log house, the first in the Township, and was on the west side of the Indian trail which is now identified as White Lake Road. A post office was established in 1837-1838 on the Indian trail, to accommodate the settlers in the vicinity of Buckhorn Lake with John Wendell as the first postmaster. The settlement was first named "Buckhorn" but was changed to "Rose" after the Township was organized. The mail route extended from Pontiac, through Buckhorn, and on to Shiawassee. Mail was carried on horseback and mail horses and stage teams were exchanged at Buckhorn. I I I I • • David Gage opened a "public house" in 1836, but soon built a larger tavern. He also planted the first potatoes in Rose Township. Buckhorn Tavern was built by Ahasuerus W. Buell near the Rose Center cemetery. He also had a store across the road, a shoe shop and a tannery for tanning buckskins, which were made into mittens. Anson Beebe was the proprietor of the Beebe Tavern built in 1836 about 2 miles west of Rose Center, near the Beebe Cemetery . 2 �The first railroad in the Township was the Detroit and Milwaukee, completed in 1860. It traversed the northeastern corner of the Township and is now called the Grand Trunk Western. The Flint and Pere Marquette Railroad was then constructed north to south through the center of the Township and is now called the Chesapeake and Ohio. The first cemetery was laid out in 1837 on land from the Jahr Wendell farm. There are two other cemeteries in Rose, Brookins on S. Fenton Road and Beebe on Fish Lake Road. The small family cemetery on the Davisburg Road, belonging to the Seaver family of years ago, is no longer used. Originally, there were seven district schools which were absorbed by the consolidation of the Holly Area Schools. Four o f the old school houses have been remodeled into homes while two others remain vacant. The first school in Rose was taught by Lucinda Beebe, daughter of Anson, in 1837. • • • •I I I I I Population growth in Rose Township has followed the general pattern of decline and more recent growth that has been evident in the northwest Oakland County area. The first census recorded 415 persons in 1840 and moderate growth continued until 1880. At that point in time the population of the Township was 1,169 persons. For the next 50 years the population declined as people moved from the rural areas to the cities. In 1930, the population level had dropped to 661 persons. Moderate population increases began during the Second World War and have continued to the 1970 level of 2,502 . The recent 1980 Census indicates a total of 4,375 persons living in the Township. The 1980 level represents a 74 percent increase in population levels since 1970 . a �I I • • • ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM LAND USE REPORT I I I • • • SECTION 2 Prepared For: Rose Township Planning Commission Prepared by: Community Planning & Management, P.C . �• • • • • INTRODUCTION In order to analyze a community and to provide a reasonable base from which to make current and long range planning recommendations, the existing use of land must be studied. In many cases, existing land uses have already set a pattern in portions of the community. In other areas, there is agricultural, vacant or under-utilized land which may be analyzed for its development and redevelopment potential. This portion of the updated Master Plan presents data on existing land use for the Township as of the Spring of 1980. The result of the land use survey is portrayed on the Existing Land Use Map. The following land use categories were utilized in determining how the use of land would be plotted. Data from the 1972 survey was coordinated with the 1980 study . For consistency, the same land use categories were used . • •I I I I I I • • 4 �I I I I ~ • • • • LAND USE CLASSIFICATION Land uses within Rose Township have been divided into fifteen categories and are as follows: Single Family Residential, Multiple Family Residential, Two Family Residential, Mobile Homes, Commercial, Transportation and Utilities, Industrial, Public & Semi-Public, Recreation, Extractive, Roads, Water, Swamps, Railroads, Agricultural & Vacant. Each category is described below. 1) Single Family Residential This category is composed of detached one family homes. Along with the main residential dwelling, accessory uses such as garages, tool sheds, required yards, and general area of use are included. 2) Multiple-Family Residential This category consists of all apartment, townhouse, quad-plex and similar type unit that contains three or more dwellings within any one structure. 3) Two-Family Residential Enumerated in t his classification are only those dwelling units having two such units in one complete structure. Single family homes converted into a walkup flat situation as well as the more conventional duplex would be categorized here. 4) Mobile Homes Within this classification are found pre-manufactured mobile homes that are brought to the site, placed upon a foundation and/or blocks (piers), and established for single family residential purposes. Areas categorized as mobile homes consist of g roups of such units in a park-like concept, are shown where the use is singly located on land throughout the Township, and also those mobile home subdivision areas found in the Township . 5) Commercial The commercial classification contains all areas used by both local and community commercial sales and services. This includes such uses as neighborhood stores, shopping centers, offices, clinics, beauty salons, barber shops, drugstores, and highway-oriented uses, such as local grocery stores, gas stations, and restaurants . �6) Transportation & Utilities Enumerated in this category are areas used as utility substations, truck terminals and transfer points, rail and bus stations and facilities, and similar uses. 7) Industrial This category includes uses relating to the manufacture and assembly of goods, such as auto parts, explosive parts for national defense, steel stamping plants, land fills, auto wrecking yards and similar land uses . -I I I I I I I I I I • • • 8) Public and Semi-Public This classification is the most general of all categories in that it contains all educational and public facilities in the community. Specific examples of these uses are cemeteries, schools, churches, libraries, public buildings and any utility corridors . 9) Recreation This category includes all land utilized for leisure time activities such as public parks, private camps, public fishing access points, golf courses, and similar uses. 10) Extractive This category is confined primarily to land used for the excavation of raw materials , such as gravel pits, sand pits, and similar mining operations. 11) Roads All public highway rights-of-way are included in this category. Examples include local subdivision streets, collector thoroughfares and major thoroughfares. 12) Water Due to the extensive amount of lake and open water areas within the Township , a specific category was delineated . 13) Swamps Lands included in this category are flood plain areas of lakes and rivers, backwater areas, and those low marshy areas defined on the base map by the Oakland County Planning Commission and the U. S.G.S. Soil Conservation Service Maps . 14) Railroads A specific category of railroads has been delineated as the Township is served by several rail transport lines. The area includes the width of the right-of-way by the length of same . • �I I I I I I I I I I 15) Agricultural & Vacant All lands not included in the above categories are enumerated in this classification. The land actively farmed, passively used (grazing, etc.) and land held as vacant without any apparent use is listed here. LAND USE TABULATION METHODOLOGY This land use study was the second survey of its kind to locally be sponsored within the Township, and care has been taken in the retention of the same land use categories that were used in 1972. Several sources of data were utilized in drafting the completed Land Use Map. The Township Property Line Map served as the base map for the Land Use Survey. Aerial photographs were referenced from the Oakland County Planning Division for reference. Actual field survey of all land parcels took place prior to mapping. The field work was then confirmed by members of the Township Planning Commission. Acreage amounts were obtained from measurement of aerial photographs, the property line base map, and the Township Sidwell maps. I I I I I I • • • 7 �LAND USE ANALYSIS I I I I I I I I I I I I I I • • • I The Existing Land Use Map graphically portrays how each parcel of land is used in the Township during the summer of 1980. Single family residential use accounted for 1,014.5 acres of the land in the 1980 survey. This acreage comprised 4.4% of the total land area of the Township. Multiple family and two-family residential use constituted less than one percent of the land area or approximately 36.2 acres. The mobile homes classification includes the one existing subdivision at the south Village limit of Holly and several scattered locations within the Township. The subdivision area accounts for 60 acres while the scattered sites account for five additional acres. This acreage comprises two-tenths of one percent of the total area of the Township. The commercial category accounts for a relatively small area of Township land. This land use comprises only .03% of the total area of the Township. The majority of land utilized for commercial purposes can be found at the intersection of Rose Center Road and Hickory Ridge Road, at the Milford Road - Fenton Road intersection, and in several isolated locations throughout the Township. Overall, there are 7.0 acres used for commercial purposes in the Township . The transportation and utilities category includes 4.5 acres on Fish Lake Road used as a gas regulator station. The industrial classification constitutes 68 acres of land. This accounts for approximately three-tenths of one percent of the total land area of the Township. Industrial use in Rose consists of the land fill on Rose Center Road near the south Township line. The public and semi-public category accounts for 197.5 acres of land use in the Township. This category includes the churches, cemeteries, governmental lands, and the two electric transmission corridors in the Township. The recreation category constitutes 978.2 acres of land in the Township. This accounts for approximately 4.2 percent of the total land area. Enumerated in this classification are the various parks and camping areas such as the Y.M.C.A. Camp on Hickory Ridge Road, Guardian Angels Camp on Taylor Lake Road, the Campfire Girls Camp on ' Milford Road, and the Detroit Girl Scout Camp on Rattalee Lake Road. The extractive land use classification was enumerated in the 1972 survey because there was some gravel extraction taking place. The 1980 land use field survey recorded that no mining or extraction activity was underway in the entire Township . The area devoted to the highway and road network in Rose accounts for 2.6% of the total land area or 611.5 acres. The road system is made up of several different kinds of roadways. The system 8 �I I I I I I I I I I I I I I I I I I I of major streets such as Davisburg Road and Milford Road serve major thoroughfares and as direct access to abutting parcels similar to all other local streets in the road network. As is the case with many communities in the Detroit Metropolitan Area, most of the road network locations correspond to the section and one-half section line land divisions. Examples of this locational situation can be found on Rattalee Lake Road, Fish Lake Road, Davisburg Road and portions of Eagle Road. In the majority of local section line roads, the right-of-way was set aside as a four-rod easement which is equivalent to 66 1 in width. As subdivision plats have been presented for recording, these rights-of-way have been expanded to include an area of sixty feet on either side of the road centerline. Therefore, the majority of major streets will eventually be 120 feet in right-of-way. The water and swamp areas make up a significant a mount of land use in the Township. These combined categories account for 8.7 percent of the total acreage in the community. In terms of acres, 1,988.8 acres comprise these categories. These water and swamp areas have been defined by the Oakland County Planning Division base map and this data has been the source of information for the delineation. Examples of areas enumerated under these categories include Tipsico Lake, the Holly Mill Pond, all other lake areas and all the swamp areas. The railroad classification accounts for a total of 108.8 acres of land in the Township. This land area comprises one half of one percent of the total land area of the Township. The agricultural and vacant classification account for the most substantial amount of acreage in that 77.9 percent of the total land area of the Township is so categorized. According to the land use survey, 17,935.9 acres are used as farm land or are classed as vacant land. The following table presents the Land Use Tabulation for the Township based upon the land use survey. Each category discussed above is indicated. �I I I I I I I I I I I I I I I I • • • LAND USE TABULATION ROSE TOWNSHIP, OAKLAND COUNTY, MICHIGAN Acres Category 1. 2. 3, 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 1,014.5 33.3 3.0 65.0 7.0 4.5 68.0 197.5 .978. 2 % of Total 4.40 0.14 0.01 0.28 0.03 0.01 0.29 0.85 Single Family Residential Multiple Family Residential Two Family Residential Mobile Homes Commercial Transportation & Utilities Industrial Public & Semi-Public Recreation Extractive Roads Water Swamps Railroads Agricultural & Vacant 851.1 108.8 17,939.4 2.65 5.00 3.70 0.50 77.90 TOTALS 23,019.5 100.00 -0- 611.5 1,137.7 4.24 -0- SOURCE: Field Survey and data compilation by Community Planning and Management, P.C. and Rose Township Planning Commission members, August, 1980. An overview of the current land use situation in the Township reveals that the Township is predominantly vacant with very little intensive development. The rural character is borne out by the statistic of 78 percent vacant land. There are no real intense urban or concentrated forms of development in the Township. The residential land use activity has continued to be the predominant pattern in that 4.4 percent of the total Township area is devoted to thise use. Much of the more recent residential development has been on large acreage parcels with moderate gains in some of the subdivision areas. Newer uses have been added along private roads which have been regulated by Township Ordinance. The obvious lack of any sewer and water facilities has contributed to the emphasis of large lot single family development. 10 �EXISTING LAND USE ,0 II • • •I ,~ • 0 J I I -:/ ~ ~21~ ./ ~ ~ + f l ~ ~-llll¾-----1-~~l---+-+---f· ];__ -~ QJ c:::::::J AGRtCUUURE 8 UNUSED SPACE ~ -c:::::J ~ c:z1 COMMERCIAL tNOUSTRlAL TRANSPORTATION 6 UTILITlES MUITIPLE FAMILY ~ PuBUC 6 SEMI - PUBLIC MOBIL£ HOME ~ PARKS 8 RECREATION c=::J: Slt'1GL£ FAMILY 1c::J TWO FAMllY ~ VACANT STRUCTURE ROSE TOWNSHIP . ....... OltlU...WC)C::QVft"fY .. ~ ..... ,,,,______ �-I -I LAND USE COMPARISON ROSE TOWNSHIP 1972 and 1980 Acres 1. .. 2. 3. .. 4. .. 5. 6. I 8. 9. 7. 10. 11. 12. • . 13 . 14. 15. • • • • • • - For 1980 For 1972 For 1980 For 1972 Single Family Residential 719.8 Multiple Family Residential 34.3 Two Family Residential 5.0 Mobile Homes 31.0 Commercial 8.5 Transportation & Utilities 4.5 Industrial 55.9 Public & Semi-Public 9.3 718.4 Recreation Extractive 22.3 Roads 589.3 Water 1,137.7 Swamps 851.1 108.8 Railroads Agricultural & Vacant 18 , 687.7 1,014.5 33-3 3.0 65.0 1.0 4.5 68.0 197.5 978.2 -0611. 5 1,137.7 851.1 108.8 17 , 939 . 4 • 3.10 81. 20 4.40 .14 .01 .28 .03 .01 .29 .85 4.24 -02.65 5.00 3 . 70 0.50 77.90 23,019.5 23,019.5 100.00% 100.00% Category .. Percent of Total TOTALS .13 .03 .10 .03 .02 .20 .04 3.22 .10 2.60 5 . 00 3.70 .so SOURCE: Field Surveys and Data Compilation assistance by Oakland County Planning Division with Rose Township Planning Commission, Dec. 1972; and Community Planning & Management , P.C. with Rose Township Planning Commission, 1980 . The two most obvious changes in the Township land use pattern have been in the residential development category and the publicsemi-public classification. Continued residential growth is evidenced as this category increased almost 300 acres during the eight year period. The mobile home subdivision located at the north end of the Township virtually doubled in size with an easterly e xtension of the development. The extension of the high tension power line across the northern end of the Township added significantly to the public-semi-public category. This new power line accounted for 190 acres being allocated to this land use. The land area was purchased and/or condemned by the Detroit Edison Company and Consumers Power Company to provide for an extension of a major power line across the northern part of Oakland County. , 1 �I I I I I I I I I I I I • • • • • • • Other land use classifications have had moderate changes such as the Recreation acreage increase from 718 acres in 1972 to 978.2 acres in 1980. As the Township has been encouraging private road development the acreage devoted to same has increased by 22 acres during the eight year period. The apparent decrease in commercial use is accounted for in the elimination of several home occupations and/or people actually operating businesses out of their residential dwellings. The extractive area along Rose Center Road has now been completed and no other area in the Township is being mined at present. The land area devoted to the land fill at Rose Center and Pepper Road has increased by 12.1 acres during that period and no other land has been developed for any industrial land use since the 1972 survey. 12 �I I I I I I I I I I I • • • • •II II ~ ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM PHYSICAL DEVELOPMENT CHARACTERISTICS SECTION 3 Prepared For: Rose Township Planning Commission Prepared By: Community Planning & Management, P.C. �I I I I I I I I I I I I I I I • • • • INTRODUCTION The land is the basic commodity when developing a plan for a community. Reasonable judgments must be guided by it's physical characteristics so as to make practical decisions relative to development proposals. Areas discussed in this report deal with a classification of land types by physical characteristics, the existing topographical conditions, and a description of the basic geology of the area. LAND TYPES* The classification of land by recognizing its topographic, slope, soil, and vegetation characteristics has been accomplished by Veatch and Partridge.* Land within the Township has been divided into seven different land types, each having specific characteristics of its own. The following lists each type with appropriate detailing of characteristics and location within the Township. 1. Map Number 8. ORONOKO LAND TYPE. Hilly knob and basin topography; slopes 2 to 3 times the area of level upland; high percentage of slopes 15 to 25 percent or more; lake basins, dry depressions and swamp basins. Dominant soils sandy loams mainly Bellefontaine, Hillsdale types, with smaller bodies of Coloma and Miami and Fox or Fox-like soils. Comparatively strong relief; some knob and basin; swell and sag filled with peat and muck; extinct lakes. Few streams. Soils mixed sandy loams, sands, and loams. Clay spots. Dominantly sandy loams. Locally bouldery. Forest mixed dominantly oaks-hickory, mixed sugar maple, beech, basswood, cherry, occasional white pine. The Oronoko Land Type is found in six scattered locations in Rose Township. The Tipsico Lake Area south of Demode Road and west of Hickory Ridge Road is designated in this land type. The low lying areas adjacent to Buckhorn Lake Road south of Demode Road also have this designation for land type. Immediately east of the railroad in the same general area this land type is applied. To the east of the Lake Braemer Subdivision and south of Davisburg Road, the Oronoko Land Type is also found. This area projects into Springfield Township on the east. The fifth area in this land type is found in the northeast corner of Rose, east of Rattalee Lake and along Weber Road. The final area of this land type is located north and south of Fenton Road for a distance of one-half mile west of Fish Lake Road • *J.O. Veatch and N.L. Partridge, Michigan State College of Agriculture and Applied Science, Agricultural Experiment Station, Soils & Horticulture Sections, 1934, revised in 1968 • 13 �I I I I I I I I I I I I I I I 'ii • 2. Map Number 11. EAU CLAIRE LAND TYPE. Gently rolling till or clay plains; short slopes, few exceeding 15 percent; swales and shallow basins. Dominantly Miami and Hillsdale loam types of soil. May be moderately stony. Minor soils · Washtenaw, Conover, Crosby, Bronson, Bellefontaine. Forest sugar maple, beech, basswood, cherry, elm, hickory, white oak and red oak. Occasional shallow swales or flat basins, holes, but few lake basins or former lake basins now filled with muck. This land type is generally scattered throughout the Township with a major concentration on either side of Hickory Ridge Road from the south Township Line north to Bone Road. The remaining locations are generally small, less than a section in size (640 ac.) and are noted in the following locations: A) B) C) D) E) F) 3. Fenton Road at Fish Lake Road West side of Milford Road north of Davisburg Road Davisburg Road east of Eagle Road West of Eagle Road, south of Parker Road West of Eagle, southeast of Pepper Road Both sides of Milford Road from Ranch Road to south Township Line. Map Number 12. PIPESTONE LAND TYPE. Deeply rolling or broken pitted or dissected clay land, till plains or moraines. Slopes greater in area than level land; constructional swales and basins; generally considerable stream dissection. Dominant soils Miami, Napanee, Hillsdale. Minor bodies of Coloma, Bellefontaine, Washtenaw, muck and peat. More dissected than 11, but dominantly clayey soils, well drained, of the Miami type. Forest oaks, white, red, hickory, basswood, sugar maple, beech, cherry. The Pipestone land type is found in five locations, fairly evenly distributed throughout the Township. The first area is located near Ranch Road and Pool Road. The next area is found on Fish Lake Road from Rose Center Road to Munger Road. Baker Road west of Hickory Ridge is the third location for this land type designation. This area extends northeasterly to Fenton Road, east and west of Hickory Ridge Road. A rather substantial area in the north-central portion of the Township is designated as Pipestone. The area extends from Taylor Lake northeasterly to the Mill Pond, then southeasterly to Hensell Road. The final area of this designation is an extension of the previous area from the Milford-Davisburg Road intersection east on Davisburg Road to Eagle Road. 4. Map Number 15. INDIAN LAKE LAND TYPE. Sand-gravel plains, level surface but containing a large number of dry pot holes, lake basins, muck and peat basins, swampy stream valleys or chains of lakes. Slopes short, enclosing basins, for the most part, but may include those up to 25 percent or more. Dominant soil Fox types; minor soil components Plainfield, 14 ., �,t , ( . .. -:' ,, t ' . r-:: ' 1· ~: ~ !-Y. ::: IC'' • . ... LAND TYPES MAP RosE 8 11 Oronoko Eau Claire - __ ,. .,_ _ .,.., ,...,, TOWNSHIP, OAKLAND COUNTY, MICHIGAN 15 19 ., , Indian Lake Oakl and 22 - Wixom �I I I I I I Bronson, Washtenaw (in pot holes and swales) and small bodies of mucks and peats. Deeply pitted lake basins. Chains of lakes. Lake chain rivers. Mostly oak hickory land originally. Red, black and white oaks. Occasionally some juniper (red cedar) sugar maple, elm, beech. Large number, frequency of deep and shallow, pits, lake basins. Lakes numerous. Extinct lakes, muck and peat. Swamps, marshes; a few leatherleaf bogs. This map designation is limited to two areas of the Township. One is located at Fenton Road near Trentor Lake while the other location is found south of Rattalee Lake Road along Eagle Road south to the railroad tracks. 5. I I I I The Oakland land type is found in the central and southeasterly portions of the Township. There are a few isolated locations, however the most significant are found south of Fenton Road and north of Baker Road, and along Buckhorn Lake Road south of Munger Road. The major portion of the Township designated in this land type is located in a crescent shape band beginning at Rose Center Road and Pepper Road, then running northwesterly through the West Wind-Kelly Lake area, then southeasterly and parallel to Rose Center Road to Taylor Lake Road. The Oakland land type, combined with Eau Claire and Pipestone types, represent approximately sixty percent of the Township land area • I • • • Map Number 19. OAKLAND LAND TYPE. Intermediate in gradient and height of relief between land types 11 and 12 on the one hand and 8 on the other; more Hillsdale and Miami than in 8 land type. Slopes exceed area of level land. High percentage of slopes of 8 to 25 percent gradient. Lakes and muck basins common. Dominant soil Hillsdale or sandy Miami; less Bellefontaine, Miami loam, Coloma. Stones characteristic. Mixed oak-hickory, less sugar maple beech than in 11 and 12. Scattered white pine in the wet mucky spots. A few small areas of hemlock. 6. Map Number 21. NOVI LAND TYPE. Flat till plains and Glacial drainage valleys, dominantly clay, semi-wet or hydroperiodic type. Characteristic soil type Crosby, Conover, Brookston • Minor components Macomb, Gilford, Bronson, Granby, muck. Holes but no deep pits or basins. Flat; very minor relief very shallow holes. Absence of lakes. Dominantly clay at shallow depth or at surface. Semi-wet land, not perennially wet on the surface. Mainly elm, red maple, silver maple, ash, hickory, basswood, occasional cottonwood sycamore. This land type is found in two different locations in Rose Township. The first is located north of School Lot Lake between Buckhorn Lake Road and Fish Lake Road, extending approximately one-half mile south of Rattalee Lake Road. The second location includes the area at Rose Center and Buckhorn Lake Road extending west and south to Demode Road 1S �I I I I I I I I I I I I I I I II • • • at Fish Lake Road. A narrow band of this land type extends southerly toward Buckhorn Lake Road approximately one-half mile. 7. Map Number 22. WIXOM LAND TYPE. Flat plains or Glacial drainage valleys. Dominantly wet and underlaid by sand and gravel. Dominant soils Gilford, Brady, Granby, Maumee, Carlisle, muck. Minor Brookston and small islands of Fox, Bronson, Berrien and Plainfield. Wet, swampy, semi-swampy high water table soils. Thin covering of wet-sand-gravelcobbles over clay and sandy clay. Some muck soil included. Mostly flat land. These areas may be drainage valleys, till plains flats, outwash flats but not lake basin flats. The Wixom land type is noted in three separate locations. The first location is east of Eagle Road between Sections 24 and 25 extending into Springfield Township on the east. The next location is found south of Buckhorn Lake along the stream bed between the railroad and Buckhorn Lake Road extending to the south Township line. The final area designated as Wixom is along Buckhorn Creek from Davisburg Road north to the Village of Holly. This land type is generally found in stream beds and very swampy areas and is very difficult if not impractical to develop. DRAINAGE BASINS AND TOPOGRAPHY The location of drainage areas, intensive slope areas, flood plains and physically depressed areas will contribute to sound judgment in the selection of land use allocations. The Township is served by two drainage basins, the Huron and the Shiawassee basins. The Huron basin only included the extreme southeast corner of the Township, specifically in the southeast quarter of Section 36. The remainder of Rose is served by the Shiawassee Basin with flow to the north and west. The topography of Rose Township can be characterized as generally rolling in nature with slope orientation to the north and northwest areas. Elevations range from the creek bottoms at 900'-950' above sea level to high points of 1,150' above sea level in the extreme southwest corner of the Township. This general portion of Oakland County has the topographical orientation change that is not evident in any other portion of the north central Oakland area. Slope changes from a southeasterly direction to a northwesterly direction as there is a high ridge which traverses Highland, Rose, Springfield, and Groveland Townships from the southwest to the northeast. Mount Holly in Groveland Township is the northern terminus of this ridge line. Land on the north side of the ridge has a 18 �I I I Rose TowNSHIPJ OAKLAND COUNTYJ MICHIGAN Slopes greater than 12\ Slopes less than S\ SOURCE: Oakland Cty. Plan. Conunission �I I I I I I I I I. I I I I I I I I I I northern terminus of this ridge line. Land on the north side of the ridge has a northern orientation to Holly, Fenton, and Genesee County. Land on the south side of the ridge has topographical orientation to the south and southeast toward Waterford and Pontiac. The drainage patterns follow these general directions. The ridge line with reference to Rose Township is crescent shape beginning at Tipsico Lake and traveling southeasterly toward Clyde Road in . Highland Township. The crescent generally follows Clyde and White Lake Roads crossing the Rose Center-Eagle Roads area and projecting northeast into Springfield Township. Elevations are rolling and fairly sharp slopes existing in the crescent which is interrupted by a stream running parallel to the C & 0 Railroad. Exclusive of the Tipsico Lake area, all drainage is oriented to existing streams which flow northerly. Progressing toward Holly and Fenton (Genesee County), elevations continue to decrease to the 923 foot level at the Mill Pond near the Village of Holly. Recognizing that Rose Township has a relatively gently rolling topography, the areas of excessive slopes over twelve percent in grade are scattered. The only concentratio~ of excessive slope area is found west of Fish Lake Road from Houser Road south to Bone Road. Within this area, the land near Fenton Road is more moderately sloped as compared to land to the north and south. Another area of excessive slopes is located northeast of the Milford-Davisburg Road intersection. There are some steep sloped areas parallel to the C & 0 Railroad along Water Road and at the south end of Tipsico Lake. The only significant concentration of steep areas in the northeast corner of Rose is found south of Tucker Road and west of Weber Road. These slopes are on the north side of Rattalee Lake and in the Camp Holly area. The graphic entitled, "Slope Characteristics" indicates the locations of these areas as platted by the Oakland County Planning Commission. The light grey areas on the map illustrate relatively flat areas of five percent or less gradient. Within Rose Township, three areas have been classified as being under the five percent figure. The first area is located along Chana Road from Milford Road-Munger Road on the west to Rose Center Road-Pepper Road on the east. The next area is located south and west of Fish Lake between Hickory Ridge Road and Fish Lake Road extending south into Highland Township. The third location is north of Demode Road from Rose Center-Taylor Lake Road west to Tipsico Lake Road. Provided these areas are not swampy, development should be relatively easy as the topography of the land would not be a deterrent to use. The remainder of the Township as illustrated in white on the graphic is classified as having moderate slopes of six to eleven percent. Slopes such as these require moderate land balancing, however would not preclude development on a large lot basis. 17 �. • ••vtt• • ' •• , ·4•·'g=-_=4,......,:~~~=4~~~~~=====f.rr=4 &4•# f , • I ~ E .•. ' ,. il \ I· -I C. {t ft : l· t.f. .. ·: lrt..--==~··..===·~~~ . # ~ l~,_, · ~ r ~-,~-ij!L--==--. =';; I I ,1 LAKE AND SWAMP AREAS RosE TOWNSHIP, OAKLAND COUNTY, MICHIGAN Lake and Swamp Locations Stream Locations ~ SOURCE: Oakland Ctv. Plan. Commission ~ i .. �I I I I I I I I I I I I I I I I I In the development of the excessive slope areas, the Township should carefully evaluate proposals for use as many natural amenities could be disrupted if soil removal and slope reduction were permitted to occur. Density should be relatively low in the "twelve percent and over" areas so as to take advantage of the natural features and retain some for the future. Another physical feature that must be taken into consideration is the existing streams, lakes, and swamps. These areas have little development potential in and by themselves due to their water characteristics. However, their attraction as a physical resource should be taken into consideration in planning work. As depicted on the graphic entitled, "Lake and Swamp Area," the shaded areas located lakes, swamps and streams. Of note are Tipsico Lake, Fish Lake, Buckhorn Lake, Taylor Lake, Rattalee Lake, West Wind and Kelly Lakes, Big School Lot and Little School Lot Lakes, the Mill Pond and Lake Braemer. There are numerous swamp areas located mainly adjacent to the streams and lakes. As was pointed out in the Land Use Report, much of the residential development around Township lakes has been of the seasonal cottage type. Portions of the Tipsico Lake, Buckhorn Lake, Taylor Lake, and Lake Braemer areas or now being developed into full rather than seasonal residential subdivisions. The character of these areas is shifting from a summer recreation emphasis to a complete commitment to living in the Township. GLACIAL GEOLOGY All of the above-described characteristics have resulted because of glacial action that took place in the Township in the distant past. For intermittent periods over several thousand years, great bodies of ice gouged and scoured the rock, moved debris from place to place and spread out their loads in broad sheets or heaped it into piles of diverse sizes and shapes. With regard to the location of materials which were deposited by the glaciers, and to the shape in which it was deposited, the northern one-third of the Township is composed of moraine. Moraine is unsorted material which was left at the very front, or terminus, of the glacier often in mounds. Moraine areas of the Township include areas to the east of Milford Road and north of Davisburg Road and west of Fish Lake Road and north of Sackner Road (extended easterly). The moraine area is bisected by the creek bed which is followed by the railroad into Holly. There are two other locations where moraines are found. The first is located around and including Tipsico Lake south of Demode Road and west of Hickory I I 18 �' NOYI. 0 ... TILL .TILL !. :---;. ., . "C ~ ; ~- .. GLACIAL MATERIALS &DRAINAGE BASINS RosE TOWNSHIP, OAKLAND COUNTY, MICHIGAN Glacial Materials: Moraine Till OUtwash Drainage Basins: Shiawassee · HUron SOURCE: Oakland Cty. Plan. Commission �I I I I I I I I I I I I I I I '- Ridge Road, and the second area is a narrow band extending northeasterly from Rose Center and Pepper Roads toward Ranch Road and extending into Springfield Township on the east. The second type of glacial deposit found within the Township is till. During ice age advances, material such as boulders, rocks, trees, etc. was picked up in one place and deposited by the ice in another. This material includes various particle sizes ranging from fine gravel and sand to large boulders. The material is generally unsorted as to size. There are substantial areas of till in the Township. The southern two-thirds and extending in a broad band into Holly comprise the major till areas. Some of the till is inter-mixed with outwash and moraine materials on a very limited and scattered basis. Another large deposit of till is found on the eastern border in the Davisburg-Parker Road area. These areas are generally characterized by the broad rolling hills and gentle slopes with some mounding of earth (till deposits) on a scattered basis. The third type of glacial deposit noted in the Township is classified as outwash. This term applies to material derived from meltwater from ice which carries material beyond the moraine (noted above), sorting and depositing the material as it flowed. The moraine locations in the Township form land areas of the higher elevations. Drainage channels from the top of the moraines were formed by this melting action. In cases where a large amount of outwash material is deposited in one spot, the mound formed by the deposit is called kame. Where large quantities of water drained from the moraine, natural drainage channels were formed. Once the melting ice receded and run-off was confined to rainfall, water began to pond in the depressed drainage channels and form lakes in the area. Certain amounts of ground water have also contributed to the maintenance of water level in the lakes. Big School Lot and Little School Lot Lakes, and Lake Braemer are examples of this action. (Braemer has been controlled and enlarged, however, the basic glacial action created the initial water area). Overall, glacial action of advancing and receding ice significantly contributed to today's topographic conditions. Drainageways and the watersheds can be traced to their geologic beginnings due to the conditions described above. It is important to be aware of the physical characteristics of the land prior to formulating recommendations relative to its future use. 19 . , . . �I I I I I I I I I. ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM COMMUNITY FACILITIES REPORT I I II II II II 'II II. .., SECTION 4 Prepared For: Rose Township Planning Commission Prepared by: Community Planning & Management, P.C. �I I I I I I I I I. I I -, : INTRODUCTION An important ingredient of the updated Master Plan is an evaluation of community facilities throughout the Township. These facilities include schools, parks, and public buildings, such as governmental structures and fire protection facilities. In this portion of the updated Plan, the existing inventory of all such facilities will be enumerated and analyzed . Viewed in the light of reasonable standards, proposals will be drafted to guide the provision of these uses. After the evaluation process, proposals for new community facilities will be discussed. The Township commissioned the preparation of a Recreation Master Plan during 1978 which was prepared in conformance to the Michigan Department of Natural Resources guidelines. The Recreation Master Plan was approved by the Township and submitted to the MDNR and subsequently approved. Following that approval, the Township submitted an application for development of the first Township Park at Rose Center and Milford Road. The park development is an ongoing project with the use of volunteer efforts, Township funding, Community Development Block Grant funding, and grants from the MDNR . For purposes of the recreation element, the adopted Recreation Master Plan is hereby included as reference material for this update of the overall Township Master Plan. As was pointed out in the 1972 Master Plan, it is essential to have adequate park space for future generations. Land should be acquired while population levels are relatively low, yet since 1972, the population has doubled to more than 4,000 persons. The 1972 plan listed the fact that no elementary schools are planned within the Township limits in the forseeable future. This assumption has been reconfirmed in written responses from the Fenton Area Schools and the Holly Schools. Therefore, it would not be possible to develop joint use park spaces with the potential location of elementary schools. Realizing the increasing costs of energy, the economic feasibility of continued bussing of school age persons may be of question in future years as the population continues to grow. The Recreation Master Plan proposes retention of current recreation resources, be they public or private, as well as includes the Civic Center Park, and one park within each quarter of the Township. These playfield areas would be designated as Township Parks with acquisition and development following a planned basis as designated in the Recreation Master Plan. 20 �I -I I I I I I I I I I I I I -II II I TOWNSHIP FACILITIES -Township Offices- Rose Township is still relatively rural with a 1970 population of 2,502 and a 1980 level at 4,375 persons. Serving the residents, the Township Board, Township Planning Commission, and Zoning Board of Appeals meet in the Township Hall located on Mason in Rose Jenter. The structure was built many years ago and has two large meeting rooms, one on the main floor and one in the basement. There is one small office area provided within the building. All Township records are kept in the homes of the Township Officials. The site is relatively small in nature without improved parking. Because of increased demand for services, the Township Officials maintain regular office hours in the Hall on Wednesdays and are available to residents by telephone or in their respective homes on a daily basis . . As the Township grows, it will become necessary to provide full time office space for Township Officials, regular office hours to transact Township business, and improved physical facilities in terms of structures and parking facilities. The present site ls inadequate for these activities and there ls little chance for expansion as surrounding lots are built upon. As was the case in the 1972 Master Plan, consideration should be given to the location of a new Township Building and attendant facilities on a parcel of land adequate to accommodate the projected population of the Township. The site of the Township Park at Rose Center and Milford Roads should be given first priority as this ls the location of the Civic Center Park. The generalized site plan developed in cooperation with the Oakland County Planning Division should be followed. Recent action of the residents in approving millage for fire protection and facilities has encouraged the Township Board to establish a savings program to provide funds for a fire department building. At the time office space ls needed, appropriate facilities should be provided on the site. The overall site plan includes site improvements for off-street parking while a new office use should include adequate office space for each Township Official, a conference room, a meeting room for the Board meetings, storage area and vault area for valuables and records. As noted, the Civic Center Park has been purchased by the Township following ' initial recommendations made in the 1972 Master Plan. That plan also suggested the expansion of the initial 10 acres to the next ten acres to the north. Since then, the ten acres to the north were purchased and a home built thereon. Purchase of the north ten acres is still possible with the potential use of the existing home as future Township Off~ce space. 21 �~ -I I -I I I I I I II II II II -Fire Protection- Fire protection is provided to Rose Township by several of the surrounding communities. Holly, Fenton, and the Townships of Highland, Holly, and Springfield make fire fighting equipment and personnel available. This mutual assistance program is curren~ ly serving the Township in an adequate fashion; however, this is due primarily to the rural nature of the community. Of all areas served, the central portion of the Township has the least amount of coverage because of its location in relation to the service areas of the area fire stations. Fire stations are major capital improvements and will be in use for many years. Therefore, their locations should be selected with care so as to result in the best fire protection possible, considering both life hazard and value of buildings and contents. Many points should be considered when choosing the location so that the company or companies to be housed in the new station will provide good coverage to the area to be protected and quick response to alarms of fire or other emergency calls. The type of area to be protected, that is, business, industrial, warshouse, institutional, residential, or a combination of them, is an important factor. Stations should be near extensive industrial or business districts and near districts where there is a high life hazard, even though this often appears to be out of line with a plan of uniform distribution. In the suburban and rural context of the Township, consideration must be given to adequately protecting existing developed areas as well as provide ample protection for future growth areas. To enable proper evaluation and realistic planning, the following standards for fire station location were adapted from data provided by the National Board of Fire Underwriters. - Low value areas such as residential and agricultural areas, the response area should not exceed 2.5 to 3 miles travel distance. - High value areas such as commercial, industrial, office, multiple-family, the response area. should be within the 3/4 to 2 mile travel distance. Topographical features of a community also affect station location and the total number required. A township divided into two or more portions by rivers, bluffs, mountains, and similar natural barriers, with few means for companies to respond from one portion to another, requires additional stations to provide proper protection. The same is true when there are man-made barriers, such as railroad tracks, limited access highways, and canals; the possibility of delay in response because of railroad crossings at grade, drawbridges, and heavy traffic must be considered. 22 �~ As the Township population expands, better fire protection is necessary to insure that residents' investments are protected. The 1972 Master Plan suggested two fire station locations, the west station at Hickory Ridge and Rose Center Roads, and the east station at Davisburg Road and Terrace Road. As noted pr€viously, the Township Board is currently in a savings program and intends to provide a fire station at the Civic Center Park site. Because of the logistics of this site (geographic center of the Township) the frin g e areas along the Township borders will receive minimum protecti o n. It would seem logical to continue the cooperative service agreements with the surrounding Townships to provide adequate fire protection to these areas that are two to four miles removed from the Rose Center site. I I I I I I -I . I I II II II It would also be reasonable to project at least one or perhaps two additional fire stations as the Township population continues to grow. Hickory Ridge Road south of Rose Center Road would still be an appropriate location for a future fire station. The northeastern part of the Township is far removed for Rose Center and Hickory Ridge Roads and, therefore, a site would seem appropriate in the Rattalee Lake Road east of Milford Road portion of the Township. The Board and Planning Commission should establish a priority program for actual site selection and purchase. This fire protection program should be ongoing and sites should be purchased in the near future while land costs are relatively stable . SCHOOL FACILITIES Rose Township is served by two school districts which divide the Township into two areas along a north-south line from Houser Road to the south Township line parallel to Fish Lake Road. On the east side of the dividing line is the Holly Area School District while the west side of the line is served by the Fenton Area Public Schools. The two school districts use a varied grade system in the following manner: District Grade System Elementary Holly Area Schools Fenton Area Public Schools - Junior H.S. Senior H.S. K-6 7-8 9-12 K-5 6-8 9-12 The two approaches are somewhat varied in that age groupings are mixed at different levels when comparing the districts. Apparently, the system accomplishes each district's objective of edµcation and proper utilization of physical facilities. II.~. ..... . .' 2a �I I I I I I I I -II I -11.., There are no elementary schools located within the boundaries of the Township. Children are transported to schools in Springfield Township (east and south), to the Village of Holly (north) to the City of Fenton (west). Written documentation from each school district indicates no plans to construct an elementary and/or secondary school facility within the Township boundaries between 1980 and the year 2000. The 1972 Master Plan calculated a percentage estimate of expected population for elementary and secondary students. Unfortunately, the 1980 Census is not to the level of detail that would enable a reasonable estimate of school demands. Those school facilities currently serving the Township include the following: Organization Capacity Site Size (Holly Area Schools) Holly Elementary Davisburg Elementary K-6 K-6 600 700 13.0 acres 19.0 acres (Fenton Area Public Schools) Eastern Elementary North Road Elementary State Road Elementary K-5 K-5 K-5 640 640 640 15.0 acres 10.0 acres 13.0 acres School Facility SOURCE: Appropriate School District Data, Community Planning & Management, P.C., September, 1980. As noted, each school service area extends beyond the Township. With regard to standards for delineation of service areas for elementary schools, each elementary school should serve approximately 800 students. Rather than the neighborhood walk-in school, the transportation of students is utilized because of the large geographical areas served by each school district. Each school district has been carefully monitoring recent population trends in the northwest Oakland County area. With significant decreases in the number of persons per household, the anticipated number of children will be significantly less than originally anticipated by the 1972 Master Plan document. For informational purposes, included herein are suggested standards fqr school site sizes, enrollment by grades as originally listed in the previous Master Plan. 24 �I I I I I I I I I I I -1.. ·" RECOMMENDED SCHOOL STANDARDS Item (1) Grades Served (2) Site Requirements Minimum Average Maximum (3) Enrollment Minimum Average Maximum (4) Students per Classroom (5) Service Area Population (6) Students per Family* SOURCE: *NOTE: Elementary Junior High School K thru 6 7 thru 9 7-8 acres 12-14 acres 16-18 acres 18-20 acres 24-26 acres 30-32 acres 250 800 1,200 800 1,200 1,600 25 25 1,250 1.,950 .64 .23 Rose Township Master Plan, 1972. This factor will be reduced when detailed 1980 Census data becomes available. From each school district, indications are that the existing schools will be adequate for the next twenty years. If the enrollment increases faster than is foreseen at this time, one of the school districts should consider locating a new facility in Rose Township. Assuming school development, the standards listed above should be utilized in choosing a site. Further, coordination with Township park facilities should be a prime requisite in the sel~ction of any site for an elementary school. as �I I I I -I I I I I I I I I I -l , p ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM POPULATION STUDY SECTION 5 Prepared For: Rose Township Planning Com.mission Prepared by: Community Planning & Management, P.C. J •• • I ' '• �I I I I I I I I I. I I I I I I I. INTRODUCTION For any planning process to be useful and complete, a study of the growth and distribution of the Township population is a necessity. Historical and current population trends illustrate problem areas of development, comparisons with neighboring communities, and indications of probable future needs. Proper planning of future roads, community facilities, and public utilities is based on existing population figures and future projections. The relationship between population and planning is reciprocal in the sense that, while plans must be made in terms of the population expected, this expected population can be controlled to a certain degree by the planning goals outlined. Numerous forces are at work to determine the total population at any given time. Working in combination, or at odds, these forces can affect the growth situation in both positive and negative ways. On a larger scale, two forces are triggering population changes 1) falling birthrates, and 2) people migrating to different parts of the country. Population study has become a fluid compilation of well-defined uncertainties regarding the future shaped by up-to-the-minute demographic information regarding the present. This report will investigate Rose Township's present population composition and characteristics, consider the current trends impacting on the United States as a whole and the Midwest Region in particular, and then use these factors into projections of the Township's future population. 2• �I I I I I I I I I. I I I I I I -, ... PAST AND PRESENT POPULATION TRENDS Table 1 indicates the actual population figures and rate of growth for Rose Township from 1930 through 1970. The development pattern from 1970 to June of 1978 is based on the number of dwelling units added per year. As shown, Rose Township has experienced a continual increase in population at a generally accelerated growth rate. An exception to this increase in rate was the decade 1950-1960, which witnessed a slight deceleration. Since 1970, residential construction has maintained the brisk pace set in the 1960s. More can be learned from the Township's growth rate by comparing it to the rates of larger geographical entities. Since 1930, Rose Township has increased in population at a faster pace than the Detroit SMSA (the combination of Wayne, Oakland, and Macomb Counties), the State of Michigan, and the U.S.A. as a whole. The difference clearly illustrates the Township's position as a relatively undeveloped community far from the point of exhausting its growth potential. Since 1960, Rose Township has surpassed the growth rates of Oakland and Macomb Counties. While Rose Township's rate of growth had been high compared to the county, state, and national levels, it was · lower than most of its neighbors' from 1930 to 1970. Table 2 illustrates this from a slightly different perspective. Rose Township's share of the population of the state and of the Detroit Metropolitan Area steadily increased over the years. At the same time, its share of Oakland County's population was decreasing. This trend reversed itself with a share of .276% in 1970. Recent 1979 figures estimate that the percentage has increased again to .417%. Population in the northwest Oakland County area has been continually expanding, with each of the communities experiencing its own rate of growth. Migratory growth pressure from the Flint Metropolitan Area through Interstate 75 and Dixie Highway can be traced through the 48-year pattern of community growth in Table 3. In the 1940s, Independence and White Lake Townships first showed sharp increases in their growth. During the 1950s, Holly Township joined with those two communities to become one of the three fastest growing Townships in the area. In the 1960s, Groveland, Highland, and Springfield Townships experienced the highest growth rates. Tracing population trends enables a community to create some cohesive picture of past demographic movements and also to extend these population movements into the future. As shown, Rose Township can best appreciate its own population changes by comparing them with two other levels of development: 1) the growth pattern of the United States as a whole, and 2) the growth rate of Rose Township's immediate area, including County and individual neighbor developments. 27 �TABLE 1 ROOE TOWNSHIP LOCAL, STATE, ANO NATIONAL POPULATION GROOT!l 1930-1978 Change 1930-1940 % 1930 ROSE TOWNSHIP oakland County Macomb county 1940 Change 1940-1950 1950 Change 1950-1960 % % 1960 1970 June 1978 Change Dwelling Dwelling 1960-1970 units Units % 1970 Change 1970 ~ 1978 % 661 797 20.5 1,105 38.6 1,482 34.l 2,502 68.8 668 1,102 65.0 211,251 254,068 20.3 396,001 55.9 690,259 74.3 907,871 31. 5 264 , 566 333 , 012 25.9 77,146 107,638 39. 5 184,961 71.8 405,804 119.4 625,309 54 . 1 171,578 213,241 24.3 Wayne County 1,888,946 2,015,623 6.7 2,435,235 20.8 2,666,297 9.5 2,669,604 0.1 830,441 840 ,242 1. 2 Detroit SMSA . 2,177,343 2,377,329 9.2 3,016,197 26.9 3,762,360 24.7 4,202,784 11. 7 1,266 ,58 5 1,386,495 9.5 4,842,325 5,256,106 8.5 6,371,766 21.2 7,823,194 22.7 8,875,083 13.4 123,202,624 132,164,569 7. 3 151,325,798 14.5 179,323,175 18,5 203 , 211,926 13,3 State of Michigan . N U. S.A. Source: U.S. Census of Population, 1930-1970, and 11 Residential Construction in Southeast Michigan" 1970-June, 1978, Southeas t Michigan Council of Governments . ... ... .. .. .. .. .. .. .. ... .. .. la Ill. Ill. . . �I I I I I I I I I I I I I I I -I . The decrease in the nations' growth rate during the 1960s, as shown in Table 1, was one of the first indications given to the Census Bureau regarding a significant slowdown in population growth in the United States . A study of population trends on a larger level was issued in April, 1979 by a population research firm. In part, this study reports: ~ During the last two decades, major shifts have appeared in patterns of American fertility and migration. By changing the size, structure, and distribution of the U.S. population, these shifts are altering - often drastically - the fortunes of people, places, and the country as a whole. Most importantly, U.S. population growth has slowed substantially since the middle of the 1960s, with a transition to zero population growth seemingly under way. The American population increased by an average of 2.8 million people a year between 1955 to 1965; since then, this average annual increase has diminished to less than 1.9 million. A change in American fertility has played the key role in this slowing of population growth. The fertility rate declined sharply during the 1960s and now stands barely above its historic low.* The population trend for the Midwest Region of the U.S. has been even more extreme than that for the country as a whole. Population growth in the Midwest has decreased sharply in the last thirty years and is well below the national growth rate. This drop has been the result of falling birthrates and the migration of people to other parts of the country. Projecting these trends would result in the Midwest reaching zero population growth by the middle of the next century, ahead of the rest of the nation. Population projections for Rose Township must balance two simultaneous but different forces that are impacting on the community. First, the Township must take into consideration the implications of the Census data. The expected Baby Boom ''echo" - the females born during the first Baby Boom of 1954-1960 bearing their own children - has failed to materialize. Of course, population shifts are volatile, but any gain that actually results will most likely be modest. The downward course of the national birthrate has not been substantially interrupted. As a result, Rose Township along with other communities must lower its persons per household ratio for population projections as there are less children per household being born. *"Beyond the Baby Boom - The Depopulation of America", Peter Morrison - The Rand Corporation, April, 1979. 29 . -.·- - ' • .... �TABLE 2 ROSE TOWNSHIP MI a-II GAN, DETROIT METROPOLITAN AREA, OAKLAND COUNTY (NUMBER OF PERSONS AND TOWNSHIP SHARE) ,. State of Michigan Twp. % Share Detroit Metro Area Twp. % Share Oakland Count}'.: 1930 4,842,325 .014 2,177,343 .030 211,251 .313 661 1940 5,256,106 .015 2,377,329 .033 254,068 .314 797 1950 6,371,766 .017 3,106,197 .035 396,001 .279 1,105 1960 7,823,194 .019 3,762,360 .039 690,603 .215 1,482 1970 8,875,083 .028 4,199,931 .059 907,871 .276 2,502 Twp. % Rose Share TownshiE r Source: . ··o U.S. Census of Population, 1930-1970 and Community Planning &Management, P.C. ' f �I I I I I I I I I I I I I I ' 'II The second impact will neutralize this decreasing effect to a certain extent. Until recently, Rose Township has been isolated from the migratory corridors of growth stretching out of the Flint and Detroit Metropolitan Areas. During the next twenty years, growth pressures from migration, all but the migration of smaller-sized households, will counteract mo~t of the national decreasing growth trend. As indicated in the Table "Rose Township and Neighboring Community Growth Rates", Rose Township was the third fastest growing community in this portion of Oakland County. Only Springfield and Groveland grew at a faster rate during the eight year period. Preliminary 1980 Census data indicates an everchanging development pattern in the same northwest Oakland County communities. The following Table illustrates the preliminary census enumerations for the same area communities: Preliminary 1980 Census Count Rose Brandon Groveland Highland Holly Independence Springfield Waterford White Lake Oakland County 4,375 8,069 4,119 16,787 3,555 20,248 8,110 65,287 21,366 996,329 1970 Census Count Percent Increase Over 1970 levels 2,502 3,831 2,570 8,372 3,041 16,327 4,833 59,123 14,311 907,871 74.8% 110.6% 60.2% 100.5% 16.9% 20.0% 67.8% 10.4% 49.3% 9.7% Source: U.S. Census of Population, 1980 Preliminary Data as released by Oakland County Planning Division, July 1980 and U.S. Bureau of the Census, 1970 Decennial Census. Rose Township ranks third highest in the percent of increase in population for the decade in the northwest portion of the County. For the projection of future population levels, a figure of 3.5 persons per household is to be used for single-family and twofamily units while 2.5 persons will be used for multiple-family and 2.3 persons for mobile home unit. These same figures were used in the recently completed Rose Township Recreation Plan, 1978. a1 �TABLE 3 ROSE TOWNSHIP NEIGHBORING COMMUNITY GRG/'.IH RATES 1930 ROSE TCMNSHIP 661 Brandon Township Groveland Township Highland Township Holly Township Independence Township Springfield Township White Lake Township Oakland County Source: ... -- .. , 794 ~ 797 999 , Change 1930-1940 20.5 25.8 ~ 1,105 1,447 I Change 1940-1950 38.6 1960 \ Change 1950-1960 1'ill.. 1,482 34.l 2,502 1970 , Change Dwelling units 1960-1970 68.8 668 June ,1978 Dwelling Units 1,102 , Change 1970 June, 1978 65.0 60.l 44.8 2,416 67.0 3,830 58.5 1,277 2,045 33. l 2,570 96.8 709 1,272 79.4 2,304 3,789 64.8 674 930 38.0 981 5.5 1,306 1,206 1,726 43 . l 2,944 73.5 4,855 65.0 8,372 72.4 918 1,036 12 .a 1,367 31.9 3,269 139.0 3,041 -6. 3 897 1,146 27.7 5,880 30.0 1,164 1,627 39.8 3,448 lU.O 10,121 193.5 16,327 61. 3 4,560 923 1,273 37.9 1,825 43.4 2,664 46.0 4,833 81.4 1,196 1,984 65.9 1,114 1,643 47.5 4,182 154.5 8,381 100.4 14,311 70. 7 4,025 5,640 40.1 211,251 254,068 20.3 396,001 55.9 690,603 74.4 907,871 31.5 264,566 333,012 .. 25.9 U.S. Census of Population, 1930-1970, and "Residential Construction in Southeast Midligan" 1970-June, 1978, Southeast Michigan Council of Governments • .. .. .. .. .. ... la ~ ~ 1111. �I -II TABLE 4 POPULATION PER HOUSEHOLD IN 1970 AND 1980 UNIT II State of Michigan Oakland County Rose Township Holly Township Highland Township White Lake Township Springfield Township •I I I -- • • • • • • • • • ••• 1970 PERSONS/ HOUSEHOLD Source: 3.30 3.40 3.73 3.38 3.70 3.53 3.61 ~ 1980 PERSONS/ HOUSEHOLD N/A 2.65 2.90 2.73 2.96 2.69 2.77 U.S. Bureau of the Census, U.S. Census of Population and Housing for appropriate years, (U.S. Government Printing Office, Washington, D.C.) and preliminary 1980 Census Data as interpolated by Community Planning & Management, P.C., July 1980. The household population figures listed above are indicative of an anticipated decrease in the actual number of persons living in each household in years to come. The recently released 1980 figures are certainly reflective of this trend. The 1980 persons per household calculation was not adjusted for vacancy as the rate for each community was not available. The 1970 rate of vacancy for Rose Township was 8.7% of all dwelling units. Assuming the same rate for 1980, the persons per household figure will increase to 3. 21. 33 .. �~ ~ • • • • • • • •I I I • •II II •·- POPULATION COMPOSITION Determining the total number of people in Rose TDwnship is only a first step in anticipatory planning. The composition of the population will tell the community exactly who it is planning for. A younger population demands schools and active recreation facilities, while an older population will place different demands upon community priorities. Less school space and a more passive recreational inventory might result. As mentioned in the above, several factors have and will continue to influence the population characteristics and growth in northwest Oakland County and Rose Township . 1) The higher birthrates immediately after the Second World War have contributed to a disproportionate number of persons in the late twenties and early thirties categories . 2) Lower birthrates were the result of a strained socioeconomic situation due to the Depression and early war years (1940s). Lower numbers of persons are noted in the 35 to 45 age groupings . 3) A general lowering of the birthrate between 1960 and the present has caused a decline in the numbers of pre - school and school age children in the area . Smaller planned family size has also been a contributing factor. 4) Growth in this general area of the county has been caused more by the immigration of young families seeking a less urban environment than by natural increases (births over deaths). The attached illustration entitled "Population Pyramid" is a graphic display of population composition. The ideal population pyramid should approach a regular pyramidal shape, being wide at the bottom as births occur, and narrowing at the top with deaths. The U.S. situation in 1900 illustrates this perfectly. However, the social and economic factors mentioned above influence the shape of today's distribution. The final pyramid illustrates the 1970's low fertility rate (the number of children under 5 years of age per 1,000 women between the ages of 15 and 49). The large number of children born in the 1950s are now part of the 20-29 age category. The population pyramid in 1970 for Rose Township contains major concentrations in the 14 - and-under age divisions and in the 25 - 54 age groups. Table 5 illustrates this distribution in terms of percentages. In Rose, the highest percentages occur specifically in the 25-44 and 5-14 age groups . The Township has higher percentage distributions than the County and State in the 19 - and - under and 25-34 categories . This level of detail is not currently available for the 1980 Census and therefore the 1970 data has been listed. 34 1,,': �•: TABLE 5 AGE GROUPS AS A PERCENT OF 'roTAL POPUIATION ROSE TCMNSHIP, OAKLAND COUN'IY, STATE OF MICHIGAN MAIE Rose 0 - 4 6.1 Oakland County state Rose FEMALE Oakland County State Rose TOTAL Oakland County State 4.5 4.6 4.7 4.4 4.5 10.8 8.9 9.1 t 9 6.4 5.4 5.3 5.2 5.1 5.1 11.6 10.5 10.4 10 - 14 6.6 6.0 5.6 5.9 5.8 5.4 12.5 11.8 11.0 15 - 19 4.3 4.9 4.9 5.7 4.8 4.9 10.0 9.7 9.8 20 - 24 2.5 3.2 3.7 2.6 3.8 4.2 5.1 7.0 7.9 25 - 34 7.0 6.2 6.0 7.3 6.4 6.2 14. 3 12 .6 12. 2 IO 35 - 44 6.0 6.1 5.5 5.7 6.4 5.8 11.7 12. 5 11.3 " 45 - 54 4.9 6.0 5.5 5.0 6.3 5.8 9.9 12.3 11.3 55 - 59 2.3 2.3 2.3 1.6 2.3 2.4 3.9 4.6 4.7 60 - 64 1.6 1.7 1.8 1.4 1.8 2.0 3.0 3.5 3.8 65 - 74 2.5 1.9 2.4 2.7 2.4 2.9 5.2 4.3 5.3 .9 .9 1.3 1.1 1.4 1.9 2.0 2.3 3.2 51.1 49.l 48.9 48.9 50.9 51.1 100.0 100.0 100.0 5 - 75 + TOTALS Source: U.S. Census of Population and Housing 1970, and Community Planning & Management, P.C. �Table 6 translates these age divisions into six general life phases . The logical combination of comparatively large elementary school and family-forming groups indicates that Rose Township is a young, growing community. Neighboring Township's are experiencing the same pattern of development. While the sizes of these two age groups are large compared to the other life phase divisions, they are small in terms of real numbers. These lower overall numbers will contribute to a decreased number of school age children during the next two decades. Early 1980 Census returns indicate a marked decrease in the number of persons in each household. Single person households and families choosing to have a limited number of children have contributed to the lower number of persons in each home . • • • • • • • -•~··· 39 ·.. · ,. . ., . . .. �,f::,,, TABLE 6 ROSE TOWNSHIP MAJOR POPULATION GROUP COMPARISON Oakland County Rose Holly State Twp. Twp. Pre-School (0-4) 9.1 8.9 10. 8 9.7 12.2 10.2 11.2 9.7 9.8 Elementary School (5-14) 21.4 22.3 24.1 22.3 25.3 25.5 24.4 24.4 27.5 Secondary School (15-19) 9.8 9.7 10.0 8.4 8.4 8.9 9.2 9.3 9.4 Family Forming (20-44) 31.4 32.1 31.1 31. 4 35.4 32.8 33.1 33.2 34.4 Mature Families (45-64) 19.8 20.3 16.8 20.2 14.7 16.4 15.8 18.5 15.1 8.5 6.7 7.2 7.6 4.0 6.2 6.3 4.9 3.8 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Retirement (65 +) TOTALS Source: Groveland Twp. U.S. Census of Population and Housing, 1970, and Community Planning & Management, P.C. Springfield 'lwp. Highland Twp. White Lake Twp. Independenc« Twp. ...., �I I I I I I I I I ' I I I I ~ _ _ ,., POPULATION PROJECTIONS With 434 net dwelling units added between 1970 and June of 1978, and assuming 3.21 persons per dwelling unit, approximately 1,389 persons were added to the Township's population since the 1970 Census. This figure includes eight percent vacancy rate for all dwelling units in the Township. One hundred thirty-nine (139) additional building permits have been issued since June, 1978, adding an estimated 446 persons through April, 1979. As a result of these calculations, the total estimated population for Rose Township is 3,860 persons as of May, 1979, The preliminary 1980 Census count taken in April of 1980 enumerated 4,375 persons in the Township. The difference between the earlier estimates and the Census count can be attributed to the lower number of persons per household. There are many methods available for projecting the future population of Rose Township. Because the actual population will be the result of both predictable and unpredictable factors, it is best to incorporate a number of different projections into an estimated population range. This population projection will then act as a guideline for general planning decisions and during periodic evaluations of community facilities. In addition to projections prepared by two separate government agencies, four mathematical methods will be used to project the Township's future population. These models are the Growth Rate Method, the Arithmetic Projection Method, the Constant Proportion Method, and the Increasing Proportion Method. The growth rate method simply assumes that the 1970 to 1980 growth rate will be the same as between 1960 and 1970, that the 1970 to 1990 growth rate will be the same as between 1950 and 1970, and that the 1970 to 2000 growth rate will compare with the 1940 to 1970 rate. This results in the following: Growth Rate Method 1980 population 1960-1970 % change Projected 1980-1990 change Projected 1990 population 4,375 74.8% 3,273 7,648 1980 population 1960-1980 % change Projected 1980-2000 change Projected 2000 population 4,375 195.2% 8,540 12,915 1980 population 1950-1980 % change Projected 1980-2010 change Projected 2,010 population 4,375 295.9% 12,945 17,320 31 �I I I I I I I I The population rate increases experienced in the 1950's-1970's will be accelerated now that the Township is in the immediate path of growth pressures from nearby metropolitan areas. Therefore, the growth rate method of projection yields estimates which the Township is likely to exceed. The arithmetic projection method is basically similar to the growth rate method, but utilizes actual numbers rather than percentages and results in the following: Arithmetic Projection Method 1980 population 1970-1980 change Projected 1990 population 4,375 +1,873 6,248 1980 population 1960-1980 change Projected 2000 population 4,375 +2,893 7,268 1980 population 1950 - 1980 change Projected 2010 population 4,375 +3,270 7,645 The constant proportion method assumes that the Township will remain the same percentage of the County's 1990, 2000 or 2010 population as at present. Because of the increased rate of growth in Rose Township since 1970, an up-to-date percentage rate will be used, calculated from the Oakland County Planning Division's estimated 1979 populations for Rose Township and the County. This percentage will be applied against the Oakland County population projections calculated in SEMCOG's 1978 Small Areas Forecast. Constant Proportion Method SEMCOG 1980 County population Estimated Twp. % share of County in 1979 1980 projection 1,052,777 .417% 4,390 SEMCOG 1990 County population Estimated Twp. % share of County in 1979 1990 Projection 1,007,122 .417% 4,200 SEMCOG 2000 County population Estimated Twp. % share of County in 1979 2000 projection 1,074,531 .417% 4,481 None of the above mathematical projections are based upon the likelihood that Rose Townships share of the County's growth will increase past its share of previous and present regional growth. The Oakland County Planning Division's projections of 89 ... . -· . -t , · . �I I I I I I I I population for the County and Rose Township indicate that the Township will continue to increase its share of the County growth from .417% in 1979 to .436% in 1980, .688% in 1990, and up to 1.032% by the year 2000. The increasing projection method applied these percentages to the County population projections by SEMCOG, yield the following results: Increasing Projection Method SEMCOG 1980 County population Estimated Twp. % share of County in 1980 1980 projection for Rose Township 1,052,777 .436% 4,590 SEMCOG 1990 County population Estimated Twp. % share of County in 1990 1990 projection for Rose Township 1,007,122 .688% 6,929 SEMCOG 2000 County population Estimated Twp. % share of County in 2000 2000 projection for Rose Township 1,074,531 1. 032% 11,089 The Township Recreation Plan assumed a consistent rate of growth between 1977 and 1980 and estimated the 1980 figure at 4,560 persons. This assumption was based upon the conservative development of fifty (50) single family home sites per year or an addition of 175 persons each year. The April 1979 estimate of population listed above was 4,507 persons. It would appear the estimate for 1980 is fairly consistent and close to expected levels. Preliminary 1980 Census data indicates 4,375 persons. Therefore, the Recreation Plan 1980 estimate and the April 1979 population estimate were found to be slightly higher than the reported Census figure. Extending this anticipated building permit activity to 1990 and 2000, this could mean a population level of 6,200 persons living in the Township during the decade. Assuming the same moderate rate of growth from 1990 to 2000, an additional 2,000 persons would be living in Rose. A review of the projection data indicates the following population expectations for the next twenty years: 1980 1990 2000 2010 - 4,375 6,200 8,000 10,000 Again, it should be emphasized that population projection is not an exact science and many factors contribute to the rate of increase and/or decrease. Projections in the 1973 Township Master Plan were indeed conservative in that the 1980 level was projected at 3,500 persons while the 1990 year listed 5,500 persons. Obviously, development intensity has increased dramatically and new households are entering Rose Township at a faster rate than was anticipated in past planning work. The implications of such dramatic population increase for the _ Township include demands for public services in police, fire, recreation and health services, and staffing these services to meet the anticipated levels of activity. . :. ·. . . . .. ... . �I I I I I I I I. I I I I I ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM ECONOMIC BASE STUDY - SECTION 6 Prepared For: Rose Township Planning Commission ~ ~ I- Prepared by: Community Planning & Management, P.C. .... �I I I I I I I I I. I I I I I I ~ -I INTRODUCTION Commercial and industrial land use needs will vary substantially between any two communities, and it is the purpo~e of this report to analyze Rose Township's commercial land use characteristics and to recommend a long-range policy guide for meeting those needs. The approach employed herein is as follows: Market Analysis - the Township's 1980, 1990, and 2000 ultimate spending potential is established to determine floor area and acreage needs by retail type in order to relate potential to existing land use acreage. Existing Commercial Land Use - in view of the ultimate potential acreage needs for commercial activity in the Township, the existing commercial pattern is discussed. Industrial Analysis - the employment characteristics and potential of Rose Township as related to today's industrial land use needs, and forecasted into the future. Existing Industrial Land Use - in view of the potential acreage needs for industrial activity in the Township, the existing industrial pattern is discussed. COMMERCIAL LAND MARKET ANALYSIS The market analysis process is capable of arriving at statistically reliable commercial base planning alternatives from an examination of trade area economic characteristics. The analysis is not capable of forecasting actual retail sales. It can only predict future market performance on an "all things being equal" basis. The Township's ability to attain its economic potential becomes a question of whether ancillary programs involving access, parking, circulation and beautification will be undertaken by the community in conjunction with future demand proposals, and whether Township residents are willing to forfeit some of their rural atmosphere for increased commercial activity. The City of Fenton and the Village of Holly are in close proximity to the Township, each having an established central business district. Each shopping district offers a variety of convenience and comparison stores located in a compact downtown setting. Commercial facilities include drugs, hardware, restaurants, department stores, public and semi-public uses, banks, antique s ales, and similar items. Both downtown areas have grown and prospered because of their location in relation to rail facilities and their service to the predominantly agricultural area surrounding them. Recent redevelopment activities in downtown Fenton have brought new uses and improved parking facilities to the area. Fringe development adjacent to each community has 41 ' , �I I I I I I I I I I recently been occurring; however, each new commercial area has developed away from Rose Township. Areas to the east and south of Ro se must also be taken into consideration. The M-59 Corridor which travels through Highland Township and White Lake Township has scattered commercial~development adjacent to the right-of-way. In the area of Milford Road and M-59 (Highland Road) is the settlement of Highland which has several convenience and comparison shopping facilities located therein. A short distance to the south is located the Village of Milford where moderate commercial facilities are present. To the east of Rose Township is found the settlement of Davisburg where a small amount of convenience, medical, banking, and comparison shopping is available. All of the surrounding commercial areas should be taken into consideration when attempting to estimate the potential market for commercial land use. The purpose of market analysis is to evaluate commercial development with regard to the needs of the population it serves. Generally, the most useful approach is to compare the existing acreage of convenience, comparison and general commercial development within a defined trade area to the estimated commercial acreage needs of the existing population of that area, and to the needs of projected population levels based upon immediate development of platted subdivision lots and various acreage developments as well as capacity population as indicated by the Master Plan. The analysis can be completed for an entire municipality to measure its dependence on outside retail facilities or to estimate the amount of land needed to be set aside for commercial development, or for a particular site to predict the demand for a proposed business location. The first step in the market analysis is to define a trade area. This can be the entire community or that area from which a business would draw its customers. It is important to note that analysis defining an entire community as the trade area does not provide specific information on exact commercial locations as does the single site approach. On a community-wide basis, the results yield a measurement of total retail need, but does not reveal isolated inconsistencies in population/facility ratio. For this analysis, the trade area is defined to be all of the land area within the Township. The data base for this analysis is the following population projections for Rose Township as listed in the Population Report and county averages as listed below with the source as indicated. Year Population 1980 1990 2000 2010 4,375 6,200 8,000 10,000 42 Households 1,363 1,931 2,492 3,115 �I I I I I I I I I I A factor of 3.2 persons per household is applied throughout the thirty-year period . A basic assumption here is that available disposable income of each household could be spent within the Township if commercial land uses were provided. Small area (Township level) data on income and disposable retail dollars is not currently available; therefore, Oakland County averages must be applied. The median household effective buying income calculated for the County was $24,910 for each household in 1978. Each family spends a certain amount of their budget for various retail purchases during the year. The Federal Bureau of Labor Statistics lists information regarding the relative percentage distribution, and these figures are allocated by land use category and commercial use. Also applied are sales amounts per square foot of usable floor area by retail and store type to convert the calculations to area and acreage amounts. The sales per square foot data is derived from the 1979 issue of the Dollars & Cents of Shopping Centers as prepared by the Urban Land Institute. The need for commercial development is calculated as a function of the average family income and retail trade statistics, translated into acreage by sales data per square foot of store type and floor area to land area ratios typical in the community. The procedure takes that portion of the average family income available for retail purchases and multiplies it by the number of families in the Township to obtain a total expected retail expenditure of all families within the trade area. The total expenditure is divided into categories of retail trade according to documented percentages for actual retail sales from previous years. The translation of the figures from total sales into land area begins with the selection of appropriate amounts for sales per square foot of usable floor area by store type. This data is somewhat dependent upon the affluence of the trade area, but more so upon the geographical region in which the study is located. The dollar amount available for retail trade, divided by the sales per square foot, yields the usable floor area of that store type that can be supported by trade area. This is approximately 75% of the total floor area of a store. A factor is then applied to convert retail floor area into total required land area to allow for ancillary features as parking, landscaping, buffers and service areas. The ratio of floor area to total land area is generally 1:6 for convenience centers, 1:8 for comparison and 1:4 for general commercial. These ratios vary somewhat according to the density of development in the area. The total land area is then converted into acres. The following tables represent a calculation of market potential for Rose Township for the next thirty years. These tables are an ind cation of commercial needs using the underlying assumption that all families in the Township would spend their available dollars at a local shopping area rather than outside the boundaries of the Township. Further, those persons on the edge of the Township may shop in Rose or in the adjacent community if facilities and services were equal. The tables follow: 43 •1 I �I I I I I I I I 1980 POPULATION LEVEL OF 4~375 ROSE TOWNSHIP Retail Group % of Retail Sales CONVENIENCE: Food Drug Lbr, Blg, Hdw Eat/Drink Other Retail 21.1% 3. 6 % 2.0% 4.2% 4.0% SUBTOTALS 16 . 4 % 5 .1% 4.5% 4.2% 4.0% SUBTOTALS TOTALS 1.7 0.6 0.8 0.4 0.5 29,000 4.0 18,200 5,500 6,500 2,700 3,400 3.3 1 •0 1.2 0.5 o.6 36,400 6.7 6,400 21,200 14,200 o.6 2.0 1•3 6,236 41,900 3.8 20,182 107,200 14.5 352.00 154.51 66.38 317.29 234.09 181 .47 1 86 • 4 8 139.76 317 .29 234.09 3,310 1 , 0 29 90 8 848 807 6,902 SUBTOTALS Hdw 2. 1% 2 2. 1 % 6.7% Sq. Ft. Equivalent Supported by Commercial Study Area Acreage 12,100 4,700 6,100 2,700 3,400 4,258 727 404 848 807 7,043 COMPARISON: General Mdse Apparel Furniture Eat/Drink Other Retail GENERAL: Lbr, Blg, Auto Gasoline Retail Sales Sales from Study Area per Sq. Ft. ($000'S) 424 4,460 1, 352 66.38 210.00 95.00 44 �I I I I I I I I I I I I I 1990 POPULATION LEVEL OF 6 ;·200 ROSE TOWNSHIP % of Retail Group Retail Sales CONVENIENCE: Food Drug Lbr, Blg, Hdw Eat/Drink Other Retail 21.1% 3.6% 2.0% 4.2% 4.0% I SUBTOTALS -~ TOTALS 'I 16. 4 % 5. 1% 4.5% 4.2% 4.0% 2.4 0.9 1•2 0.5 0.7 41,100 5.7 25,800 7,800 9,200 3,800 4,900 4.7 1. 4 1 •7 0.7 0.9 51,500 9.5 9,000 30,100 20,200 0.8 2.8 1.9 8,835 59,300 5.4 28,592 151,900 20.6 181.47 1 86 • 4 8 139.76 317 .29 234.09 4,689 1 , 4 58 1 , 2 87 1 , 201 1 , 14 4 9,778 SUBTOTALS GENERAL: Lbr, Blg, Hdw Auto Gasoline 17,100 6,700 8,600 3,800 4,900 352.00 154.51 66.38 317.29 234.09 6,033 1 , 0 29 57 2 1 , 201 1 , 14 4 9,979 SUBTOTALS COMPARISON: General Mdse Apparel Furniture Eat/Drink Other Retail Equivalent Sq. Ft. Retail Supported by Commercial Sales Sales from Acreage Study Area Study Area per Sq. Ft. ($000'S) 2.1% 22.1% 6.7% 600 6,319 1 , 9 16 66.38 210.00 95.00 4 !5 --~.. .. _.:t �I I I I I I I I I. I I I I 2000 POPULATION LEVEL OF 8~000 ROSE TOWNSHIP % of Retail Group Retail Sales CONVENIENCE: Food Drug Lbr, Blg, Hdw Eat/Drink Other Retail 21 • 1 % 3. 6 % 2.0% 4.2% 4.0% 1 6. 4 % 5. 1 % 4.5% 4.2% 4.0% 181 .47 1 86 . 4 8 139.76 317.29 234.09 6,051 1 , 8 82 1 , 660 1 , 5 50 1 , 47 6 12,619 SUBTOTALS GENERAL: Lbr, Blg, Hdw Auto Gaso.line 352.00 154.51 66.38 317.29 234.09 7,786 1 , 3 28 7 38 1 , 5 50 1 , 47 6 12,878 SUBTOTALS COMPARISON: General Mdse Apparel Furniture Eat/Drink Other Retail Sq. Ft. Equivalent Retail Supported by Commercial Sales from Sales Study Area Acreage Study Area per Sq. Ft. ($000'S) 2. 1% 22.1% 6.7% 66.38 210.00 95.00 775 8,155 2,472 22,100 8,600 11,100 4,900 6,300 3.0 1 •2 1.5 53,000 7.3 33,300 10,100 11,900 4,900 6,300 6•1 1.9 2.2 0.9 1.2 66,500 12.2 11,700 38,800 26,000 1. 1 3.6 2.4 0.1 0.9 I SUBTOTALS 11,402 76,500 1.0 36,899 196,100 26.5 -~ TOTALS ~ - 48 f l �I I I I I I I I I I I ' 2010 POPULATION LEVEL OF 10~000 ROSE TOWNSHIP % of Retail Group Retail Sales CONVENIENCE: Food Drug Lbr, Blg, Hdw Eat/Drink Other Retail 21.1% 3. 6 % 2.0% 4.2% 4.0% 16.4% 5. 1% 4.5% 4.2% 4.0% 181 .47 1 86 • 4 8 139.76 317.29 234.09 7,564 2,352 2,076 1 , 937 1 , 8 45 15,774 SUBTOTALS GENERAL: Lbr, Blg, Hdw Auto Gasoline 352.00 154.51 66.38 317.29 234.09 9,732 1 , 660 922 1 , 937 1 , 8 45 1 6 , 0 97 SUBTOTALS COMPARISON: General Mdse Apparel Furniture Eat/Drink Other Retail Sq. Ft. Equivalent Retail Supported by Commercial Sales from Sales Study Area Acreage Study Area per Sq. Ft. ($000'S) 2. 1% 22.1% 6.7% 66.38 210.00 95.00 96 9 10,193 3,090 27,600 10,700 13,900 6, 1 00 7,900 3.8 1 •5 1.9 0.8 1•1 66,300 9. 1 41,700 12,600 14,900 6,100 7,900 7.7 2.3 2.7 1• 1 1 •4 83,100 15 . 3 14,600 48,500 32,500 1.3 4.5 3.0 SUBTOTALS 14,252 95,700 8.8 TOTALS 46,123 245,100 33.2 47 �I I I I I I I I I I I I Summary of Commercial Land Needs Rose Township - 1980 to 2010 Business Grouping 1980 1990 2000 ~- 4.0 6.7 5.7 9.5 15.3 8.8 33.2 Convenience Comparison General ~ ~ 7.3 12.2 7.0 Totals 14.5 20.6 26.5 SOURCE: 2010 9.l Previous Tables. In comparison to statistics generated in the 1972 Master Plan, each Business Grouping has a higher estimated acreage amount in 1980. Several factors are inherent in the newer estimate. Allowances for inflation, increases in spendable income, and higher population levels for each decade of the estimate have been taken into account. Comparing current land usage with estimated market potential, there is an opportunity to determine the extent to which the potential market is being impacted. In the 1980 land use survey, only seven (7) acres were enumerated for commercial use. According to the market study, there is a potential for 14.5 acres now, with a potential expansion to 20.6 acres by 1990 and 26.5 acres by the year 2000. Obviously, this means current market influences such as Fenton, Holly, Davisburg, Milford, as well as the larger regional shopping centers in Novi, Flint, Southfield, and Sterling Heights have some draw and appeal to Township residents. The above projections of retail potential and required commercial acreages are based upon the projected population and the amount of retail activities that can be expected to be generated from this population. Existing commercial uses do not offer the complete range of commercial activities and therefore the population must seek goods and services where they are available in nearby and distant communities. While allowing convenience commercial uses to occur at ramdom throughout the Township is more consistent with the rural atmosphere, a grouping of these uses would be more efficient and would provide the Township with more control over future development. Several well located, small convenience centers would help prevent undesirable and uneconomic strip development along Township roads. In pla~ning for future commercial locations, Rose Township must consider that the drawing power of its commercial activity will extend to some portion of the adjacent communities. The amount of retail potential which Rose Township will capture beyond its boundaries will most likely be very small. There are several 48 1j ·' . �I I I I I I I I I I I I I reasons which support this conclusion. Access to Rose Township is limited at the present time, whereas competing commercial areas are more easily accessible to residents in the surrounding communities. Commercial activity within the Township is limited at present and any future commercial establishments will have to directly compete with shopping centers and other facilities in and around Fenton and Holly. Future commercial activity in the Township must be able to capture the business of these residents who have become accustomed to traveling greater distances and patronizing a particular establishment or center . The travel time necessary to reach competing commercial centers is one factor in Rose Township's favor. Residents in the southern half of the Secondary Trading Area must travel distances up to 8 or 10 miles just to do their grocery, drug, and other convenience shopping in Milford or along M-59. A convenience center in Rose Township consisting of a chain grocery and drug store as the major tenants could expect to capture a good proportion of the disposable income available, if located in the central or southern portion, because of the decreased travel time shoppers would realize. The revised plan of the Township proposes five commercial locations reflecting current land use and future potential . Each site is depicted to indicate the probable generalized location for future retail and service uses in limited concentrations rather than scattered along the road system of the Township. Recognizing there is market potential for limited commercial facilities within the next twenty years, the actual demand may require expansion of present sites and/or the location of new uses. The potential of all five sites being developed in the time period of the plan is limited due to indications of lower population expectations in the northwest part of Oakland County. Therefore, it would seem the sites suggested offer alternatives for commercial and office use on a wider range rather than limited to one or two specific locations . Future commercial sites suggested for consideration include: 1) 2) 3) 4) 5) Davisburg Road at Lake Braemar - 10 acres Milford Road at Fenton Road - 3 acres Fenton Road at Hickory Ridge Road - 2 acres Rose Center Road at Hickory Ridge Road - 10 acres Milford Road at Rose Center Road (Ranch) - 3 acres INDUSTRIAL ANALYSIS The analysis of the industrial segment of the local economy includes a view of the employment characteristics of the existing population and a projection of the future population levels. Further, this analysis examines areas currently used for industrial purposes and whether there is any potential of growth for such uses. Data is also listed which indicates the future amount of industrial land within the community based upon population levels. 4g �I I I I I I I I I I I I EMPLOYMENT CHARACTERISTICS AND POTENTIAL The following Table indicates the occupational characteristic within Rose Township in 1970. As indicated, 22.5% of those persons employed were craftsmen & foremen, 20.1% were operatives, 13.8% were clerical workers, and the next largest component, professional & technical workers, represented 11. 4% of tho·se i=,ersons employed. The next Table indicates 1970 employment by industry in the Township, showing 33.2% of those employed engaged in Durable Goods Manufacturing, and 14.4% in Retail Trade. TABLE 1970 OCCUPATIONAL CHARACTERISTICS IN ROSE TOWNSHIP Number Occupation Group Professional & Technical Managers & Administrators Sales workers, except retail Retail Trade Clerical Craftsmen & Foremen Operatives, except transport Transport equipment operatives Laborers, except farm Farm workers Service workers Private household workers Total Number of Employed Persons Percent 95 40 9 16 115 188 168 14 65 60 59 5 11. 4 4.8 1.1 1.9 13.8 22.5 20 .. 1 1.7 7.9 7.2 7.0 834 100.0% .6 The total number of persons employed, 834, represents 33.3% of the total 1970 population of Rose Township. Although this percentage will vary in the future depending upon changing population characteristics, it would be reasonable to assume that this percentage of the future population will also require employment, with the following results giving the 1970 and 1980 data with a projection to 1990, 2000, and 2010. TABLE ANTICIPATED EMPLOYMENT IN ROSE TOWNSHIP* Year 1970 1980 1990 2000 2010 Population 2,502 4,375 6,200 8,000 10,000 Total Employment Anticipated 834 1,457 2,064 2,664 3,330 (33.3%) (33.3%) (33.3%) (33-3%) (33.3%) *Based upon anticipated future population. Note: Detailed 1980 Census data was not available as of the preparation of this report. 50 �I I I I I I I I I I I TABLE 1970 EMPLOYMENT BY INDUSTRY IN ROSE TOWNSHIP Occupation Group Number Construction* Durable Goods Manufacturing* Non-Durable Goods Manufacturing* Transportation* Communications, Utilities & Sanitary Services* Wholesale Trade Retail Trade Finance, Insurance & Real Estate Business & Repair Services Personal Services Health Services Educational Services Other P~ofessional & Related Services Public Administration Other Industries* Total Percent _ll 8.6 33.2 2.2 1. 2 4.7 4.7 14.4 3.6 4.8 2.6 3.7 3.7 1. 8 2.3 8.5 834 100.0 72 277 18 10 39 39 120 30 40 22 31 31 15 19 *Included in Percent of Employees Requiring Industrial Land The industry groupings listed in the above Table will most likely remain consistent during the planning period. Of the total employment in the Township, a certain number of industry groups will require allocations of land based upon the land-employee relationship. Within the categories, the following comprise 55.4% of the total employment in the Township. TABLE SUMMARY OF DISTRIBUTION OF OCCUPATIONS FOR ROSE TOWNSHIP Occupational Group Percent of Total Construction Durable Goods Manufacturing Non- Durable Goods Manufacturing Transportation Communications, Utilities & Sanitary Services Other Industries 8.6 33.2 2.2 1. 2 4.7 8.5 Percent of Total Employment Requiring Industrial Land 58 . 4% 51 < ., 'I �I I I I I I I I I. I I I I I l J , , J These projected employment need figures may be multiplied by 58.4% (the 1970 percentage of the total labor force employed in industry groups requiring industrial land) to yield the number of industrial employees requiring land area as follows: TABLE PROJECTED EMPLOYMENT FOR ROSE TOWNSHIP Year Projected Total Employment 1980 1990 2000 2010 1 , 457 2 ,0 64 2,664 3,330 Projected Industrial Employment Requiring Land By Year 850 1,205 1,555 1,944 Studies by County agencies and the Southeast Michigan Council of Governments indicate that a ratio of 20 employees per acre can be anticipated on industrial land. Applying this factor to the foregoing Township employment statistics yields an indication of the amount of industrial acreage required if all residents were to work in the Township . TABLE PROJECTED INDUSTRIAL LAND NEEDS FOR ROSE TOWNSHIP Year 1980 1990 2000 2010 Projected Industrial Employment Requiring Land Industrial Acreage Need 72.8 103.2 133.2 166.5 1,457 2,064 2 ,664 3,330 acres acres acres acres EXISTING INDUSTRIAL LAND USE At the present time, Rose Township has 68.0 acres of land in industrial land use. The entire 68.0 acres is engaged as a land fill . It is apparent from this that most, if not all, Rose Township residents engaged in jobs requiring industrial land work somewhere outside of the Township. The question to be resolved is whether it is necessary and/or desirable to plan for any industrial land use in the future within Rose Township . No matter how much land is planned or zoned for industrial activity, it is not possible to accurately predict how S2 . . .. . ·l �I I I I I I I I I I I many Township residents will work within the confines of the community. The character of the Township and its land use reflect a rural, residential, and agricultural land development pattern with community to employment centers in nearby communities. Because of the lack of available highways, no utilities, and a philosophy of rural development, the proposed pl~n for the Township does not contain specific delineation of any industrial center. Should some specific and desirable proposal for industrial or research-office land use be presented, the Township could be in a position to reconsider its current philosophy and potentially amend the overall Master Plan. 53 ,, ...•· ~, -. �I I I I I I I ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM GOALS AND OBJECTIVES I I I I I I ' ' -~ SECTION 7 Prepared For: Rose Township Planning Commission Prepared By: Community Planning & Management , P . C. I �I I I I I I I GOALS AND OBJECTIVES The setting forth of the Community Goals is an important listing of the direction in which the community is to go. This is not a listing of priorities, but it does give an indication as to the current view of the expected future based upon past trends and future expectations. This direction is translated into generalized land use, community facilities and highway proposals by the Planning Commission and the Township Board. All proposals taken together are included in the Township Master Plan. In the broadest sense, the Master Plan may be termed a general policy. Presumably, the plan is a general policy and a group of objectives designed to serve as a guide to consistent and rational public and private decisions in the use and development of land. The policy statement and planning objectives discussed in this report differ from the Master Plan itself in function and in degree of specificity. PURPOSES OF THE MASTER PLAN The purposes of the Master Plan are: I I I 1. To improve the physical environment of the Township as a setting for human activities to promote the general health, safety, and welfare by making the Township more functional, beautiful, decent, healthful, interesting and efficient. 2. To promote the public interest, the interest of the community at large, rather th~n the interests of individuals or special groups within the community. 3. To facilitate the democratic determination and implementation of community policies and physical development. The plan is primarily a policy instrument. The plan constitutes a declaration of long-range goals and objectives and provides the basis for a program to accomplish the goals. By placing the responsibility for determining policies with the Planning Commission and providing an opportunity for citizen participation, the plan facilitates the democratic process. 4. To affect political and technical coordination in community development. 5. To inject long-range considerations into the determination of short-range actions. 6. To bring professional and technical knowledge to bear on the making of political decisions concerning the physical development of the community. I l J , , As an expression of desirable physical development, the Master Plan is an affirmation of goals and ebjectives. 54 '( . �,_ ~ -- - - - - - - - - - - - - - - - TII PLANNING PROCESS INVENTORY ANALYSIS POLICY IMPLEMENT PLANNING ZONING NEIGHIIORHOOO POPULATION UANSPOUATION ANALYSIS STUDY PLAN OI0INANCE •• SUIOIVISION • LAND USE IAU MAP STUDY PUIILIC GOALS FACILITIES OIJECTIVES STUDY STANOAIOS LANO USE COMPREHENSIVE PLAN PLAN REGULATIONS CAPIYAL IMPIOVEMENT REGIONAL ANALYSIS ECONOMIC FACILITIES USE STUDY PLAN IMPIOVHENT PIOGUM �I I I I I I Goals and Objectives General Promote development that is attractive and aesth~tically pleasing. Preserve historic and natural resource features of the Township wherever possible. Place the general welfare of the community ahead of the purely economic interest of development. 1) Land Use: Residential I Promote quality housing, regardless of type in a low and moderate density context to maintain the rural character of the community. • dwelling unit Provide sufficient open space to serve each either through generous yard spaces or common open space areas. I I I I I I J , , l Preserve the off-lake areas of the Township for larger lot and open space residential uses. Establish low density areas around existing lakes to decrease the pollution problems that might occur. Plan medium and high density residential development in specific areas properly served with public and/or private utilities and adequate ingress and egress. Encourage a high percentage of home ownership and permanent housing types. Separate single-family and multiple-family residential areas from other uses and allow low and moderate density townhouse type development to associate more closely with single-family areas in transitional areas. Provide an alternative to continued sprawl development by encouraging cluster development in larger acreage type developments which recognize the natural features and resources of the Township. Commercial Discourage spot and marginal strip commercial development. Provide limited locations for attractive moderate size neighborhood shopping areas to serve expected needs for many years. .. se �I I I I I I I Distinguish by location and type the various commercial uses (i.e. community, local, and highway) in specific zoning districts. Plan for commercial uses where there is existing or projected sufficient support population, or where ther~ will be adequate draw from the highway or the trade area. Place commercial uses at locations of easy access where ingress and egress will not impede traffic flow taking advantage of major access points in the Thoroughfare System. Encourage commercial development in areas where it is most likely to successfully develop (at the intersection of major routes) and in relation to population centers. Encourage the use of landscaping and setbacks to provide pleasant and safe shopping facilities. Promote a particular character of commercial development to establish an identity for the Township, that will be unique and serve the residents of the Township. Industrial Maximize the use of available transportation facilities in the location of industrial areas where appropriate. I Concentrate any industrial areas and buffer them from all residential uses with greenbelts and large setbacks. I I I Favor uses that do not pollute the air, soils, water or offend because of noise or sight. Protect other uses from the intrusion by industry, both physical and visual. 2) Public Facilities: Recreation I I Implement the already adopted Township recreation standards to determine the need for, and location of existing and future recreation sites and facilities. Recognize the need for a variety of recreation facilities encompassing the full range from home yard to community-wide facilities. J , , Provide adequate park and recreation space as an integral part of each development in accordance with the adopted Recreation Master Plan. Encourage cooperation with the school district in providing recreation facilities and programs. J,...,.. • "'·. . ,, 57 �I I I I I Utilize natural features (waterfront, topography, flood plains, etc.) for recreation facilities sites. Provide a variety of facilities and programs to accommodate the recreation needs of all segments of the population when and where appropriate. Township Offices Include the long range planning (a new Township Office center on a site that will be easily accessible to all Township residents. I The Rose Center-Milford Road site is large enough to house all administrative offices as well as fire, police, a library, and a Township meeting facility. I I I. The office site is a part of the community park site. Any new Township Building should give the Township an identity of its own. Public Works Public Works Department when created should maintain all Township public facilities including parks and recreation in accordance with the Recreation Master Plan • I I I I I I I J Sewer and Water Plan development in a way to encourage the efficient extension of sewer and water service where practical and warranted by density. Require community water and sewer systems in new development where the scale of the proposal would justify such a facility when required in the interests of the general health and welfare of the Township. Traffic and Transportation Plan a network of road connections to complete the major and secondary road systems of the Township in cooperation with the Oakland County Road Commission. Correct existing street alignment inadequacies (particularly unsafe areas). Obtain needed right-of-way dedications and reservations. Increase awareness of pedestrian traffic needs by requiring sidewalks or safety paths for use by residents within platted subdivisions. -1...\.-, ... -, .· ......... , . ,~, ......,.,,," . ~ .; aa ~·.. !♦· ~. ;.. 1,, :tt .. :·· . . . -:. �I I I I I I I I Police and Fire Adopt service areas and distance standards for the locations of police and fire facilities. Plan the acquisition of fire station and police facilities sites in advance of need and program joint use facilities where appropriate. Program headquarters structures for the Township Office Center area. Coordinate police and fire protection programs with adjacent communities. Library Future local library as part of the Township Office Center, when needed, based upon population increases. I I I ; 89 ' . �I ROSE TOWNSHIP Oakland County Michigan I r MASTER PLAN UPDATE PROGRAM I r THOROUGHFARE PLAN I I I I I I I SECTION 8 Prepared For: Rose Township Planning Commission Prepared By: Community Planning & Management, P.C. '- 1. . ... . -~,., .. . . �I I I I I I I I INTRODUCTION Another important element of a community's Master Plan is that portion concerning street and highway planning. In the past, many of the more rural areas relied upon regional and/or county agencies to evaluate and plan the local road system. This process may have accomplished a recognition of regional and county needs, but there was little opportunity for local input or evaluation of how such regional needs met local highway objectives. The traffic and circulation system directly affects the amount and quality of growth in an area. The improvements in highway oriented transportation during the recent years have been instrumental in the rapid urbanization of the Detroit Area and the Flint Area. The complex problems caused by the changing thoroughfare patterns and urban development make it essential that regional and local transportation planning be coordinated with the land use plan to insure sound development and to provide the necessary highway facilities at an economical cost. A very important consideration in planning land development is proper accessibility. The automobile has reoriented land use patterns making the free movement of people and goods essential to the economic and social welfare of the community. The thoroughfare plan must consider the relationship between type and intensity of land uses and the resulting generation of traffic movements to insure orderly development and a desirable environment. Often the thoroughfare plan will shape the urban development pattern, improve the environment and economic efficiency of the land uses, and result in the optimum use of the thoroughfare system. CONCEPTS AND STANDARDS Basic to proper planning of a thoroughfare system is the necessity of formulating appropriate concepts. The basic system is one containing four different functional highway systems. The framework of the road net will provide the format for the community's development for many years in the future. Today's highway systems consist of freeways (expressways), major thoroughfares (major arterials), collector streets, and local streets. The graphic presentation of these types of streets indicate the internal function of the local street system (i.e. local subdivision streets and collector streets) and also depicts the external function of the non-local street system (i.e. local major state routes and expressways). To have a proper understanding of the road network of the community it is important to determine the function and classification of the road system. The following table lists the characteristics of each kind of roadway within the highway system. eo �(. I I I I I I I ,.,,0 '01191, 1a, 8 .. G) C'O ~ I I I C'O >C'O 3 . ... . ,, :, 0 0 u ~ _,0 .. Q) Q) >C'O LL C 0 Local u Q) -~ ' 0, SchoolPark .. ... - (/) 0 0 C'O :E Secondary Thoroughfare STREET CLASSIFICATION SYSTEM CONCEPT •1 .·. .. / .• ... -. ' • 1 �I I I I I I I SUMMARY OF STREET CLASSIFICATION SYSTEM* Expressway and Regional Thoroughfares Major and Secondary Thoroughfares Collector 1. Movement 2. Access primary freeway: none regional: secondary primary secondary equal equal secondar.f primary Principal Trip Length over 3 miles over 1 mile under 1 mile under ltz mile & commercial major generators 1ocal areas individual sites areas secondary generators & commercial areas Interstate & state primary & secondary state primary county roads none 1 mile 1/2 mile 120 1 86 1 Element Local Service Function Linkage 1. Land Uses 2. Rural Highways Spacing Rightof-Way 204 1 to 365 1 60 1 *Adapted from Standards in Manual of Housing/Planning &Design Criteria, Joseph DeChiara &Lee Koppelman, 1975. Adapted by Community Planning &Management, P.C. 1981. Accessibility to an area through the street system can be a major consideration of the Land Use Plan. The above street classification system indicates the various characteristics that are readily identifiable for each type of street. Some functions are overlapping but in the majority of cases, each street type has a specific designation. In the Detroit Metropolitan Area the majority of major thoroughfares follow section lines and the majority of collector streets follow half section lines. Within Oakland County, specific roadway standards have been developed to guide the right-of-way designations and general pavement width depending on the type of road. The graphic "Typical Cross-section of Streets" illustrates the various road types and right-of-way designations. The following table summaries suggested right-of-way and pavement width standards. 82 . '·. �I I I I I I I TYPICAL CROSS-SECTIONS STREETS COLLECTOR ... I MAJOR THOROUGHFARE 124 ~ J DIVIDED MAJOR THOROUGHFARE tto' - 110• URBAN SUPER HIGHWAY OR PARKWAY •••• l :·,: •· :t *These minunum right-of-way and pavement standards are adapted from requi:::nts•.~~ - t~~ oakland County Road Comnission. �I I I I I I I SUMMARY OF ROADWAY PLANNING STANDARDS* Standards for Element Ex2resswai Major Thoroughfare Collector Local A) Right-of-Way 500' 120' 86' 60' B) Pavement Width 12 ' each Urban-60' Rural-24' 36'-44' 27'-32' C) Number of Lanes 4, or more Urban-4 Rural-2 2-4 2 D) Median Width 26' or more 24' or more None None *Adapted from Master Right-of-Way Program, Oakland County Road Commission, Oakland County, Michigan, Fall 1972 edition. EXISTING SITUATION Application of standards to the current roadway situation is the next step in the thoroughfare planning process. The following streets have been categorized by functional element: A) Major Thoroughfares: Milford Road, Fenton Road, Rattalee Lake Road, Eagle Road, Terrace Road, Davisburg Road, Ranch Road, Munger Road, Demode Road, Fish Lake Road, Hickory Ridge Road, Tipsico Lake Road, Rose Center Road, Weber Road, Sackner Road, and Baker Road. B) Collector Streets: Tucker Road, Houser Road, Hickory Ridge Road north of Fenton Road, Bone Road, Taylor Lake Road, Buckhorn Lake Road, Rosell Road, Oakhurst Road, Joel Road, Parker Road, Pool Road, Pepper Road, Chana Road, and Hensell Road. C) Local Streets: All other platted and unplatted streets, public and private within the Township. Judgment in designation of roadways is necessary. Consideration must be given to existing street widths, traffic volumes, pavement conditions, and probable future capacities. Major roads within the Township are paved with various materials ranging from concrete to asphalt. The Oakland County Road Commission has classified certain portions of the Township roadway system by pavement width and pavement type. 83 �, . 'WIii .... I'. --.. .. -- {· ~ ;,":. TY~ON[ INO Tow .. s~ , ~ . 11 TIPSICO ~ .!: .: _; -~ ~ . ., r m '• I • RD.. ' . ~ "' o~~ ,·•\ C') ~ 0 m FISH ---~~;fit I 'U' ;i :xilK.~ ?'j-1 ~ :D C h .. -~ ~~~. :D (J z ~l~ :D I a i: •• -- · (t, . . . (J 'b ' . . -· ,.._ I ~ I £I 1 . r ·~ ~ '1 ~ , s, RO. _• . HD. \ :-~ ~ ~ ,;,- 1~ ; A.\ . . ' I\, i.- • _, ,,. • ~ (_ -~ ,, 1, ,,. ,1 --"t_-....tl.. ,. t..- ; • . ~e . ( _,;. ' ORMOND_:._ . :} ~--- !=' ~ 8 (:D ..... (J / ] C -I Jr< ~~ ~~ ~~~ '"'!""-'./ f""' r' m~R,, V fi! ' r " ,, r- I.Qi!' .. •0:• •• - ~ - I • 0 . RD en m ~ '" • 0 :c . IJ\? ? • &,t, r '. • .. FALK ,. ; . 0 :c C , .. .,, -©1/ • . :i I .. , It ·. -'// · ,tuo, ~]J - 0 ( ; WEBER ~ il~W '. ,, ~~ o L. RO.' ~ ... !~ 11 l!,. ~ 1 ~ gJ ..-;--: ,.; Alli= I I :c (jl__ - :D ,] / , ,_;..:t it I~ I> I I , RD . ~ ( _J 4 !10, TERRACE ' ~ .. < iii ' ~ -;;r..'Jf~ r- ~ :D :D 0 _,._...., . ,'- ~ ~ ' .. ": l5 . .,...{) ti,·,. 6!:·' ,~ ::1> 6), _;',, d "m - .. .. ~ D : t ., ' a .~l-- . • oRMoND :D 0 or-~) 1;fi ~-:.' ~ ~.I \ {'.!;) <=>lgj -4 0 ,--1 . oi,' !• '- JO~ ~ - - ..'.!...-- ~ I / ;:: z' z .. , i l'f • l:c lcng ~l, · nJl, ~ -/fi<: ~ I ' )> ~ ~ (J , :: ,, FORO( 0 /' "ll <:> :...,. ~\ •.•i :D - ~_,,J RD . l(J '"'- ~~t :;;-✓✓- 'b ...;. ' il (},i_,......_..- ~~· t\il\ 1W OAKHuAsr ~ ;;. ~ I, - I :~ . -v l:o > P\PPER 1 ~ ) FISH © , ,- • ~cai ~ () l .• ·~ RD. > \_ ' ,. .,, ::a 0 .,, • • • • "--./ - ➔ e!J ~-~~~ e - . -- ~ : D ~ ' , ,.. W~E .r ILFORD ) RMi"lND -::_ ~ O:,{)-.._..__ '., n, . . · ,' \~ l '{: ~ ,l - ~$'.flt • ' :oxi ,.__,,... ,,, - , - • ~ - - - - :D . ll,I ',: '• :ii I ,'• jt,P I. . It;, . , ~ i ~:D ·· : : i o ,> UC KHO RN ~ ~ - i ::;f ::: K .: :~ 9 [" = ~t,t~ . P,71 o om, '\. LAKE ~ .,. ~( ' \,_ D ~b o . RD. c; . . . ~'t-__,.• ~'-~· . " I·..... ,:: •~: • ~,:: ~ " p - o- ,a/ (J,RIOGE 1 ... A I , 1!,11' I ' i ~ ,1 ~-~ •t · ,I i "· -~ltfh ,· \ ·b ""'D ~ LAK~• -. .; , RD . ~, i:t:> ...tP, - HICKORY .,~lg~~- ' 't. ., •• •• !>O."<> (,.,c" :x, -...J 1, TOWIIIISH I P ..,. C""" Illll . . I'm~'" : ....... d!,,- - n, Au .• .C,JJ r - - - - - -. - . "' , __' ,., r~ 0 ::a 0 C: G) :c -n ► ::a m .,, . r► z �I I I I I I I ROSE TOWNSHIP Oakland County Michigan MASTER PLAN UPDATE PROGRAM FUTURE LAND USE PLAN SECTION 9 Prepared For: Rose Township Planning Commission Prepared By: Community Planning ,i .. : ...._ •. ··. & Management, P.C. �-I I I I I INTRODUCTION The last section of the Master Plan process is the drafting of a Future Land Use Plan. The plan is to be used as a generalized guide for evaluating development proposals when presented to the community. The plan illustrates various generalized land use categories. Seven land use categories are depicted on the Land Use Plan. These include: residential, commercial, agricultural, rural residential, multiple, mobile home subdivision, recreation public and semi-public. The agricultural category comprises a density of ten acre minimum lot size. The rural residential assumes a minimum lot of five acres per site while the single family residential density equates to a minimum lot of 1.5 acres each. Land use allocations are dependent upon existing land use, as well as plans and projections of various agencies for public and semi-public facilities, and plans for proposed area-wide facilities within the Township. Acreages on the plan have been calculated on the basis of land measurement for each category. Within each allocation, specific land use items have been enumerated. Allocations were made after taking a number of known factors and assumptions into account. These are listed as follows: 1) Recognition and preservation of Natural Features such as lakes, streams, swamps. 2) Recognition of existing land uses and major use areas. 3) Inclusion of Road Plan designations. 4) Coordination with new Zoning Ordinance designations. 5) Recognition of current and potential parcel sizes. 6) Acknowledgement of soil conditions. 7) Recognition of influences that surround the Township such as growth pressures from Fenton and Holly. 8) Preservation of rural character of the Township. 9) Coordination of Commercial, Office and Service designations with apparent market demand. 10) Retention of residential development character in designating acreage areas. 11) Deintensifying Land Use Proposals in most areas since the 1972 Master Plan. ' . . ' �I I I I I I I 12) Coordination of proposed land use with adopted Recreation Master Plan. 13) Retain character and flavor of existing land use areas through appropriate planning designation. Residential The future land use designations on the Master Plan Map have been divided into several categories. The intent here is to allocate all land area of the Township into a specific land use classification for use in determining future growth patterns. The plan should be used as a guide for decision-making when site specific developments are proposed. The plan categories retain all existing water bodies, swamps, and all existing road rightsof-way. The revised Master Plan recognizes the very rural nature of Rose Township, and the majority of the Township (81%) is shown as Agricultural, Rural, or Single Family Residential on the Plan. Those areas shown as Single Family Residential on the Plan try to recognize the more densely developed residential areas such as those around Tipsico Lake and Fish Lake. These areas account for 16.6% of the land area of the Township. Areas of Multiple Family Residential land use comprise 0.4% of the land area of Rose Township as shown on the plan. These have been placed near major traffic arteries (existing or planned) so as to minimize congestion, or in areas where the multiple areas might serve as a buffer between lower density residential areas and some other less compatible use. A new land use category has been added to the revised plan. The existing Mobile Home Subdivision area at the north end of the Township is now included as a land use. This area comprises 260 acres or 1.2% of the total Township. The single family densities projected are very low due to the lack of public utilities through the year 2000. At present, none of the neighboring communities has the capacity to extend utility lines into the Township. More concentrated residential areas, such as subdivisions and multiple developments should be planned to include private utility systems to serve that particular concentration of dwelling units. Areas designated in the Agricultural use account for approximately 9,044 acres or 39.3% of the Township. This vast majority of the land area of Rose Township can be expected to retain its rural character in the future and therefore the density is proposed at a lower density. Commercial Three areas of commercial land use are depicted on the revised Land Use Plan. One is located at the intersection of Fenton Road and Milford Road, one along Davisburg Road at Lake Braemer, and •• �the third at Rose Center Road and Hickory Ridge Road. Each commercial area is located so as to be near the areas of more concentrated population in future years. These three commercial areas will account for a total of thirty (30) acres of land when fully developed. Recreation Public & Semi-Public The Future Land Use Plan includes areas of public and semi-public recreation facilities in operation at this time as well as areas of planned Township parks and other community facilities. Since the majority of the existing recreation in Rose Township is semi-public in nature, the Plan includes the proposals of the adopted Recreation Master Plan of the Township. That Recreation Plan suggests several community parks ranging in size from 20 to 40 acres each. The various camps, launching site (DNR), cemeteries, and other public type land uses account for a total of 1,080 acres or 4.7% of the Township. The Plan contains projections of future road rights-of-way, however, the land use allocation retains the existing roadway system in terms of area. The coordinated thoroughfare system with the Oakland County Road Commission has been included in the Township Plan proposals. The following table indicates the land use allocations by category for the revised Master Plan. PROJECTED LAND USE TABULATION FOR ROSE TOWNSHIP Category Acres % of Total Agricultural (10 acre min.) Rural Residential (5 acre min.) Single Family Residential (1.5 acre min.) Multiple Family Mobile Home Subdivision Commercial 7. Recreation, Public, Semi-Public 8. Roads• 9. Water• 10. Swamps• 11. Railroads• 9,044 5,785 3,827 79 260 30 1,080 720 1 , 211 851 108 39-3 25. 1 16.6 0.4 1.2 0. 1 4.7 3. 1 5.3 3.7 0.5 1. 2. 3. 4. 5. 6. 22,995 •currently existing. j ee 100.0% �• •I HOLLY TCWNSH P I I RR AGRICULTURAL RESIDENTIAL RR RURAL RESIDENTIAL $FR , _ - AG (5 (10 AC.) AC.) SINGLE FAMILY RESIDENTIAL ( 1.5 AC.) < J R A 0 ,, RM MULTIPLE FAMILY RESIDENTIAL MHS • T C COMMERCIAL RPS ,2 - MOBILE HOME SUBDIVISIO~ RECREATION, PUBLIC, & SEMI-PUBLIC INDUSTRIAL Fl O A 0 w z 0 a: RR >- a. -I t- (/) z •I • •I I I I I • ;;: 0 t- J ft O A 0 ' 0 _j w LJ.. R AG l'.) z a: a. >- ·"" t- z (/) =i C) u ,. " z 0 t(/) l? z AG > .....- r' <J AG .o R4 RO A. D CH .. . ~ PLAN MASTER ' G . 0 0 ~ ,. 2 PUBLIC HEARING: MAY 21, 1 9 8 1 ADOPTED av PLANNING COMMISSION : AUGUST 20, 1981 ROSE OAKLAND ROSE TOWNSHIP COUNTY ' TOWNSHIP MICHIGAN PLANNING COMMISSION AG - AG ,L :--... . • '- RR /I)"/ HIGHLAND TOWNSHIP & MAN"GE"'ENT • P. C. uTiCA , "'icltiGAIO � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Rose-Twp_Master-Plan_1981 Creator An entity primarily responsible for making the resource Rose Township Planning Commission, Rose Township, Oakland County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1981-08-20 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for Rose Township was prepared by the Rose Township Planning Commission with technical assistance from Tod J. Kilroy, AICP and was adopted on August 20, 1981. Contributor An entity responsible for making contributions to the resource Tod J. Kilroy, AICP (consultant) Subject The topic of the resource Master plan reports Rose Township (Oakland County, Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/4bfb7e7df68cecd6b65f30a44aa2abe0.pdf f8766a95f3d549a4533925c37fe32947 PDF Text Text ��Acknowledgments City Commission Plan Commission Dennis Cowan, Mayor Michael Andrzejak Marie L. Donigan Laura J. Harrison Thomas E. Kuhn Ilene M. Lanfear Peter H. Webster Dennis Cowan, Mayor Edward Anderson James Boismier Jim Farhat George Gomez Laura J. Harrison Sara Hofman MikeKondek Christopher Lee Steering Committee City Staff Michael Andrzejak* James Boismier* Susan Carter Dennis Cowan Jim Domanski* Kathleen Klein Thomas Kuhn Ilene Lanfear Jeanne Sarnacki* James Schneider Robert Stocker Pete Webster* Richard R. Beltz, Planning Director Mardy Hamilton, Planner Timothy Thwing, Deputy Director Assisted By Carlisle/Wortman Associates, Inc. 605 S. Main Street, Suite 1 Ann Arbor, MI 48104 *denotes alternate Adopted by Plan Commission: August 24, 1999 ��Table Of Contents Introduction What is planning?............................................................................................ How is the City authorized to plan?.................................................................. Why plan for Royal Oak?................................................................................ What process has been followed?..................................................................... How is the Master Plan different from Zoning?................................................ How has the community been involved?.......................................................... Who is responsible for Planning and Zoning?.................................................. 1 l l 2 3 3 3 Goals, Objectives, and Strategies Neighborhood Preservation and Residential Land Use..................................... Historic Resources ... .. ........... .. .... .......... .... .. ........ ............... .. .. ... .... ................... Downtown ..... .. .................. ....................... .. .. . ... .... .. . .. . ... ... ................. ... .. .. ... .... Commercial Corridors ....................... ................. .. ......... ... .. .. . .. .. .. ............. ... .. .. Woodward Corridor......................................................................................... Transportation/Circulation............................................................................... Parks/Recreational Resources ............................. .. .............. ........ ............... ....... Community Resources and Facilities................................................................ 5 9 I0 14 17 21 23 26 Land Use Plan Residential....................................................................................................... Mixed Use....................................................................................................... Commercial and Industrial............................................................................... Parks and Open Space .. .... ........ ... .. ......... .. ..... ... .... .... ... .. ... . ... ...... ........... ..... .. .. . Pub Iic/Insti tutional .......... ................. ..................................................... .. ......... 29 33 34 35 35 Implementation Zoning Requirements...................................................................................... Zoning Map Adjustments................................................................................ Zoning Ordinance Amendments...................................................................... Neighborhood Preservation............................................................................. Areas Adjacent to the Central Business District................................................. Downtown Development.................................................................................. Commercial Entry Corridors............................................................................ Woodward Corridor......................................................................................... Historic Preservation........................................................................................ Cultural Resources........................................................................................... Aging Population ........................................................................................ ... Capital Improvements Program........................................................................ Plan Education .. .. .. ........... .. ... .. .. .. ... .. ... ... .... ........ ..... ... ...... .... .. .. .. .. .... ........ .... .. . Plan Updates.................................................................................................... City of Royal Oak Master Plan - Table of Contents 36 36 36 37 38 40 41 41 41 41 42 42 42 42 �Table Of Contents continued Background Studies _ _ ____ Regional and Metropolitan Setting ............................. .,,. ............... "., ....... ,... "" - 4JPast Planning Efforts....................................................................................... 43 Population Trends and Projections................................................................... 45 Population and Housing Characteristics ..... ............. ....... .... ... ........... ... ............. 48 Economic Base................................................................................................ 55 Community Facilities....................................................................................... 5 8 Transportation................................................................................................. 60 Existing Land Use........................................................................................... 64 Existing Land Use Map 1................................................................................. 66 Existing Land Use Map II................................................................................ 67 Sub-area Map ................................................................................................. 69 Summary of Implications for Planning............................................................ 72 Visioning and Public Participation ~1 ~::i~i~~ntiii~~~~·~·p·~::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::::: Concept Plan Workshops ............... ... .......... ................. ........ .. ... ... .... ...... ........ .. 7 8 Appendix I • Visioning Statements Appendix II • Master Plan Meetings: Plan Commission and Steering Committee List of Tables I 2 3 4 5 6 Racial Composition in Royal Oak........................................................... Residential Construction Permits Issues: 1980-1997 - Royal Oak.................. Royal Oak Employers........................................................................... Roadway Segments Under County Jurisdiction - Royal Oak......................... Royal Oak Visioning Workshops............................................................ Summary of Subarea Issues.................................................................... 50 54 57 60 75 75 List of Figures 1 2 3 4 5 6 7 8 9 IO 11 12 13 14 15 16 17 18 Royal Oak .. .. . . . .. . . . . . .. . . . . . . . . . . . . . . . . . .. . . . ... . . . . . . . . . . . ... . . . ... .. . . . . . . . . . ..... .. . . . .. ... .. . Population and Households: 1970-1998 - Royal Oak................................... Population and-Household Projections 1990-2020- Royal Oak.................... Population: 1990-1995 - Royal Oak and Surrounding Communities.............. Household Size: I 970-1995 - Royal Oak.................................................. Household Size: 1990-1995 - Royal Oak and Surrounding Communities........ Projected Persons Per Household: 1990-2020 - Royal Oak........................... Age Distribution 1990........ .... . ... ...... .... .. .... .. .. ...... .. .. .. .... .. .. ... ... .. .. .. .. .. .. Median Age: I 980-1990 - Royal Oak and Surrounding Communities............. Educational Attainment I 990 - Royal Oak and Surrounding Communities..... Median Household Income: 1995 - Royal Oak and Surrounding Communities Average Housing Value: 1995 - Royal Oak and Surrounding Communities..... Year Housing Built in Royal Oak............................................................ Residential Construction Permits Issued: 1992-1997 - Royal Oak.................. State Equalized Value: 1990-1995 - Royal Oak.......................................... Royal Oak State Equalized Value: 1995.................................................... Population By Industry: 1990 - Royal Oak................................................ Existing Land Use: 1998 - Royal Oak...................................................... 43 45 46 47 48 49 49 50 51 51 52 53 53 54 55 56 57 65 Appendix III • Resolution of Master Plan Adoption City of RoyaJ Oak Master Plan - Table of Contents ----------------------ii �Introduction ��Introduction ____ WhatJs__planning? _ Planning is an activity that has been ongoing since the beginning of civilization. Quite simply, planning is preparation for a future event, activity or endeavor. Everyone conducts some type of planning in their daily lives. Where the issues are simple and the outcomes are clear, the plans can be simple. More complex issues and problems require plans to be more complex and detailed. It is relatively easy to propose plans for events that can reasonably be anticipated. It is much more difficult to prepare plans for events which are not anticipated. The most effective plans are those which are accurate enough to prepare for anticipated events, and flexible enough to provide guidance for events which are not anticipated. In the process of planning, the following steps are involved: • • • • Identification of the problem or issue Setting of goals to be achieved Formulation of alternative solutions and evaluation of impacts Developing a plan of action How is the City authorized to plan? The City of Royal Oak derives its authority to prepare a Master Plan from the Municipal Planning Act, P.A. 285 of 1931. The Act states: Section 6. The commission shall make and adopt a master plan for the physical development of the municipality, including any areas outside of its boundaries which, in the commission's judgment, bear relation to the planning of the municipality. The plan, with the accompanying maps, plats, charts, and descriptive matter shall show the commission's recommendations for the development of the territory, including, among other things, the general location, character, and extent of streets, viaducts, subways, bridges, waterways, flood plains, water fronts, boulevards, parkways, playgrounds and open spaces, the general location of public buildings and other public property, and the general location and extent of public utilities and terminals, whether publicly or privately owned or operated, for water, light, sanitation, transportation, communication, power, and other purposes ... The commission from time to time may amend, extend, or add to the plan. Why plan for Royal Oak? As the year 2000 rapidly approaches, there is a strong need to evaluate the physical development of the City. The current Master Plan was adopted in 1968 and has not undergone a major revision. Despite a perception that the City is fully developed, significant changes have occurred in thirty years: City of Royal Oak Master Plan - ln1roduction �• The construction of 1-696 has provided a conduit for metropolitan traffic at the front door of Royal Oak • Downtown has been transformed into a mixed use retail, service and entertainment district --• -New-housing-has been built in-response-to a-desirabie-residential-environment-(a-rotal-- - · of 772 new dwellings since 1980, the majority of which has been owner occupied condominiums in multi-family complexes ranging from 3 to 124 units). What process has been followed? The City's response to these changes has been to undertake a systematic process which involves analysis of the community, citizen participation, and revision of the Master Plan. The revised Master Plan will provide for the orderly development of the City, assist the community in its effort to maintain and enhance a pleasant living environment, and spark a vision toward the future. The following flow chart depicts the Master Plan process as a whole, and at what points public input is obtained. - Background Studies Conduct Subarea Visioning (public workshops) Draft Concept Plans and Master Plan Evaluate Draft and Revise Plans (public worksho s Draft Recommended Concept Plans and Master Plan Conduct Public Hearing Adopt Plan The revised Master Plan has the following characteristics: D It is a physical plan. Although social and economic conditions are considered, the plan will be a guide to the physical development of the community. City of Royal Oak Master Plan - Introduction -----------------------2 �0 It provides a long range viewpoint. The Master Plan will depict land use and community development within a time frame of 20 years. 0 It is comprehensive, covering the entire City and all the components that affect its physical makeup. 0 It is the official statement of policy regarding such issues as land use, community character and transportation which impact the physical environment. As a policy guide, it must be sufficiently flexible to provide guidance for changing conditions and unanticipated events. How is the Master Plan different from Zoning? The Master Plan is not a Zoning Ordinance. The Master Plan is the long range policy guide for the physical arrangement and appearance of the City. The Zoning Ordinance more specifically regulates the manner in which individual properties are used. The Zoning Ordinance is only one of a number of tools used to implement the Master Plan. Formulating a Master Plan is the first step in providing a sound and legal basis for revising the Zoning Ordinance and other regulatory Ordinances, investing in public capital improvements, and guiding private land use decisions. How has the community been involved? The master planning program has relied on the involvement of and input from various stakeholder groups including neighborhood groups, citizens-at-large, non-residential property owners, business owners, outside planning consultants, City staff, City Commissioners, and Plan Commissioners. Public input was obtained through a series of workshop sessions conducted throughout the City. The public input process is described more fully in the Section entitled "Visioning and Public Participation." Who is responsible for Planning and Zoning? The City of Royal Oak has a number of bodies that are actively involved in the planning and zoning decision-making process: • City Commission - The City Commission is the chief governing body of the City. By Michigan Statute, the City Commission approves rezoning requests, zoning and text amendments, and subdivision plats. • Plan Commission - The Mayor and one City Commissioner serve on the Plan Commission as required by the State Law Option adopted by the City. Six of the nine Plan Commission members are appointed by the Mayor and approved by the City Commission. Pursuant to City Ordinance, the remaining Plan Commission member is nominated by the City of Royal Oak School Board of Education. The Plan Commission is the principal recommending body to the City Commission on matters pertaining to the planning and development of the community. The Plan Commission approves site plans and special land uses and makes recommendations to the City on rezoning requests, zoning text amendments, and subdivision plats. Michigan statues require a Plan Commission to prepare and adopt a Master Plan. • Zoning Board of Appeals - The Board of Appeals serves to interpret provisions of the Zoning Ordinance when requested and determine when variances should be granted when practical difficulties with property make it impossible to meet the strict provisions of the Zoning Ordinance. City of Royal Oak Master Plan - Introduction ----------------------3 ��Goals, Objectives, and Strategies ��Goals, Objectives, and Strategies This portion of the Master Plan identifies goals, objectives, and strategies for the City, thereby setting forth the basis for action. The identification of community visions will be the motivating force behind change. But more must be done to transform the vision into action. While vision statements are broad expressions of a desire for the future, goals, objectives and strategies progressively provide structure for future action. Goals represent a desired outcome, objectives provide more specific direction, and the strategies are actions aimed at achieving particular objectives. Goals, objectives and strategies are organized according to the predominant issues/topics identified in the previous section and are described in the following pages: o Neighborhood Preservation and Residential Land Use □ Historic Resources □ Downtown □ Commercial Corridors □ Woodward Corridor o Transportation/Circulation □ Parks/Recreational Resources □ Community Resources and Facilities City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - ' - I �Neighborhood Preservation and Residential Land Use RATIONALE Neighborhood viability is one of the foundations of any community. Royal Oak has enjoyed substantial investment in its existing neighborhoods by both individuals and families expecting stable residential environments. Land use decisions must be balanced with and support the interests of existing neighborhoods, while still supporting housing opportunities to both new residents and residents who wish to remain in Royal Oak as their needs change. OBJECTIVE 1.1 Preserve, maintain and enhance the character of existing neighborhoods. STRATEGIES a. Establish clear and understandable boundaries on the Land Use Plan between established neighborhoods and non-residential areas. b. Support residential projects within neighborhoods that arc compatible with existing density and architectural character by such methods as: density based on the average density of the existing neighborhood; setbacks which are comparable to the balance of the neighborhood; spacing patterns of buildings from the street view consistent with the balance of the neighborhood: location of garages limited to rear yards or side yards. c. Ensure that the sizes of any divided lots are compatible with existing neighborhood lots but not less than the minimum city code standard. d. Promote distinct neighborhoods organized around neighborhood parks, schools, and shopping. e. Implement overlay zoning techniques to address the areas in proximity to the downtown (see Implementation). City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - 5 �OBJECTIVE 1.2 Enhance the ph~sical BJJJJBBlll~~ the~ e~c~onDmic_llalue_of_existing._ _ neighborhoods. STRATEGIES a. Establish design guidelines for new residential development and rehabilitation of existing residences which are compatible with existing conditions (density, setbacks, building spacings and rear and side garage locations.) b. Provide code enforcement of all residential properties. c. Explore the establishment of a neighborhood identification system such as unified street signs, entryway signs, and landscaping. d. Promote neighborhood enhancement programs and strategics such as preservation of mature trees, street tree plantings, neighborhood gardens. and sidewalk improvements. A •' ' <'ttof'tvxQ Maint~in Com~ri:tw ~~ Compatlble Slngle-Famlly Residential Development City of Royal Oak Master Plan - Goals, Obiectives, and S t r a t e g i e s - - - - - - - - - - - - - - - - - - - - ( ) �OBJECTIVE 1.3 Ensure that multi-family development/redevelopment is compatible with the ------~s~u=r.=ro=u=n=amg neighborhood charactenstics. STRATEGIES a. Limit height of buildings to no more than two and one-half stories, taking into consideration the height of surrounding established neighboring buildings. b. Require setbacks that arc consistent with neighboring buildings. c. Set a reasonable maximum lot coverage. d. Establish design components, which respect the existing architectural character of the neighborhoods. e. Limit garage locations to rear and side yards. f Support strict code enforcemenl of rental, residential and commercial properties. City of Royal Oak Masler Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - 7 �OBJECTIVE 1.4 Promote safety and security through the management of traffic volumes and speeds which are detrimental to residential neighborhoods. STRATEGIES a. Evaluate methods which slow down and discourage cut-through traffic but maintain continuous access for residents, fire, police and emergency personnel. b. Evaluate feasibility of closing streets in proximity to areas which promote cut-through traffic (i.e. Woodward Corridor Study). OBJECTIVE 1.5 Promote a "Walkable Community" environment that will facilitate pedestrian and bicyclist use. STRATEGIES a. Enhance pedestrian and bicycle access from surrounding neighborhoods with cross walks and consistent sidewalk ramps at key locations. b. Provide and maintain continuous sidewalks linking neighborhoods, schools, community facilities, and the Central Business District (CBD). c. Continue to support the City's maintenance plan for cxisling and new sidewalks. d. Discourage the use of drive-through traffic and multiple curb cuts that arc a detriment to pedestrian oriented environment. e. Continue to work with railroads to provide safer crossings. f. Minimize the amount and speed or traffic through neighborhoods by using "traffic calming'' devices. g. Promote neighborhood enhancement programs and strategics such as preservation of mature trees, street tree plantings. neighborhood gardens and sidewalk improvements. City of Royal Oak Master Plan - Goats, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - ~ 8 �Historic Resources RATIONALE The City has many significant historic structures both in the downtown and in neighborhoods. Preservation efforts such as rehabilitation and adaptive reuse will contribute to the City's historic character and the community at large. OBJECTIVE 2.1 Recognize and promote the community's historic resources. STRATEGIES a. Study the community-wide inventory which idenlilies historically significant and contributing structures. b. Support educational efforts to publicize historic structures and their importance to the fabric of the community. c. Encourage voluntary participation in a program of identification and formal recognition of restored homes and other structures in acknowledged historical nreas. OBJECTIVE 2.2 Encourage the maintenance and rehabilitation of historic structures and neighborhoods. STRATEGIES a. Investigate potential incentives which will maintain the use of historic structures within neighborhoods as single family residences. b. Where there are concentrations of historic strncturcs. ensure that new development is compatible with the existing historic character of the area. Encourage an architectural theme which complements existing historic stmctmes. Cily of Royal Oak Master Plan• Goals, Objectives, and Strateg'ies - ~ - - - - - - - - - - - - - - - - - - 9 �Downtown RATIONALE The future for downtown Royal Oak will be built upon its exciting combination of the traditional and the unique. A strong sense of it's past creates the foundation for change and enhancement. A vital mix of activities, along with a freedom of expression, will continue to give Royal Oak it's special flair and appeal as a shopping, entertainment, and living experience. OBJECTIVE 3.1 Enhance the physical appearance of the downtown. STRATEGIES a. Develop design guidelines and provide assistance Lo enhance our vibrant urban environment with specific consideration for building height. sly le. setbacks. signage and sl rcetscape design. b. Continue 10 improve public and private signage. and lighting. downtown. c. Upgrade parking and parking lots with improved safe lighting. signage and incorporate separation by landscaping and decorative screening measures that ensure compatibility with neighboring residential areas where applicable. d. Suppo11 strict code enforcemcn1 of commercial. residential and rental properties. OBJECTIVE 3.2 Enhance the mixed use environment downtown with emphasis on expanded retail, office, entertainment and housing compatible with neighboring residential areas. STRATEGIES a. Encourage an expanded retail environment in the core of downtown, including, but not only, mixed-use retail options combined with office and upper lc,·cl residential uses. b. Encourage small to medium development projects within the downtown. c. Encourage the relocation of uses not dependent on a downtown locaiion and allow conversion to uses which are complementary lo and compatible with a downtown environment. d. Encourage mixed use multi-level parking strncturcs which provide the opportunity for retail and office ground floor and parking on upper floors. City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - 1 0 �e. Create a central business overlay district which will pcrmil increased building height for projects that include the following: exemplary architectural and site design features: - ·· an appropriate mix oftcrniL office midupper lh'Cl l'csidentfaluses: provide increased off-street parking; incorporate landscaping and/or decorative screening measures that ensure compatibility with neighboring residential areas. OBJECTIVE 3.3 Provide design guidelines tor treatment of buffers to create a smooth transition between residential areas and non-residential uses. STRATEGIES a. Provide consistent screening of more intensive uses (i.e. multiple family, commercial/office uses) from residential neighborhoods through the use of walls. fences and/or landscaping. Provide separation as well as an attractive physical barrier between the residential and non-residential uses as necessary to minimize dismptive light, noise, odor, dust, unsightly appearances and intrusive activity relative to the residential environment. Buffer should consist of a landscape area along the rcsidenlial boundary. with a decorative screen wall along the non-residential side of said bulTcr. Landscape area should be planted with trees and shrnbs to visually screen non-residential areas and provide an atlractive boundary that encourages continued investment in the adjacent residential properly. Buffer and screening should be scaled in accordance with the scale of the non-residential use. b. Establish alternative design treatments of existing alleys typically located between residential and commercial/office uses. Attempt to create more space for screening of auto service. parking areas. and storage areas through lhe use of fences. walls, and/or landscaping. Use alleys as second access to buildings providing parking and pedestrian ways through the use of alleyscape and courtyard amenities such as paving, landscaping, lighting, and street furniture. OBJECTIVE 3.4 Promote a pedestrian friendly environment. STRATEGIES a. Increase pedestrian and bike access from surrounding neighborhoods with cross walks and consistent sidewalk ramps al key locations. City of Royal Oak Master Plan• Goals, Objecf1ves, and Strategies - - - - - - - - - - - - - - - - - - - - 1 1 �b. Provide continuous sidewalks linking neighborhoods. schools, community facilities, and the Central Business District. c. Discourage uses that are a detriment lo pedestrian oriented environment such as drive-throughs and uses, which require multiple curb cuts. d. Continue to support the City's mainlenancc plan for new and existing sidewalks. e. Continue to work with the railroads to provide safer crossings. Alternatlve Design Treatments for Alleys City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - - 1 2 �OBJECTIVE 3.5 Create new and enhance existing public spaces. STRATEGIES a. Reorganize the Civic Center (City Hall/1:.ibrary) as a ·community· focal point around an open space/plaza used for outdoor concerts. community events and informal gatherings. b. Expand Farmers Market to its follcst potential by attracting uses which serve as a destination point and one of the City's gateways while also improving the linkages between the Farmers Market and Downtown. City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - - - 1 3 �Commercial Corridors RATIONALE Varied in terms of use, the appearance of impression on both the casual visitor and the community, uncoordinated mix of uses, a predominance of paved surfaces and absence corridors that are visually unattractive. the major commercial corridors leaves a lasting residents. The lack of defined entryways into the multitude of curb cuts, proliferation of signs, of landscaping all contribute to portions of many OBJECTIVE 4.1 Provide design guidelines for treatment of buffers to create a smooth transition between residential and non-residential uses. STRATEGIES a. Provide consistent screening of more intensive uses (i.e. multiple family, commercial/office uses) from residential neighborhoods lhrough the use of dccorati\'e landscaping. Provide sufficicnl setback as well as an auractivc physical barrier bclwcen the residential and non-residential uses as necessary 10 minimize dismpti\·c light. noise. odor. dust, unsightly appearances and inlrnsivc ac1ivi1y rclali\"e to the residential environment. Buffer should consist of a landscape area along the residential boundary, with a decorative wall along the non-residential side or said bufTer. Landscape area should be planlcd with trees. flowers. grasses, and shrubs to visually screen non-residential areas and provide an attractive boundary that encourages continued investment in the adjacent residential property. Buffer dimension should be larger and the screening more intensive when the nature and/or scale of the non-residential use is more intensive than the residential use. b. Establish alternative design treatments of existing alleys lypically located between residential and commercial/office uses. Attempt to creale more space for screening of auto service. parking areas, and storage areas through the use of decorative screening and/or landscape materials. Use alleys as second access to buildings providing parking and pedestrian ways through the use of alleyscape and courtyard amenities such as paving, landscaping, lighting, and street furniture. City of Royal Oak Master Plan• Goals, Objectives, and S t r a t e g i e s - - - - - - - - - - - - - - - - - - - ! 4 �OBJECTIVE 4.2 Improve the visual appearance of the commercial corridors. STRATEGIES a. Support land use decisions that enhance the economic. acslhetic and functional qualities of each corridor which do not dc1racl from neighboring residential areas. and which are of compatible design. scale. and use 10 the neighboring residential areas. b. Develop stronger buffer standards between the right-of-way and parking areas through the use of decorative screening and landscaping materials. c. Reduce the number of curb cuts along the corridors. d. Encourage consolidated parking at side or rear of buildings. while ensuring continuous screening between commercial and adjacent residential areas. e. Develop streetscape amenities unique to each corridor with the use of consis1ent paving, furniture, landscaping. lighting. and signagc. f. Continue the facade/building line nor\h and south or downtown along Main Street to better integrate with the downtown and to create an entryway into the City. g. Continue efforts to improve signage along commercial corridors and to reduce the number of nonconforming signs. Use of Buffers: Walls and Landscaping City of Royal Oak Master Plan - Goals. Objectives, and Strategies - - - - - - - - - - - - - - - - - - - - 1 5 �OBJECTIVE 4.3 Provide linkages between various community elements through enhanced corridors. STRATEGIES a. Identify and enhance major entryways/galeways into the City through !he use of landscaping and identification signs such as Main St./ 1-696, Woodward Ave.fl l Mile Rd .. Woodward Ave./12 Mile Rd .. and 11 Mile Rd./1-75. b. Encourage the use of corridors as linkages such as 11 Mile Road linking Woodward Ave. to civic areas downtown. and Main St. linking I-696 and downtown. Use of Overpass as Entry Sign re City of Royal Oak Master Plan - Goals, Obiectives, and Strateg"ies - - - - - - ~ - - - - - - - - - - - ! 6 �Woodward Corridor RATIONALE The economic health and physical improvement of the Woodward Corridor are vital not only to the City of Royal Oak but the entire area traversed by Woodward Avenue. While some improvements have occurred to individual properties, comprehensive strategies, such as the ones embodied in the Woodward Avenue Corridor Study, need to be actively pursued. OBJECTIVE 5.1 Provide design guidelines for treatment of buffers to create a smooth transition between residential and non-residential uses. STRATEGIES a. Provide consistent screening of more intensive uses (i.e. multiple family, commercial/office uses) from residential neighborhoods through the use of dccorali\'C landscape materials. Provide setback as well as an attractive physical barrier between the residential and non-residential uses as necessary to minimize disruptive light, noise, odor, dust, unsightly appearances and inlmsive activity relative to the residential environment. Buffer should consist of a landscape area along the residential boundary, with a decorative screen wall along the non-residential side or said buffer. Landscape area should be planted with trees and shrubs to visually screen non-residential areas and provide an allrnctive boundary that encourages continued investment in the adjacent residential proper!~·. Buffer and screening should be scaled in accordance with the scale of the non-residential use. b. Establish alternative design treatments of existing alleys typically located between residential and commercial/office uses. Attempt to create more space for screening of auto scrYice. parking areas. and storage areas through the use of fences. walls. and/or landscaping. Use alleys as second access 10 buildings providing parking and pedestrian ways through the use of alleyscape and courtyard amenities such as paving, landscaping, lighting, and street furniture. City of Royal Oak Master Plan - Goals, Objectives, and S t r a t e g i e s - - - - - - - - - - - - - - - - - - - ! 7 �OBJECTIVE 5.2 Improve and maintain the overall appearance of buildings and streetscape. STRATEGIES a. Utilize streetscape elements such as lighting. landscaping. furniture and signage to help visually unify areas and improve the pedestrian environment along the corridor. b. Improve the appearance of strip buildings that have multiple tenants by unifying the individual storefronts through similar use of material. color. signagc. lighting. etc .. and encourage proper maintenance of said corridor prope11ies. c. Develop treatmenls for rear building elevation thal improYc the appearance of entrance and service areas. d. Preserve. establish. and re-establish street trees and related landscape components in the corridor. OBJECTIVE 5.3 Provide sufficient, accessible, and attractive parking conditions for businesses along Woodward. STRATEGIES a. Investigate methods of reorganizing existing parking areas their appearance. b. Screen adjacent residential neighborhoods from parking areas located behind businesses. c. Investigate opportunities to increase parking through the removal of existing commercial buildings. d. Consider the purchase of homes adjacent lo the corridor for the provision of off street parking where appropriate. 10 increase their efficiency and improve City or Royal Oak Master Plan• Goals, Objectives, and S t r a t e g i e s - - - - - - - - - - - - - - - - - - - - ! 8 �OBJECTIVE 5.4 Create a corridor that is distinctive, visually rich and well organized. STRATEGIES a. Develop a significant. unique, overriding design concept that reflects the importance of Woodward to the community, county and state. b. Identify historic places. buildings. stmctures. locations and events important to Woodward and highlight lhem as features for the corridor. c. Identify opportunities for "corridor scaled" public art/clc111cn1s and public spaces at key locations along the corridor. d. Identify individual communities and districts through the use of"gateways" and "landmarks." e. Maintain and enhance esisting open space and investigate opportunities for additional open space on or adjacent to the corridor. OBJECTIVE 5.5 Improve safety and control of traffic speed and congestion. STRATEGIES a. Consolidate and reduce the number of ingress/egress points along Woodward while maintaining sufficient access to business parking. b. Reduce conflict points between pedestrian and vehicular circulation. c. Investigate signalization and traffic engineering methods such as 1\/HS {Intelligent Vehicle Highway Systems) that can improve safety and reduce traffic congestion. OBJECTIVE 5.6 Encourage multi-modal use of the corridor. STRATEGIES a. Facilitate pedestrian movement between the easl and wesl sides of Woodward through development/redevelopment of the corridor. b. Incorporate a bicycle path network along or in areas adjacent existing commlmity bike path systems. c. Develop a network of c.xisling and future parks and recreation facilities for lhe corridor and surrounding area. d. Encourage public transit s~·s\cms that support redevelopment of the corridor. 10 the corridor. with connections to City of Royal Oak Master Plan - Goals, Objectives. and S t r a t e g i e s - - - - - - - - - - - - - - - - - - - ) 9 �OBJECTIVE 5. 7 Maintain a healthy and vibrant retail and institutional mix that allows Woodward to be a sought after business address and phase out over time uses or buildings that have a negative impact on the corridor. STRATEGIES a. Promote uses and activilics that maintain or increase the commercial tax base. b. Identify negative or inappropriate uses along the corridor. c. Identify buildings or sites with outmoded site charactcrislics and recommend creative redevelopment concepts for undemtilized properties along the corridor. d. Develop recommendations for the reuse of such parcels. e. Investigate financing options for the redevelopment of such si1cs. City of Royal Oak Master Plan - Goals, Obieclives, and Strategies - - - - - - - - - - - - - - - - - - 2 0 �Transportation/Circulation RATIONALE An efficient and safe transportation system is vital to the quality of life in the City of Royal Oak for both residents and businesses. OBJECTIVE 6.1 Ensure that the roadway system is sate, efficient and adequate to meet the needs of City residents and businesses. STRATEGIES a. Establish a priority sys1em of street improvements. which improve traffic flow and safety, relieve congestion and are coordinated wilh commercial corridor improvements. b. Promote safety improvements at problematic interscclions. c. Limit the numbers of egress/ingress access and service drives and encourage shared drives along major corridors. OBJECTIVE 6.2 Promote a "Walkable Community" environment that will facilitate pedestrian and bicyclist use. STRATEGIES a. Enhance pedestrian and bike access from surrounding neighborhoods with cross walks and consistent sidewalk ramps al kc~· locations. b. Provide and maintain conlinuous sidewalks linking neighborhoods. schools, community facilities, and the Central Business District. c. Discourage the use of drive-through traffic and multiple curb cuts tlrnt arc a detriment to pedestrian oriented environment. d. Continue to support the City's maintenance plan for e:-,,:isting and new sidewalks. e. Continue to work with railroads to provide safer crossings. f. Minimize the amomll and speed of traffic through neighborhoods by using "traffic calming" devices. City of Royal Oak Master Plan - Goals, Obiectives, and Strategies - - - - - - - - - - - - - - - - - - . 2 l �g. Promote neighborhood enhancement programs and strategics such as preservation of mature trees, street tree plantings. neighborhood gardens and sidewalk improvements. OBJECTIVE 6.3 Promote non-motorized transportation and use of public transit. STRATEGIES a. Encourage pedestrian orientation and provide safe pedestrian linkages through sidewalks between neighborhoods, parks, schools and commercial areas. b. Increase opportunities· for biking within the City by developing a bicycle master plan with designated bike routes and appropriate connections. City of Royal Oak Master Plan. Goals, Objecrives, and Strategies - - - - - - - - - - - - - - - - - - - - 2 2 �Parks/Recreational Resources RATIONALE The desirability of Royal Oak as a residential community is enhanced by its excellent parks and recreational facilities. Parks and recreation services contribute to the economic and social well being of the community. Increased demands will be placed on parks and recreation services as population and resident expectations increase. OBJECTIVE 7.1 Provide recreation land in the form of community parks, neighborhood parks and mini-parks, which is convenient and accessible to all residents. STRATEGIES a. Provide balanced geographical distribution of parks. b. Provide neighborhood park or mini-park facilities whcre\"er ,l\'ailablc in dc11cient areas. c. Encourage new developmcnl and existing projects. where applicable, to reserve park and open space. OBJECTIVE 7.2 Provide fields and facilities that meet the community wide recreation needs of Royal Oak residents. STRATEGIES a. Provide high quality recreation fields and facilities for organized team play at community parks. b. Organize a steering comminee to investigate the feasibility of developing an outdoor City-owned swimming facility with a range of amenities including outdoor shallow depth areas and ancillary facilities. c. Expand promotion of current swimming programs held al school facilities. Coordinate with School District to consider expansion of swimming programs. City of Royal Oak Master Plan - Goals, Object'1ves, and Strategies - - - - - - - - - - - - - - - - - - . 2 3 �OBJECTIVE 7.3 Provide, promote, and encourage the establishment and maintenance of nonmotorized trails. STRATEGIES a. Create a multi-purpose pathway system in several parks throughout the City that can be used for walking, jogging, rollerblading. rollerboarding, etc. and other pedestrian activities. OBJECTIVE 7.4 Eliminate existing barriers to recreation facilities and programs by creating barrier-free facilities and adopting a policy of "inclusive recreation." STRATEGIES a. Provide recreation and leisure opportunities lo all rcsidc111s. b. Ensure that each play selling and activity area is accessible. that accessible play components are placed wherever possible, and that similar play opportunities arc provided to citizens with disabilities. c. Improve accessible routes of travel. connecting parking areas. drop off points, and provide safe access to activity areas and accessible c1ctivities. d. Provide a means of getting on and off the equipment for children with a range of mobility impairments. e. Ensure that landscape areas. gardens. picnic areas. parking areas. park facilities. and significant natural features are accessible. f. Encourage consultalion between operator. manufacturer or designer. and people with and without disabilities who reside in the community. c·I1y or Royal Oak Master Plan - Goals. Obiectives, and Strategies - - - - - - - - - - - - - - - - - - - 2 4 �OBJECTIVE 7.5 Increase parking capacity of parks. STRATEGIES a. Review current parks for parking deficiencies and establish a plan of long•terrn goals to rectify these deficiencies. C"ily of Royal Oak Master Plan • Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - - . 2 S �Community Resources and Facilities RATIONALE Providing basic facilities and services is an essential role of local government. However, well planned and strategically located community facilities can contribute to the advancement of other community goals. As with other public services, demand for improved community facilities will increase as community expectations increase. OBJECTIVE 8. 1 Provide Master Plan goals for consideration in the planning, programming, construction, and maintenance of community facilities. STRATEGIES a. Incorporate cvnlrnl!ion of Master Plan goals in the prcparntion of a future City Capitnl Improvemelll Plan. b. Encourage dialog regarding planning wilh other governmental units and neighboring cities. OBJECTIVE 8.2 Develop new or improve upon existing community facilities that contribute to the community visions embodied in the Master Plan. STRATEGIES a. Continue developing the downtown civic plaza as a focal point for public services and gatherings. b. Maintain and improve Farmers Market. City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - 2 6 �OBJECTIVE 8.3 Increase awareness of Royal Oak's rich cultural and artistic heritage; celebrate and expand cultural expression; and encourage cultural institutions to develop and grow. STRATEGIES a. Promote Royal Oak's ans and cultural institutions and programs .. b. Promote Royal Oak's ans. architecture and cultural assets to advance Royal Oak as a community and tourist destination. OBJECTIVE 8.4 Encourage understanding and support for the unique needs of our aging population and the value they provide to our entire community. STRATEGIES a. Support the voluntary choice of older residents who wish to remain in their homes. b. Encourage projects that address the services and housing needs or our aging population. c. Encourage design standards that accommodate the special needs of these residents. d. Encourage consideration of the needs of our aging population in making decisions regarding Royal Oak's civic. cultural and recreational services. e. Support the review of current housing options for our aging population. City of Royal Oak Master Plan - Goals, Objectives, and Strategies - - - - - - - - - - - - - - - - - ~ . 2 7 �Land Use Plan ��Land Use Plan The Land Use Plan Map presented on the following pages illustrates the proposed physical arrangements of land use for the City of Royal Oak. The Land Use Plan serves to translate community goals into a narrative and graphic illustration. It is based largely upon the existing land use, current zoning planning analysis, and the desires of the residents of the City of Royal Oak as expressed in the visioning workshops which were conducted to solicit public input. The plan is prepared to serve as a policy for the City regarding current issues, land use decisions, investments in public improvements and future zoning decisions. The plan is intended to be a working document which will provide for the orderly development of the City, assist the community in its effort to maintain and enhance a pleasant living environment, while fostering economic development and redevelopment where needed. The land use plan is based upon comments and opinions gathered during the planning process including numerous meetings with the Steering Committee and City staff, and the public input obtained from the visioning workshops. To this extent, it reflects general policy toward development and redevelopment within the City. The land use plan is based on equal consideration of a number of factors. These factors include: • Citizen opinion and input • Economic outlooks • Existing land use • Socio-economic considerations • Existing zoning • Traffic and circulation • Existing plans • Utilities • Population projections and characteristics • Compatible uses • Community facilities and parks • Community goals, objectives, and strategies The proposed land use categories were developed in an effort to create a long term plan for the development and redevelopment of the City of Royal Oak. These classifications and their general location are described in more detail below: Residential Low Density Single Family Residential Low Density Single Family Residential provides for single family detached dwellings on individual lots requiring a minimum of 13,000 square feet of lot area provided for each dwelling. This designation is intended to provide an environment of lower-density, single family detached dwellings, along with other related facilities such as parks and schools. There are only a few areas of low density single family residential in the City including the south side of Fourteen Mile east of Rochester Road, the Lakeside Drive neighborhood between Main Street and Rochester Highway, the Vinsetta Park neighborhood south of Twelve Mile between Woodward and the Railroad, and north of Thirteen Mile between Main Street and Quickstad Park. City of Royal Oak Master Plan - Land Use Plan ----------------------29 ��Future Land Use Plan City of Royal Oak, Michig=an.;_, LEGEND ~ Single Fam,ly Resldenual • low Density North Portion of City Jul~ 15, 111119 r t]i - Single Family Resldonllal - Medium Density Single Femlly Residential· Allached • Detadled Mullfple Family Resldenllal Mixed Use • ResldonllaVOfnoo/CommerciaJ Mixed Use - ResldontioVOffice/lnstitullonal General C<>mmerclol Central Business Dlsltlcl Industrial Publlc/lnslltull01181 Pallcs and Open Space - ,• I - ! t �Future Land Use Plan City of Royal Oak, Michigan South Portion of City M,15.11199 LEGEND Slogie Family Resldenlial • low Oans.ty Single Family Residential . Medium Density Single Family ResfdenuaJ • Attached • OelaChec! Mulllple Famlly Resldentlal Mixed Uso • ResidentlaVOfflcetCommerclal Mixed Use • ResidentiaVOffice/lnsti!UIJonal General Commerciol Central 8uslnoss Disrncc lnduslrlal Publicilns1,tutoonaJ - Parks and Open Space �Medium Density Single Family Residential Medium Density Single Family Residential provides for single family detached dwelling requiring a minimum of 5,000 square feet of lot area provided for each dwelling. This designation is intended to provide an environment of medium-density, single family detached dwellings, along with other related facilities such as parks and schools. Aside from the neighborhoods identified above as Low Density Single Family, the remaining single family detached neighborhoods in Royal Oak are comprised of medium density single family residential housing. These existing medium density single family residential neighborhoods include but are not limited to Arlington Park, Beverly Hills, the northern portion of Vinsetta Park, Forest Heights, Kensington-Highland, Lawson Park, Marks Park, Maudlin Park, Maxwell Park, Memorial Park, North Shrine Area, Connecticut Street Area, Oak Run, Oakview, Quickstad Park, Southpointe, Starr Park, Sullivan Park, and Wendland Park. Attached/Detached Single Family Residential Attached/Detached Single Family Residential provides for single family attached and detached dwellings requiring a minimum of 4,000 to 5,000 square feet of site area provided for each dwelling. This category is intended to provide a transitional residential designation between single family residential as described above and more intense land uses such as office, commercial, or multiple family residential, and to allow a mix of housing types, including both attached and detached residential developments. There are existing areas in the City developed at this density including the duplexes between Webster and Glenwood east of the Railroad, on the west side of Campbell Road, on the east side of Rochester Road, and on both sides of Fourth Street. This designation can accommodate a wide variety of single family developments. Multiple Family Residential Multiple Family Residential is intended to provide for multiple family dwelling units requiring a minimum of 2,400 to 4,800 square feet of site area provided for each dwelling depending on the number of bedrooms in each dwelling unit. This designation to allow a higher density residential environment such as apartments, condominiums, and tow_nhouses. High density residential can generate significant amount of traffic and therefore should be directly adjacent to a major thoroughfare. There are many areas of existing multiple family residential uses throughout the City, the largest being the Coventry Parkhomes Condominiums development in the northern portion of the City, and the new developments along I-696 along the southern border of the City including Main Street Square development and the Maryland Club development. Small pockets of other multiple family uses exist throughout the City. Both single and two family residential uses are permitted in this district. High density residential serves as a transition between non-residential districts and lower density residential uses and should be developed at a density no greater than nine to eighteen units an acre or 2,400 to 4,800 square feet of lot area per unit. No new areas of multiple family residential have been designated in the City. City of Royal Oak Master Plan - Land Use Plan �Mixed Use Two categories of mixed use are provided, each with a different emphasis. The mixed use designation is intended to provide for a dynamic environment of compatible uses. This designation will provide for a transition between more intensely developed commercial areas and residential areas and/or between busy thoroughfares and residential areas. Mixed Residential/Office /Public/Institutional Mixed Residential/Office/Public/Institution is intended to provide for a mixture of residential, public/institutional uses, professional office, general office, and business and personal service uses, but would not include retail commercial uses. Such uses may be located in combination with one another within a single building. Upper floor residential would be encouraged. This land use designation is designed to maintain and promote the flexible redevelopment of certain areas of the City with a mixture of residential, public/institutional and office uses. Areas of mixed residential/office uses are proposed for the south of Downtown on the east side of the Railroad, portions along Woodward Avenue, and areas along major roadways such as the north side of Thirteen Mile between Woodward and Greenfield Road. There are additional small pockets located on the northwest corner of I-75 and Fourth Street, the northeast corner of Normandy and Crooks Roads, and the west side of Crooks just north of Poplar Street. Office uses allowed would be those compatible with residential uses. It is proposed that the City consider a new mixed residential/office zoning district which would allow single family and attached/detached residential housing as permitted uses, while multiplefamily, schools, churches, day care and office uses would be allowed as special uses. This mixed residential classification may also provide locations for smaller scale senior housing developments that are compatible with adjacent neighborhoods. The intensity of the residential and office uses allowed would depend upon site characteristics. Upper floor residential would be encouraged. Mixed Residential/Office/Commercial Mixed Residential/Office/Commercial is intended to provide for a mixture of residential, office, and lower intensity commercial uses. This designation allows for any combination of residential, office or local commercial use. Upper floor residential above retail or office would be encouraged. This land use designation is also designed to maintain and promote the flexible redevelopment of certain areas of the City. The emphasis of this designation is a combination of residential, office, and local commercial uses. Mixed residential/office/commercial use areas are proposed for areas adjacent to the Central Business District, such as south of Downtown along Main Street including the hotel development area along I-696, the area between Main Street and the Railroad south of Lincoln, the area surrounding Oakland Community College south of Lincoln, and the Fourth Street area to Alexander Street. Additional areas of the mixed residential/office/commercial designation are located along commercial corridors such as portions of Woodward Avenue south of Lincoln Avenue, the west side of North Main Street south of Twelve Mile Road, the west side of Campbell Street between Bellaire and Gardenia Streets, the northwest corner of Twelve Mile and Crooks Roads, the southwest City of Royal Oak Master Plan - Land Use Plan ---------------------33 �corner of Thirteen Mile and Woodward Avenue, the south side of Thirteen Mile between Beaumont Hospital and Greenfield Road, and areas along Rochester Highway near Thirteen Mile Road. It is proposed that the City consider a new mixed-use residential/office/commercial zoning district which would allow residential uses as permitted uses, while office schools, churches, day and local commercial uses would be allowed as a special use based upon site specific conditions. This mixed-use residential classification may also provide locations for senior housing developments such as independent living, assisted living and congregate care. Upper-floor residential in combination with non-residential uses would be encouraged. Commercial and Industrial General Commercial General Commercial is intended to provide suitable locations for general retail and service establishments. These types of commercial uses are generally developed along major roads. Uses typically found include larger supermarkets, discount stores, department stores, appliance and furniture stores, and specialty shops. These types of land uses rely on a market area much larger than that of the local commercial areas and can provide either convenience and/or comparison goods. General Commercial may take the form of either a shopping center or groups of buildings sharing common access, architectural style and design elements. The General Commercial designation also includes special retail and service uses, such as garden sales, building supplies, and auto dealerships. General commercial land uses are restricted to primarily the Woodward Avenue corridor, with an additional area in the northwest portion of the City north of Meijer Drive, and between Coolidge Highway and the Railroad north of the industrial area along Fourteen Mile Road. Central Business District Central Business District is exclusive to the commercial center of the City of Royal Oak. This designation is intended to promote the center of the City as a special business area offering a range of convenient commercial, specialty shops, personal services, housing, restaurants, business, governmental, office, and banking uses. The Central Business District is exclusive to the commercial center of the City of Royal Oak which is the area between West Street, Eleven Mile Road, Troy Street and Lincoln Avenue with an additional area extending east to Knowles Street and north of Fourth Street. The CBD designation is designed to provide for pedestrian accessible mixed uses consisting of a variety of retail, banking, office, residential, civic, and service uses in the Downtown area. It should provide for the comparison shopping, entertainment, convenience, cultural, and service needs for the entire City of Royal Oak area. This district includes and promotes uses which would provide convenient pedestrian shopping along a continuous retail frontage. Automotive related services and other uses which tend to interfere with the continuity of retail frontage and hinder pedestrian circulation are discouraged. City of Royal Oak Master Plan - Land Use Plan ---------------------34 �Industrial Industrial uses are considered warehousing, research, designing and manufacturing. Such uses are intended to be enclosed within a building and external effects are not to be experienced beyond their property boundaries. Outdoor storage is intended to be minimal. Such areas should be located on roads capable of adequately accommodating necessary truck traffic, and should be isolated from residential areas. The industrial designation is designed to primarily accommodate warehousing, research, laboratory, and light manufacturing whose external and physical effects are restricted to the immediate area having only a minimal effect on surrounding districts. Outdoor storage is intended to be minimal. This category is also designed to provide, by special use approval, locations for general industrial activities such as those which involve the use of heavy machinery, extensive amounts of contiguous land, service by railroad lines or major thoroughfares, processing of chemicals or raw materials, assembly, generation of industrial waste, noise, odor, or traffic problems or similar characteristics. These uses would require service by large trucks. All industrial uses should be adequately screened from adjacent residential uses. The areas planned for industrial include the area east of Delemere Boulevard south of Fourteen Mile, the areas south of Bellaire Street east of Campbell, the area between Twelve Mile and Bellaire Street, and the area west of Delemere Boulevard and north of Fourteen Mile Road. Parks and Open Space Parks and Open Space is intended to provide public and private parks, recreation and open space systems. This classification includes existing parks as specified in the City's 1999 Parks and Recreation Master Pian located throughout the City, as well as the City cemetery. Public/Institutional Areas designated as Public/Institutional land uses are intended to accommodate such activities as governmental and public buildings, schools, and churches. This designation includes government service buildings such as City Hali, Farmers Market, library, etc .. It also includes elementary, middle, and high schools, Oakland Community College, and Beaumont Hospital. City of Royal Oak Master Plan - Land Use Plan �Implementation ��Implementation The Master Plan is a statement of goals and strategies designed to plan for preservation, growth and redevelopment. The Plan forms the policy basis for the more technical and specific implementation measures that will follow after adoption of the Plan. The Plan will have little effect upon future planning unless adequate implementation programs are established. This section identifies actions and programs which will be useful if the plan is to be followed. Zoning Requirements Zoning is the development control that is most closely associated with implementation of the Master Plan. Originally zoning was intended to inhibit nuisances and protect property values. However, zoning should also serve additional purposes which include: • To promote orderly growth, preservation and redevelopment in a manner consistent with land use policies and the Master Plan. • To promote attractiveness in the City's physical environment. • To accommodate special, complex or unique situations through such mechanisms as planned unit developments, overlay districts, or special use permits. • To promote the proper relationship between potentially conflicting land uses (i.e. industrial uses adjacent to residential areas). • To preserve and protect existing land uses, where appropriate . • To promote the positive redevelopment of underutilized areas of the City . The zoning ordinance and official map, in themselves, should not be considered as the major long range planning policy of the City. Rather, the Master Plan must be regarded as a statement of planning policy and zoning should be used to assist in implementing that policy. Zoning Map Adjustments Certain areas of the City have been designated for a land use classification in the Master Plan which may conflict with either existing zoning or existing land uses. The Master Plan recommendations will provide guidance as to the proper zoning. The Plan Commission and City Commission will further study and make decisions in regards to which areas warrant City initiated rezoning. Zoning Ordinance Amendments The zoning ordinance text and the zoning map have undergone over 240 collective amendments since their original adoption in 1957. City of Royal Oak Master Plan - Implementation - - - - - - - - - - - - - - - - - - - - - 3 6 �This is not an unusual situation. Ordinances are not static documents and, therefore, should be prudently modified to reflect changes in community needs, conditions, and/or City policy. Unfortunately, isolated text changes often are made without fully assessing their relationship to other critical portions of the text. The end result is troublesome regulatory gaps, or worse, conflicting regulations. An initial review of the current zoning ordinance has identified the need to address the following specific issues: • improved alphabetical subject index and comprehensive table of contents with articles, sections, and sub-sections; • consolidation of requirements into logical functional area; • streamlined district regulations, including elimination of unnecessary repetition; • presenting information in schedule and/or chart form whenever possible, and utilizing graphics to illuminate critical points; • review of zoning districts to evaluate pertinent differences between districts; • give consideration to elimination of some district and to the addition of others, as may be desirable; • incorporate techniques such as overlay districts to address specific conditions; • updating of performance/protection and design standards, including formulation of an environmental provisions section as a means of consolidating these types of requirements; • updating of all design standards (parking, landscape, buffering/screening, setbacks, signs, etc.) to reflect current planning practices; • improved site plan review process, including clear, concise information to be submitted for review, expansion of review standards, and consideration of an administrative review process for minor site plan amendments; • improved special land use review process, including succinct identification of objectives, provision of clear, concise standards designed to meet objectives, and review/amendment of approval process, if desirable. Neighborhood Preservation The residents in Royal Oak take great pride in their neighborhoods. The integrity of many areas has been threatened by past zoning and development practices that have resulted in projects that some consider to be incompatible with existing neighborhoods. New development projects, if not properly done, can have a dramatic impact on the character and viability of existing neighborhoods. However, other action such as the division of platted lots into smaller lots and the granting of variances, provide more subtle but lasting change within a given area. Finally, the consistent enforcement of regulatory codes and Ordinances can have a long term positive effect on neighborhoods. City of Royal Oak Master Plan - Implementation - - - - - - - - - - - - - - - - - - - - - 3 7 �A senes of steps can be taken which involve both regulatory and administrative measures: • Adopt Neighborhood Design Standards - Many of the controversies that have arisen in Royal Oak have been as a result of new residential design which is incompatible with the scale, density and character of existing neighborhoods. By incorporating neighborhood design standards within the Zoning Ordinance, the existing character of neighborhoods can be better maintained to prevent new developments and additions to existing structures which are incompatible. The intent of the design guidelines is to ensure building designs are compatible with the characteristics of the neighborhood in terms of scale, mass, building patterns, facade articulation, and incorporating design elements of prevalent neighborhood architectural style; and that building additions are compatible with the principal structure. This will allow for modern design and modern interpretation of neighborhood architectural styles. • Increase Housing and Property Maintenance Code Enforcement - Evident through the Visioning Workshops and Concept Plan review process was the desire from a broad spectrum of the community for the City to increase enforcement efforts. While it would be expedient to target only rental properties, a credible and equitable effort would have all properties abide by minimum standards. Stepping up housing and property maintenance enforcement will involve the evaluation of existing codes to determine necessary revisions. Furthermore, additional staff will be necessary to increase enforcement efforts. • Review of Lot Division/Combination Requirements - Lot size compatibility with existing neighborhood standards can be incorporated in the Zoning Ordinance. Procedures outlining a compatibility determination process will ensure that lot divisions do not create incompatible building sites. Areas Adjacent to the Central Business District Many issues associated with the Master Plan involved the residential area adjacent to the downtown. Generally, a new viability of existing single family residential neighborhoods has taken place. In the past, the multiple family use authorization adjacent to the Central Business District arose out of era in which the viability of single family residential uses adjacent to and in close proximity of the Central Business District was in serious question. A significant and material change of circumstances then took place, namely: • The location of Royal Oak as a focal point within the Southeast Michigan area was provided with accessibility, and thus became functional with the construction of 1-696. City of Royal Oak Master Plan• Implementation - - - - - - - - - - - - - - - - - - - - - 3 8 �• A revitalization of the Central Business District created a dramatic change in the character of the downtown area, and, consequently, a change in the relationship with the surrounding residential area. • A new and substantial demand and viability for the existing single family uses has been established, bringing about a renewal and regeneration of the life of the City. Allowing the expansion of Existing Two-Family and/or Multiple Family Uses within what remains as predominantly single-family residential neighborhoods will undermine the new viability, and, thus, frustrate the re-establishment of the City as a mature community area which has been able to make meaningful progress toward renewal and regeneration. Moreover, expansion of Existing Two-Family and/or Multiple Family Uses may result in the destruction of the neighborhoods in which they are situated, and, thus, result in a long-term blighting effect. It has been determined that, as a matter of policy, the Existing Two-Family and Multifamily Uses within the predominantly single family area of the City adjacent to the Central Business District should be permitted to exist as special land uses, although it must be recognized that an authorization for additional Existing Two-Family and Multifamily Uses within such area would be detrimental and destructive of the neighborhoods. Definitions To better describe land use and land use changes in these supplemental areas, the following definitions are provided: Existing Two-Family and/or Multiple Family Uses shall be those two-family and multi-family uses that meet the following two criteria: I. An occupancy permit has been issued for the residences within the structure. 2. A license has been issued for more than one residence within the structure under the City's Landlord Tenant Ordinance. Material Modification shall mean a modification that results in any one or more of the following: 1. An increase of density; 2. A modification of the exterior appearance of the structure; and/or 3. A modification that will have some other demonstrable adverse impact upon one or more single family residential users in the neighborhood. Establishment of Overlay District A Single Family Residential Overlay District situated adjacent to the Central Business District should be established, consisting of the area shown on the Single Family Overlay Map. Within such Overlay District special regulations should be established relative to the Existing Two-Family and/or Multiple Family Uses and the Existing Commercial Uses fronting on N. Washington Avenue. City of Royal Oak Master Plan - Implementation - - - - - - - - - - - - - - - - - - - - - 3 9 �Existing Two-Family and/or Multiple Family Uses By means established in the Zoning Ordinance, Existing Two-Family and/or Multiple Family Uses within the Single Family Residential Overlay District should be granted the status of being uses which conform with the use, setback and density provisions of the Zoning Ordinance, and, therefore, should not become burdened with customary "nonconforming use" status, i.e., destruction by act of God should not prohibit reconstruction of the same use with the same setback and density provided that building and safety codes are met. However, such grant of conforming status should be subject to the condition that all additions and Material Modifications should conform with construction codes and all other ordinance requirements of the City with the exception of the use and setback restrictions of the Zoning Ordinance specifying single family residential use. Properties within the Single Family Residential Overlay District that do not have Existing Two-Family and/or Multiple Family Uses should not, as part of the amendment of the zoning ordinance, be granted the status of being uses which conform with the use and density provisions of the Zoning Ordinance. Existing Commercial Uses By means established in the Zoning Ordinance, existing commercial uses fronting on N. Washington Avenue within the Single Family Residential Overlay District should, for a limited period of time, be permitted to apply for the status of being uses which conform with the use, setback and parking provisions of the Zoning Ordinance, and, therefore, should not become burdened with customary "nonconfo1ming use" status, i.e., destruction by act of God should not prohibit reconstruction of the same use with the same setback and parking, provided that building and safety codes are met. However, a grant of conforming status should be subject to the condition that all additions and Material Modifications should conform with construction codes and all other ordinance requirements of the City with the exception of the use and setback restrictions of the Zoning Ordinance specifying single family residential use. Mixed Use • Residential/Office Service/Professional Office Area It is recognized that, within the Mixed Use-Residential/Office Service/Professional Office area, all land may not be immediately rezoned in conformance with this Master Plan designation. However, as a long-term goal, it is the intent of the City to achieve uniform conformance of the property within the area. Downtown Development Any community that strives for improvement must have a strong relationship between City officials and various business development organizations (i.e. Downtown Development Authority and Chamber). Important issues related to the retail mix, parking, need for civic plaza space, relationship to Farmers Market, and the relationship between downtown and the neighborhoods were raised throughout the Master Plan process. As a result, important discussions were initiated between City officials and business leaders. An ongoing process will help ensure implementation of the key concepts of this Plan. City of Royal Oak Master Plan - Implementation - - - - - - - - - - - - - - - - - - - - - - - - - s O �Commercial Entry Corridors Throughout the Visioning Workshops strong preference was expressed about improving the image and identity of the City's main corridors. Stronger linkages need to be developed between 1-696 and downtown and Woodward and downtown. The City should undertake a study of the Main Street, Eleven Mile, and Twelve Mile entry corridors which would outline long range strategies for traffic management as well as visual components such as parking setbacks, landscaping and signage. In addition to visual improvements within key corridors, review of amendments to the zoning ordinance in the commercial zoning districts should address the following policies: • a stronger buffer between the public right-of-way and required on site parking areas • reduce the number of curb cuts along the major commercial corridors • greater amounts of landscape material be provided for new commercial development along the major corridors • the character and importance of entry corridors Woodward Corridor The Woodward Corridor provides a vital economic and transportation corridor within the community. Extensive study in the form of the Woodward Avenue Corridor Study has already been completed. No further study is recommended. The Woodward business community and City officials should discuss implementation of the Woodward Plan with specific emphasis on demonstration projects that will improve parking, manage access, and enhance buffering between commercial uses and the adjacent neighborhoods. Historic Preservation Strong preference for identifying and preserving historic structures has been expressed by residents. However, a plan for preserving historic structures should be supported by the preparation of a detailed inventory currently underway. Efforts to identify both significant historic structures and neighborhoods should be pursued in the context of a historic preservation master plan. Cultural Resources The words "culture" and "cultural" are defined as the collective, shared history of thought and work of the people who have made Royal Oak what it is today and what it seeks to be tomorrow-a complex and fascinating blend of people, experiences and heritages. The collective culture of Royal Oak consists of the visual, performing, literary and media arts, science and technology, humanities, architecture, customs and other means of expression. It is the goal of the City to ensure that Royal Oak's Cultural Institutions are an integral part of the Master Plan consideration and to support arts and cultural organizations that seek funding from State and Federal agencies. It is the responsibility of the arts and City of Royal Oak Master Plan - Implementation ----------------------4 �cultural organizations to share in the effort for ensuring that the cultural needs of our citizens are included in the Master Plan and to seek opportunities to assist the City in accomplishing the Goals of the plan. Aging Population We recommend that the Royal Oak Senior Citizen Advisory Committee continue its history of advocacy and play a leadership role in the development of a Senior Master Plan Committee. This committee will review community based housing options which encourages "housing in place" and make recommendations for consideration, approval and implementation within Royal Oak. An evaluation of the need to expand and/or modify staffing and new services to Royal Oak's aging population should also be considered. Capital Improvements Program Capital improvements programs consider the funding and timing of all municipally related capital needs including such items as roadways, utilities, parks and recreation, and major public building expansions/improvements. Yearly ongoing review provides the opportunity to keep the plan up to date and add new projects. Efforts should be made to coordinate capital improvement plans with the Master Plan to help identify priorities for needed improvements. Plan Education Citizen involvement and support will be necessary as the Plan is implemented. Local officials should constantly strive to develop procedures which make citizens more aware of the planning process and the day to day decision making which affects implementation of the Plan. A continuous program of discussion, education and participation will be extremely important as the City moves toward realization of the goals and objectives contained within the Master Plan. Plan Updates The Plan should not become a static document. The City Plan Commission should attempt to re-evaluate and update portions of it on a periodic basis. The land use portion should be reviewed annually and updated at least once every three to five years. City of Royal Oak Master Plan - Implementation - - - - - - - - - - - - - - - - - - - - - - - - 4 2 ��Background Studies ��Background Studies Regional and Metropolitan Setting The City of Royal Oak is located approximately two and one half miles north of Detroit. First laid out in 1838, Royal Oak was a typical railroad town located halfway between Pontiac and Detroit. Its location along Woodward Avenue contributed to the early growth of the city. A unique feature about Royal Oak in comparison to other Detroit suburbs is that it is a self-contained community with its own downtown and residential neighborhoods. The City is now described as having: a vibrant downtown and commercial districts; mature, established neighborhoods; a significant number of historic structures located within both neighborhoods and commercial districts; and, an exemplary system of community and neighborhood parks. The map below illustrates the location of Royal Oak in relation to surrounding communities. Figure 1 Royal Oak 14 Mile R.d. 13 Mile Rd. ISON K!!lOKI'S 12 Mile Rd. 11 Mile Rd. IO Mile Rd. Implications for Planning: • Consideration of what is occmTing in adjacent communities is integral to the planning process; • Coordination should occur with adjacent communities to benefit the entire area. Past Planning Efforts The City of Royal Oak has initiated various planning efforts in the past. The Master Plan adopted in 1968 has been amended 6 times. The latest amendment occurred in 1996. The following list indicates other significant planning efforts and studies that have occurred in the past which have City of Royal Oak Master Plan - Background Stud·1es --~----------------43 �been made available to Steering Committee and Plan Commission members during the Master Plan process: □ General Development Plan (Master Plan): 1968 The General Development Plan was adopted in 1968 to coordinate and guide decisions regarding the physical development of the community. The 1968 Plan calls for low density residential at 6-8 dwelling units per acre, medium density residential at 14-18 dwelling units per acre, and high density at 20-25 dwelling units per acre. □ Strategy for Improving the Eleven Mile Road Corridor: 1989 This plan examined the land uses and conditions of the Eleven Mile Road Corridor between Troy and Campbell Streets. Recommendations included 14 programs and strategies to improve the physical appearance and enhance the commercial vitality of the commercial corridor. □ Parks and Recreation Master Plan: 1999 The scope of this plan included an analysis of all existing City-owned parks and recreation programs. The plan was intended to establish goals and objectives so that a basis was set forth for future decision making in regards to future improvements. Furthermore, the DNR requires a community to have an up-to-date Recreation Plan in order to qualify for grant programs. The plan includes an action plan which spells out which improvements should occur over a five year period. □ Downtown Royal Oak Master Plan: 1994 This document was a plan prepared for the Downtown Development Authority (ODA) to assist the Board in planning activities for the future. It contains strategies for the following issues: market growth, land use and development, urban design enrichment, and cooperative downtown management. A Vision for the future was achieved from interviews, an interactive workshop, and observation and research. □ Downtown Parking Study and Master Plan: 1995 This study researched the existing parking situation in the downtown area and made recommendations for improvement or expansion of: parking operations, valet service, signage, trolley, marketing, additional parking, and financing. □ Woodward Avenue Corridor Study: 1995 This study was a cooperative effort between the six communities along Woodward Avenue from Eight Mile Road to Quarton Road, and Oakland County. The following topics were covered, each with extensive recommendations: the median, open space, buildings and parking, districts and gateways, signs, transportation, financing improvements, history, market potential, creation of the Woodward Avenue Action Association (WA3), and promoting the corridor. Implications for Planning: • Past plans should be utilized in all current and future planning efforts; • The City should update and re-evaluate the City Master Plan on an ongoing basis City of Royal Oak Master Plan • Background Studies -------------------44 �Population Trends and Projections Historical Trends The City of Royal Oak has historically been moderately sized. The population peaked in the year 1970 with 86,238 people, and has decreased to 64,635 people (SEMCOG estimate) in 1998. Although the population has declined by 25% since 1970, the number of households has increased slowly, indicative of a smaller number of people per household, and reflecting the additional housing built in the City since 1970. The following graph depicts the population trends for the City of Royal Oak from 1970 to 1990, and the SEMCOG population estimates for 1995 and 1998. Figure 2 Population And Households: 1970-1998 Ro al Oak 90,000 80,000 llllillll!III Population 34,000 -•-Households 32,000 70,000 z 60,000 30,000 VJ ....0 E-- 50,000 28,000 ...:l < 40,000 26,000 C. 30,000 ;:, 0 C. 24,000 20,000 10,000 Q ...:l 0 ::c: r;i;l l"J) ;:, 0 ::c: 22,000 0 20,000 1998 1970 1980 1995 1990 SOURCE: U.S. Census, 1990, and SEMCOG "Population and Housing Estimates 1995-1998" Projections Population for the City of Royal Oak is projected to decrease slightly (2%) between 1990 and 2005, and then projected to rise slowly to 65,544 by the year 2020. Projections are based on a variety of inputs including demographic and housing data and regional and historical trends. The number of households is projected to steadily increase (5.8%) by the year 2020. City of Royal Oak Master Plan - Backgrourd Slu:f1es -------------------5 �The following graph depicts population projections for the City as estimated by the Southeastern Michigan Council of Governments (SEMCOG) to the year 2020. Also shown is the number of households projected. Figure 3 Population And Household Pro·ections: 1990-2020 Ro al Oak 66,000 -•-Projected Households 65,500 z 0 33,500 mSI Projected Population 65,544 32,500 65,000 31,500 0 < ..J 64,500 30,500 0 = ~ r.r:, Q. Q. Q ..J [-, 0 r.r:, 0 64,000 29,500 0 63,500 28,500 = 63,000 27,500 1990 1995 2000 2005 2010 2015 2020 SOURCE: SEMCOG "1997 Regional Forecast" Population Comparisons Population changes between 1990 and 1995 have been small for Royal Oak and surrounding communities. Royal Oak and Berkley both experienced a slight decrease in population. while Birmingham and Clawson experienced slight increases. These slight changes are reflective of the fact that all of these communities are relatively built out in comparison to other more rural communities in Oakland County, and have rather stable population bases. City of Royal Oak Master Plan - Background Studies - - - - - - - - - - - - - - - - - - - 4 6 �The following graph compares 1990 and 1995 population figures for Royal Oak and surrounding communities Figure 4 Population: 1990-1995 Ro al Oak And Surroundin 90,000 z .. 80,000 70,000 ?-I 60,000 50,000 ~ 40,000 i:i.. 30,000 i:i.. 20,000 0 < ;;i 0 , . . , .. ,nru Communities 1 ■ n, •• u.,h ............. ........... ....... ,p•••nHI UIU . . . . . . . . . . . . . . . ,, ...........................' " ' " . . . . . .h ............H ..... ' u.-••i l 511115i5...,...._---~---......i ml 1990 llil 1995 n•~•••n• 11 • •n ■ -T'louuu ,,.,.,, •••••,, •••• .,,, ,. , .u ........ u•n .. n.--.~•••rnnHnnnn rn-n.u.-,n-.--...--.-unnTll>Til ..---~------------~ ; ' 10,000 0 Royal Oak Berkley Birmingham Clawson SOURCE: U.S. Census, 1990 and SEMCOG "Population and Housing 1995" Implications for Planning: • The City can expect a relatively stable population base in the future City of Royal Oak Master Plan • Background Studies --------------------7 �Population and Housing Characteristics Household Size Household size has decreased from 3.09 persons per household in 1970 to 2.26 persons per household estimated by SEMCOG for 1995. The largest decrease occurred between 1970 and 1980, where the household size decreased by 19%. This compares with an 8.4% decrease between 1980 and 1990. Overall, this is consistent with state and national trends of decreasing household size. The following graph depicts the changes in household size from 1970 to 1995. Figure 5 Household Size: 1970-1995 Ro al Oak 3.25 l .3.09 3.00 i:i:: fi: 9 rJ} 2.75 0 Z :C: 2.50 01:;i;l rJ} rJ} : 5 2.25 c.. :c: 2.00 1.75 - t - - - - - - - - - 1 - - - - - - - - - + - - - - - - - - - - 1 1970 1995 1990 1980 SOURCE: U.S. Census, 1990 and Oakland County Community Profiles, 1996 Royal Oak has a smaller household size than Berkley, Clawson, and Oakland County as a whole. Surrounding communities have also experienced a decrease in household size since 1990, as typical of the more mature communities. Household size for the County as a whole has increased, indicative of all of the new development occurring in the northern and western suburbs, and the increasing number of families with children locating in these areas. City of Royal Oak Master Plan - Background Stud·1es -------------------48 �The following chart shows the changes in household sizes for Royal Oak and surrounding communities between 1990 and 1995 (SEMCOG estimate). Figure 6 Household Size: 1990-1995 Ro al Oak And Surroundin Communities Royal Oak Berkley Birmingham Clawson Oakland County SOURCE: U.S. Census, 1990 and SEMCOG "Population and Housing 1995" Household size for Royal Oak is expected to continualJy decrease, with a projected 2.17 persons per household by the year 2020 (a 13% decrease since 1980, and a 30% decrease since 1970). This trend is consistent with the national trend of decreasing household size as families wait longer to have children, are having fewer children in general, and single parent families increase. The following graph depicts the projected household size for Royal Oak. Figure 7 Projected Persons Per Household: 1990-2020 Ro al Oak 2.50 i:c: ~Q IAverage Persons Per 2.40 2.29 Cl..~ rr, 0 2.30 0~ V) V) 2.20 • ~o Cl.. :x: 2.10 -- z :x: Household in 1980: 2.5 '),.27 --._ 2.23 2.:.21 2.19 2_.,18 i:c: ~ I 2.1 I 2.00 I ' I 2005 2010 I 1990 1995 2000 2015 2020 YEAR SOURCE: U.S. Census, 1990 and SEMCOG "1997 Regional Forecast" City of Royal Oak Master Plan • Background Stucfles ---------------------9 �Gender, Race, and Age Composition As of the 1990 Census, 4 7% of the population of Royal Oak is male, and 53% is female. Racial composition is predominantly white, as depicted in the following table. Table 1 R ac1a . IC ompos110n T n Rova IOak POPULATION BY RACE PERCENT% White 97.1% Black 0.5% Asian 1.1% Hispanic 1.1% Other 0.2% SOURCE: U.S. Census, 1990 In comparison to Oakland County as a whole, the County has more residents under the age of 17, and Royal Oak has more residents over 45 years of age. This is indicative of an aging population in addition to a majority of households without children, a trend projected to continue to increase over time. Age distribution in Royal Oak is depicted in the following graph. Figure 8 Age Distribution 1990 Ro al Oak Under5 6.8% 65 and older 15.7% 5 to 17 13.9% 18 to 24 45 to 64 17.7% 7.8% SOURCE: SEMCOG "Community Profile", 1997 The median age of Royal Oak residents has increased from 1980 to 1990 by 6 %. The City has a number of residents over the age of 65 which contributes to a higher median age. Surrounding communities have also experienced an increase in median age. As the "baby boomer" generation continues to age, median age will steadily rise. City of Royal Oak Master Plan • Background Studies -------------------50 �The following chart depicts the median age of Royal Oak residents in comparison to adjacent communities. Figure 9 Median Age: 1980-1990 Ro al Oak And Surroundin Communities Royal Oak 37. Birmingham Oakland County 0 5 10 15 20 25 35 30 40 MEDIAN AGE {YEARS) SOURCE: SEMCOG "Community Profile" Educational Achievement Royal Oak has a well-educated population with 28.4% of the population having at least a bachelors degree or higher. The following graph depicts educational attainment levels for Royal Oak residents in comparisons to surrounding communities. Figure 1O Educational Attainment 1990 Ro al Oak And Surroundin Communities ■ Clawson CJ Binningham □ Berkley [:I Royal Oak 36.6 0% 5% 10% 15% 20% 25% 30% 35% 40% SOURCE: SEMCOG "Community Profile" City of Royal Oak Master Plan • Background Stud"1es --------------------51 �Income The median household income in Royal Oak in 1995 was estimated by Oakland County to be $55, 534. This was higher than the neighboring communities of Berkley or Clawson, as well as Oakland County as a whole, but lower than that of Birmingham. Median per capita income in 1997 was estimated at $20,122, an increase from the 1990 level of $18,065. The 1997 per capita income is comparable with the average for Oakland County. The following graph depicts median household income for Royal Oak and surrounding communities. Figure 11 Median Household Income: 1995 Ro al Oak And Surroundin Communities Birmingham Clawson Oakland County ' $0 $10,000 $20,000 $30,000 $40,000 $50,000 $60,000 $70,000 SOURCE: Oakland County "Community Profile" Housing Value Although dated, the 1990 Census revealed that the majority of the housing in Royal Oak (72%) was valued in the $50,000 to $99,000 range, with 17% valued over $100,000, and 11 % valued less than $49,999. The I 990 median value was $74,900. Since 1990, housing values have increased. The 1995 average housing cost in Royal Oak was $102,517 (Oakland County Community Profile, 1996). Average housing costs in Royal Oak rank above those in Berkley and Clawson, but below Birmingham and Oakland County as a whole. City of Royal Oak Master Plan • Backgroura.l Studies -~-----------------52 �Housing values for Royal Oak and surrounding communities are depicted in the following graph. Figure 12 Average Housing Value: 1995 Ro al Oak And Surroundin Communities $194,456 $200,000 $180,000 $160,000 $140,000 $102,517 $120,000 w $100,000 < $80,000 ~ $60,000 < $40,000 a $94,566 i::i::: $20,000 $0 Royal Oak Berkley Birmingham Clawson Oakland County SOURCE: Oakland County "Community Profile" Housing Characteristics Based upon 1990 Census data, the largest percentage (35.7%) of housing in the City was constructed between 1950 and 1959. However, a large percentage of housing (39.6%) was constructed prior to 1949. These figures are indicative of an older suburb, where much of the housing was built prior to World War II. Mature trees in most of the neighborhoods reflect the older nature of these neighborhoods with distinct architecture and a variety of housing styles. The following chatt reveals when housing was built in the City of Royal Oak by decade. Figure 13 Year Housin Built In Ro al Oak 1970 to 1979 6.5% 1980 to 1990 2.7% 1939 or earlier 18.7% 1960to 1969 15.5% 1940 to 1949 20.9% 35.7% SOURCE: U.S. Census, 1990 City of Royal Oak Master Plan • Background Studies -----~-------------53 �Residential Construction Redevelopment of areas of the City into higher density housing has been a common occurrence over the last 5 years, indicative of the high quality of life the City has to offer and subsequent market conditions which facilitate such development. Most of the new construction has been in owner-occupied condominium developments. The following graph depicts building permit activity for development of single and two family housing, multi-family housing, and demolitions. Figure 14 Residential Construction Permits Issued: 1992-1997 Ro al Oak ,.,,.;,,,+,...,;Single/fwo-family ·· · Units --0--Multiple-family units 140 120 100 -l1-Demolished Units - ~ - --·····~-·--·- 80 60 · 40 20 0 - - - - - - - - - - - -■ I AJ)dlon!Y .... : . :1 1997 data through ~~:...=:!!:.::..:=-:~~==!!=.~=-=~~~;.a\( 1992 1993 1994 YEAR 1995 1996 1997 SOURCE: SEMCOG "Residential Construction in Southeast Michigan" 1992-1997 The net gain of housing units from 1980 to 1990 was 196 units, compared to 383 new units from 1990-1997 which is nearly twice as many units over a smaller time period. However, more demolitions occurred between 1980 and 1990 than between 1990 and 1997. The following graph depicts residential construction trends since 1970. Table 2 Residential Construction Permits Issued: 1980-1997 Roya I Ok a 1980-1990 1990-1997 SINGLE FAMILY 171 128 TWO-FAMILY 76 4 MDL TI-FAMILY 88 305 DEMOLITIONS 139 54 SOURCE: SEMCOG "Residential Construction in Southeast Michigan" 1980-1997 City of Royal Oak Master Plan. Background Studies -------------------54 �Implications for Planning: • Decreasing household size will slow population increases and have implications on the types of new housing that will be needed in the City; • An aging population will increase the demand for senior housing and services; • The amount of older housing stock in the City will require proactive and ongoing rehabilitation measures. Economic Base Regional Influences Royal Oak is within a short distance to major regional job and trade centers located in Detroit, Southfield, and Troy. As job growth in these areas continues, Royal Oak's central location and high quality of life will continue to attract new residents. Tax Base Residential property has continued to be the largest tax generator for the City of Royal Oak, indicative of the large number and quality of neighborhoods in the City. Commercial and Industrial SEV's (State Equalized Value) have remained relatively stable after a slight increase in 1991. Although the Residential SEV experienced a slight decline between 1990 and 1992, it increased steadily from 1992 to 1995. The following chart shows the SEV between 1990 and 1995. Figure 15 State Equalized Value: 1990-1995 Ro al Oak $ I ,000,000, 000 $900,000,000 $800,000,000 $700,000,000 - $600,000,000 - ..,_.......,..,RESIDENTIAL COMMERCIAL $500,000,000 $400,000,000 $300,000,000 $200,000,000 $ I00,000,000 $- ---INDUSTRIAL -- . - -- - - - - -- -- - - .. - ----~===~=~=======~::::t 1- 1990 1991 1992 1993 1994 1995 YEAR SOURCE: Oakland County Planning and Development City of Royal Oak Master Plan - Backgrourd Stud'1es -------------------55 �The following chart shows how the SEY is distributed amongst residential, commercial, and industrial lands. Figure 16 Royal Oak State Equalized Value: 1995 Commercial 22% Industrial 3% SOURCE: Oakland County Planning and Development Commercial Base The commercial base in Royal Oak is the largest category in terms of tax base after residential land use. Commercial uses are located predominately along Woodward Avenue and in the downtown area, with small pockets along Mile Roads and intersections. There are five major office buildings on Woodward which comprise 140,000 square feet of office space, and range in rents from $12.50 to $18.50 a square foot according to the Woodward Avenue Corridor Study Market Analysis. Two large retail centers located along Woodward are the Northwood Center which contains 214,675 square feet of space, and the Beaumont Center which contains 150,000 square feet of space. The downtown contains approximately 325,000 to 375,000 square feet of retail space according to the Downtown Royal Oak Master Plan, with rents ranging from $8 to $17 a square foot. The health of these commercial areas has a direct impact on the entire City as they provide a significant portion of the tax base. Industrial Areas There are three general industrial areas in the City of Royal Oak. The largest area is located on the east side of Coolidge, north of Normandy. A smaller industrial area is located at the southeast corner of Campbell and Bellaire, and lastly, there are a few remaining industrial uses along the railroad between Lincoln and I-696. Employers Beaumont Hospital is the largest employer in the City of Royal Oak, employing 8,100 workers. City of Royal Oak Master Plan • Background Studies --------------------56 �Major employers in Royal Oak are listed in the following table. Table 3 Rova IO ak Employers FIRMS #EMPLOYED William Beaumont Hospital 8,100 Royal Oak Schools I ,I 00 National City Bank *844 Meijer Inc. 835 Consumers Energy 615 City of Royal Oak 391 Masco Tech Forming Technologies, Inc. 340 SOURCE: Oakland County Planning and Development *Due to buyout of First of America, this figure could not be verified. Employment In 1990, 35,027 residents were employed, or 53.5% of the population. Mean travel time to work is approximately 20 minutes for Royal Oak residents, meaning most residents are employed irt close proximity to their homes. The majority of Royal Oak residents (74%) are in the Finance/Business, Wholesale/Retail, and Manufacturing type of industries. The following graph depicts job sectors for Royal Oak residents. Figure 17 Population By Industry: 1990 Royal Oak Construction 5% Manufacturing 21% Communications, Utilities - 3% Health, Education, Public Admin. - 7% Wholesale/ Retail - 25% Entertainment, Recreation - 8% Transportation Finance, Business, Other 28% 3% SOURCE: SEMCOG on-line "Community Profile", www.semcog.org Implications for Planning: • A strong, stable residential base is vital to the City; • Large employers in the City should be encouraged to stay to provide jobs for residents; • The continued strong economic roles of the Woodward Avenue corridor, downtown, and other economic areas are vital to the future of the City. City of Royal Oak Master Plan - Background Studies ---------------------57 �Community Facilities Recreation and Public Service The City Department of Recreation and Public Service is responsible for Parks, the Library, and the Senior/Community center. The department offers a comprehensive program for youth, adult, and senior activities. There are 50 parks in the City of Royal Oak. The City has a variety of MiniParks, Neighborhood Parks, and Community Parks. Facilities include a golf course, driving range, softball fields, an ice rink, and others. Parks provide a range of activities including both passive and active parks. The 1999 Parks and Recreation Master Plan included goals addressing needs for programs, recreation lands, administration and organization, and facilities. The Plan also established a five year Action Plan for programs and facilities improvements. The Senior/Community Center is located in the northern section of the City on Marais Street where a variety of programs and activities are offered for youth, adult, and seniors. Senior support services include ROSES, Royal Oak Senior Emergency Services which offers a variety of support services to residents 60 years of age and older. These services include home repairs, chores, and personal home care. Outreach and other support services such as the Alzheimer Support Group are also offered. The City of Royal Oak has a library which is under the jurisdiction of the City in the Recreation and Public Service Department. The Library is located downtown in the Civic Center area and offers a variety of programs and services including classes and special programs such as a Summer Reading program and the Poet in Residence program. Royal Oak Neighborhood Schools The School District of the City of Royal Oak has approximately 7,100 students, and 1,100 full time staff. The District includes all of the City of Royal Oak, and small portions of Huntington Woods, Clawson, and Berkley. Due to decreasing enrollment, redistricting started the 1998 school year. Redistricting resulted in the following mix of schools: ten elementary schools, two middle schools, and two high schools. The high schools will not have districts, rather will run on an open enrollment policy. Additionally, a vocational school operated by the Oak.land Tech Center School District is located in the north part of the City. Oakland Community College The Oakland Community College system comprises five campuses throughout Oakland County and is the largest community college in the state. The Royal Oak campus, located at the northeast corner of Washington and Lincoln, contains four buildings totaling approximately 164,000 square feet and a parking structure, all of which comprise the entire block. The college has been in Royal Oak since 1971. The Royal Oak campus is combined with the Southfield Campus in terms of administration and programming and serves approximately 7,000 students. The majority of students come from Royal Oak, Ferndale, and Madison Heights. A recent Master Plan for the college calls for the expansion of the campus to allow for additional classroom and counseling space. Any expansion would take place adjacent to the existing campus. Police The City Police station is located downtown in the Civic Center. The department has 97 employees and performs a variety of functions and programs. Divisions include Traffic Safety, Traffic Enforcement, Parking Enforcement, Traffic Education, Traffic Engineering, Traffic City of Royal Oak Master Plan - Background Studies --------------------58 �Accident Investigation, and Criminal Investigation. The department, in conjunction with the Royal Oak School District runs the THINK Program (Teaching, Helping, Involving, Nurturing, Kids) which sponsors substance abuse education classes in elementary and middle schools. The police department has three crime prevention programs run through the Crime Prevention Section: 1) Neighborhood Watch, 2) Business Watch, and 3) School Crime Prevention. In addition to the employed officers, the City has an Auxiliary Police Force. Members of the auxiliary force are trained and uniformed volunteers from the community who help patrol neighborhoods and business districts and report on suspicious circumstances. The force also provides additional support for emergency calls, and traffic control at accidents. Fire The City has the following three active fire stations: the main station at Sixth Street and Troy Street in the downtown, 13 Mile Road and Woodward Avenue, and 13 Mile Road and Rochester Road. There are 71 active members who, in addition to fire protection also provide Emergency Medical Services (EMS) and ambulance transport services. The Fire Department also conducts Public Fire Education with school children and seniors. The average response time in the City for emergency calls is approximately 2.8 minutes. The department is an active member of the Oakway Mutual Aid Pact including Ferndale, Birmingham, Madison Heights, Pontiac, Southfield, Bloomfield Township, and West Bloomfield Township. The pact has an agreement to assist in times of extraordinary need. The Pact also shares the "Raz-Mat" team for hazardous materials response and shares a vehicle equipped to address emergencies involving hazardous materials. Public Services Water service is through the Southeast Oakland County Water Authority (SOCWA), which purchases water from the City of Detroit. The Authority has water mains at several locations throughout the City where the City taps into and is metered. Royal Oak is one of ten nearby paiticipating communities in the Authority. Sanitary sewer and storm sewer utilizes the Oakland County Drain Commission drains which is then treated in Detroit at the treatment plant. The majority of the City has combined sewer and storm drains. Currently the 12 Towns Drain Improvement Project is underway, as directed by the Drain Commissioner, to improve capacity in the north arm of the drain system. The City performs maintenance on all drains, and the Engineering Department is responsible for new or replacement projects, while the City's Department of Public Works pe1forms minor repairs. The City also participates in the Southeast Oakland County Resource Recovery Authority (SOCRRA) for refuse and curbside recycling service. There is, however, a separate millage for refuse pick-up. Yard waste removal is available for a small fee. Royal Oak is one of 14 nearby communities who participates. Implications for Planning: • Residents will continue to expect the high quality of City services and programs currently provided; • The City should continue to seek cooperative efforts with neighboring communities to increase efficiency of services. City of Royal Oak Master Plan• Background Studies --------------------59 �Transportation Being an older community, Royal Oak has a well established grid-style street system. This type of system helps deliver traffic in a spread-out manner. Roadway improvements are mainly maintenance and resurfacing related. Functional Classification System Road classifications identify the volume and type of traffic that is appropriate for each segment of the roadway network. For purposes of transportation planning, a functional classification of roads has been developed. The Michigan Department of Transportation (MOOT) and the Oakland County Road Commission utilize the classification system to determine the order in which improvement projects should be completed. Map 1 illustrates the functional classification system for various streets within Royal Oak. The following is a description of the different roadway classifications: Principal Arterials - Interstate/Non Interstate These roadways are at the top of the classification hierarchy and the primary function of such roadways is to carry vehicles relatively long distance, and to provide through-travel movements. Minor Arterials Minor arterials include roads connecting intra-urban land uses. These roads tend to accommodate slightly shorter trips than a major aiterial. Urban Collectors There are two types of collectors: major and minor. Major collectors provide access and mobility within residential, commercial, or industrial uses. Major collectors generally carry more traffic than minor collectors. Local Streets The remainder of the streets within the City provide access to individual properties, with limited continuity and mobility. Local streets are designed for low volumes and are linked by collector roadways to other lands uses or arterials. City Roadway Improvement Programs The City maintains and repairs all roads in Royal Oak, coordinated by the Departments of Transportation and Public Services. There are, however, roadways that are under County jurisdiction that the City is reimbursed to maintain as listed in the following table: Table 4 Roadway Segments Under County Jurisdiction R ova I O a k Roadway From: To: Coolidge Highway Woodward Avenue Fourteen Mile Eleven Mile Road Rochester Road Campbell Road Twelve Mile Road Campbell Road Stevenson Highway Fourteen Mile Road Rochester Road Campbell Road Greenfield Road Webster Road Fourteen Mile Road City of Royal Oak Master Plan - Background Studies --------------------60 �Downtown Parking Parking in the downtown area is comprised of a combination of surface lots, structures, and onstreet parking spaces. According to the City of Royal Oak Downtown Parking Study and Master Plan report, there are 4,656 total parking spaces in the downtown area: 566 on-street parking spaces and 4,090 off-street parking spaces. The City controls 2,010 of the off-street parking spaces, and the remainder are privately managed and owned. The on-street parking provided allows for a variety of length of stay with I hour, 2 hour and IO hour meter parking. The study concluded that occupancy rates are highest between the hours of 8:00 pm and 10:00 pm, reflecting the position of the downtown as an entertainment and restaurant district with strong night-time activity. City of Royal Oak Master Plan - Background Studies --------------------61 �- _J I (t w > w rn u. 0 ' ,! nu.,:-ir• e ~ LEGEND Ii I Principal Arterial - Interstate Other Principal Arterial - Non-Interstate Minor Arterial Urban Collector Map 1 Roadway Functlonal Classlflcatlons Royal Oak, Michigan Soutca,, Michigan Dep81tment ot Tran8pottatlon Cerlish, I Wortman Associates, Inc. Coroomnlly Planners end Land•cape Archlteols Ann Arbor, Mlohlgen �Transit Royal Oak residents have a variety of u·ansit opportunities provided by SMART (Suburban Mobility Authority for Regional Transportation} which has a service hub in downtown Royal Oak. SMART transit opportunities include fixed route service to Detroit and nearby suburbs, park and ride facilities, and Community Transit services, which provides curb to curb transit services within a six mile radius of Royal Oak. Community Transit charges seniors and handicapped customers $1 a ride, and all others pay $2. The service uses large vans which hold up to 18 people. Advance scheduling is required except for common destination points. Also coordinated with SMART is Greyhound Bus Service and taxi-cab service. Amtrak service is also provided. Airports Royal Oak is conveniently located in close proximity to three major airports: Detroit Metropolitan Airport, Detroit City Airport, and Oakland County International Airport. Non Motorized Transportation Many people have chosen to live in Royal Oak because of the pedestrian scale of the community. The primary means of providing non-motorized transportation are traditional City sidewalks. Lacking is a well-identified bikeway system providing designated linkages between neighborhoods and key community facilities. Royal Oak is designated, however, in the Southeast Michigan Greenways Concept Plan as having potential for pedestrian and bike paths which connect to the larger Oakland County System. 00 Implications for Planning: • Ongoing maintenance of existing City roadways is imperative; • Continue efforts to lessen and slow traffic along local streets within residential neighborhoods; • Explore alternative transportation measures to lessen traffic and improve circulation throughout the City; • Ensure adequate parking is provided to meet the growing demand. City of Royal Oak Master Plan - Background Studies --------------------63 �Existing Land Use Royal Oak was once a part of Royal Oak Township and is now defined by an assortment of mile roads, half mile roads and freeways. The municipalities of Royal Oak, Oak Park, Royal Oak Township, Huntington Woods, Ferndale, Berkley, Hazel Park, Madison Heights and part of Clawson all occupy the land which was once Royal Oak Township. Of this collection of communities, Royal Oak is by far the largest, occupying over 12 square miles of the 36 square mile area. The majority of the City is located east of Woodward Avenue. I-696 serves as a southern boundary and I-75 serves as much of the boundary to the east. The north boundary is roughly defined by Fourteen Mile Road but jogs both north and south in some places to the nearest half mile roads. Existing Land Use Definitions and Descriptions Existing land uses were mapped through a combination of reviewing existing land use maps prepared by Oakland County, current aerial photography and quarter section mapping available from the City. Since all current resources were both dated and/or inaccurate, field verification by both the consultant and City staff were necessary. Maps on the following page illustrate existing land use patterns for the northern and southern portions of the City. Existing land uses in the City are defined and generally described below. Figure 19 illustrates the distribution of Existing Land Use within the City. More detailed descriptions of land use characteristics by Subarea are found in the next section. Single Family Residential - Single family detached dwellings located on individual lots. Single Family Residential is the largest existing land use category in the City. Single Family Residential uses are located throughout the City. Two Family Residential - Buildings which contain two attached dwellings (also called duplexes). Two Family Residential uses exist in both scattered patterns throughout the City and in concentrated areas such as the north side of Fourth Street east of downtown, and the west side of Campbell north of Twelve Mile. Multiple Family Residential - Buildings which contain three or more attached units which are occupied as either apartments (rental units) or condominiums (owner occupied). Multiple Family Residential uses exist in scattered areas within the southern neighborhoods of the City, around the outskirts of downtown, in concentrated areas such as south of downtown west of Main Street, in the northern part of the City north of Fourteen Mile Road, and along Coolidge Highway east of Beaumont Hospital. Commercial - Includes uses such as retail, service, restaurant, office, and entertainment facilities located in small or large commercial areas. Commercial uses are located largely in the downtown, along Woodward Avenue, and along other commercial corridors such as Eleven Mile Road, Rochester Highway, and North Main Street. Restricted Parking - Parking lots which are accessory to a commercial or industrial use and are located on a separate residentially zoned and adjacent parcel. Restricted Parking areas are located predominantly along Woodward Avenue behind the commercial frontage. Industrial - Uses include warehousing, storage, research, laboratory, manufacturing, processing, and fabrication. Industrial uses in the City are concentrated into three areas including East of Coolidge Highway north of Thirteen Mile Road, the southeast corner of Campbell Avenue and Bellaire Avenue, and in the southern portion of the City along the railroad tracks south of Lincoln Avenue. City of Royal Oak Master Plan. Background Studies �Institutional - Uses include public buildings and parking lots, hospitals, schools, cemeteries, and churches. Institutional uses are located throughout the City such as Beaumont Hospital, schools, and cemeteries, and in the downtown such as City Hall, the Farmers Market, and Library. Parks and Recreation - Includes public and private parks, recreational facilities, and open space systems. Parks and Recreation uses are located throughout the City both in the form of small scattered neighborhood parks, and larger City-wide parks and facilities such as the Royal Oak Golf Club. Vacant - Parcels that are undeveloped and/or unused. There are very few vacant parcels remaining in the City. Two larger vacant parcels located in the southern portion of the City include the parcel east of the railroad north of I-696, and the area at the northeast corner of Main Street and 1-696. Transportation, Utilities, and Communications - Areas utilized for the provision of essential services such as gas, electricity, and telecommunications. There are only a few areas of Transportation, Utilities, and Communications in the City. Notable areas include the southeast corner of Fourteen Mile Road and Coolidge Highway, the east side of Troy Street between Lincoln A venue and Seventh Street, and some scattered locations along the railroad, Figure 1B Existing Land Use: 199B Royal Oak Parks and Transportation ... 1% Institutional 10% Two-Family - I% Single-Family 62% SOURCE: Carlisle/Wortman Associates, Inc. City of Royal Oak Master Plan - Background Studies --------------------65 ��Associates. Inc. pe Architects C.r1'5ht~;rtman PlaMeni and Landsca ~ = r. MJchlgan �Existing Land Use City of Royal Oak, Michigan South Portion of City July 15, 1999 Lf:GEND - - Singlo Family Two-Family Rosidenrlal Multlple Famlly Rosidontlal Commercial lnduslrial lnsUlullonal Parl<s and R8Clealaon TransP0<1alJon. UllUtiet & Communlcallon Resltlcted Parking Vacan1 c.wu..w---.....in.. --.Michlg, n Community Pttnntra artd l..lndsca,,. .Afchlloc,a �Subarea Existing Land Use Descriptions For purposes of organizing workshops and analyzing areas, the City was divided into seven planning subareas, as depicted by Map 3. A brief description of the location, land uses, and major landmarks are included in the Subarea land use descriptions below. Subarea 1 Subarea I is the smallest of all the subareas and is located in the northern portion of the City, bounded by Clawson to the east, Troy to the north, Birmingham to the west, and Normandy Road to the south. This portion was annexed into the city in the l 920's. Single family neighborhoods contain post-war cape cods and ranches. New residential development in this Subarea has been the 18 unit Cummingston Court Condominiums along Parmenter Boulevard. There is a large residential development called Coventry Parkhomes located along the west side of Crooks Road north of Fomteen Mile Road which contains attached condominium units. Industrial and intense commercial (Meijer's) uses are located along the railroad, while the east side is predominately residential. Light commercial uses are located along Fourteen Mile Road, and there is a commercial node at the Fourteen Mile Road and Crooks Road intersection. Landmarks include the large wooded Cummingston Park along the northern boundary of Royal Oak, the Normandy Oaks Golf Course, and the Railroad. Subarea 2 This Subarea is located in the northwest portion of City, bounded by Birmingham to the north, Beverly Hills and Greenfield Road to the west, Berkley and Twelve Mile Road to the south, and the railroad tracks to the east. This area was annexed into the City in the 1920's. The neighborhoods are varied architecturally including the Beverly Hills area on the west side of Woodward Avenue which was built in the 1930's and 1940's. This area includes Colonial Revival and ranch styles. A portion of the Vinsetta Park neighborhood is located in the southern section of Subarea 2. The remaining neighborhoods are generally post-war cape cods and ranches. The land use patterns in Subarea 2 are predominantly single family, with commercial and office uses along Woodward Avenue and Thirteen Mile Road, and multiple family uses along the Coolidge Highway, Thirteen Mile Road, Fourteen Mile Road, and Greenfield Road. There is one industrial area between the railroad and Coolidge Highway, north of Normandy Road. Beaumont Hospital is located on the south side of Thirteen Mile Road west of Woodward Avenue. Landmarks include the Royal Oak Golf Club, Memorial Park, and the Fire Station on Thirteen Mile Road. Subarea 3 Subarea 3 is located in the northern portion of the City and is bounded by Normandy Road and Clawson to the North, Main Street to the east, the railroad tracks to the west, and Twelve Mile Road to the south. This area was annexed into the City in the l 920's. Neighborhoods are predominantly comprised of post-war houses such as cape cods and ranches. The Subarea is predominantly single family residential with two areas of duplexes south of Thirteen Mile Road, east of the railroad tracks, and north of Webster Road. Multiple family residential located uses are located along Normandy Road and the railroad, across Crooks Road from Kimball High School, along Thirteen Mile Road, along Webster Road, and other pockets in the southern section of the subarea. Commercial uses exist along Crooks Road at Thirteen Mile Road, at Webster Road, and near Twelve Mile Road, and at the intersection of Main Street and Twelve Mile Road. New residential development has been limited to the 12 unit Oak Shade condominium project along Crooks Road. Landmarks include Kimball High School, the Senior/Community Center, Quickstad Park, Worden Park, and Starr Park. City of Royal Oak Master Plan - Background Studies --------------------68 �Map 3 SUB-AREA MAP COMPREHENSIVE MASTER PLAN Royal Oak, Michigan CMIIII/WorttN.n ANocll.tn. tna-. COmmlnty Plomoro and L•ndo- ..__ _ AMAlt>or,McNgaft �Subarea 4 Subarea 4 is located in the northeast portion of the City and is bounded by Madison Heights to the east, Clawson to the north, Main Street to the west, and Twelve Mile Road to the south. This portion of the City was annexed in the late l 920's, with the small area east of Campbell Road being annexed in the 1950s. With the exception of the Lakeside Drive area which contains older large scale homes from the 1920's, the remaining neighborhoods are predominately post-war cape cods and ranches. Land uses are predominately single family. There are duplexes along Campbell Road adjacent to Madison Heights, and scattered multiple family projects along Rochester Road and Main Street. Commercial uses are located along Main Street and along Rochester Road, and at the corner of Twelve Mile Road and Campbell Road. The small pocket on the east side of Campbell Road contains a school, park, and commercial and industrial uses. Landmarks include the Red Run Golf Club, Wagner Park, and the Fire Station along Rochester Road. Subarea 5 Subarea 5 is located between the downtown to the east, Woodward Avenue to the west, 1-696 to the south, and Twelve Mile Road to the north. A small portion of Subarea 5 is located across Woodward Avenue directly north of the Detroit Zoo, although this small area is virtually indistinguishable from surrounding Huntington Woods. The area of the City which encompasses Subarea 5 was annexed by 1922 and serves as a gateway to the City of Royal Oak. Architectural styles are varied with some older neighborhoods built in the 1910's and 1920's containing larger scale Colonial Revival, English Tudor Revival, and Dutch Colonial. These areas are located along Hendrie Boulevard and in the Vinsetta Park area. Remaining architecture in Subarea 5 can be described as predominately Arts and Crafts, early 20th Century Bungalows, American Foursquares, and building styles taken from the Sears and Roebuck catalog. Identifiable landmarks and points of interest in Subarea 5 include the Detroit Zoo at the southern portion at 1-696, the Grand Trunk Railroad which bisects the northern neighborhoods, the Woodward Avenue Corridor, the Royal Oak YMCA, Dondero High School, Meininger Park, and the Royal Oak Women's Club, built in 1839, the City's oldest structure. New housing has mainly consisted of the 14 unit Washington Place condominiums located across from Dondero High School. The portion of Woodward Avenue located in Subarea 5 consists mainly of commercial, office, and multiple family uses. Both Eleven Mile Road and Washington Street (south of the downtown) provide a mix of small commercial, office, services, and small scale multiple-family uses. The commercial uses along Main Street north of downtown are characterized by more intense commercial uses such as automobile dealerships and repair. The remaining area is single family in nature with scattered multiple family uses. Subarea 6 The location of Subarea 6 generally coincides with existing Downtown Development Authority boundaries with the exception of the northern boundary, which extends north to Oakland, University, and Pingree Avenues respectively, and the west side of the southern portion of Main Street, which is included in Subarea 6. The area which is now the downtown core was the origin of the City and was established in 1836. Several historic structures are located in the downtown area. Land uses are predominantly commercial and office in nature, with scattered multiple family and institutional uses such as churches. Two high-rise senior housing complexes are located just east of downtown and residential uses are located north of Eleven Mile Road and east of Main Street. City of Royal Oak Master Plan - Background Sh.dies �The Civic Center area includes Farmers Market, City Hall, the Library, and the Police Station. Oakland Community College is located along Lincoln Street on the west side of downtown. Overall, downtown has a unique character with many restaurants, night spots and galleries. The southern node of Subarea 6 includes the newly developed Main Street Square townhouse development, and the recently approved but not yet built mixed use development. Subarea 7 Subarea 7 is located in the southeast portion of the City and is bounded by 1-696 to the south, I-75 and Madison Heights to the east, the downtown to the west, and Twelve Mile Road to the north. The western portion of Subarea 7 was annexed into the city in the 1920's, with the remaining area annexed in the 1940's. The architectural styles of the western portion includes predominantly Arts and Crafts, Sears Roebuck, Bungalows and American Foursquares. The eastern area is predominately post-war architecture which includes cape cods and ranches. New development has been concentrated in the southern portion of Subarea 7, such as the Maryland Club Condominiums, but also small scale condominium projects have been built throughout the Subarea. Land uses are generally categorized as varied commercial, office, and industrial uses along the western border adjacent to downtown, commercial and multiple-family uses along Eleven Mile Road, Campbell Road, Fourth Street, and Lincoln Avenue. One large vacant parcel is located east of the railroad in the southern portion of the subarea. A predominately industrial area is located in the northeast comer of the subarea between Campbell Road, Gardenia Avenue, 1-75, and Twelve Mile Road. The remaining area is single family in nature with scattered multiple and two-family developments, and various institutional uses such as churches and schools. Major landmarks include the Royal Oak, Oakview, and St. Mary's cemeteries. Implications for Planning: • As the City nears build-out, planning efforts should be focused on maintaining existing neighborhoods and promoting the viability of existing commercial centers such as the Downtown and Woodward Avenue; • The City should continue exploring enhancement opportunities and potential for focused redevelopment efforts. City of Royal Oak Master Plan - Background Studies --------------------71 �Summary of Implications for Planning The following is a summary of the implications for planning from all of the various background studies which were conducted including Population, Housing, Economic Base, Community Facilities, Transportation, and Existing Land Use: • Consideration of what is occmring in adjacent communities is integral to the planning process. • Coordination should occur with adjacent communities to benefit the entire area. • Past plans should be reviewed in all current and future planning efforts. • The City should update and reevaluate the Master Plan on an ongoing basis. • The City will evaluate the implementation of and adherence to the current Master Plan on an ongoing basis. • The City can expect a relatively stable population base in the future. • Decreasing household size will slow population increases and have implications on the types of new housing that will be needed in the City. • An aging population will increase the demand for senior housing and services. • The amount of older housing stock in the City will require proactive and ongoing rehabilitation measures. • A strong, stable residential base is vital to the City. • Large employers in the City should be encouraged to stay to provide jobs for residents. • The continued strong economic roles of the Woodward Avenue corridor, downtown, and other economic areas is vital to the future of the City. • Residents will continue to expect the high quality of City services and programs currently provided. • The City should continue to seek cooperative efforts with neighboring communities to increase efficiency of services. • Ongoing maintenance of existing City roadways is imperative • Continue efforts to lessen and slow traffic along local streets within residential neighborhoods. • Explore alternative transportation measures to lessen traffic and improve circulation throughout the City. • Ensure adequate parking is provided to meet the growing demand. • As the City nears build-out, planning efforts should be focused on maintaining existing neighborhoods and promoting the viability of existing commercial centers such as the Downtown and Woodward Avenue. • The City should continue exploring enhancement opportunities and potential for focused redevelopment efforts. City of Royal Oak Master Plan - Background Studies --------------------72 ��Visioning and Public Participation ��Visioning and Public Participation Visioning Workshops A series of town meetings were conducted as the first step in the public input phase of the City of Royal Oak's Master Plan update effort. For planning purposes, the City was divided into seven planning subareas. A workshop was conducted for each subarea. The primary focus of each workshop was to gain an understanding of the issues pertinent to that subarea. In conducting the town meetings, a technique called "Visioning" was used. The visioning process provide a vehicle for people of diverse viewpoints to identify the common dreams and desired future for their community. Each workshop entailed identifying vision statements via a brainstorming process based upon the following principles: □ Visions should generate new and bold ideas for the future D All ideas and visions are welcome D No ideas or visions will be criticized D Participation from all is encouraged A common format was followed at each workshop. Central to the process was small group discussions. Workshop participants were divided into small groups and, with the help of a trained volunteer facilitator, generated lists of visions statements which reflected individual ideas. Topics covered by the small groups included: • • • Housing and Neighborhood Preservation, Commercial, Office, and Industrial land use, and Community Services, Recreation, and Transportation. Topics were somewhat altered for the Downtown visioning workshop. After all statements were recorded, the small groups voted on which statements were "priority" vision statements. This step facilitated both the prioritization of issues, as well as built consensus amongst participants. The facilitator recorded all statements and votes. Each small group then presented its "priority" vision statements to the large group, and again the large group voted on the statements producing "top priority" visions for that particular workshop. The following table gives the details regarding each workshop including date, location, and attendance. Nearly 200 people attended the workshops. City of Royal Oak Master Plan - Visioning and Public Participa1ion -----------------73 �Table 5 Ro ya I Oak v·1s1onmg Wors k h01 )S Subarea Date Location Participants 5 June 17, 1997 Dondero High School 68 7 October 8, 1997 Dondero High School 32 4 October 29, 1997 Kimball High School 16 3 November 12, 1997 Kimball High School 10 1 and 2 December 10, 1997 Kimball High School 12 6 January 14, 1998 Royal Oak Women's Club 60 Priority Visions Several predominant themes arose from the visioning workshops. In general, those themes focused on the following elements: D D D D D D D Neighborhood preservation Areas around the Downtown Commercial corridor improvements along major roadways Woodward Avenue improvements Downtown Community Facilities Transportation The results of each workshop are discussed in detail by Subarea in the balance of this section. However, the following table summarizes the predominant themes expressed in each subarea. Table 6 ummary of S ubarea ssues SUBAREA ISSUES Area 1 Area 2 Area 3 Area 4 Area 5 Area 6 Area 7 s Neighborhood Preservation v' Historic Resources v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' v' Relationship to Downtown Appearance/Image v' Transportation/Circulation Commercial Corridor Woodward Avenue v' v' v' v' v' v' v' v' The following identifies the priorities expressed at each of the Visioning Workshops. Although the majority of issues which arose related to the Subarea in which the workshop was conducted, several issues which were of city-wide significance arose and are listed separately. A complete documentation of all vision statements are contained in Appendix 1 for each Subarea workshop, and are organized both by small group and by topic. City of Royal Oak Master Plan - Visioning and Public Partleipation ----------------74 �Subareas 1 and 2 I) Protect single family neighborhoods with use of buffering, only small scale multiplejamily, and prevention of commercial encroachment 2) Improve Woodward Avenue corridor addressing appearance, quality of businesses, parking, pedestrian access, etc. Subarea 3 I) Maintain existing character of single family neighborhoods 2) Protect historic resources and maintain trees and open space 3) Promote residential scale and character of commercial areas adjacent to neighborhoods Subarea 4 I) Protect character of residential neighborhoods and encourage single family housing 2) Restrict cut-through traffic through neighborhoods 3) Maintain parks as natural areas Subarea 5 I) Promote historic neighborhood identification and develop design and density standards for new development 2) Encourage consistency between existing land use and zoning 3) Reduce cut-through traffic in residential neighborhoods 4) Ensure buffers and transitional uses between commercial areas and neighborhoods 5 Improve Eleven Mile corridor with regards to facades, landscaping, signage, parking, and code etiforcement Subarea 6 (Downtown) I) Promote a mix of land uses downtown including high density housing, office space, and a retail and service mix that meets day to day needs of residents 2) Encourage preservation of historic structures and promote urban character 3) Consider a cultural facility/center and enhance the civic center area 4) Parking should be consolidated into mixed-use multi-level structures 5) Consider expansion of the Downtown Development Authority south of Lincoln A venue Subarea 7 I) Preserve integrity of single family neighborhoods City of Royal Oak Master Plan - Visioning and Public Participation ------------------75 �2) Ensure buffers between commercial areas and neighborhoods 3) Improve appearance (landscaping, screening, signage) of Eleven Mile Road corridor and other commercial, office, and industrial areas In all of the Workshops, a number of visions were expressed that went beyond the boundaries of the particular Subarea. The following statements of City-wide significance were expressed: Community Facilities I) Improve and maintain parks 2) Consider a community recreation center with a swimming pool, tennis courts, skate board and roller rink, and ice rink 3) Provide programs for adolescents and young adults 4) Develop strategy for school building re-use 5) Consider a cultural facility/center and enhance the civic center area 6) Reorganize civic center and promote as a focal point 7) Expand Farmers Market complex Transportation 1) Increase opportunities for walking, hiking, biking, and rollerblade trails 2) Restrict cut-through traffic in single family neighborhoods 3) Promote non-motorized transportation 4) Consider city-wide public transportation system 5) Bwy railroad below grade and reclaim land for development 6) Promote pedestrian walkways downtown City of Royal Oak Master Plan - Visioning and Public Participation ------------------76 �Concept Plan Workshops Following completion of the Visioning Workshops, Concept Plans were formulated for each Planning Subarea. The purpose of the Concept Plan was to illustrate the common themes which emerged from the Visioning Workshops and provide a vehicle for discussion with the Steering Committee and the public in following workshops. The Concept Plans contained the overall key concepts plan for Royal Oak as well as more detailed Land Use Concept Plans for each Subarea. While the overall plan identified and illustrated the key concepts for the entire City in a generalized fashion, the subarea concepts provided and illustrated more specific recommendations. Key concepts and specific recommendations were derived directly from the Visioning Workshops as well as analysis of existing land use patterns and other physical conditions. Particular attention was given to areas where there are conflicts between current zoning and existing land use (i.e., single family dwellings zoned for multiple family). Key concepts were identified for the following areas: • • • • • • residential neighborhoods major corridors that are primarily commercial in nature Woodward Avenue corridor area downtown area areas where existing land uses are to be maintained, and opportunities/enhancement areas, selected target areas designated for redevelopment and/or enhancement. The subarea concept plan narratives followed a similar format for each subarea with a brief description of the area giving location, neighborhood character, major existing land uses, and subarea landmarks. Second, issues emerging from the visioning workshops and from further analysis were identified. Finally, the subarea land use concept plan illustrated specific recommendations for future land use. The Concept Plans were reviewed by the Steering Committee prior to the scheduling of the public workshops. The purpose of the workshops was to present Concept Plans to the public and receive their input on the general content and direction. In an effort to bring continuity to the planning process, concept plans for the entire City and each subarea were presented. Two workshops were held. The first workshop was conducted at Kimball High School on May 21, 1998 and was attended by 9 people. The second workshop was conducted on June 2, 1998 at the Baldwin Theater and was attended by 63 people. City of Royal Oak Master Plan - Visioning and Public Partlcipation ��Appendix I Visioning Statements ��Appendix I The following appendix contains verbatim listings of vision statements from each Subarea Workshop. Only the priority visions statements which were presented by the small groups to the large group are presented. Visions are listed by Subarea, and are organized in two ways: by small group, and by topic. The number of large groups votes are given for each vision statement. Vision Statements by Group - Subareas 1 and 2 Group 1 Visions Vote 1.1 Protect character of viable neighborhoods by preventing intrusion by more intense uses 6 1.2 Increase Woodward parking by removing commercial buildings 9 1.3 Buffering between residential and more intense uses: I 0-15' landscaped 5 1.4 Increase Woodward parking by removing housing 9 1.5 Eliminate "seedy" businesses (e.g. motels) 5 1.6 Reduce sign clutter increase uniformity on Woodward 9 1.7 Add transit up Woodward ... a tram? 6 Group 2 Visions Vote 2.1 Use Memorial Park for more recreational uses: music, dances, etc. 8 2.2 Maintain our school property 5 2.3 Fewer (maybe none) motels in Royal Oak 2.4 Improve and maintain our neighborhood parks 2.5 Improve Woodward Ave. businesses with regard to: appearance, quality of business conducted, ark.in Group 3 Visions 3.1 "Westborn" style use closing streets fonning cul-de-sacs to separate business from residential, use 1/2 walls, landscaping 6 Il Vote 11 3.2 More consideration of parking needs of businesses/business owners 9 3.3 Create pedestrian-friendly walkways/malls behind/adjacent to Woodward business ''park-like settings" 9 3.4 Use of "small scale" multiple family, creates intimacy/friendly setting 7 3.5 Commercial/Industrial/Office= Moratorium on fast-food/carry out due to traffic considerations 5 City of Royal Oak Master Plan. Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - �Vision Statements by Topic- Subareas 1 and 2 Neighborhood Related Visions 3.l "Westborn" style, use closing streets and forming cul-de-sacs to separate business from residential, use 1/2 walls, landscaping Vote 11 3.4 Use of "small scale" multiple family, creates intimacy/friendly setting 7 1.1 Protect character of viable neighborhoods by preventing intrusion by more intense uses 6 1.3 Buffering between residential and more intense uses: 10-15' landscaped 5 Woodward Ave. Related Visions 2.5 Improve Woodward Ave. businesses with regard to: appearance, quality of business conducted, parking Vote 11 1.6 Reduce sign clutter increase unifonnity on Woodward 9 3.3 Create pedestrian-friendly walkways/malls behind/adjacent to Woodward business "park-like settings" 9 1.4 Increase Woodward parking by removing housing 9 1.2 Increase Woodward parking by removing commercial buildings 9 1.7 Add transit up Woodward ... a tram? 6 Commercial/Industrial/Office Related Visions Vote 3.2 More consideration of parking needs of businesses/business owners 9 1.5 Eliminate "seedy" businesses (e.g. motels) 5 3.5 Moratorium on fast-food/carry out due to traffic considerations 5 2.3 Fewer (maybe none) motels in Royal Oak Community Services Related Visions Vote 2.1 Use Memorial Park for more recreational uses: music, dances, etc. 8 2.4 Improve and maintain our neighborhood parks 6 2.2 Maintain our school property 5 City of Royal Oak Master Plan -Appendix 1--------------------------2 �Vision Statements by Group R Subarea 3 Group 1 Visions Vote 1.1 Control commercial development on Crooks, Main & Rochester Roads from 12 Mile to Clawson border. l.2 Identify City (school district) goals for current public areas, school district buildings and properties in Kimball area. 7 1.3 Restrict destruction of single family homes to allow multiple housing. Maintain current single-family housing areas. Maintain undeveloped greenbelt areas around residential areas (Bloomfield & 13 Mile) (Lawrence & Glen Court) 5 1.4 Stress enforcement of codes both to rental and owner occupied properties. 2 1.5 Commercial buildings limited in height relating to adjacent residential properties. 3 1.6 Commercial properties must be kept in character with surrounding residential area. 5 1.7 Maintain current number of parks. 1.8 Allow access and better egress to public properties in Kimball area to Quickstad Park residential area. 3 1.9 Improve drainage and walking/riding facility in park areas. 0 Group 2 Visions Vote 2.1 Cap commercial/industrial development. Keep it a neighborhood - single family with height restriction. 8 2.2 Quickstad and other parks: preserve them as open space and restrict recreational development. 7 2.3 Code enforcement: • signage (commercial) • outdoor display area lighting maintenance - neatness of structures • notification area expanded (beyond 300 feet) 5 2.4 Need to combine city, school, and community when discussing school closings or utilization of public facilities. 4 2.5 Maintain resources: trees greens paces historical sites 8 2.6 Develop continuous, comprehensive maintenance of sidewalks and street lighting. City of Royal Oak Master Plan. Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - - - 3 �Vision Statements by Topic - Subarea 3 Neighborhood/Transitional Areas Related Visions Vote 1.6 Commercial properties must be kept in character with surrounding residential area. 5 1.3 Restrict destruction of single family homes to allow multiple housing. Maintain current single-family housing areas. Maintain undeveloped greenbelt areas around residential areas (Bloomfield & 13 Mile) (Lawrence & Glen Court) 5 1.5 Commercial buildings limited in height relating to adjacent residential properties. 3 Commercial/Office/Industrial Related Visions 2.1 Cap commercial/industrial development. Keep it a neighborhood - single family with height restriction. Vote 8 1.1 Control commercial development on Crooks, Main & Rochester Roads from 12 Mile to Clawson border. Parks and Community Services Related Visions Vote 2.5 Maintain resources: • trees greens paces historical sites 8 1.2 Identify City (school district) goals for current public areas, school district buildings and properties in Kimball area. 7 2.2 Quickstad and other parks: preserve them as open space and restrict recreational development. 7 2.4 Need to combine city, school, and community when discussing school closings or utilization of public facilities. 4 1.8 Allow access and better egress to public properties in Kimball area to Quickstad Park residential area. 3 2.6 Develop continuous, comprehensive maintenance of sidewalks and street lighting. 1. 7 Maintain current number of parks. 1.9 Improve drainage and walking/riding facility in park areas. City Image/Appearance Related Visions 2.3 Code enforcement: • signage (commercial) • outdoor display area • lighting • maintenance - neatness of structures • notification area expanded (beyond 300 feet) I .4 Stress enforcement of codes both to rental and owner occupied properties. City of Royal Oak Master Plan -Appendix 0 Vote 5 2 1--------------------------4 �Vision Statements by Group - Subarea 4 Group 1 Visions Vote 1.2 More Community Center needs: busses, north center and south center 9 1.3 Mass transportation plan 9 1.4 Specifically plan where single family houses and condos/appartments should be located within neighborhoods (no strip malls) 7 J.5 Berm to keep Foodland shoppers out of nearby neighborhood 6 Group 2 Visions 2.1 Protect Royal Oak from strip malls--"We don't need them" 2.2 Enforce strong lawn care/appearance code for commercial/office/industrial Vote 10 4 2.3 Restrict commercial traffic flows into residential neighborhoods 12 2.4 Provide 5th lane for 14 Mile between Rochester and Campbell 5 2.5 More supervised recreation facilities for everyone--community swimming pools Group 3 Visions 10 Vote 3.1 Encourage single-family housing 14 3.2 Keep parks natural - don't be trendy, don't over specialize. Maintain them. 14 3.3 Fix existing roads and sidewalks 3.4 Consistency of contiguous land uses - no mixing 3.5 A city with high appearance standards which all work to maintain Group 4 Visions 4.1 Protect character of our residential neighborhoods 9 3 11 Vote 15 4.2 Preserve parks and greenbelts (especially Mark Twain Park) 4 4.3 Facilitate non-motorized traffic 4 4.4 Improve utilization and appearance of parks 4.5 Redevelop commercial and industrial to residential 4.6 Encourage diversity ofCBD by terminating parking subsidy for sellers of alcohol 7 City of Royal Oak Master Plan -Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - - 5 �Vision Statements by Topic - Subarea 4 Neighborhood Related Visions Vote 4. l Protect character of our residential neighborhoods 15 3.1 Encourage single-family housing 14 1.4 Specifically plan where single family houses and condos/appartments should be located within neighborhoods (no strip malls) 7 1.1 Maintain City parks (Mark Twain) and improve recreational use and add bike trails, lit tennis courts, etc. 5 Transitional Areas Related Visions Vote l .5 Berm to keep Foodland shoppers out of nearby neighborhood 6 3.4 Consistency of contiguous land uses - no mixing 3 4.5 Redevelop commercial and industrial to residential Transportation Related Visions 2.3 Restrict commercial traffic flows into residential neighborhoods Vote 12 1.3 Mass transportation plan 9 3.3 Fix existing roads and sidewalks 9 2.4 Provide 5th lane for 14 Mile between Rochester and Campbell 5 4.3 Facilitate non-motorized traffic 4 Parks and Community Services Related Visions Vote 3.2 Keep parks natural - don't be trendy, don't over specialize. Maintain them. 14 2.5 More supervised recreation facilities for everyone--community swimming pools 10 1.2 More Community Center needs: busses, north center and south center 9 1.1 Maintain City parks (Mark Twain) and improve recreational use and add bike trails, lit tennis courts, etc. 5 4.2 Preserve parks and greenbelts (especially Mark Twain Park) 4 City of Royal Oak Master Plan -Appendix 1------------------------6 �Vision Statements by Topic - Subarea 4 City Image/Appearance Related Visions 3.5 A city with high appearance standards which all work to maintain 2.2 Enforce strong lawn care/appearance code for commercial/office/industrial Commercial Land Use Related Visions 2.1 Protect Royal Oak from strip malls--"We don't need them" 4.6 Encourage diversity of CBD by terminating parking subsidy for sellers of alcohol City of Royal Oak Master Plan -Appendix Vote 11 4 Vote 10 7 1------------------------7 �Vision Statements by Group - Subarea 5 Group 1 Visions l.l Loft Apartments/Condo/Businesses - Development Vote 22 l .2 Elected Officials to set policy and let staff run it 6 l.3 Promote a mass transit subway; trolley; integrate all transportation 6 I .4 Planning areas to have neighborhood retail within walking distance 0 l .5 Create zoning to help corridor business flourish 0 Group 2 Visions 2.1 Maintain buffer between residential and commercial areas with regard to layout and planning of business district as related to neighborhoods Vote 11 2.2 Preserve the neighborhood with regard to multi/single/two party homes 4 2.3 Green space 4 2.4 Preserve historical character 3 2.5 Greatly increased free parking 3 2.6 Retail - support incentives from a proactive City government Group 3 Visions 3.1 Historical neighborhood identification, guidelines (landscaping, colors, textures), and standards for new development (i.e. nice mix of multi and single family homes, density concerns). Neighborhood lacks certain feel (old elms) - plan for appropriate tree replacement. Vote 18 3.2 Woodward Avenue - parking issues, no common plan for businesses, speed limit too high 3.3 CBD needs businesses that support every day life (i.e. shoe stores, clothing stores, hardware), not just fill voids, but strengthen patterns and elements. 3 .4 Downtown must continue to revitalize and not become stagnant. Avoid inappropriate use of prime spaces (i.e. used car sales at 11 Mile and Main St.) 7 3.5 All utilities underground 4 Group 4 Visions 9 6 Vote 4.1 Bring 11 Mile up to standard - eliminate all motels, exterior upgrading, landscaping, crime, homeless, stricter code enforcement on commercial and apartment exteriors (Citywide) 22 4.2 Bike/running/rollerblading paths in parks, rollerblade rink II 4.3 Limiting multi-family housing in residential neighborhoods 4.4 Woodward/I I Mile Roads, locations where business meets residential, setbacks, improved parking, appearances, etc. 10 4.5 SEMCOG regional transportation system; railroad below street level in Downtown 2 0 City of Royal Oak Master Plan-Appendix 1 1 - - - - - - - - - - - - - - - - - - - - - - - - - - 8 �Vision Statements by Group - Subarea 5 Group 5 Visions 5.1 Enforcement of (non)conforming uses; SF-multiple, multiple-SF, Zoning should reflect actual use, Better public transportation within the City and intra-City (bus, trolley, and light rail) 5.2 Planned, revised Civic Center with community recreational facilities (swimming, rollerblade and skateboard pads) 5.3 Maintain neighborhood occupant diversity Vote 22 3 2 5.4 Conformity with Woodward commercial architectural design 5.5 Hiking/biking paths 5.6 Downtown landscaping (planters) 5.7 No encroachment by Commercial/Industrial on Residential 0 5.8 Incentive for conformity with signage to regulations 0 Group 6 Visions Vote 6.1 "CBD" - expansion with guidelines - possibly to South or any other place within reason 9 6.2 Create recreational "Bike Path" 6 6.3 Preserve neighborhoods, less government, and integration of neighborhoods and business 6.4 Within transition areas - between business and neighborhood - "buffer zones." (create continuity) 0 6.5 Keep a variety of businesses in town 0 Group 7 Visions 7.1 Expand and improve Farmer's Market area to create a "Commons" or Town Center - incorporate City Hall, Court House and Library 7.2 No condos on streets zoned single family 7.3 Buffer zones between business and single family residential in the form of Multi family condos and green space Vote 20 13 12 7.4 Improve 11 Mile road and businesses appearance 6 7.5 Quality new construction carefully planned with neighborhood input 5 Group 8 Visions Vote 8.1 Reduce through-traffic in residential neighborhoods 13 8.2 Establish City-wide public transportation system 10 8.3 Address parking in downtown area (congestion/density) 6 8.4 Retain/protect family atmosphere of City and single-family residences (use of buffer zones) 2 8.5 Balance future development between uses (retail, office, restaurants, etc.) 2 City of Royal Oak Master Plan -Appendix 1 , - - - - - - - - - - - - - - - - - - - - - - - - - - 9 �Vision Statements by Topic - Subarea 5 Neighborhood Related Visions Vote 3.1 Historical neighborhood identification, guidelines (landscaping, colors, textures), and standards for new development (i.e. nice mix of multi and single family homes, density concerns). Neighborhood lacks certain feel (old elms) - plan for appropriate tree replacement. 18 7.2 No condos on streets zoned single family 13 8. l Reduce through-traffic in residential neighborhoods 13 4.3 Limiting multi-family housing in residential neighborhoods 10 5.1 Enforcement of (non)conforming uses; SF-multiple, multiple-SF, Zoning should reflect actual *16 use 7.5 Quality new construction carefully planned with neighborhood input 5 2.2 Preserve the neighborhood with regard to multi/single/two party homes 4 2.4 Preserve historical character 3 8.4 Retain/protect family atmosphere of City and single-family residences (use of buffer zones) 2 5.3 Maintain neighborhood occupant diversity 2 6.3 Preserve neighborhoods, less government, and integration of neighborhoods and business 1.4 Planning areas to have neighborhood retail within walking distance 0 5.7 No encroachment by Commercial/Industrial on Residential 0 Transitional Areas Related Visions 7.3 Buffer zones between business and single family residential in the form of Multi family condos and green space Vote 12 2. l Maintain buffer between residential and commercial areas with regard to layout and planning of business district as related to neighborhoods 6.4 Within transition areas - between business and neighborhood - "buffer zones." (create continuit City of Royal Oak Master Plan -Appendix 0 J-------------------------10 �Vision Statements by Topic - Subarea 5 Downtown Related Visions Vote 1.1 Loft Apartments/Condo/Businesses - Development 22 7.1 Expand and improve Farmer's Market area to create a "Commons" or Town Center - incorporate City Hall, Court House and Library 20 6.1 "CBD" - expansion with guidelines - possibly to South or any other place within reason 9 3.3 CBD needs businesses that support every day life (i.e. shoe stores, clothing stores, hardware), not just fill voids, but strengthen patterns and elements. 7 3.4 Downtown must continue to revitalize and not become stagnant. Avoid inappropriate use of prime spaces (i.e. used car sales at 11 Mile and Main SL) 6 8.3 Address parking in downtown area (congestion/density) 6 2.5 Greatly increased free parking 3 8.5 Balance future development between uses (retail, office, restaurants, etc.) 2 5.6 Downtown landscaping (planters) 6.5 Keep a variety of businesses in town Commercial Corridor (11 Mile, Woodward) Related Visions 0 Vote 4.1 Bring 11 Mile up to standard - eliminate all motels, exterior upgrading, landscaping, crime, homeless, stricter code enforcement on commercial and apartment exteriors (Citywide) 22 3.2 Woodward Avenue - parking issues, no common plan for businesses, speed limit too high 9 7.4 Improve 11 Mile road and businesses appearance 6 4.4 Woodward/11 Mile Roads, locations where business meets residential, setbacks, improved parking, appearances, etc. 2 5.4 Conformity with Woodward commercial architectural design 2.6 Retail - support incentives from a proactive City government 1.5 Create zoning to help corridor business flourish 0 5.8 Incentive for conformity with signage to regulations 0 Recreation Related Visions 4.2 Bike/running/rollerblading paths in parks, rollerblade rink Vote 11 6.2 Create recreational "Bike Path" 6 2.3 Green space 5.2 Planned, revised Civic Center with community recreational facilities (swimming, rollerblade and skateboard pads) 4 3 5.5 Hiking/biking paths City of Royal Oak Master Plan -Appendix 1-------------------------11 �Vision Statements by Topic .. Subarea 5 Transportation Related Visions 8.2 Establish City-wide public transportation system 1.3 Promote a mass transit subway; trolley; integrate all transportation 5.1 Better public transportation within the City and intra-City (bus, trolley, and light rail) 4.5 SEMCOG regional transportation system; railroad below street level in Downtown Vote 10 6 *6 0 Vote Miscellaneous Visions 1.2 Elected Officials to set policy and let staff run it 6 3.5 All utilities underground 4 *Group 5, Statement #I had three elements to it, but participants voted for it as a whole. 22 votes were given to the entire grouping of statements, so when statements were organized by topic, points were broken down accordingly. City of Royal Oak Master Plan -Appendix 1------------------------12 �Vision Statements by Group - Subarea 6 (Downtown) Group 1 Visions Vote 1.1 Make paths from parking lot to the retail/entertainment areas an "adventure" 7 1.2 Generate more varied commercial merchants downtown (clothing, education materials, stationery, gas station.) 0 1.3 Expand DDA area to further south of Lincoln 25 1.4 Change 11 Mile Road to an "Old Town" area 8 1.5 More "green spaces", "larger squares", and pedestrian mall Group 2 Visions 10 Vote 2.1 Improve downtown visually by adding greenbelts, parks, and rest areas 0 2.2 Utilize corridor between downtown and I-696 5 2.3 Retail mix commercial office space and service related business 2.4 Change CBD residential to more permanent loft type residential apartments, or small condos 2.5 Establish graduated building heights from residential peaking toward downtown Group 3 Visions 22 4 )9 Vote 3.1 Integrate Residential housing in CBD area and provide housing nearby for Senior Citizens 8 3.2 Provide integrated parking capability 0 3.3 Provide historic diversity of commercial activity 2 3.4 Clustered development as mixes of residences, businesses, green spaces, recreation/civic areas 3.5 Central community plaza with swimming pool, skate board 1/2 pipe, outdoor ice rink and ci vie/athletic accommodations Group 4 Visions 22 Vote 4.1 Parking Deck - Combine Center St. and First of America decks and go over RR tracks use spaces also for retail, etc. Generally use of decks 28 4.2 Farmer's Market - Revamp/clean up parking area, improve appearance. Increase use of activity - perhaps auction extravaganza - weekdays. 15 4.3 Downtown• Improve pedestrian access, speed perhaps one-way streets, improve flow, make it more pedestrian friendly 11 4.4 Fringe areas - Use homes for businesses perhaps business on lower floor and residence above, this will act as a transition to residential 4.5 Encourage a mixture of businesses, need more service oriented and office space 3 City of Royal Oak Master Plan. Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - - 1 3 �Vision Statements by Group - Subarea 6 (Downtown) Group 5 Visions 5.1 Downtown Traffic: Higher density through in-fill of well thought out plan Vote 12 5.2 Taller facilities/higher density of housing close to downtown 5.3 Downtown "central" park 3 5.4 Cultural facility - performing arts, banquet hall museum, civic events plaza 26 5.5 Develop linear corridor to 1-696. Main and Washington 14 5.6 Parking system that address employees, long-short term shoppers, diners, with shuttle service Group 6 Visions 6.1 Fabric - Zoning to encourage preservation and continued use of historic buildings and urban character - not suburban Vote 32 6.2 Attract higher income residents 5 6.3 Must have land use mix - not all bars/restaurants 0 6.4 Railroad - elevate or bury for safety and reclaimed real estate Group 7 Visions 21 Vote 7.1 Eliminate surface parking lots and replace with multi-level lots 13 7.2 Promote residential/retail use, encourage day use, sundry, bookstores, small scale department store 26 7.3 Encourage higher density housing in downtown lofts 36 7.4 Use bell-shaped curve to limit building heights in downtown - 6 story maximum 6 7.5 Reorganize civic center area 12 7.6 Promote intensively pedestrian and slightly off-beat atmosphere 11 Group 8 Visions Vote 8.1 Redefine/expand CBD boundaries 14 8.2 Develop cultural/civic/auditorium/amphitheater center 15 8.3 Apartments over businesses 3 8.4 Do not allow non-conforming businesses 3 8.5 Railroads underground 8.6 Preserve historical buildings City of Royal Oak Master Plan. Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - 1 4 �Vision Statements by Topic - Subarea 6 (Downtown) Housing Related Visions Vote 7 .3 Encourage higher density housing in downtown lofts 36 5.1 Downtown Traffic: Higher density through in-fill of well thought out plan 12 3.1 Integrate Residential housing in CBD area and provide housing nearby for Senior Citizens 8 6.2 Attract higher income residents 5 2.4 Change CBD residential to more permanent loft type residential apartments, or small condos 4 5.2 Taller facilities/higher density of housing close to downtown Land Use Mix Related Visions Vote 7.2 Promote residential/retail use, encourage day use, sundry, bookstores, small scale department store 26 2.3 Retail mix commercial office space and service related business 22 4.5 Encourage a mixture of businesses, need more service oriented and office space 3 8.3 Apartments over businesses 3 8.4 Do not allow non-conforming businesses 3 3.3 Provide historic diversity of commercial activity 2 3.4 Clustered development as mixes of residences, businesses, green spaces, recreation/civic areas 4.4 Fringe areas - Use homes for businesses perhaps business on lower floor and residence above, this will act as a transition to residential 1.2 Generate more varied commercial merchants downtown (clothing, education materials, stationery, gas station.) 0 6.3 Must have land use mix - not all bars/restaurants 0 Design/Appearance Related Visions Vote 6.1 Fabric - Zoning to encourage preservation and continued use of historic buildings and urban character - not suburban 32 2.5 Establish graduated building heights from residential peaking toward downtown 19 1.5 More "green spaces", "larger squares", and pedestrian mall 10 1.4 Change 11 Mile Road to an "Old Town" area 8 7.4 Use bell-shaped curve to limit building heights in downtown - 6 story maximum 6 5.3 Downtown "central" park 3 8.6 Preserve historical buildings 2.1 Improve downtown visually by adding greenbelts, parks, and rest areas 0 City of Royal Oak Master Plan. Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - 1 5 �Vision Statements by Topic - Subarea 6 (Downtown) Civic/Cultural Center Related Visions Vote 5.4 Cultural facility - performing arts, banquet hall museum, civic events plaza 3.5 Central community plaza with swimming pool, skate board 1/2 pipe, outdoor ice rink and civic/athletic accommodations 26 8.2 Develop cultural/civic/auditorium/amphitheater center 4.2 Farmer's Market - Revamp/clean up parking area, improve appearance. Increase use of activity - perhaps auction extravaganza - weekdays. 15 7.5 Reorganize civic center area 12 Transportation/Parking/Pedestrian Related Visions 22 15 Vote 4.1 Parking Deck - Combine Center St. and First of America decks and go over RR tracks use spaces also for retail, etc. Generally use of decks 28 6.4 Railroad - elevate or bury for safety and reclaimed real estate 21 7.1 Eliminate surface parking lots and replace with multi-level lots 13 7.6 Promote intensively pedestrian and slightly off-beat atmosphere ll 4.3 Downtown - Improve pedestrian access, speed perhaps one-way streets, improve flow, make it more pedestrian friendly 11 1.1 Make paths from parking lot to the retail/entertainment areas an "adventure" 7 8.5 Railroads underground 5.6 Parking system that address employees, long-short term shoppers, diners, with shuttle service 3.2 Provide integrated parking capability Downtown Expansion Related Visions 0 Vote 1.3 Expand DDA area to further south of Lincoln 25 5.5 Develop linear corridor to 1-696 - Main and Washington 14 8.1 Redefine/expand CBD boundaries 14 2.2 Utilize corridor between downtown and 1-696 5 City of Royal Oak Master Plan-Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - 1 6 �Vision Statements by Group - Subarea 7 Group 1 Visions Vote 1.1 Preserving the integrity of the single family neighborhoods in Subarea 7 38 1.2 Eliminate transitional use of neighborhoods that opens the door for forced redevelopment 18 1.3 Restrict "overbuilding" in relation to lot size (no small box houses) 8 l .4 11 Mile Rd. - develop a beautification "theme"/streetscape wider street 8 1.5 More "green space" 7 Group 2 Visions Vote 2. I Stricter code enforcement on owner occupied & rental residential properties 13 2.2 Create more programs for adolescents, young adults, i.e. roller blading, skateboarding, hiking and biking trails 17 2.3 No more condo clusters in south end of town 19 2.4 Create buffers between residential & commercial/industrial IO 2.5 Enforcement of commercial, industrial and office so that they are clean, neat and responsible 12 Group 3 Visions 3.1 Single family zoning in neighborhoods, less density in multiple complexes Vote 5 3.2 Streetscape on 11 mile/main more welcoming. Have combination of 1st floor retail/office, upper floors residential Il 3.3 Enforce codes to bring buildings up to higher standards/clean up building. Make businesses accountable for all 4 sides of property. 12 3.4 Plant trees when old ones die/prune older trees to keep them in good shape 3.5 Expansion of Library/City Hall area, update both outside and inside, computerize City Hall/Library, educate both staffs, expand school libraries and make them public Group 4 Visions 4.1 Transition zones must be from lower density to higher density, property location of buffer zones should be on high density side of property 4.2 Remove parking meters 7 II Vote 2 17 4.3 Add buffer zones with greenbelt, landscaping where the three zones meet 5 4.4 Improve public transportation by using smaller van-type units to various business areas 2 4.5 Add Park & Ride areas from downtown to Woodward Corridor 3 City of Royal Oak Master Plan -Appendix 1 - - - - - - - - - - - - - - - - - - - - - - - - - 1 7 �Vision Statements by Group M Subarea 7 Group 5 Visions Vote 5.1 Appropriate placement of condos with regard to ingress and egress of traffic 5.2 Preservation of single family neighborhoods 6 5.3 Mixed use development (offices and residential) in same building 15 5.4 Better managed parking in City, including free parking in downtown 14 5.5 Expand use of Farmers Market as a community center 14 Group 6 Visions Vote 6.1 Maintain residential density 8 6.2 Transition areas = green areas 7 6.3 Traffic control 5 6.4 Expansion of businesses confined within existing commercial zones and not encroach on residential areas 11 6.5 Increase non-motorized accessibility and public transportation for recreational facilities/downtown 10 City of Royal Oak Master Plan• Appendix l - - - - - - - - - - - - - - - - - - - - - - - - - 1 8 �Vision Statements by Topic - Subarea 7 Neighborhood Related Statements Vote 1.1 Preserving the integrity of the single family neighborhoods in Subarea 7 38 1.2 Eliminate transitional use of neighborhoods that opens the door for forced redevelopment 18 2.1 Stricter code enforcement on owner occupied & rental residential properties 13 6.1 Maintain residential density 8 5.2 Preservation of single family neighborhoods 6 3.1 Single family zoning in neighborhoods, less density in multiple complexes 5 Transitional Areas Related Statements Vote 6.4 Expansion of businesses confined within existing commercial zones and not encroach on residential areas 11 2.4 Create buffers between residential & commercial/industrial IO 6.2 Transition areas= green areas 7 4.3 Add buffer zones with greenbelt, landscaping where the three zones meet 5 4.1 Transition zones must be from lower density to higher density, property location of buffer zones should be on high density side of property 2 Transportation/Parking Related Statements Vote 4.2 Remove parking meters 17 5.4 Better managed parking in City, including free parking in downtown 14 6.5 Increase non-motorized accessibility and public transportation for recreational facilities/downtown 10 6.3 Traffic control 5 4.5 Add Park & Ride areas from downtown to Woodward Corridor 3 4.4 Improve public transportation by using smaller van-type units to various business areas 2 5.1 Appropriate placement of condos with regard to ingress and egress of traffic Community Services Related Statements Vote 2.2 Create more programs for adolescents, young adults, i.e. roller blading, skateboarding, hiking and biking trails 17 5.5 Expand use of Farmers Market as a community center 14 3.5 Expansion of Library/City Hall area, update both outside and inside, computerize City Hall/Library, educate both staffs, expand school libraries and make them public ]l City of Royal Oak Master Plan - Appendix 1 - - - - - - - - - - - - - - - - - - - - - - ~ - - 1 9 �Vision Statements by Topic - Subarea 7 City Image Related Statements Vote 2.5 Enforcement of commercial, industrial and office so that they are clean, neat and responsible 12 3.3 Enforce codes to bring buildings up to higher standards/clean up building. Make businesses accountable for all 4 sides of property. 12 3.2 Streetscape on 11 mile/main more welcoming. Have combination of 1st floor retail/office, upper floors residential 11 1.3 Restrict "overbuilding" in relation to lot size (no small box houses) 8 1.4 11 Mile Rd. - develop a beautification "theme"/streetscape wider street 8 3.4 Plant trees when old ones die/prune older trees to keep them in good shape 7 1.5 More "green space" 7 Miscellaneous Statements Vote 2.3 No more condo clusters in south end of town 19 5.3 Mixed use development (offices and residential) in same building IS City of Royal Oak Master Plan -Appendix 1 1 - - - - - - - - - - - - - - - - - - - - - - - - 2 0 �Appendix II Master Plan Meetings: Plan Commission and Steering Committee ��Master Plan Steering Committee Meetings 1997-1999 5-1-97 Planning Dept. Conference Room Re ular 6-5-97 Senior/Community Center Regular 6-17-97 Dondero High School Visioning Workshop 7-3-97 Senior/Community Center Regular 8-7-97 Senior/Community Center Regular 8-26-97 Senior/Community Center Regular 9-16-97 Dondero High School Town Meeting Follow-Up 10-2-97 Senior/Community Center Regular 10-8-97 Dondero High School Visioning Workshop 10-29-97 Kimball High School Visioning Workshop 11-6-97 Senior/Community Center Regular 11-12-97 l<imball High School Visioning Workshop 12-10-97 Kimball High School Visioning Workshop 1-14-98 Royal Oak Women's Club Visioning Workshop 2-5-98 Senior/Community Center Regular 3-5-98 Senior/Community Center Regular 3-23-98 Senior/Communit Center Re ular 4-2-98 Senior/Community Center Re ular 4-30-98 Senior/Communit S ecial 5-21-98 l(imball High School Town Meeting 6-2-98 Baldwin Theater Town Meeting 6-18-98 Senior/Community Center Regular 9-3-98 Senior/Community Center Regular 9-16-98 Library Auditorium Neighborhood Review 9-23-98 Library Auditorium Neighborhood Review Center �Master Plan Steering Committee Meetings 1997-1999 10-1-98 Senior/Communit Center Regular 10-20-98 Oakland Comm. College Theater Public Hearing 11-5-98 Senior/Community Center Regular 12-1-98 Senior/Community Center Regular 1-13-99 Cancelled due to weather Cancelled due to weather 1-20-99 Senior/Community Center Regular 2-4-99 Senior/Community Center Regular 2-24-99 Senior/Community Center 3-11-99 Library Auditorium Regular Public Comment Closed Session 3-24-99 Baldwin Theater Public Hearing 3-31-99 Senior/Community Center Regular 7-14-99 �PLAN COMMISSION MASTER PLAN SCHEDULE Meetin Saturda March 27 Senior Center 9:30 a.m. Meeting Saturday April 17 Senior Center 9:30 a.m. Meetin Monda April 26 Meeting Room #205 6:30 .m. Meetin Tuesda Ma 4 Senior Center #3 6:30 p.m. Meeting Monday May 10 Senior Center 6:30 p.m. Meeting Tuesday May 11 Commission Room 6:00 p.m. Meeting Wednesday Ma 26 Senior Center 6:30 p.m. Meeting Tuesday June 1 Senior Center #3 6:30 .m. Public Hearin Tuesda June 8 Dondero Commons 7:00 p.m. Meetin Wednesday June 23 Senior Center 6:30 p.m. Meeting Wednesday July 7 Senior Center 6:30 p.m. Meetin Tuesda Jul 13 Commission Room 6:30 Public Hearin Tuesda August 10 Dondero High School 7:30 .m. Meeting Tuesda August 24 Senior Center 6:30 p.m. .m. ��Appendix III Resolution of Master Plan Adoption ��RESOLUTION OF MASTER PLAN ADOPTION WHEREAS the Master Plan for the City ofRoyal Oak was adopted at a Special Meeting ofthe Plan Commission, held on August 24, 1999: I I 1 COMMISSIONERS PRESENT: Mr. Anderson, Mr. Boismier, Mayor Cowan, Mr. Farhat, Ms. Harrison, Mr. Lee, Mr. Gomez, Mr.Kondek COMMISSIONERS ABSENT: Ms.Hofman WHEREAS the City of Royal Oak Plan Commission recognizes the need to fonnulate and adopt a Master Plan, including establishment and support ofa Land Use Plan as described in this document; and I' 11 1 WHEREAS preparation ofthe Master Plan included 35 public meetings, workshops and hearings held by the Master Plan Steering Committee and 14 public meetings and hearings held by the Plan Commission; and WHEREAS the Master Plan Steering Committee and the Plan Commission were assisted by the City of Royal Oak Planning Department and Carlisle/Wortman Associates, Inc., in the preparation of the Master Plan; NOW, TIIBREFORE, BE IT RESOLVED THAT: 1. The City of Royal Oak Plan Commission hereby adopts the Master Plan, dated August 1999, With amendments approved thereto, including the Future Land UsePlanMaps, dated July 15, 1999; and 2. A certified copy of the Master Plan be forwarded to the Oakland County Register of Deeds for filing; and 3. All resolutions and parts ofresolutions, insofar as they conflict with the provisions ofthis resolution be and the same, hereby are rescinded. �AYES: Mr. Anderson, Mr. Boismier, Mayor Cowan, Mr. Farhat, Mr. Gomez, Mr.Kondek NAYS: Ms. Hamson, Mr. Lee RESOLUTION DECLARED ADOPIBD, this 24th day of August 1999. 1/uitiA1)JJ;afJ-yuj,t Michael Kondek, Chairman Royal Oak Plan Commission City of -,P � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Royal-Oak_Master-Plan_1999 Creator An entity primarily responsible for making the resource Plan Commission, City of Royal Oak, Oakland County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1999-08-24 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for the City of Royal Oak was prepared by the city's Plan Commission and was approvedd by the commission on August 24, 1999. Subject The topic of the resource Master plan reports Royal Oak (Mich.) Oakland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/b9bbedd3c5037cfdae5292d7fb5dc96f.pdf eaaba58dad56564a0054232a55fff88b PDF Text Text Amendment to Master Plan City of Royal Oak City of Royal Oak, Michigan Adopted: April 17, 2012 ��ACKNOWLEDGEMENTS Planning Commission City Commission Tom Hallock, Chairman Sharlan Douglas Jim Ellison, Mayor Clyde Esbri, Vice-Chairman Dan Godek Scott Newman Jim Rasor, City Commissioner Anne Vaara Stacie Vorves Jim Ellison, Mayor Patricia Capello Kyle Dubuc Michael Fournier Peggy Goodwin David Poulton Jim Rasor Planning Department Timothy Thwing, Director of Planning Joseph Murphy, City Planner Douglas Hedges, AICP, PCP, City Planner Assistance and supplemental materials provided by: Carlisle / Wortman Associates, Inc., Ann Arbor, Michigan LSL Planning, Inc., Royal Oak, Michigan Active Transportation Alliance, Chicago, Illinois Woodward Avenue Action Association, Royal Oak, Michigan Master Plan Adopted by Planning Commission:.............................................. August 24, 1999 Amendment Adopted by Planning Commission:................................................. April 17, 2012 Amendment Accepted and Approved by City Commission: ..................................May 7, 2012 ��City of Royal Oak Master Plan 2012 Amendment Table of Contents Introduction 1 What Is Planning? ........................................................................................................... 1 How Is the City Authorized to Plan? ................................................................................ 1 Why Plan for Royal Oak? ................................................................................................ 3 What Process Has Been Followed? ................................................................................ 3 How Is the Master Plan Different from Zoning?............................................................... 6 How Has the Community Been Involved? ....................................................................... 6 Who Is Responsible for Planning & Zoning? ................................................................... 6 Goals, Objectives & Strategies 9 Neighborhood Preservation & Residential Land Use .................................................... 10 Historic Resources ........................................................................................................ 16 Downtown ..................................................................................................................... 17 Commercial Corridors ................................................................................................... 21 Woodward Corridor ....................................................................................................... 24 Transportation & Circulation.......................................................................................... 28 Parks & Recreational Uses ........................................................................................... 31 Community Resources & Facilities................................................................................ 34 Land Use Plan 37 Residential .................................................................................................................... 37 Low Density Single-Family Residential..................................................................................37 Medium Density Single-Family Residential............................................................................38 Attached / Detached Single-Family Residential ......................................................................38 Multiple-Family Residential ....................................................................................................38 Mixed Use ..................................................................................................................... 39 Residential / Office / Public / Institutional ..............................................................................39 Residential / Office / Commercial ...........................................................................................40 Commercial & Industrial ................................................................................................ 41 General Commercial ................................................................................................................41 Central Business District..........................................................................................................41 Industrial ..................................................................................................................................43 Table of Contents i �City of Royal Oak Master Plan 2012 Amendment Parks & Open Space..................................................................................................... 43 Public & Institutional ...................................................................................................... 44 Future Land Use Map.................................................................................................... 45 Implementation 47 Zoning Requirements .................................................................................................... 47 Zoning Plan & Zoning Map Adjustments ....................................................................... 47 Zoning Ordinance Text Amendments............................................................................ 48 Form-Based Coding & Building Standards .............................................................................49 Sustainability, Green Building, & LEED® for Neighborhood Development ..........................52 Off-Street Parking....................................................................................................................53 State Legislation.......................................................................................................................54 Neighborhood Preservation........................................................................................... 55 Areas Adjacent to the Central Business District ............................................................ 55 Definitions................................................................................................................................56 Establishment of Overlay District............................................................................................57 Existing Two-Family and/or Multiple-Family Uses................................................................57 Existing Commercial ...............................................................................................................57 Mixed Use – Residential / Office / Public / Institutional.........................................................57 Downtown Development ............................................................................................... 58 Transportation & Circulation.......................................................................................... 58 Complete Streets ......................................................................................................................58 Context-Sensitive Design.........................................................................................................60 Commercial Entry Corridors .......................................................................................... 61 Woodward Corridor ....................................................................................................... 62 Historic Preservation ..................................................................................................... 62 Cultural Resources........................................................................................................ 62 Aging Population ........................................................................................................... 62 Capital Improvements Program..................................................................................... 63 Plan Education .............................................................................................................. 63 Plan Updates................................................................................................................. 63 Table of Contents ii �City of Royal Oak Master Plan Background Studies 2012 Amendment 65 Regional & Metropolitan Setting.................................................................................... 65 Past Planning Efforts..................................................................................................... 66 Population Trends & Projections ................................................................................... 67 Historical Trends......................................................................................................................67 Projections................................................................................................................................67 Population Comparisons ..........................................................................................................68 Population & Housing Trends........................................................................................ 69 Household Size ........................................................................................................................69 Gender, Race, & Age Composition .........................................................................................71 Educational Achievement ........................................................................................................73 Income......................................................................................................................................73 Housing Value .........................................................................................................................74 Housing Characteristics ...........................................................................................................74 Residential Construction..........................................................................................................75 Economic Base ............................................................................................................. 77 Regional Influences .................................................................................................................77 Tax Base...................................................................................................................................77 Commercial Base .....................................................................................................................78 Industrial Areas........................................................................................................................78 Employers ................................................................................................................................78 Employment.............................................................................................................................79 Community Facilities ..................................................................................................... 80 Public Services & Recreation ..................................................................................................80 Royal Oak Neighborhood Schools...........................................................................................80 Oakland Community College ..................................................................................................81 Police & Fire ............................................................................................................................81 Public Services.........................................................................................................................81 Transportation ............................................................................................................... 82 Functional Classification System.............................................................................................82 City Roadway Improvement Programs....................................................................................84 Downtown Parking ..................................................................................................................84 Transit ......................................................................................................................................84 Airports ....................................................................................................................................85 Non-Motorized Transportation ................................................................................................85 Existing Land Use ......................................................................................................... 85 Existing Land Use Definitions & Descriptions .......................................................................86 Subarea Existing Land Use Descriptions.................................................................................90 Summary of Implications for Planning ........................................................................... 95 Table of Contents iii �City of Royal Oak Master Plan Visioning & Public Participation 2012 Amendment 97 Visioning Workshops..................................................................................................... 97 Priority Visions .............................................................................................................. 98 Concept Plan Workshops............................................................................................ 100 Non-Motorized Transportation Plan 103 Introduction ................................................................................................................. 103 Background ............................................................................................................................103 Why a Non-Motorized Plan for Royal Oak ...........................................................................104 Benefits of a Non-Motorized Transportation Plan.................................................................105 Plan Methodology & Community Outreach ..........................................................................106 Projected Energy Savings Analysis .......................................................................................107 Legacy of Planning & Active Living.....................................................................................107 Policy Recommendations............................................................................................ 109 Complete Streets Policy.........................................................................................................109 Bicycle Parking Ordinance ....................................................................................................110 Bike Lane Parking Ordinance................................................................................................110 Development Codes to Promote Pedestrian- & Bicycle-Friendly Environments..................111 School Policy Recommendations ..........................................................................................111 Bicycle & Pedestrian Network ..................................................................................... 114 Bicycle Network Map ............................................................................................................114 Bike Routes............................................................................................................................116 Shared Lane Markings ...........................................................................................................116 Road Diets with Bike Lanes ..................................................................................................120 Places & Corridors.................................................................................................................123 Non-Motorized Amenities ............................................................................................ 126 Pedestrian Amenities & Crossing Improvements ..................................................................126 Bicycle Amenities..................................................................................................................128 Transit Amenities...................................................................................................................131 Program Recommendations........................................................................................ 132 Education ...............................................................................................................................132 Enforcement...........................................................................................................................133 Encouragement ......................................................................................................................134 Implementation............................................................................................................ 136 Bicycle & Pedestrian Advisory Committee...........................................................................136 Bicycle & Pedestrian Coordinator .........................................................................................137 Capital Improvement Program...............................................................................................138 Indicators & Evaluation .........................................................................................................138 Table of Contents iv �City of Royal Oak Master Plan Woodward Avenue Transit-Oriented Development Corridor Study 2012 Amendment 141 Introduction ................................................................................................................. 141 What Is Transit-Oriented Development? ...............................................................................141 Transit Options.......................................................................................................................141 Why Plan for Transit-Oriented Development? ......................................................................142 Project Overview ......................................................................................................... 143 Complete Streets ....................................................................................................................143 TOD Principles ......................................................................................................................144 Transit Framework ...................................................................................................... 146 Potential Station & Stop Nodes .............................................................................................146 Pedestrian Crossings ..............................................................................................................148 Recommendations & Implementation.......................................................................... 151 Parcel & Mapping Analysis ...................................................................................................151 Economic Development Initiatives........................................................................................151 Walkability & Transit Guidelines..........................................................................................152 Transit Friendly Zoning .........................................................................................................155 Rochester Road Access Management Plan 159 Introduction ................................................................................................................. 159 Study Area .............................................................................................................................159 Project Need...........................................................................................................................160 Overview of Corridor Conditions ..........................................................................................160 Preparation of Plan.................................................................................................................161 Corridor Analysis...................................................................................................................161 Improving the Corridor ..........................................................................................................164 Implementation ......................................................................................................................164 Access Management Guidelines ................................................................................. 165 What is Access Management? ...............................................................................................165 Benefits of Access Management............................................................................................165 Access Management Principles .............................................................................................166 Access Tools & Techniques...................................................................................................167 Corridor Improvement Guidelines ............................................................................... 171 Non-Motorized Travel ...........................................................................................................172 Low Impact Development & Green Infrastructure................................................................174 Transit ....................................................................................................................................176 Table of Contents v �City of Royal Oak Master Plan 2012 Amendment Specific Recommendations for Royal Oak .................................................................. 176 Introduction............................................................................................................................176 Local Considerations .............................................................................................................177 Twelve Mile Road Intersection..............................................................................................180 Girard Avenue Intersection....................................................................................................181 Thirteen Mile Road Intersection ............................................................................................181 Fourteen Mile Road Intersection ...........................................................................................182 Recommendations..................................................................................................................183 Concept Maps ........................................................................................................................190 Implementation............................................................................................................ 196 Amendment to Master Plan ...................................................................................................196 Model Zoning Ordinance Amendment ..................................................................................196 Administrative Procedures.....................................................................................................202 On-Going Implementation .....................................................................................................203 Conclusion .................................................................................................................. 204 Appendices 205 I – Visioning Statements.............................................................................................. 205 II – Master Plan Meetings: Planning Commission & Steering Committee ................... 217 III – Resolution of Master Plan Adoption ..................................................................... 219 IV – Resolutions of Master Plan Amendment.............................................................. 221 Table of Contents vi �City of Royal Oak Master Plan 2012 Amendment Maps 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Future Land Use – North Portion .........................................................................................................................45 Future Land Use – South Portion .........................................................................................................................46 Roadway Functional Classifications.....................................................................................................................83 Existing Land Use – North Portion ......................................................................................................................88 Existing Land Use – South Portion ......................................................................................................................89 Existing Land Use Sub-Areas...............................................................................................................................94 Potential Bicycle Routes.....................................................................................................................................108 Bicycle Network.................................................................................................................................................115 Woodward Avenue TOD Node Stops & Stations ..............................................................................................150 SMART Routes for Royal Oak & Surrounding Communities ...........................................................................176 Rochester Road Access Management Concepts.................................................................................................190 Figures & Charts 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. Master Plan Adoption Process................................................................................................................................4 Master Plan Amendment Process ...........................................................................................................................5 Compatible Single-Family Residential Development ..........................................................................................12 Compatible Multiple-Family Residential Development.......................................................................................13 Alternative Design Treatments for Alleys............................................................................................................19 Use of Buffers: Walls & Landscaping..................................................................................................................22 Use of Overpass as Entry Sign .............................................................................................................................23 Examples of Form-Based Codes ..........................................................................................................................51 LEED® for Neighborhood Development Scorecard............................................................................................53 Excerpts from ITE’s Designing Walkable Urban Thoroughfares: A Context Sensitive Approach......................61 Royal Oak & Surrounding Communities .............................................................................................................65 Populations & Households 1970 to 2010 – Royal Oak ........................................................................................67 Populations & Household Projections 1990 to 2020 – Royal Oak .......................................................................68 Population 1990 to 2010 – Royal Oak & Surrounding Communities ..................................................................69 Household Size 1970 to 2010 – Royal Oak..........................................................................................................70 Household Size 1990 to 2010 – Royal Oak & Surrounding Communities ..........................................................70 Projected Persons Per Household 1990 to 2020 – Royal Oak ..............................................................................71 Age Distribution 2010 – Royal Oak .....................................................................................................................72 Median Age Distribution 1980 to 2010 – Royal Oak & Surrounding Communities............................................72 Highest Educational Attainment 2000 – Royal Oak & Surrounding Communities ............................................73 Median Household Income 2000 – Royal Oak & Surrounding Communities .....................................................74 Median Housing Value 2000 – Royal Oak & Surrounding Communities ...........................................................74 Year Housing Built – Royal Oak..........................................................................................................................75 Residential Construction Permits Issued 1992 to 2010 – Royal Oak ...................................................................76 SEV for Real Property 1997 to 2011 – Royal Oak...............................................................................................77 SEV by Percentage 2011 – Royal Oak .................................................................................................................78 Employment by Industry 2000 – Royal Oak ........................................................................................................79 Existing Land Use 1998 – Royal Oak ..................................................................................................................87 Non-Motorized Implementation Tracks .............................................................................................................104 Bike Route Sign..................................................................................................................................................116 Dimensions for Shared Lane Markings ..............................................................................................................116 Configurations for Marked Shared Lanes...........................................................................................................118 Table of Contents vii �City of Royal Oak Master Plan 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 2012 Amendment Bike Lane Sign ...................................................................................................................................................120 Dimensions for Bicycle Lanes............................................................................................................................121 Configurations for Road Diets with Bicycle Lanes ............................................................................................122 Bicycle Lanes at Signalized Intersections ..........................................................................................................123 Bike Route Sign with Directions to Key Destinations .......................................................................................129 Bicycle Rack Spacing.........................................................................................................................................131 Configurations for Bicycle Parking....................................................................................................................131 Bicycle Friendly Community Sign .....................................................................................................................135 Typical Complete Street .....................................................................................................................................143 Transit Station Spacing Recommendations ........................................................................................................147 Un-signalized Pedestrian Crossings ...................................................................................................................152 Potential Woodward Avenue Road Diets ...........................................................................................................153 Example of Access Management .......................................................................................................................154 TOD Overlay Zone Concepts .............................................................................................................................155 Transit Planning Guidelines ...............................................................................................................................156 Rochester Road Corridor Study Area .................................................................................................................160 MDOT Access Management Guidebook............................................................................................................161 Access Management Priorities ...........................................................................................................................167 Driveway Spacing from Intersections ................................................................................................................167 Driveway Alignment & Offsets Relative to Other Driveways ...........................................................................168 Driveway Spacing from Other Driveways .........................................................................................................168 Number of Access Points ...................................................................................................................................169 Typical Driveway Details...................................................................................................................................169 Road Diet Concept .............................................................................................................................................170 Service Drives ....................................................................................................................................................170 Complete Street / Road Diet Cross Section for Rochester Road ........................................................................172 Twelve Mile Road / Rochester Road Intersection Improvements ......................................................................180 Girard Avenue / Rochester Road Intersection Improvements ............................................................................181 Thirteen Mile Road / Rochester Road Intersection Improvements.....................................................................182 Fourteen Mile Road / Rochester Road Intersection Improvements....................................................................182 Road Diet Layout at Fourteen Mile Road & Rochester Road ............................................................................184 Access Management Recommendations ............................................................................................................186 Road Diet Concept – Impact on Biking & Walking...........................................................................................186 Turning Movements ...........................................................................................................................................188 Tables 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. Differences Between Master Plan & Zoning Ordinance ........................................................................................6 Relation of Future Land Use Categories to Zoning Districts ...............................................................................48 Racial Composition 2000 to 2010 – Royal Oak ...................................................................................................71 Residential Construction Permits by Decade 1980 to 2009 – Royal Oak.............................................................76 Royal Oak Employers...........................................................................................................................................79 Roadway Segments Under Oakland County Jurisdiction.....................................................................................84 Visioning Workshops ...........................................................................................................................................98 Summary of Subarea Issues..................................................................................................................................98 Recommended Routes for Shared Lane Markings .............................................................................................117 Recommended Routes for Road Diets with Bike Lanes.....................................................................................121 Densities Required to Support Transit................................................................................................................142 Table of Contents viii �City of Royal Oak Master Plan 12. 13. 14. 15. 16. 17. 18. 19. 2012 Amendment Crosswalk Types & Elements.............................................................................................................................149 Level of Service for Signalized Intersections .....................................................................................................162 Rochester Road Driveway Density & Impervious Coverage .............................................................................163 Recommended MDOT Driveway Spacing Standards ........................................................................................168 Rochester Road Average Daily Traffic (ADT) in Royal Oak ............................................................................178 Existing & Resulting Access Points on Rochester Road ....................................................................................179 Existing LOS for AM / PM Peak Hour for Rochester Road...............................................................................180 AM Peak Existing LOS & Road Diet LOS for Rochester Road ........................................................................185 Photographs 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Bicyclists at Farmers Market..............................................................................................................................103 Non-Motorized Community Open House ..........................................................................................................106 Examples of Complete Streets............................................................................................................................110 Safe Routes to School Walking School Bus.......................................................................................................112 Crosswalk Improvements ...................................................................................................................................127 Crosswalk Appliqué ...........................................................................................................................................128 Inverted “U” Bicycle Rack .................................................................................................................................130 SMART Shelters ................................................................................................................................................132 Driveway & Crosswalk Design ..........................................................................................................................173 Example of Bike Lane ........................................................................................................................................174 Capturing Run-Off with Curb Lawn ..................................................................................................................175 Parking Lot without Cross Access......................................................................................................................177 Table of Contents ix ��City of Royal Oak Master Plan 2012 Amendment Introduction What is Planning? Planning is an activity that has been ongoing since the beginning of civilization. Quite simply, planning is preparation for a future event, activity or endeavor. Everyone conducts some type of planning in their daily lives. Where the issues are simple and the outcomes are clear, the plans can be simple. More complex issues and problems require plans to be more complex and detailed. It is relatively easy to propose plans for events that can reasonably be anticipated. It is much more difficult to prepare plans for events which are not anticipated. The most effective plans are those which are accurate enough to prepare for anticipated events, and flexible enough to provide guidance for events which are not anticipated. In the process of planning, the following steps are involved:     Identification of the problem or issue. Setting of goals to be achieved. Formulation of alternative solutions and evaluation of impacts. Developing a plan of action. How Is the City Authorized to Plan? The City of Royal Oak derives its authority to prepare a Master Plan from the Michigan Planning Enabling Act, Public Act 33 of 2008, as amended. The Act states: Sec. 7. (1) A local unit of government may adopt, amend, and implement a master plan as provided in this act. (2) The general purpose of a master plan is to guide and accomplish, in the planning jurisdiction and its environs, development that satisfies all of the following criteria: (a) Is coordinated, adjusted, harmonious, efficient, and economical. (b) Considers the character of the planning jurisdiction and its suitability for particular uses, judged in terms of such factors as trends in land and population development. (c) Will, in accordance with present and future needs, best promote public health, safety, morals, order, convenience, prosperity, and general welfare. (d) Includes, among other things, promotion of or adequate provision for 1 or more of the following: (i) A system of transportation to lessen congestion on streets. (ii) Safety from fire and other dangers. (iii) Light and air. (iv) Healthful and convenient distribution of population. (v) Good civic design and arrangement and wise and efficient expenditure of public funds. (vi) Public utilities such as sewage disposal and water supply and other public improvements. Introduction Page 1 �City of Royal Oak Master Plan 2012 Amendment (vii) Recreation. (viii) The use of resources in accordance with their character and adaptability. Sec. 31. (1) A planning commission shall make and approve a master plan as a guide for development within the planning jurisdiction … (2) In the preparation of a master plan, a planning commission shall do all of the following, as applicable: (a) Make careful and comprehensive surveys and studies of present conditions and future growth within the planning jurisdiction with due regard to its relation to neighboring jurisdictions. (b) Consult with representatives of adjacent local units of government in respect to their planning so that conflicts in master plans and zoning may be avoided. (c) Cooperate with all departments of the state and federal governments and other public agencies concerned with programs for economic, social, and physical development within the planning jurisdiction and seek the maximum coordination of the local unit of government's programs with these agencies. (3) In the preparation of the master plan, the planning commission may meet with other governmental planning commissions or agency staff to deliberate. (4) In general, a planning commission has such lawful powers as may be necessary to enable it to promote local planning and otherwise carry out the purposes of this act. Sec. 33. (1) A master plan shall address land use and infrastructure issues and may project 20 years or more into the future. A master plan shall include maps, plats, charts, and descriptive, explanatory, and other related matter and shall show the planning commission’s recommendations for the physical development of the planning jurisdiction. (2) A master plan shall also include those of the following subjects that reasonably can be considered as pertinent to the future development of the planning jurisdiction: (a) A land use plan that consists in part of a classification and allocation of land for agriculture, residences, commerce, industry, recreation, ways and grounds, public buildings, schools, soil conservation, forests, woodlots, open space, wildlife refuges, and other uses and purposes. … (b) The general location, character, and extent of streets, railroads, airports, bicycle paths, pedestrian ways, bridges, waterways, and waterfront developments; sanitary sewers and water supply systems; facilities for flood prevention, drainage, pollution prevention, and maintenance of water levels; and public utilities and structures. (c) Recommendations as to the general character, extent, and layout of redevelopment or rehabilitation of blighted areas; and the removal, relocation, widening, narrowing, vacating, abandonment, change of use, or extension of streets, grounds, open spaces, buildings, utilities, or other facilities. (d) For a local unit of government that has adopted a zoning ordinance, a zoning plan for various zoning districts controlling the height, area, bulk, location, and use of buildings and premises. The zoning plan shall include an explanation of how the land use categories on the future land use map relate to the districts on the zoning map. (e) Recommendations for implementing any of the master plan's proposals. Introduction Page 2 �City of Royal Oak Master Plan 2012 Amendment Sec. 41. (1) After preparing a proposed master plan, a planning commission shall submit the proposed master plan to the legislative body for review and comment. The process of adopting a master plan shall not proceed further unless the legislative body approves the distribution of the proposed master plan. Sec. 45. (2) At least every 5 years after adoption of a master plan, a planning commission shall review the master plan and determine whether to commence the procedure to amend the master plan or adopt a new master plan. The review and its findings shall be recorded in the minutes of the relevant meeting or meetings of the planning commission. Why Plan for Royal Oak? As the year 2000 approached, there was a strong need to evaluate the physical development of the city. The Master Plan in place at that time was adopted in 1968 and had not undergone any major revision since its adoption. Despite a perception that the city was fully developed, significant changes had occurred in those thirty years:    The construction of I-696 provided a conduit for metropolitan traffic at the front door of Royal Oak. Downtown transformed into a mixed-use retail, service, and entertainment district. New housing was built in response to a desirable residential environment (a total of 772 new dwellings from 1980 to 1999, the majority of which were owner-occupied condominiums in multiplefamily complexes ranging from 3 to 124 units). What Process Has Been Followed? The city’s response in 1999 to those changes was to undertake a systemic process which involved analysis of the community, citizen participation, and revision of the Master Plan. The revised Master Plan provided for the orderly development of the city, assisted the community in its effort to maintain and enhance a pleasant living environment, and sparked a vision toward the future. The following flow chart depicts the Master Plan process that led to adoption of the revised Master Plan in 1999, and at what points public input was obtained: Introduction Page 3 �City of Royal Oak Master Plan 2012 Amendment Background Studies Conduct Subarea Visioning (public workshops) Draft Concept Plans and Master Plan Evaluate Draft and Revise Plans (public workshops) Draft Recommended Concept Plans and Master Plan Conduct Public Hearing Adopt Plan In 2004, the Planning Commission reviewed the Master Plan to determine whether to commence procedures to amend the plan or to adopt an entirely new plan. At that time the Commission determined that conditions within the city had not changed significantly since the Master Plan’s adoption in 1999 to warrant amending the plan or adopting a new one, and that the goals and objectives of the current plan were still relevant and applicable to the physical development of the City of Royal Oak. In 2009, the Planning Commission again took up a 5-year review of the Master Plan as now required under the Michigan Planning Enabling Act. This time the Commission concluded that although many of the policies and recommendations of the 1999 plan remained pertinent, several conditions and circumstances had changed since then. The Planning Commission determined that amendments should be made to the Master Plan but adopting an entirely new plan was not necessary. It was felt amendments to the plan were needed to address conditions that have changed since 1999 while still providing for the elements of original plan which are still relevant. The Planning Commission then embarked on a process to amend the Master Plan. The following flow chart depicts the process that led to this amendment of the Master Plan and at what points public input was obtained: Introduction Page 4 �City of Royal Oak Master Plan 2012 Amendment Review Conditions and Determine to Amend Master Plan ! Send Notices to Adjoining Cities and Other Agencies About Intent to Amend Master Plan ! Draft Amendments to Master Plan ! Submit Master Plan Amendments to City Commission for Review and Comment ! Distribute Master Plan Amendments to Adjoining Cities and Other Agencies for Review and Comment ! Review Comments from Adjoining Cities and Other Agencies and Revise Master Plan Amendments ! Conduct Public Hearing, Adopt Master Plan Amendments, and Submit to City Commission for Approval The revised and amended Master Plan has the following characteristics:  It is a physical plan. Although social and economic conditions are considered, the plan will be a guide to the physical development of the community.  It provides a long-range viewpoint. The Master Plan will depict land use and community development within a time frame of 20 years.  It is comprehensive, covering the entire city and all the components that affect its physical makeup.  It is the official statement of policy regarding such issues as land use, community character and transportation which impact the physical environment. As a policy guide, it must be sufficiently flexible to provide guidance for changing conditions and unanticipated events. Introduction Page 5 �City of Royal Oak Master Plan 2012 Amendment How is the Master Plan Different from Zoning? The Master Plan is not a Zoning Ordinance. The Master Plan is the long-range policy guide for the physical arrangement and appearance of the city. The Zoning Ordinance more specifically regulates the manner in which individual properties are used. The Zoning Ordinance is only one of a number of tools used to implement the Master Plan. Formulating a Master Plan is the first step in providing a sound and legal basis for revising the Zoning Ordinance and other regulatory ordinances, investing in public capital improvements, and guiding private land use decisions. The Master Plan provides general direction on the city’s future development pattern. The plan also provides policies and actions for community leaders to consider in the future. Some of the Master Plan’s recommendations will be implemented through amendments to the Zoning Ordinance text and map. However, the Master Plan itself does not change the Zoning Ordinance nor the zoning of any property. Differences Between Master Plan & Zoning Ordinance Master Plan Zoning Ordinance  Provides general policies – preserve residential neighborhoods, protect natural features, redevelop downtown, etc.  Sets forth specific legal requirements on permitted uses, setbacks from lot lines, building heights, parking spaces, landscaping, etc.  A policy guide that can be vague and subjective – not legally enforceable.  A law that must be objective and quantifiable – legally enforceable.  Flexible – written to be able to respond to changing conditions.  Rigid – requires formal legislative amendment to change.  Shows future land use intentions.  Shows how land is regulated today.  Adopted and amended by Planning Commission while City Commission authorizes distribution and may reserve right to approve or reject.  Adopted and amended by City Commission upon recommendation from Planning Commission. How Has the Community Been Involved? The master planning program conducted in 1999 relied on the involvement of and input from various stakeholder groups including neighborhood groups, citizens-at-large, non-residential property owners, business owners, outside planning consultants, city staff, City Commissioners, and Planning Commissioners. Public input was obtained through a series of workshop sessions conducted throughout the city. The public input process is described more fully in the section entitled “Visioning & Public Participation.” Who Is Responsible for Planning & Zoning? The City of Royal Oak has a number of bodies that are actively involved in the planning and zoning decision-making process: Introduction Page 6 �City of Royal Oak Master Plan 2012 Amendment  City Commission – The City Commission is the chief governing body of the city. By Michigan statute, the City Commission approves rezoning requests, zoning and text amendments, and subdivision plats. The City Commission also authorizes distribution of the Master Plan to adjoining cities and other agencies, and may reserve the right to approve or reject the Master Plan and any amendments to it.  Planning Commission – The Mayor, one City Commissioner, and one administrative staff member serve on the Planning Commission as required by the state law option adopted by the city. Seven of the 9 Planning Commission members, including an administrative staff member, are appointed by the Mayor and approved by the City Commission. The Planning Commission is the principal recommending body to the City Commission on matters pertaining to the planning and development of the community. The Planning Commission approves site plans and special land uses and makes recommendations to the City Commission on rezoning requests, zoning text amendments, subdivision plats, and a capital improvements program. Michigan statutes require a Planning Commission to prepare and adopt a Master Plan.  Zoning Board of Appeals – The Zoning Board of Appeals serves to interpret provisions of the Zoning Ordinance when requested and determine when variances should be granted when practical difficulties or unnecessary hardships with property make it impossible to meet the strict provisions of the Zoning Ordinance. Introduction Page 7 ��City of Royal Oak Master Plan 2012 Amendment Goals, Objectives & Strategies This portion of the Master Plan identifies goals, objectives, and strategies for the city, thereby setting forth the basis for action. The identification of community visions will be the motivating force behind change. But more must be done to transform the vision into action. While vision statements are broad expressions of a desire for the future, goals, objectives and strategies progressively provide structure for future action. Goals represent a desired outcome, objectives provide more specific direction, and the strategies are actions aimed at achieving particular objectives. Goals, objectives and strategies are organized according to the predominant issues and topics identified in the previous section and are described in the following pages: Neighborhood Preservation & Residential Land Use Historic Resources Downtown Commercial Corridors Woodward Corridor Transportation & Circulation Parks & Recreational Uses Community Resources & Facilities Goals, Objectives & Strategies Page 9 �City of Royal Oak Master Plan 2012 Amendment Neighborhood Preservation & Residential Land Use GOAL 1: To recognize, preserve and enhance existing neighborhoods as the foundation of a strong community, and provide a balanced residential environment. Rationale: Neighborhood viability is one of the foundations of any community. Royal Oak has enjoyed substantial investment in its existing neighborhoods by both individuals and families expecting stable residential environments. Land use decisions must be balanced with and support the interests of existing neighborhoods, while still supporting housing opportunities to both new residents and residents who wish to remain in Royal Oak as their needs change. OBJECTIVE 1.1 Preserve, maintain and enhance the character of existing neighborhoods. Strategies: A) Establish clear and understandable boundaries on the Future Land Use Map of the Land Use Plan between established neighborhoods and non-residential areas. B) Support residential projects within neighborhoods that are compatible with existing density and architectural character by such methods as:     Allowing density based on the average density of the existing neighborhood; Requiring setbacks which are comparable to the balance of the neighborhood; Specifying spacing patterns of buildings from the street view consistent with the balance of the neighborhood; Limiting location of garages and parking to rear yards or side yards. C) Encourage single-family dwellings that have features and characteristics of homes in older, more traditional neighborhoods:    Encourage dwellings oriented towards the public street with a defined frontage; Encourage primary entrances and windows that face a public street; and Encourage parking to the side or rear of dwellings – detached garages in rear yards or attached garages on the sides of dwellings that do not project into front yards. Goals, Objectives & Strategies Page 10 �City of Royal Oak Master Plan 2012 Amendment D) Discourage single-family dwellings that have features and characteristics of more modern and rural subdivisions:     Discourage dwellings oriented away from the public street or without a defined frontage; Discourage primary building entrances that lead to the side of a dwelling or an attached garage; Discourage attached garages that project further into a front yard than the rest of the dwelling; and Discourage blank, windowless façades. E) Ensure that the sizes of any divided lots are compatible with existing neighborhood lots but not less than the minimum city code standard. F) Promote distinct neighborhoods organized around neighborhood parks, schools and shopping. G) Implement overlay zoning techniques to address the areas in proximity to the downtown (see “Implementation”). H) Ensure redevelopment of vacant school sites is consistent with and complimentary to surrounding neighborhoods through overlay zoning techniques, planned unit development, conditional rezoning, special redevelopment design standards, etc. OBJECTIVE 1.2 Enhance the physical appearance and the economic value of existing neighborhoods. Strategies: A) Establish building standards that are style-neutral for new residential development and rehabilitation of existing residences which are compatible with existing conditions (density, setbacks, building spacing, and rear and side garage locations). B) Provide code enforcement of all residential properties. C) Explore the establishment of a neighborhood identification system such as unified street signs, entryway signs, and landscaping. D) Promote neighborhood enhancement programs and strategies such as preservation of mature trees, street tree plantings, neighborhood gardens, and sidewalk improvements. Goals, Objectives & Strategies Page 11 �City of Royal Oak Master Plan 2012 Amendment /"--·' ' fflf~ l1ainf-tiin U1mf"lrtrble~ Compotlble Slngle-Famlly ~sldential Development OBJECTIVE 1.3 Ensure that multiple-family development and redevelopment is compatible with the surrounding neighborhood characteristics. Strategies: A) Encourage multiple-family development and redevelopment that has features and characteristics of surrounding established neighborhoods:      Encourage townhomes, row houses, brownstones, walk-ups, courtyard apartments and duplexes with common side walls and 2 to 8 units per building; Encourage buildings oriented towards the street with terraces, courtyards or stoops. Encourage primary building entrances and windows that face a public street; Encourage parking to the side or rear of buildings with common, shared driveways; and Encourage building setbacks similar to and consistent with single-family dwellings. B) Discourage multiple-family development that has features and characteristics of more modern apartment complexes:      Discourage multiple buildings without common walls dispersed throughout a site with more than 8 units per building; Discourage buildings oriented inward towards each other or the interior of the site and away from the street; Discourage primary building entrances that lead to parking lots or the interior of a site with side or rear facades facing the street; Discourage parking in front of buildings with multiple entrances or driveways for each individual unit; and Discourage significantly greater setbacks than those required for single-family dwellings. Goals, Objectives & Strategies Page 12 �City of Royal Oak Master Plan 2012 Amendment C) Ensure multiple-family developments locate along or near public transit corridors and encourage those that adhere to transit-oriented design principles. D) Adopt regulations for multiple-family dwellings that comply with fair housing laws and do not discourage the provision of affordable housing. E) Limit the height of buildings to no more than two and one-half stories, taking into consideration the height of surrounding established neighborhood buildings. F) Require setbacks that are consistent with neighboring buildings. G) Set reasonable maximum lot coverage. H) Establish style-neutral design standards which respect the existing architectural character of the neighborhoods. I) Limit garage and parking locations to rear and side yards. J) Support strict code enforcement of rental, residential and commercial properties. Compatible Multiple-Family Residential Development Goals, Objectives & Strategies Page 13 �City of Royal Oak Master Plan OBJECTIVE 1.4 2012 Amendment Promote safety and security through the management of traffic volumes and speeds which are detrimental to residential neighborhoods. Strategies: A) Evaluate methods which slow down, discourage, and divert cut-through traffic but maintain continuous access for residents, fire, police and emergency personnel. B) Promote and support walkable streets and livable neighborhoods through appropriate design principles and solutions. C) Evaluate feasibility of closing streets in proximity to areas which promote cut-through traffic (i.e., Woodward Avenue Public Spaces Design Framework Plan). OBJECTIVE 1.5 Promote a “Walkable Community” environment that will facilitate pedestrian and bicyclist use. Strategies: A) Promote and support walkable streets and livable neighborhoods through appropriate design principles and solutions. B) Recognize and promote where possible bicycle routes throughout the city as recommended by the Non-Motorized Transportation Plan, creating a system of signed, shared roadways that connect to similar systems in adjacent cities. C) Encourage transit-oriented design principles where possible while supporting clean, efficient public transit service to new developments and existing neighborhoods. D) Enhance pedestrian and bicycle access from surrounding neighborhoods with cross walks and consistent sidewalk ramps at key locations. E) Provide and maintain continuous sidewalks linking neighborhoods, schools, community facilities, and the downtown. F) Continue to support the city’s maintenance plan for existing and new sidewalks. G) Discourage the use of drive-through traffic and multiple curb cuts that are a detriment to a pedestrian-oriented environment. H) Continue to work with railroads to provide safer crossings. I) Minimize the amount and speed of traffic through neighborhoods by using “traffic calming” devices and other appropriate design principles. Goals, Objectives & Strategies Page 14 �City of Royal Oak Master Plan 2012 Amendment J) Promote neighborhood enhancement programs and strategies such as preservation of mature trees, street and tree plantings, neighborhood gardens and sidewalk improvements. K) Implement the objectives and strategies of the Non-Motorized Transportation Plan throughout the entire city. Goals, Objectives & Strategies Page 15 �City of Royal Oak Master Plan 2012 Amendment Historic Resources GOAL 2: To encourage the preservation of the city’s historic character through the identification and preservation of historically significant neighborhoods and other properties. Rationale: The city has many significant historic structures both in the downtown and in neighborhoods. Preservation efforts such as rehabilitation and adaptive reuse will contribute to the city’s historic character and the community at large. OBJECTIVE 2.1 Recognize and promote the community’s historic resources. Strategies: A) Study the community-wide inventory which identifies historically significant and contributing structures. B) Support educational efforts to publicize historic structures and their importance to the fabric of the community. C) Encourage voluntary participation in a program of identification and formal recognition of restored homes and other structures in acknowledged historical areas. OBJECTIVE 2.2 Encourage the maintenance and rehabilitation of historic structures and neighborhoods. Strategies: A) Investigate potential incentives which will maintain the use of historic structures within neighborhoods as single-family residences. B) Where there are concentrations of historic structures, ensure that new development is compatible with the existing historic character of the area. Encourage an architectural theme which complements existing historic structures. Goals, Objectives & Strategies Page 16 �City of Royal Oak Master Plan 2012 Amendment Downtown GOAL 3: To maintain and improve a healthy and vibrant mixed-use downtown center as a desirable business address that integrates expanded commercial, entertainment, office, residential, retail and service uses. Rationale: The future for downtown Royal Oak will be built upon its exciting combination of the traditional and the unique. A strong sense of its past creates the foundation for change and enhancement. A vital mix of activities, along with a freedom of expression, will continue to give Royal Oak its special flair and appeal as a shopping, entertainment, and living experience. OBJECTIVE 3.1 Enhance the physical appearance of the downtown. Strategies: A) Maintain the traditional development pattern of the downtown, ensuring new projects are compact and pedestrian-scaled, with buildings that front directly onto the street. B) Encourage sustainable projects that contribute to “placemaking” — the creation of a unique downtown that is compact, mixed-use, pedestrian-scaled, and transit-oriented with a strong civic character and lasting economic value. C) Develop building standards that are style-neutral and provide assistance to enhance our vibrant urban environment with specific consideration for building height, setbacks, signage and streetscape design. D) Require taller buildings of four or more stories to have an adequate setback from the front property line for the fourth story and above to prevent them from overwhelming the public realm, creating unusual noise and wind patterns, and to maintain the downtown’s pedestrianfriendly atmosphere. E) Continue to improve public and private signage and lighting downtown. F) Upgrade parking and parking lots with improved, safe lighting and signage, and incorporate separation by landscaping and decorative screening measures that ensure compatibility with neighboring residential areas where applicable. G) Support strict code enforcement of commercial, residential, and rental properties. Goals, Objectives & Strategies Page 17 �City of Royal Oak Master Plan OBJECTIVE 3.2 2012 Amendment Enhance the mixed-use environment downtown with emphasis on expanded retail, office, entertainment and housing compatible with neighboring residential areas. Strategies: A) Encourage an expanded retail environment in the core of the downtown, including, but not only, mixed-use retail options on ground floors combined with office and residential uses on upper floors, and discourage ground floor office uses on Main Street and Washington Avenue. B) Promote the establishment of boutique and specialty retailers that serve as an attraction while also providing adequate convenience and day-to-day shopping for downtown workers and residents. C) Encourage small to medium development projects within the downtown. D) Encourage the relocation of uses not dependant on a downtown location and allow conversion to uses which are complementary to and compatible with a pedestrian-scaled downtown environment. E) Encourage mixed-use, multiple-level parking structures which provide the opportunity for retail and office ground floors and parking on upper floors. F) Discourage new or expanded surface parking lots which detract from the appearance and pedestrian-oriented environment of the downtown, especially for residential developments. G) Create a central business overlay district which will permit increased building height for projects that include the following:     exemplary architectural and site design features; an appropriate mix of retail, office, and upper-level residential uses; increased off-street parking; and landscaping and/or decorative screening measures that ensure compatibility with neighboring residential areas. OBJECTIVE 3.3 Provide guidelines for treatment of buffers to create a smooth transition between residential areas and non-residential uses. Strategies: A) Provide consistent screening of more intensive uses (i.e., multiple-family, commercial, and office uses) from residential neighborhoods through the use of walls, fences and/or landscaping. Goals, Objectives & Strategies Page 18 �City of Royal Oak Master Plan     2012 Amendment Provide separation as well as an attractive physical barrier between the residential and non-residential uses as necessary to minimize disruptive light, noise, odor, dust, unsightly appearances and intrusive activity relative to the residential environment. Buffers should consist of a landscape area along the residential boundary, with a decorative screen wall along the non-residential side of said buffers. Landscape areas should be planted with trees and shrubs to visually screen nonresidential areas and provide an attractive boundary that encourages continued investment in the adjacent residential property. Buffers and screening should be scaled in accordance with the scale of the non-residential use. B) Establish alternative design treatments of existing alleys typically located between residential and commercial or office uses.   Attempt to create more space for screening of automobile service, parking areas, and storage areas through the use of fences, walls, and/or landscaping. Use alleys as second access to buildings providing parking and pedestrian ways through the use of alley-scape and courtyard amenities such as paving, landscaping, lighting and street furniture. ~ ., I-~IP· -.l·/,.,. '> ~. _, ~ ,;, I I 1 } , .,,f I ~ I ~ :- \,.. , , ., . L , I ,-•' ·y:, ~ ~ Alternative D'eslgn Treatments for Alleys OBJECTIVE 3.4 .. .. . . . . '"=- I ~- ·\ +f, i A~l \ \, ~ / Promote a pedestrian-friendly environment. Strategies: A) Support and encourage design principles and solutions to promote walkable streets throughout the downtown and surrounding neighborhoods. Goals, Objectives & Strategies Page 19 �City of Royal Oak Master Plan 2012 Amendment B) Support and encourage transit-oriented design principles for appropriate new downtown developments. C) Support and encourage clean, efficient public transit service for the downtown, such as light rail and bus rapid transit to local destinations, and high-speed rail to more distant locations along established railroad rights-of-way. D) Increase pedestrian and bike access from surrounding neighborhoods with cross walks and consistent sidewalk ramps at key locations. E) Provide continuous sidewalks linking neighborhoods, schools, community facilities, and the downtown. F) Discourage uses that are a detriment to pedestrian-oriented environment such as drivethroughs, surface parking lots, and uses which require multiple curb cuts. G) Continue to support the city’s maintenance plan for new and existing sidewalks. H) Continue to work with the railroads to provide safer crossings. OBJECTIVE 3.5 Create new and enhance existing public spaces. Strategies: A) Reorganize the Civic Center (City Hall and Library) as a community focal point around an open space or plaza used for outdoor concerts, community events, and informal gatherings. B) Expand Farmers Market to its fullest potential by attracting uses which serve as a destination point and one of the city’s gateways while also improving the linkages between the Farmers Market and downtown. Goals, Objectives & Strategies Page 20 �City of Royal Oak Master Plan 2012 Amendment Commercial Corridors GOAL 4: To improve both the function and visual appearance of the major commercial corridors within Royal Oak while protecting and enhancing neighboring residential areas. Rationale: Varied in terms of use, the appearance of the major commercial corridors leaves a lasting impression on both the casual visitor and the residents. The lack of defined entryways into the community, uncoordinated mix of uses, a multitude of curb cuts, proliferation of signs, predominance of paved surfaces and absence of landscaping all contribute to portions of many corridors that are visually unattractive. OBJECTIVE 4.1 Provide design guidelines for treatment of buffers to create a smooth transition between residential and non-residential uses. Strategies: A) Provide consistent screening of more intensive uses (i.e., multiple-family, commercial, and office uses) from residential neighborhoods through the use of decorative landscaping.     Provide sufficient setback as well as an attractive physical barrier between the residential and non-residential uses as necessary to minimize disruptive light, noise, odor, dust, unsightly appearances and intrusive activity relative to the residential environment. Buffers should consist of a landscape area along the residential boundary, with a decorative wall along the non-residential side of said buffers. Landscape areas should be planted with trees, flowers, grasses and shrubs to visually screen non-residential areas and provide an attractive boundary that encourages continued investment in the adjacent residential property. Buffer dimension should be larger and the screening more intensive when the nature and/or scale of the non-residential use is more intensive than the residential use. B) Establish alternative design treatments of existing alleys typically located between residential and commercial or office uses.   Attempt to create more space for screening of automobile service, parking areas, and storage areas through the use of decorative screening and/or landscape materials. Use alleys as second access to buildings providing parking and pedestrian ways through the use of alley-scape and courtyard amenities such as paving, landscaping, lighting and street furniture. Goals, Objectives & Strategies Page 21 �City of Royal Oak Master Plan 2012 Amendment Use of 811ff'el'f: Walls and Landsca,plng OBJECTIVE 4.2 Improve the visual appearance of the commercial corridors. Strategies: A) Support land use decisions that enhance the economic, aesthetic and functional qualities of each corridor which do not detract from neighboring residential uses, and which are of compatible design, scale and use to the neighboring residential areas. B) Encourage transit-oriented development patterns at appropriate locations along commercial corridors – intersections of major streets with mixed-use development patterns and lots of sufficient size. C) Develop building standards that are style-neutral for new and renovated buildings with specific consideration for building height, setbacks, signage and streetscape design. D) Develop stronger buffer standards between the right-of-way and parking areas through the use of decorative screening and landscaping materials. E) Reduce the number of curb cuts along the corridors. F) Encourage consolidated parking at side or rear of buildings, while ensuring continuous screening between commercial and adjacent residential areas. G) Develop streetscape amenities unique to each corridor with the use of consistent paving, furniture, landscaping, lighting and signage. H) Continue the façade / building line north and south of the downtown along Main Street, with buildings that are appropriately located and oriented to the street, to better integrate with the downtown and to create an entryway into the city. Goals, Objectives & Strategies Page 22 �City of Royal Oak Master Plan 2012 Amendment I) Continue efforts to improve signage along commercial corridors and to reduce the number of nonconforming signs. OBJECTIVE 4.3 Provide linkages between through enhanced corridors. various community elements Strategies: A) Identify and enhance entryways and gateways into the city through the use of landscaping and identification signs such as Main Street / I-696, Woodward Avenue / Eleven Mile Road, Woodward Avenue / Twelve Mile Road, and Eleven Mile Road / I-75. B) Encourage the use of corridors as linkages such as Eleven Mile Road linking Woodward Avenue to civic areas downtown, and Main Street linking I-696 and downtown. C) Support and encourage clean, efficient public transit service along commercial corridors, such as light rail and bus rapid transit to local destinations, and high-speed rail to more distant locations along established railroad rights-of-way. Goals, Objectives & Strategies Page 23 �City of Royal Oak Master Plan 2012 Amendment Woodward Corridor GOAL 5: To recognize the economic, social, and cultural importance of the Woodward Corridor and pursue the improvements needed to enhance and maintain its vitality. Rationale: The economic health and physical improvement of the Woodward Corridor are vital not only to the City of Royal Oak but the entire area traversed by Woodward Avenue. While some improvements have occurred to individual properties, comprehensive strategies, such as the ones embodied in the Woodward Avenue Public Spaces Design Framework Plan, need to be actively pursued. OBJECTIVE 5.1 Provide design guidelines for treatment of buffers to create a smooth transition between residential and non-residential uses. Strategies: A) Provide consistent screening of more intensive uses (i.e., multiple-family, commercial, and office uses) from residential neighborhoods through the use of decorative landscape materials.     Provide setback as well as an attractive physical barrier between the residential and nonresidential uses as necessary to minimize disruptive light, noise, odor, dust, unsightly appearances and intrusive activity relative to the residential environment. Buffers should consist of a landscape area along the residential boundary, with a decorative screen wall along the non-residential side of said buffers. Landscape areas should be planted with trees and shrubs to visually screen nonresidential areas and provide an attractive boundary that encourages continued investment in the adjacent residential property. Buffers and screening should be scaled in accordance with the scale of the non-residential use. B) Establish alternative design treatments of existing alleys typically located between residential and commercial or office uses.  Attempt to create more space for screening of automobile service, parking areas, and storage areas through the use of fences, walls and/or landscaping. Goals, Objectives & Strategies Page 24 �City of Royal Oak Master Plan  2012 Amendment Use alleys as second access to buildings providing parking and pedestrian ways through the use of alley-scape and courtyard amenities such as paving, landscaping, lighting and street furniture. OBJECTIVE 5.2 Improve and maintain the overall appearance of buildings and streetscapes. Strategies: A) Develop building standards that are style-neutral for new and renovated buildings with specific consideration for building height, setbacks, signage and streetscape design. B) Utilize streetscape elements such as lighting, landscaping, furniture and signage to help visually unify areas and improve the pedestrian environment along with corridor. C) Improve the appearance of strip buildings that have multiple tenants by unifying the individual storefronts through similar use of material, color, signage, lighting, etc., and encourage proper maintenance of said corridor properties. D) Develop treatments for rear building elevation that improve the appearance of entrance and service areas. E) Preserve, establish, and re-establish street trees and related landscape components in the corridor. OBJECTIVE 5.3 Provide sufficient, accessible, conditions for businesses. and attractive parking Strategies: A) Investigate methods of reorganizing existing parking areas to increase their efficiency and improve their appearance. B) Screen adjacent residential neighborhoods from parking areas located behind businesses. C) Investigate opportunities to increase parking through the removal of existing nonconforming, underutilized, or blighted commercial buildings. D) Consider the purchase of homes adjacent to the corridor for the provision of off-street parking where appropriate. E) Encourage street and right-of-way reconstruction projects that eliminate on-street parking where it does not meet minimum design and safety standards and provide for safe on-street parking where possible throughout the Woodward Corridor. Goals, Objectives & Strategies Page 25 �City of Royal Oak Master Plan OBJECTIVE 5.4 2012 Amendment Create a corridor that is distinctive, visually rich, and well organized. Strategies: A) Develop a significant, unique, overriding design concept that reflects the importance of Woodward to the community, county, and state. B) Identify historic places, buildings, structures, locations and events to Woodward and highlight them as features for the corridor. C) Identify opportunities for “corridor-scaled” public art / elements and public spaces at key locations along the corridor. D) Identify individual communities and districts through the use of “gateways” and “landmarks.” E) Maintain and enhance existing open space and investigate opportunities for additional open space on or adjacent to the corridor. OBJECTIVE 5.5 Improve safety and control of traffic speed and congestion. Strategies: A) Support and encourage design principles and solutions to control and reduce speeds where appropriate while providing for efficient traffic flow. B) Consolidate and reduce the number of ingress and egress points along Woodward while maintaining sufficient access to business parking. C) Reduce conflict points between pedestrian and vehicular circulation. D) Investigate signalization and traffic engineering methods such as IVHS (Intelligent Vehicle Highway Systems) that can improve safety and reduce traffic congestion. OBJECTIVE 5.6 Encourage multi-modal use of the corridor. Strategies: A) Encourage the renovation of Woodward Avenue so it accommodates ALL users, including pedestrians, bicycles, transit, freight and motor vehicles. Goals, Objectives & Strategies Page 26 �City of Royal Oak Master Plan 2012 Amendment B) Support and encourage design principles and solutions to support and promote walkability throughout the Woodward Corridor. C) Facilitate pedestrian movement between the east and west sides of Woodward through development and redevelopment of the corridor. D) Incorporate a bicycle route network along or in areas adjacent to the corridor, with connections to existing community bike route systems. E) Develop a network of existing and future parks and recreation facilities for the corridor and surrounding area. F) Support and encourage clean, efficient public transit systems that support redevelopment of the corridor, such as light rail and bus rapid transit. OBJECTIVE 5.7 Maintain a healthy and vibrant retail and institutional mix that allows Woodward to be a sought after business address and phase out over time uses or buildings that have a negative impact on the corridor. Strategies: A) Encourage transit-oriented development patterns where possible along the Woodward Corridor – intersections of major arterials with mixed-use development patterns and lots of sufficient size. D) Enhance pedestrian and bicycle access to businesses with dedicated access points and from surrounding neighborhoods with cross walks and consistent sidewalk ramps at key locations. B) Promote uses and activities that maintain or increase the commercial tax base. C) Identify negative or inappropriate uses along the corridor. D) Identify buildings or sites with outmoded site characteristics and recommend creative redevelopment concepts for underutilized properties along the corridor. E) Develop recommendations for the reuse of such parcels. F) Investigate financing options for the redevelopment of such sites. Goals, Objectives & Strategies Page 27 �City of Royal Oak Master Plan 2012 Amendment Transportation and Circulation GOAL 6: To provide an integrated and accessible transportation system comprised of a balanced range of travel options to facilitate the safe, convenient, reliable and smooth flow of motorized and non-motorized vehicles and pedestrians. Rationale: An efficient and safe transportation system is vital to the quality of life in the City of Royal Oak for both residents and businesses. OBJECTIVE 6.1 Ensure that the roadway system respects the context of adjacent neighborhoods, accommodates all users, and is safe, efficient and adequate to meet the needs of city residents and businesses. Strategies: A) Support, design, and build streets that accommodate appropriate users, including pedestrians, bicycles, transit, freight and motor vehicles. B) Support, design, and build streets that respect and complement adjacent development patterns, densities, and land uses, making all modes of travel efficient and enjoyable. C) Change the design of a street as it passes through areas where there is a change in development patterns, context, and character or where such a change is desired and appropriate. D) Achieve regional transportation capacity through appropriate methods and multiple travel modes, such as network connectivity and properly-sized thoroughfares, instead of simply widening lanes or adding more lanes. E) Establish a priority system of street improvements which improve traffic flow and safety, relieve congestion, and are coordinated with commercial corridor improvements. F) Promote safety improvements at problematic intersections. G) Limit the number of egress / ingress access and service drives and encourage shared drives along major corridors. Goals, Objectives & Strategies Page 28 �City of Royal Oak Master Plan OBJECTIVE 6.2 2012 Amendment Promote a “Walkable Community” environment that will facilitate pedestrian and bicyclist use. Strategies: A) Support, design, and build streets that accommodate appropriate users, including pedestrians, bicycles, transit, freight and motor vehicles. B) Support and encourage design principles and solutions to support and promote walkable streets and livable neighborhoods. C) Encourage transit-oriented design principles where possible while supporting clean, efficient public transit service to new developments and existing neighborhoods. D) Enhance pedestrian and bicycle access from surrounding neighborhoods with cross walks and consistent sidewalk ramps at key locations. E) Provide and maintain continuous sidewalks linking neighborhoods, schools, community facilities, and the downtown. F) Continue to work with railroads to provide safer crossings. G) Continue to support the city’s maintenance plan for existing and new sidewalks. H) Discourage the use of drive-through traffic and multiple curb cuts that are a detriment to a pedestrian-oriented environment. I) Minimize the amount and speed of traffic through neighborhoods by using “traffic calming” devices. J) Promote neighborhood enhancement programs and strategies such as preservation of mature trees, street and tree plantings, neighborhood gardens and sidewalk improvements. OBJECTIVE 6.3 Promote non-motorized transportation and use of public transit. Strategies: A) Support, design, and build streets that accommodate appropriate users, including pedestrians, bicycles, transit, freight and motor vehicles. B) Support and encourage design principles and solutions to support and promote walkable streets and livable neighborhoods. Goals, Objectives & Strategies Page 29 �City of Royal Oak Master Plan 2012 Amendment C) Encourage pedestrian orientation and provide safe pedestrian linkages through sidewalks between neighborhoods, parks, schools and commercial areas. D) Increase opportunities for biking within the city by developing a bicycle master plan with designated bike routes and appropriate connections. E) Recognize and promote bicycle routes throughout the city, creating a system of signed, shared roadways that connect to similar systems in adjacent cities. F) Encourage transit-oriented development patterns within mixed-use areas with adequate lot sizes and along existing and planned transit corridors. G) Support and encourage clean, efficient public transit service throughout the city, such as light rail and bus rapid transit to local destinations, and high-speed rail to more distant locations along established railroad rights-of-way. H) Implement the objectives and strategies of the Non-Motorized Transportation Plan throughout the entire city. Goals, Objectives & Strategies Page 30 �City of Royal Oak Master Plan 2012 Amendment Parks & Recreational Resources GOAL 7: To provide recreational land in the form of community parks, neighborhood parks, miniparks and recreational facilities which are convenient, accessible, and meet the needs of Royal Oak residents. Rationale: The desirability of Royal Oak as a residential community is enhanced by its excellent parks and recreational facilities. Parks and recreational services contribute to the economic and social well being of the community. Increased demands will be placed on parks and recreational services as population and resident expectations increase. OBJECTIVE 7.1 Provide recreation land in the form of community parks, neighborhood parks, and mini-parks which are convenient and accessible to all residents. Strategies: A) Provide balanced geographical distribution of parks. B) Provide neighborhood parks or mini-park facilities wherever available in deficient areas. C) Encourage new development and existing projects, where applicable, to reserve park and open space. OBJECTIVE 7.2 Provide fields and facilities that meet the community-wide recreation needs of Royal Oak residents. Strategies: A) Provide high-quality recreation fields and facilities for organized team play at community parks. B) Organize a steering committee to investigate the feasibility of developing an outdoor, cityowned swimming facility with a range of amenities including outdoor shallow depth areas, zero-depth play facilities, and ancillary facilities. C) Expand promotion of current swimming programs held at school facilities. Coordinate with school district to consider expansion of swimming programs. Goals, Objectives & Strategies Page 31 �City of Royal Oak Master Plan OBJECTIVE 7.3 2012 Amendment Provide, promote, and encourage the establishment and maintenance of non-motorized trails. Strategies: A) Create a multiple-purpose pathway system in several parks throughout the city that can be used for walking, jogging, in-line skating, skateboarding, etc., and other pedestrian activities. B) Recognize and promote bicycle routes throughout the city, creating a system of signed, shared roadways that connect to similar systems in adjacent cities. C) Implement the objectives and strategies of the Non-Motorized Transportation Plan throughout the entire city. OBJECTIVE 7.4 Eliminate existing barriers to recreation facilities and programs by creating barrier-free facilities and adopting a policy of “inclusive recreation.” Strategies: A) Provide recreation and leisure opportunities to all residents. B) Ensure that each play setting and activity area is accessible, that accessible play components are placed wherever possible, and that similar play opportunities are provided to citizens with disabilities. C) Improve accessible routes of travel, connecting parking areas and drop-off points, and provide safe access to activity areas and accessible activities. D) Provide a means of getting on and off the equipment for children with a range of mobility impairments. E) Ensure that landscape areas, gardens, picnic areas, parking areas, park facilities, and significant natural features are accessible. F) Encourage consultation between operator, manufacturer or designer, and people with and without disabilities who reside in the community. Goals, Objectives & Strategies Page 32 �City of Royal Oak Master Plan OBJECTIVE 7.5 2012 Amendment Increase parking capacity of parks. Strategies: A) Review current parks for parking deficiencies and establish a plan of long-term goals to rectify these deficiencies. Goals, Objectives & Strategies Page 33 �City of Royal Oak Master Plan 2012 Amendment Community Resources & Facilities GOAL 8: To provide community facilities and services which contribute to the overall improvement of the community and goals of the Master Plan and meet the needs of the Royal Oak community. Rationale: Providing basic facilities and services is an essential role of local government. However, well planned and strategically located community facilities can contribute to the advancement of other community goals. As with other public services, demand for improved community facilities will increase as community expectations increase. OBJECTIVE 8.1 Provide Master Plan goals for consideration in the planning, programming, construction, and maintenance of community facilities. Strategies: A) Incorporate evaluation of Master Plan goals, objectives, and strategies in the preparation of a future city Capital Improvement Program as required per state law, providing for long-term capital expenses that require substantial investment (public buildings, infrastructure, equipment, etc.) B) Encourage dialog regarding planning with other governmental units and neighboring cities. C) Develop a separate overlay district or “special redevelopment” zone for former school sites and larger, vacant commercial sites, as well as public and institutional uses outside of the downtown, including parks, schools, cemeteries, utilities, etc. OBJECTIVE 8.2 Develop new or improve upon existing community facilities that contribute to the community visions embodied in the Master Plan. Strategies: A) Continue developing the downtown civic plaza as a focal point for public services and gatherings. B) Maintain and improve the Farmers Market. Goals, Objectives & Strategies Page 34 �City of Royal Oak Master Plan OBJECTIVE 8.3 2012 Amendment Increase awareness of Royal Oak’s rich cultural and artistic heritage; celebrate and expand cultural expressions; and encourage cultural institutions to develop and grow. Strategies: A) Promote Royal Oak’s arts and cultural institutions and programs. B) Promote Royal Oak’s arts, architecture, and cultural assets to advance Royal Oak as a community and tourist destination. OBJECTIVE 8.4 Encourage understanding and support for the unique needs of our aging population and the value they provide to our entire community. Strategies: A) Support the voluntary choice of older residents who wish to remain in their homes, making it easier and more inviting to “age in place.” B) Encourage projects that address the services and housing needs of our aging population. C) Encourage design standards that accommodate the special needs of these residents. D) Encourage consideration of the needs of our aging population in making decisions regarding Royal Oak’s civic, cultural, and recreational services. E) Support the review of current housing options for our aging population. Goals, Objectives & Strategies Page 35 ��City of Royal Oak Master Plan 2012 Amendment Land Use Plan The Land Use Plan and Future Land Use Map presented on the following pages illustrate the proposed physical arrangements of land use for the City of Royal Oak. The Land Use Plan serves to translate community goals into a narrative and graphic illustration. It is based largely upon the existing land use, current zoning and planning analysis, and the desires of the residents of the City of Royal Oak as expressed in the visioning workshops which were conducted to solicit public input. The plan is prepared to serve as a policy for the city regarding current issues, land use decisions, investments in public improvements and future zoning decisions. The plan is intended to be a working document which will provide for the orderly development of the city, assist the community in its effort to maintain and enhance a pleasant living environment, while fostering economic development and redevelopment where needed. The land use plan is based upon comments and opinions gathered during the planning process including numerous meetings with the Steering Committee and city staff, and the public input obtained from the visioning workshops. To this extent, it reflects general policy toward development and redevelopment within the city. The land use plan is based on equal consideration of a number of factors. These factors include:       Citizen opinion and input Existing land use Existing zoning Existing plans Population projections and characteristics Community facilities and parks       Economic outlooks Socio-economic considerations Traffic and circulation Utilities Compatible uses Community goals, objectives, and strategies The proposed land use categories were developed in an effort to create a long term plan for the development and redevelopment of the City of Royal Oak. These classifications and their general location are described in more detail below. Residential Low Density Single-Family Residential Low Density Single-Family Residential provides for single-family detached dwellings on individual lots requiring a minimum of 13,000 square feet of lot area provided for each dwelling. This designation is intended to provide an environment of lower-density, single-family detached dwellings, along with other related facilities such as parks and schools. There are only a few areas of low density single-family residential in the city including the south side of Fourteen Mile Road east of Rochester Road, the Lakeside Drive neighborhood between Main Street and Rochester Road, the Vinsetta Park neighborhood south of Twelve Mile Road between Woodward Avenue and the railroad, and north of Thirteen Mile Road between Main Street and Quickstad Park. Land Use Plan Page 37 �City of Royal Oak Master Plan 2012 Amendment Medium Density Single-Family Residential Medium Density Single-Family Residential provides for single-family detached dwellings requiring a minimum of 5,000 square feet of lot area provided for each dwelling. This designation is intended to provide an environment of medium-density, single-family detached dwellings, along with other related facilities such as parks and schools. Aside from the neighborhoods identified above as Low Density Single-Family Residential, the remaining singlefamily detached neighborhoods in Royal Oak are comprised of medium-density, single-family residential housing. These existing medium-density, single-family residential neighborhoods include but are not limited to neighborhoods and subdivision plats know as Arlington Park, Beverly Hills, the northern portion of Vinsetta Park, Forest Heights, Kensignton-Highland, Lawson Park, Marks Park, Maudlin Park, Maxwell Park, Memorial Park, North Shrine area, Connecticut Street area, Oak Run, Oakview, Quickstad Park, Southpointe, Starr Park, Sullivan Park, and Wendland Park. Attached / Detached Single-Family Residential Attached / Detached Single-Family Residential provides for single-family attached and detached dwellings requiring a minimum of 4,000 to 5,000 square feet of site area provided for each dwelling. This category is intended to provide a transitional residential designation between single-family residential as described above and more intense land uses such as office, commercial, or multiple-family residential, and to allow a mix of housing types, including both attached and detached residential developments such as townhomes and row houses. There are existing areas in the city developed at this density including the duplexes between Webster Road and Glenwood Road east of the railroad, on the west side of Campbell Road, on the east side of Rochester Road, and on both sides of Fourth Street. This designation can accommodate a wide variety of single-family developments. Multiple-Family Residential Multiple-Family Residential is intended to provide for multiple-family dwelling units requiring a minimum of 2,400 to 4,800 square feet of site area provided for each dwelling depending on the number of bedrooms in each dwelling units. This designation is intended to allow a higher density residential environment such as apartments, condominiums, and townhouses. High-density residential can generate significant amounts of traffic and therefore should be directly adjacent to a major thoroughfare with adequate public transit service. There are many areas of existing multiple-family residential uses throughout the city, the largest being the Coventry Parkhomes Condominiums development in the northern portion of the city, and the developments along I-696 along the southern border of Land Use Plan Page 38 �City of Royal Oak Master Plan 2012 Amendment the city including the Main Street Square and Maryland Club developments. Small pockets of other multiple-family uses exist throughout the city. Multiple-family developments should exhibit the same design features and characteristics as the established single-family neighborhoods to which they are adjacent. Compatible types would include brownstones, walk-ups, and courtyard apartments, usually with 4 to 12 units per building. More modern style apartment complexes with their exurban traits are to be discouraged. Both single- and two-family residential uses are permitted in the district. High-density residential serves as a transition between non-residential districts and lower density residential uses and should be developed at a density no greater than 9 to 18 units an acre or 2,400 to 4,800 square feet of lot area per unit. No new areas of Multiple-Family Residential have been designated in the city. Mixed Use Two categories of mixed use are provided, each with a different emphasis. The mixed use designations are intended to provide for a dynamic environment of compatible uses for areas of the city with the following characteristics:       Mixed land uses in close proximity to one another. Relatively compact developments, both residential and commercial. Entrances that front directly onto the street without parking between buildings and the street. Building, landscape, and thoroughfare design that is at a pedestrian-scale. A highly-connected circulation network created by relatively small blocks. Streets and public spaces that contribute to “placemaking” — the creation of unique neighborhood centers that are compact, mixed-use, pedestrian-scaled, and transit-oriented with lasting economic value. This designation will provide for a transition between more intensely developed commercial areas and residential areas and/or between busy thoroughfares and residential areas. Mixed Residential / Office / Public / Institutional Mixed Residential / Office / Public / Institutional is intended to provide for a mixture of residential, public / institutional uses, professional offices, general offices, and business and personal service uses, but would not include retail commercial uses. Such uses may be located in combination with one another within a single building. Upper floor residential uses would be encouraged. This land use designation is designed to maintain and promote the flexible redevelopment of certain areas of the city with a mixture of residential, public / institutional, and office uses. Areas of mixed residential / office uses are proposed for the south of downtown on the east side of the railroad, the northwest corner of Sherman Drive and West Street, the southeast corner of Land Use Plan Page 39 �City of Royal Oak Master Plan 2012 Amendment Crooks Road and Normandy Road, and the southeast corner of Campbell Road and Lincoln Avenue. Office uses would be those compatible with residential uses. It is proposed that the city consider a new mixed residential / office zoning district which would allow single-family and attached / detached residential housing as permitted uses, while multiple-family residential, schools, churches, day care and office uses would be allowed as special land uses. This mixed-use residential classification may also provide locations for smaller-scale senior housing developments that are compatible with adjacent neighborhoods. The intensity of the residential and office uses allowed would depend upon site characteristics. Upper floor residential uses would be encouraged. Mixed Residential / Office / Commercial Mixed Residential / Office / Commercial is intended to provide for a mixture of residential, office, and lower-intensity commercial uses. This designation allows for any combination of residential, office, or local commercial use. Upper floor residential uses above retail or office uses would be encouraged. This land use designation is also designed to maintain and promote the flexible redevelopment or certain areas of the city. The emphasis of this designation is a combination of residential, office, and local commercial uses. Mixed residential / office / commercial use areas are proposed for areas adjacent to the Central Business District, such as south of the downtown along Main Street including the gateway development area along I-696, the area between Main Street and the railroad south of Lincoln Avenue, the area surrounding Oakland Community College south of Lincoln Avenue, and the Fourth Street area from Knowles Street to Alexander Avenue. Additional areas of the mixed residential / office / commercial designation are located along commercial corridors such as portions of Woodward Avenue south of Lincoln Avenue, the west side of North Main Street south of Twelve Mile Road, both sides of North Main Street between University Avenue and Catalpa Drive, the intersections of Twelve Mile Road, Thirteen Mile Road, and Fourteen Mile Road with Crooks Road, areas along Eleven Mile Road, and areas along Rochester Road near Thirteen Mile Road. It is proposed that the city consider a new mixed-use residential / office / commercial zoning district which would allow residential uses as permitted uses, while office, schools, churches, day care, and local commercial uses would be allowed as special land uses based upon site specific conditions. This mixed-use residential classification may also provide locations for senior housing developments such as independent living, assisted living, and congregate care. Upper-floor residential uses in combination with non-residential uses would be encouraged. Consideration should also be given to reducing the required amounts of off-street parking in mixed-use areas to encourage redevelopment of these sites. The whole concept of mixed-use zoning is aimed at providing access to many different uses without the need for multiple automobile trips, thus reducing the need for each individual use to supply its own off-street Land Use Plan Page 40 �City of Royal Oak Master Plan 2012 Amendment parking. Many of these sites are also too small to accommodate the full amount of parking that may be required, especially along the south side of Fourth Street between Troy Street and Alexander Avenue, both sides of Main Street between Eleven Mile Road and Catalpa Drive, and Washington Avenue and Main Street south of Lincoln Avenue. Commercial & Industrial General Commercial General Commercial is intended to provide suitable locations for general retail and service establishments. These types of commercial uses are generally developed along major roads. Uses typically found include larger supermarkets, discount stores, department stores, appliance and furniture stores, and specialty shops. These types of land uses rely on a market area much larger than that of the local commercial areas and can provide either convenience and/or comparison goods. General Commercial may take the form of either a shopping center or groups of buildings sharing common access, architectural style and, design elements. The General Commercial designation also includes special retail and service uses, such as garden sales, building supplies, and automobile dealerships. General Commercial land uses are restricted to primarily the Woodward Avenue corridor, with additional areas in the northwest portion of the city north of Meijer Drive, and along the west side of Coolidge Highway north of Fourteen Mile Road, the northeast corner of Thirteen Mile Road and Rochester Road, the north side of Twelve Mile Road at Main Street and Rochester Road, and select areas along Stephenson Highway and Campbell Road. The area north of downtown along Main Street and Eleven Mile Road was initially designated as General Commercial in 1999. This area included properties on the north side of Eleven Mile Road between Washington Avenue and Troy Street, the northwest corner of Main Street and Eleven Mile Road, and the east side of Main Street between Pingree Boulevard and Eleven Mile Road. Many of these sites have since been redeveloped in a pattern consistent with the rest of the downtown, while others have become vacant. These sites have therefore been changed to a combination of General Commercial and Mixed Use – Residential / Office / Commercial. Central Business District Central Business District is exclusive to the downtown of the City of Royal Oak. This designation is intended to promote the center of the city as a special business area functioning as the commercial center of the city and offering a range of convenient commercial, specialty shops, personal services, housing, restaurants, business, governmental, office, and banking uses. The Central Business District is exclusive to the commercial center or downtown of the City of Royal Oak which exhibits the following characteristics:  Mixed land uses in close proximity to one another. Land Use Plan Page 41 �City of Royal Oak Master Plan      2012 Amendment Compact development for all land uses. Building entrances that front directly onto the street without parking between buildings and the street. Building, landscape, and thoroughfare design that is at a pedestrian-scale. A highly-connected circulation network created by relatively small blocks. Streets, sidewalks, and other public spaces that contribute to “placemaking” — the creation of a unique town center that is compact, mixed-use, pedestrian-scaled, and transit-oriented with a strong civic character and lasting economic value. The Central Business District is the area between West Street, Eleven Mile Road, Troy Street, and Lincoln Avenue with an additional area extending east to Knowles Street on both sides of Fourth Street. The CBD designation is designed to provide for pedestrian-accessible mixed uses consisting of a variety of retail, banking, office, residential, civic, and service uses in the downtown area. It should provide for the comparison shopping, entertainment, convenience, cultural, and service needs for the entire City of Royal Oak area. This district includes and promotes uses which would provide convenient pedestrian shopping along a continuous retail frontage. Automotive related services and other uses which tend to interfere with the continuity of retail frontage and hinder pedestrian circulation are discouraged. An area that may need to be added to the Central Business District is the south side of Fourth Street between Troy Street and Kayser Street. These lots were designated as Mixed Use – Residential / Office / Commercial in 1999, while the north side was designated as Central Business District. Both sides have little to no off-street parking. But while the north side has seen significant redevelopment since 1999 and is vibrant and thriving, the south side has remained stagnant with several vacant buildings. Few proposals to occupy these vacant buildings have been submitted since then. To encourage redevelopment on the south side it should be redesignated as Central Business District. Lower building heights may be necessary along Fourth Street than the rest of the downtown, however, due to the close proximity of single-family dwellings to the north and south. Several tall buildings were built in the downtown since adoption of the Master Plan, some with 10 stories or more. The first of these towers were built with the front façade of the lower floors placed immediately next to the sidewalk, while the upper floors were setback about 10 feet. The more recent ones were built with the entire front façade of the building flush with the sidewalk all the way to the top of the building. It has been observed that these buildings seem to overwhelm the comfortable human scale of the downtown’s sidewalks and detract from its pedestrian-friendly environment. They also have a tendency to more readily deflect noise into surrounding neighborhoods and create unusual wind currents. For these reasons the Zoning Ordinance should require the front façade of taller buildings in the Central Business District to maintain an adequate setback from the sidewalk above the 4th or 5th story. Levels below these stories should maintain the build-to line at the sidewalk to preserve the downtown’s defined street frontage. Land Use Plan Page 42 �City of Royal Oak Master Plan 2012 Amendment Industrial Industrial uses are considered warehousing, research, designing and manufacturing. Such uses are intended to be enclosed within a building and external effects are not to be experienced beyond their property boundaries. Outdoor storage is intended to be minimal. Such areas should be located on roads capable of adequately accommodating necessary truck traffic, and should be isolated from residential areas. The Industrial designation is designed to primarily accommodate warehousing, research, laboratory, and light manufacturing whose external and physical effects are restricted to the immediate area having only a minimal effect on surrounding districts. Outdoor storage is intended to be minimal. This category is also designed to provide, by special land use approval, locations for general industrial activities such as those which involve the use of heavy machinery, extensive amounts of contiguous land, service by railroad lines or major thoroughfares, processing of chemicals or raw materials, assembly, generation of industrial waste, noise, odor, or traffic problems or similar characteristics. These uses would require service by large trucks. All industrial uses should be adequately screened from adjacent residential uses. It is recommended that the Industrial designation be confined to smaller lots with utilitarian buildings that could be readily occupied by numerous small-scale manufacturers and research facilities. Such properties are extremely flexible and can be easily redeveloped over time when they become vacant. Larger lots with buildings dedicated to a single use may become obsolete in today’s economic climate since they are extremely difficult to redevelop once they become vacant, and subsequently become blighted. The city may need to consider dedicating these sites to other use groups such as General Commercial that have more feasible redevelopment solutions should these site become vacant in the future. The areas planned for Industrial include the areas between Coolidge Highway and Delemere Boulevard south of Fourteen Mile Road, the areas south of Bellaire Avenue east of Campbell Road, the area between Twelve Mile Road and Bellaire Avenue, and the area between Leafdale Boulevard and Coolidge Highway north of Fourteen Mile Road. The area between the railroad and Morse Avenue south of Harrison Avenue was designated as Mixed Use – Residential / Office / Institutional in 1999. Since then the area has continued to be used and redeveloped for industrial and manufacturing uses that were in existence prior to 1999. Theses sites have not redeveloped into other mixed uses as planned. These sites have therefore been re-designated as Industrial. Parks & Open Space Parks and Open Space is intended to provide public and private parks, recreation, and open space systems. This classification includes existing parks as specified in the city’s current Parks and Recreation Master Plan located throughout the city, as well as the city’s cemetery. Consideration should be Land Use Plan Page 43 �City of Royal Oak Master Plan 2012 Amendment given to creating a separate overlay district or “special redevelopment” zone that would include parks and recreational facilities along with public and institutional uses but exclude residential or commercial development. Public / Institutional Areas designated as Public / Institutional land uses are intended to accommodate such activities as governmental and public buildings, schools, and churches. This designation includes government service buildings such as City Hall, the Farmer’s Market, library, etc. It also includes elementary, middle, and high schools, Oakland Community College, and Beaumont Hospital. Consideration should be given to creating a separate overlay district or “special redevelopment” zone that would include these uses that are outside of the downtown along with parks and open space. Land Use Plan Page 44 �City of Royal Oak Master Plan Land Use Plan .+.' ..........,......... _ ___ •..,. _ ••_ - t •••,...... ..... -----·-········ Future Land Use Map - North Half ! Single Family Residential - Low Density ::===::::I Single Family Residential - Medium Density ::===::::! Single Family Residential - Attached - Detached Page 45 02/24/2012 Multiple Family Residential ,J I) Mixed Use - Residential / Office / Commercial Not To Scale Mixed Use - Residential / Office / Institutional •••• ! General Commercial Central Busi ness District Industrial ._IIIIIII Public / Institutiona l Parks and Open Space 2012 Amendment City of Royal Oak Oakland County, Michigan • �• • • • • • • • • • • • • ■ • • • • ■ • • ■ ■ ■ • City of Royal Oak Master Plan Land Use Plan ••••• ••••••••••••••••••••••• ••• •••••• \IATCIILll\1- ! ·~ ~fi'n \ \ \ ..., "'~=:::.;;:;; · E!!EES,;;, ""' ~ -~ ____.. Future Land Use Map - South Hal1 Page 46 Multiple Family Residential 02/2412012 ,.,\ 'i' ~ N ! Single Family Residential - Low Density :::::==:::::! Single Family Residential - Medium Density :::::==:::::! Single Family Residential - Attached - Detached Mixed Use - Residential / Office / Commercial Not To Scale Mixed Use - Residential/ Office/ Institutional ! General Commercial Central Business District Industrial Ill■■' ._ Public / Institutional Parks and Open Space 2012 Amendment City of Royal Oak Oakland County, Michigan �City of Royal Oak Master Plan 2012 Amendment Implementation The Master Plan is a statement of goals and strategies designed to plan for preservation, growth, and redevelopment. The plan forms the policy basis for the more technical and specific implementation measures that will follow after adoption of the plan. The plan will have little effect upon future planning unless adequate implementation programs are established. This section identifies actions and programs which will be useful if the Master Plan is to be followed. Zoning Requirements Zoning is the development control that is most closely associated with implementation of the Master Plan. Originally zoning was intended to inhibit nuisances and protect property values. However, zoning should also serve additional purposes which include:  To promote orderly growth, preservation, and redevelopment in a manner consistent with land use policies and the Master Plan.  To promote attractiveness in the city’s physical environment.  To accommodate special, complex, or unique situations through such mechanisms as planned unit developments, overlay districts, or special use permits.  To promote the proper relationship between potentially conflicting land uses (i.e. industrial uses adjacent to residential areas).  To preserve and protect existing land uses, where appropriate.  To promote the positive redevelopment of underutilized areas of the city. The Zoning Ordinance and official Zoning Map, in themselves, should not be considered as the major land range planning policy of the city. Rather, the Master Plan must be regarded as a statement of planning policy and zoning should be used to assist in implementing that policy. Zoning Plan & Zoning Map Adjustments As required under Section 33 (2)(d) of Michigan’s Planning Enabling Act, this Master Plan must include a “Zoning Plan” for the Zoning Ordinance’s various districts that also includes an explanation of how the land use categories on the Future Land Use Map relate to the districts on the Zoning Map. The intent of this Master Plan is to have the zoning districts of the Zoning Ordinance and their boundaries on the city’s Zoning Map evolve over time to more closely resemble the Future Land Use Map and its land use categories, regardless of how they may be zoned today. This long-term evolution is the essence of the city’s Zoning Plan. Implementation Page 47 �City of Royal Oak Master Plan 2012 Amendment The following is a comparison of the land use categories contained in this Master Plan and its Future Land Use Map, and what zoning districts of the Zoning Ordinance and Zoning Map they most closely relate to: Future Land Use Categories Single Family Residential – Low-Density Single Family Residential – Medium Density Single Family Residential – Attached / Detached Multiple Family Residential Mixed Use – Residential / Office / Institutional Mixed Use – Residential / Office / Commercial General Commercial Central Business District Industrial Public / Institutional Parks & Open Space               Zoning Districts One Family Residential – Large Lot One Family Residential Two Family Residential Multiple Family Residential Multiple Family Residential Mixed Use 1 Mixed Use 2 Office Service Neighborhood Business 1 & 2 General Business Central Business District General Industrial Special Redevelopment Special Redevelopment Certain areas of the city have been designated for a land use classification in the Master Plan which may conflict with either exiting zoning or existing land uses. The Master Plan recommendations will provide guidance as to the proper zoning of these properties in the future. The Planning Commission and City Commission will further study and make decisions in regards to which areas warrant city-initiated rezoning. There is currently no zone that directly relates to the Public / Institutional or Parks & Open Space land use designations. Most of these properties are zoned for single-family residential uses and can be divided into separate lots for detached dwellings with no further review from the city, provided the originally platted parcel boundaries are re-established. Creating a “special redevelopment” zone for these sites would give the city the ability to approve any new residential or commercial development at these locations through a special land use permit and/or site plan review before they could be converted into another use. They could no longer be automatically converted to residential use should they become vacant. Zoning Ordinance Text Amendments The Zoning Ordinance text and the Zoning Map underwent over 240 collective amendments since their original adoption in 1957. This is not an unusual situation. Ordinances are not static documents and, therefore, should be prudently modified to reflect changes in community needs, conditions, and/or city policy. Unfortunately, isolated text changes often are made without fully assessing their relationship to other critical portions of the text. The end result is troublesome regulatory gaps, or worse, conflicting regulations. An initial review of the Zoning Ordinance in 1999 identified the need to address the following specific issues: Implementation Page 48 �City of Royal Oak Master Plan            2012 Amendment Improved alphabetical subject index and comprehensive table of contents with articles, sections, and sub-sections; Consolidation of requirements into logical functional areas; Streamlined district regulations, including elimination of unnecessary repetition; Presenting information in schedule and/or chart form whenever possible, and utilizing graphics to illuminate critical points; Review of zoning districts to evaluate pertinent differences between districts; Give consideration to elimination of some districts and to the addition of others, as may be desirable; Incorporate techniques such as overlay districts to address specific conditions; Updating of performance / protection design standards, including formulation of an environmental provisions section as a means of consolidating these types of requirements; Updating all design standards (parking, landscaping, buffering / screening, setbacks, signs, etc.) to reflect current planning practices; Improved site plan review process, including clear, concise information to be submitted for review, expansion of review standards, and consideration of an administrative review process for minor site plan amendments; Improved special land use review process, including succinct identification of objectives, provision of clear, concise standards designed to meet objectives, and review / amendment of approval process, if desirable. Many of these matters were addressed in the comprehensive Zoning Ordinance and Zoning Map revisions adopted in 2001 and its subsequent amendments. However, some of these issues still remain. Various goals and objectives of the Master Plan have yet to be incorporated in the Zoning Ordinance, and unforeseen issues have arisen where standards adopted in 2001 either contradict the Master Plan or resulted in unintended consequences. The city must regularly and continually review the Zoning Ordinance and Zoning Map to resolve these concerns. Form-Based Coding & Building Standards The foundation of Royal Oak’s Zoning Ordinance was the conventional zoning model created as part of the federal Standard State Zoning Enabling Act adopted by Michigan and all other states in the 1920’s. That model was based on the separation of residential, commercial, and industrial uses, density controls, and proscriptive standards for attributes such as building setbacks and heights. This is still the basic model used today by nearly all communities to regulate development. Over time, dissatisfaction with the effects of this conventional zoning model on older, developed communities has grown. While numerous factors have created today’s development trends (loss of farmland and open spaces, deterioration of traditional downtowns and urban centers, proliferation of suburban strip malls and “cookie cutter” subdivisions, etc.), zoning has been identified as a main culprit. While originally intended to limit negative impacts of commercial and industrial uses upon residential neighborhoods, the separation of uses and limits on density have also lead to the excessive consumption of land associated with conventional suburban development or “sprawl.” Additionally, the lack of a positive prescription for physical form has Implementation Page 49 �City of Royal Oak Master Plan 2012 Amendment promoted the encroachment of incompatible building types and development patterns into traditional urban neighborhoods. As a reaction to these trends, “form-based” techniques to regulate development and land use were created as both an alternative and a companion to conventional use-based zoning. Formbased regulations can be characterized as prescriptive or contextual in nature, emphasizing the physical character of a development – its form – as much as the land use. Where used-based zoning’s primary objective is to separate uses into various zoning districts, form-based coding places an equal emphasis on the relationship between building façades and the public realm, as well as the form and mass of buildings in relation to one another. While traditional zoning proscribes minimum setbacks, permitting building placement anywhere within the allowable zone, form-based zoning prescribes build-to lines, specifically defining desired development patterns. The aim is to codify the physical parameters of development based upon a desired or ideal urban form typically derived from community input. The premise of form-based codes is that the regulation of physical form and creating a “sense of place” by defining the public realm is just as important as regulating the specific use of land and other factors (off-street parking, landscaping, etc.) in order to produce a better built community. Land uses can and do change relatively often over time, while buildings last for many years. Rather than focusing on what building characteristics are prohibited and forbidden, form-based codes focus on what is desirable. The specific building standards and underlying principles that are desired would have their foundation in a vision developed through public workshops called “charrettes.” Charrettes take place over multiple days and involve all stakeholders – elected and appointed officials, staff, developers, interest groups, and most importantly, the general public. At these charrettes the public actually participates in determining what the preferred character of the city should be by creating and drawing required site layouts, building forms, etc. During most other public hearings the public just gets to respond favorably or unfavorably to already developed proposals. In this way form-based codes possess more credibility and integrity over more conventional regulations, and they better ensure that new buildings will be appropriate to the community’s preferred vision and character. Form-based building standards have several other advantages over zoning ordinances with only used-based regulations. Rather than just using words and numbers, examples of desired building forms are graphically illustrated with diagrams and pictures of site layouts, frontage types, and building forms. This makes form-based standards more easily understood by potential developers and the general public. Form-based codes provide a better link between buildings and public spaces by integrating private development with the public realm, addressing the character and orientation of buildings and how they address public streets. They encourage buildings with flexible floor plans and layouts that can be easily adapted to different uses over the life of the structure, buildings that are necessary for mixed-use areas to thrive. Talented, well-educated people who are the key to success in the 21st century economy are attracted to the quality living environments. They like Implementation Page 50 �City of Royal Oak Master Plan 2012 Amendment amenities and places that attract people. Form-based code are better at creating these amenities and places as they offer greater predictability in what new buildings and development will look like. S£CTKIN i l11 ..... - - -- ij.&. • - m - '•-:1, • !1<11 ••I. • . . TOI, ~ ILIUIIKl'1MCTD•t•'ll4'11f --~ I.......,_ 1,........... e.~ t.A:NIII ~~ LO!ll<lffin:N ,l,!lwia. 11..,_c-,. -- 1. IWav'-til.iblrra- t&,aar.}~~1111 ~l1uur•<11..,_, ~•r/ldoClll~Clf Slailn~d~nil 1 L.1Ctr-,,n1111:11-- t n;&dr,gl-,.d~or lt,ldl..,SNllllll..\41.'8,IIQrlD~ l.Mmllllll~nlbll W.l.dW. IXir1Dc.ilnJ. 3,,,.._,.,.ft!IN mN!MldlDl'lt..,.orfCIOII - _,...,,_.,..orll:d ""' lllli:M• 1----, ~- IUDN3IDIIJ .. t.Dll !t -~~ ... -BmDINOl£DH , u.or~O HEIGH T l a._,. 12--.-. 8U..01Jlo!31)1S,OS lll01i' eu..o tfh,ttlc:ldM,.lfld~ 1.Thl r.=.lls.-.d....,. da~nlbllctaacl 111:nh~:rdklllre -........ ....,. af~aN!f[nltlt IIIWrar:llllm . . lXtll!!II! ZLl'~~'-IUll!blJ n.. -1201..- I QJII,- ,...... ,,.,.. ,_ ,_ ........ .,.,.. ,_ IH" lOUJCl'J.fATOr hpn;:lpllllll:n9'1DI -~w.. IISU!Ulld&Nala,-« Udev... 11a .. -100,i m- OISP0$1ll011 ---.... t ~lflilU.i--. ~~a.re-. bDairgkllnt {-T.t. 11.JIULIIIGffl'!LNttalllt •Co:u!IJ;o,,I liGMllNl(Ula;ll'Or •FIMWK\ ( OL-.121.-. l)UTflU l(CI NOCll8F'Oalfl0.N ~ &lklfAKl eA.t- klMtt _____ 1 rra-.a1,-a.1i.M, t:.~lh:mh t! '~----r---~ ,__.....~---------,,' ' ,:~·1o•- 3t• 1~ : I OL-.2'L-. l o•- ! . ,,.,.,!n! 1--' ' ,a,.,..,--...( ;;:;J.aiQ t:0111,y 1;;&.1 , ........ Flolor•a--,,lillo1' :, :u .. n, 11.- I - - - - (_Te11W1cn•LC. Ir,.~ :: L. - - - ~:I• t-:,-----------• J j lfd.)tt...,.1!._,.ll'lb --flMtltlltlliO'J. 1 ~-.i!N1111 p,Ooi:ledwifinh.)du,11' (! ~ - ---...-.....- - - - l , n.ananR l'lilll bl mtld'MN'l . . 3'111[¥. -....... ..... .·-..... ~51u.i,. . . ~ . . , . _ -wot l1J l'tNl.1HICMADBi-,o'- 1'1 .em.-..... ._f'adl,r... t.i...orLC. 4.fw 1~ I~ I~ l. Tlala:na"tlllnlbll sndwih:iNWi..,mm :f'Dlllnh~ t-flllt -C-• 111)1 , ~ ,_ S.TIMliilll12 - ~ ..... d....y.mc,ot -wot 1~f"dll9,p,Q$ 2. CMNCl~!tllbll p!lftledwihlt.lodla,w 1-kput&..... PAAKINOPI.ACUIENI IU't:IMl'fd ~lf!ICII " - ' - ~ ...... fll:1td· f'AIOOW!IPROYISIOIIS 1.¥n,tl!JM!lflhJ:~ 11 201. __ ..,. I I I I J l ! f ~ ~. . ~ 11 :1 ' [ ' ~.~ ] ! i ' '. ....-i;;.--~ ,..._ ---- · 5017 SC73 Examples of Form-Based Codes (source: Smart Code & Manual, New Urban Publications, Inc.) Form-based coding techniques could be incorporated into the Zoning Ordinance where possible to ensure that future development is compatible with the existing characteristics of adjacent neighborhoods and fits desired forms as expressed in this Master Plan’s goals, objectives, and strategies. These new standards should be developed in conjunction with, but not entirely replace, the more conventional use-based regulations that are already a part of the city’s Zoning Ordinance. Regardless of what types of form-based standards are adopted, they should strive to be styleneutral. Form-based regulations should neither favor nor discourage one architectural style over others. The goal is to prescribe a building’s form, not its style. All architectural styles should be allowed provided they meet required form-based standards for providing more contextual buildings rather than prominent, individualized objects. Architectural creativity should be encouraged within the limits prescribed by the form-based standards. Implementation Page 51 �City of Royal Oak Master Plan 2012 Amendment Sustainability, Green Building, & LEED® for Neighborhood Development Another method of reviewing new development that the city can adopt and apply is a rating system developed by the U.S. Green Building Council. This organization publishes various systems for rating sustainability and green building practices, called the “Leadership in Energy and Environmental Design,” or LEED® certification systems. One such system, LEED for Neighborhood Development (LEED-ND), rates neighborhood design and development based on the combined principles of smart growth, the New Urbanism, and green infrastructure. Establishing the rating system for LEED-ND was guided by sources such as the Smart Growth Network’s ten principles of smart growth, the charter of the Congress for the New Urbanism, and other LEED rating systems. In particular, LEED-ND contains a set of measurable standards that identify whether a development can be deemed environmentally superior. These standards are made up of prerequisites, which all projects must meet, and a set of credits, from which each project can choose to earn enough points for certification. Like other LEED rating systems, LEED-ND is a voluntary program designed to evaluate and guide the design and construction of development projects in an environmentally sustainable manner. Unlike other LEED rating systems which focus primarily on individual buildings, LEED for Neighborhood Development places its emphasis on bringing buildings and infrastructure together into a cohesive neighborhood. It looks beyond the individual building to the larger community, recognizing that a building can only be as green as its surroundings and context. One important focus of LEED for Neighborhood Development is the creation of walkable communities that integrate into the framework of the surrounding environment. A number of requirements in the rating system specify minimum density levels, walk distance thresholds, and street connectivity levels. LEED for Neighborhood Development is another tool the city could utilize in addition to formbased coding and building standards to ensure that new developments are both sustainable and compatible with surrounding neighborhoods. The city could require that new developments provide proof of attaining a certain score on the LEED-ND Project Scorecard, or even rate each new development itself using the same scorecard as part of the site plan review process. The scorecard defines the minimum characteristics that a project must possess to be eligible for certification by the U.S. Green Building Council under LEED-ND. Rather than issue a blanket mandate that all new development must achieve certification, it may be more effective to simply remove barriers to achieving certification and encourage projects seeking certification. Simple modifications in the Zoning Ordinance can yield impressive dividends for developers and building owners alike who chose to follow green building and development standards. Incentives such as density bonuses, reduced off-street parking, and expedited permitting can be implemented at little or no cost to encourage developers to build green and adopt green practices. Implementation Page 52 �City of Royal Oak Master Plan 2012 Amendment ~ LEE~ 200~ for Neighborhood Devefopment Project Name: Dat e-: ~ ProJect SC-orecard _ ...... _ _ ...... _ _...,. Pltteq I Sma11. t.oc.lOfl P1.-cq2 fmpel1kdSp~ find Ecol~• Comm....Ue1 Pltteq l Wkl11nd 11nd W11tct Body COnse , ....llon Pr.-cq, AV1<ultunil I.Ind (Ons.c,l'Y.)t»n Pltteq 5 ~.... A~nce Credit 1 Pt~erred Locbt1ons Green lnfrastructi.re and Buikti~, Continued Cffltlt I Ctrttl'w,d Grttll W ldlnp Cffltlt 2 Bull<I.,_ Ent rr, ttlldt ncy Cffltltl Bull<I... w~ Ellklency <ndlt .. 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Instead, LEED-ND is intended to be a voluntary standard that can promote sustainable land development. Off-Street Parking The Zoning Board of Appeals continues to see several variance requests each year to waive minimum parking requirements. During most cases, the Board questions whether the parking standards in the Zoning Ordinance are excessive, and if there are simply too few properties within Royal Oak that can actually meet them. It may be necessary to review the minimum amounts of off-street parking required in the Zoning Ordinance to see if any of these standards should be reduced. Most commercial, office, and industrial sites in Royal Oak have difficulty meeting these standards, especially along Woodward Avenue. The parking requirements for each use should therefore be studied to see if any could be Implementation Page 53 �City of Royal Oak Master Plan 2012 Amendment reduced and if so, by how much. Doing so could make it much easier to redevelop commercial property throughout Royal Oak. The City of Ann Arbor conducted such a review in 2001 and found that parking for commercial and office developments in their city was seldom if ever used to capacity, even during peak days and times. They found most parking lots had occupancy rates of 70% or lower even during peak times. As a result, Ann Arbor reduced their minimum required amounts of parking for office and retail uses by approximately 20% to 25%. Royal Oak should also study other factors related to parking as part of any review of minimum off-street parking requirements. A map should be created to accurately show streets with “resident permit only” parking, and also areas where patrons of nearby commercial uses park on residential side streets. Another map could be created showing sites or buildings with inadequate and substandard parking lots. This map could also identify obsolete or blighted properties that could be removed to provide additional parking. Consideration should also be given to creating an overlay district where on-street parking spaces could be counted toward a business’s minimum requirement provided they agree to improve and maintain those spaces. Such an overlay district would be especially useful along the Woodward Avenue corridor. At the same time they reduced minimum required amounts of parking, Ann Arbor imposed a maximum permitted amount of off-street for office and commercial uses. Previously, such uses were allowed to have as much parking as they wanted. But with the proliferation of ever larger “big box” retailers and the environmental hazards excessive amounts of pavement can create, they questioned the wisdom having no limits on the amount of parking. They therefore imposed maximum levels of off-street parking to limit the amount of pavement any development can have. Considering the requirements of Royal Oak’s Stormwater Detention Ordinance for impervious surfaces, it may be time to consider a similar maximum permitted level of off-street parking. Limiting the amount of parking a development can have would also prevent excessively large expanses of pavement which could be a barrier to many of the goals and objectives of this Master Plan. Business could also be encouraged to use pervious pavers instead of asphalt or concrete pavement that allow stormwater to seep into the ground in exchange for reduced parking requirements. State Legislation Changes to state legislation may also require amendments to the city’s Zoning Ordinance. Since the adoption of the Master Plan in 1999, the State of Michigan adopted new planning and zoning enabling legislation. Those new acts will require minor amendments to the Zoning Ordinance. State acts have also been passed regulating massage therapists, medical marijuana, complete streets, and other issues. The Planning Commission and City Commission will need to review any new legislation from Lansing carefully to determine if further amendments to the Zoning Ordinance are warranted. Implementation Page 54 �City of Royal Oak Master Plan 2012 Amendment Neighborhood Preservation The residents in Royal Oak take great pride in their neighborhoods. The integrity of many areas has been threatened by past zoning and development practices that have resulted in projects that some consider to be incompatible with existing neighborhoods. New development projects, if not properly done, can have a dramatic impact on the character and viability of existing neighborhoods. However, other actions such as the division of platted lots into smaller lots and the granting of variances, provide more subtle but lasting change within a given area. Finally, the consistent enforcement of regulatory codes and ordinances can have a long-term positive effect on neighborhoods. A series of steps can be taken which involve both regulatory and administrative measures:  Adopt Neighborhood Design Standards. Many of the controversies that have arisen in Royal Oak have been as a result of new residential design which is incompatible with the scale, density, and character of existing neighborhoods. By incorporating neighborhood design standards within the Zoning Ordinance, the existing character of neighborhoods can be better maintained to prevent new developments and additions to existing structures which are incompatible. The intent of the design guidelines is to ensure building designs are compatible with the characteristics of the neighborhood in terms of scale, mass, building patterns, façade articulation, and incorporating design elements of prevalent neighborhood architectural style; and that building additions are compatible with the principal structure. This will allow for modern design and modern interpretation of neighborhood architectural styles.  Increase Housing and Property Maintenance Code Enforcement. Evident through the visioning workshops and concept plan review process was the desire from a broad spectrum of the community for the city to increase enforcement efforts. While it would be expedient to target only rental properties, a credible and equitable effort would have all properties abide by minimum standards. Stepping up housing and property maintenance enforcement will involve the evaluation of existing codes to determine necessary revisions. Furthermore, additional staff will be necessary to increase enforcement efforts.  Review of Lot Division / Combination Requirements. Lot size compatibility with existing neighborhood standards can be incorporated in the Zoning Ordinance. Procedures outlining a compatibility determination process will ensure that lot divisions do not create incompatible building sites. Areas Adjacent to the Central Business District Many issues associated with the Master Plan involved the residential area adjacent to the downtown. Generally, a new viability of existing single-family residential neighborhoods has taken place. In the past, the multiple-family use authorization adjacent to the Central Business District arose out of an era in which the viability of single-family residential uses adjacent to an in close proximity of the Central Business District was in serious question. Implementation Page 55 �City of Royal Oak Master Plan 2012 Amendment A significant and material change of circumstances then took place, namely:    The location of Royal Oak as a focal point within the southeast Michigan area was provided with accessibility, and thus became functional with the construction of I-696. A revitalization of the Central Business District created a dramatic change in the character of the downtown area and, consequently, a change in the relationship with the surrounding residential area. A new and substantial demand and viability for the existing single-family uses has been established, bringing about a renewal and regeneration of the life of the city. Allowing the expansion of existing two-family and/or multiple-family uses within what remains as predominantly single-family residential neighborhoods will undermine the new viability, and thus, frustrate the re-establishment of the city as a mature community area which has been able to make meaningful progress toward renewal and regeneration. Moreover, expansion of existing two-family and/or multiple-family uses may result in the destruction of the neighborhoods in which they are situated, and thus result in a long-term blighting effect. It has been determined that, as a matter of policy, the existing two-family and/or multiple-family uses within the predominantly single-family area of the city adjacent to the Central Business District should be permitted to exist as special land uses, although it must be recognized that an authorization for additional existing two-family and/or multiple-family uses within such area would be detrimental and destructive of the neighborhoods. Definitions To better describe land use and land use changes in these supplemental areas, the following definitions are provided: Existing Two-Family and/or Multiple-Family Uses shall be those two-family and multiplefamily uses that meet the following criteria: 1. An occupancy permit has been issued for the residences within the structure. 2. A license has been issued for more than one residence within the structure under the city’s Landlord Tenant Ordinance. Material Modification shall mean a modification that results in any one or more the following: 1. An increase of density; 2. A modification of the exterior appearance of the structure; and/or 3. A modification that will have some other demonstrable adverse impact upon one or more single-family residential users in the neighborhood. Implementation Page 56 �City of Royal Oak Master Plan 2012 Amendment Establishment of Overlay District A Single-Family Residential Overlay District situated adjacent to the Central Business District should be established, consisting of the area shown on the Single-Family Overlay Map. Within such overlay district, special regulations should be established relative to the existing two-family and/or multiple-family uses and the existing commercial uses fronting on North Washington Avenue. Existing Two-Family and/or Multiple-Family Uses By means established in the Zoning Ordinance, existing two-family and/or multiple-family uses within the Single-Family Residential Overlay District should be granted the status of being uses which conform with the use, setback, and density provisions of the Zoning Ordinance, and therefore should not become burdened with customary “nonconforming use” status, i.e., destruction by natural causes should not prohibit reconstruction of the same use with the same setback and density provided that building and safety codes are met. However, such grant of conforming status should be subject to the condition that all additions and “material modifications” should conform with the construction codes and all other ordinance requirements of the city with the exception of the use and setback restrictions of the Zoning Ordinance specifying single-family residential use. Properties within the Single-Family Residential Overlay District that do not have existing twofamily and/or multiple-family uses should not, as part of the amendment of the Zoning Ordinance, be granted the status of being uses which conform with the use and density provisions of the Zoning Ordinance. Existing Commercial Uses By means established in the Zoning Ordinance, existing commercial uses fronting on North Washington Avenue within the Single-Family Residential Overlay District should for a limited period of time be permitted to apply for the status of being uses which conform with the use, setback, and parking provisions of the Zoning Ordinance, and therefore should not become burdened with customary “nonconforming use” status, i.e., destruction by natural causes should not prohibit reconstruction of the same use with the same setback and parking provided that building and safety codes are met. However, such grant of conforming status should be subject to the condition that all additions and “material modifications” should conform with the construction codes and all other ordinance requirements of the city with the exception of the use and setback restrictions of the Zoning Ordinance specifying single-family residential use. Mixed Use – Residential / Office / Public / Institutional It is recognized that, within the Mixed Use – Residential / Office / Public / Institutional area, all land may not be immediately rezoned in conformance with this Master Plan designation. However, as a long-term goal, it is the intent of the city to achieve uniform conformance of the property within the area. Implementation Page 57 �City of Royal Oak Master Plan 2012 Amendment Downtown Development Any community that strives for improvement must have a strong relationship between city officials and various business development organizations (i.e., Downtown Development Authority and Chamber of Commerce). Important issues related to the retail mix, parking, need for civic plaza space, relationship to the Farmers Market, and the relationship between downtown and the neighborhoods were raised throughout the Master Plan process. As a result, important discussions were initiated between city officials and business leaders. An ongoing process will help ensure implementation of the key concepts of this plan. The Downtown Development Authority is responsible for maintaining a Development and Tax Increment Financing Plan. The goals, objectives, and strategies of this Master Plan should be incorporated into any future amendments that may be proposed by the Downtown Development Authority for their Development and Tax Increment Financing Plan. Transportation & Circulation Complete Streets Until recently streets were built with only one primary purpose – the efficient and safe movement of motor vehicles. As traffic increased, new streets were built and existing ones were widened, with more lanes and greater capacities. Little or no thought was ever given to pedestrians or bicyclists. Over the last few years there has been a gradual adjustment in transportation philosophy among engineering and planning professionals. Since streets are typically the biggest component of public space in any city, they should benefit the entire community and not just motorists. Greater emphasis is now placed on balancing the needs of automobiles with pedestrians and bicyclists. This new philosophy aims to provide people with access to multiple forms of transportation, while at the same time making their communities more inviting and enjoyable places to live, work, learn, and play. In response to this philosophical shift, new laws were adopted by Michigan’s legislature in 2010 that significantly impacted road systems throughout the state. Public Acts 134 and 135 of 2010, popularly known as the “Complete Streets Acts,” became effective August 2, 2010. Act 134 amended the state’s planning enabling act (Act 33 of 2008) while Act 135 amended Michigan’s transportation funding act (Act 51 of 1951). Both mandated a policy of “complete streets” for all roads and highways throughout Michigan. Act 134 revises the definition of “street” in the Michigan Planning Enabling Act to mean streets and other public thoroughfares “…intended for use by motor vehicles, bicycles, pedestrians, and other legal users.” It further requires that any master plan adopted by a local community include “…All components of a transportation system and their interconnectivity including streets and bridges, public transit, bicycle facilities, pedestrian ways, freight facilities and routes, port facilities, railroad facilities, and airports, to provide for the safe and efficient movement of Implementation Page 58 �City of Royal Oak Master Plan 2012 Amendment people and goods in a manner that is appropriate to the context of the community and, as applicable, considers all legal users of the public right-of-way.” Act 135 establishes the complete streets policy for both the state and local communities. As defined in Act 135, complete streets means “…roadways planned, designed, and constructed to provide appropriate access to all legal users in a manner that promotes safe and efficient movement of people and goods whether by car, truck, transit, assistive device, foot, or bicycle.” Act 135 further defines a complete streets policy as: “…document that provides guidance for the planning, design, and construction of roadways or an interconnected network of transportation facilities being constructed or reconstructed and designated for a transportation purpose that promotes complete streets and meets all of the following requirements: (i) is sensitive to the local context and recognizes that needs vary according to urban, suburban, and rural settings; (ii) considers the functional class of the roadway and project costs and allows for appropriate exemptions; and (iii)considers the varying mobility needs of all legal users of the roadway, of all ages and abilities.” “Complete streets” are essentially transportation networks that are planned, designed, operated and maintained so all users, not just automobiles, may safely, comfortably, and conveniently move along and across streets. They can promote healthier and more vibrant communities by reducing congestion and offering viable alternatives to driving. Complete streets are also planned and designed in a manner that respects the context of adjacent land uses, striving for compatibility with the surrounding neighborhood through which they travel. Complete streets can improve a city’s economic climate by increasing the potential number of customers to businesses through improved access for all people. They also go hand-in-hand with the tenets of transit-oriented development or TOD. Truly complete streets do more than just accommodate bicyclists and walkers to consider children, the elderly, and the disabled. These individuals, especially the elderly and disabled, rely heavily on sidewalks and public transit to get around. Complete streets make it possible for these vulnerable populations to better use transportation systems by equipping streets with necessary infrastructure, including curb ramps, textured and varied pavement, audible crossing signals, countdown signals, and high-visibility crosswalks. The Michigan Department of Transportation (MDOT) has until 2012 to adopt a state-wide complete streets policy and to develop model complete streets policies for local communities. Many communities throughout Michigan have decided to not wait until then and have already adopted their own complete streets policies and ordinances, including Allegan, Ann Arbor, Berkley, Dexter, Ferndale, Flint, Hamtramck, Houghton, Jackson, Lansing, Linden, Mackinaw City, Manistique, Midland, Novi, Saline, Sault Ste. Marie, St. Ignace, and Taylor. Implementation Page 59 �City of Royal Oak Master Plan 2012 Amendment It is recommended that the City Commission consider adopting a complete streets policy and ordinance as soon as feasible in order to best implement the transportation goals and objectives of this Master Plan. The Planning Commission and City Commission will need to determine if the city should draft its own complete streets policy based on the examples of other communities in Michigan or wait until MDOT’s model is available. Context-Sensitive Design Designers of streets and highways in Michigan can no longer just focus only on moving as many automobiles as fast as possible due to the Complete Streets Acts. Roads must now be designed to accommodate all legal users, including pedestrians and bicycles as well as motor vehicles, while also better respecting the context of surrounding land uses. An innovative method to accomplish this task that is gaining wide-spread acceptance is “context-sensitive design.” While “complete streets” is the overriding policy, “context-sensitive design” is the method by which such streets actually get built. Although there are many definitions for context-sensitive design, they usually all share a common set of principles: o Address all modes of travel including, but not limited to, automobiles, bicycles, walking, public transit, and freight delivery. o Accommodate all travelers conveniently and comfortably on all streets, including the young, old, and disabled, as well as able-bodied adults. o Balance mobility and safety as well as community and environmental goals in all transportation projects. o Involve the public and all stakeholders early and continuously in the planning, design, and development process. o Use a collaborative, multiple-disciplinary design team tailored to each project’s needs, not just engineers and contractors. o Incorporate aesthetics and accessibility as an integral part of good street design. o Allow for flexibility when applying design guidelines and standards. There are some misconceptions about context-sensitive design, however. It does not always involve a “road diet” or limiting roads to only two lanes. It does not require that all modes of travel be allowed on every street, or require landscaping and bike lanes on all streets. In some cases, all users may not be able to safely and comfortably share a given street. It may still be necessary with context-sensitive design to not provide bike lanes on more heavily-traveled streets, for instance. In these circumstances, a decision will need to be made as to what travel modes are going to be favored. Context-sensitive design will not guarantee that all stakeholders will agree with a street’s final design and it is not a substitute for informed technical decision making. Implementation Page 60 �City of Royal Oak Master Plan 2012 Amendment A new manual for designing streets in urban environments was recently published that utilizes the “complete streets” philosophy and “context-sensitive design” principles. Designing Walkable Urban Thoroughfares: A Context Sensitive Approach was approved and published as a recommended practice by the Institute of Transportation Engineers (ITE) in 2010. The new ITE manual identifies specific design elements that could produce walkable streets with characteristics suited to Royal Oak’s development patterns. This manual could provide a basis for adoption of the city’s “Complete Streets” policy and ordinance. Table fi.5 Main Shee t Design Pa ra meters Suburban (C 3) General Urban (C 4) Urban Center (C 5) Comm eroal Mam Streeu Avenue Street Avenue Street Avenue Street Contt-xt ... f,.~.hn.1.1111Mf~Sli!lbn 00-i-Hett~rllogAccesSl\.oQOo)ft OIL Excerpts from the design manual Designing Walkable Urban Thoroughfares: A Context Sensitive Approach. (Institute of Transportation Engineers; 2010) ftNdft)p ZCWlt 'Mdtl'I 'Mil('flJmUhlfl95-~lnttd~ IOp<Mdtp.tl(~xd llll\i Wl ~'°" uSHWldudttl,tp:i,1tell:t lc, SIMt c.its.. ,. 2S ft. 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Commercial Entry Corridors Throughout the visioning workshops strong preference was expressed about improving the image and identity of the city’s main corridors. Stronger linkages need to be developed between I-696 and downtown, and Woodward Avenue and downtown. The city should undertake a study of the Main Street, Eleven Mile Road, and Twelve Mile Road entry corridors which would outline long-range strategies for traffic management as well as visual components such as parking setbacks, landscaping, and signage. In addition to visual improvements within key corridors, review of amendments to the Zoning Ordinance in the commercial zoning districts should address the following policies:  A stronger buffer between the public right-of-way and require on-site parking areas.  Reduce the number of curb cuts and driveways along the major commercial corridors. Implementation Page 61 �City of Royal Oak Master Plan 2012 Amendment  Greater amounts of landscape material be provided for new commercial development along the major corridors.  The character and importance of entry corridors. Woodward Corridor The Woodward Corridor provides a vital economic and transportation corridor within the community. Extensive study in the form of the Woodward Avenue Public Spaces Design Framework Plan has already been completed. No further study is recommended. The Woodward business community and city officials should discuss implementation of the Woodward plan with specific emphasis on demonstration projects that will improve parking, manage access, and enhance buffering between commercial uses and the adjacent neighborhoods. Historic Preservation Strong preference for identifying and preserving historic structures has been expressed by residents. However, a plan for preserving historic structures should be supported by the preparation of a detailed inventory currently underway. Efforts to identify both significant historic structures and neighborhoods should be pursued in the context of a historic preservation master plan. Cultural Resources The words “culture” and “cultural” are defined as the collective, shared history of thought and work of the people who have made Royal Oak what it is today and what it seeks to be tomorrow – a complex and fascinating blend of people, experiences, and heritages. The collective culture of Royal Oak consists of the visual, performing, literary and media arts, science and technology, humanities, architecture, customs, and other means of expression. It is the goal of the city to ensure that Royal Oak’s cultural institutions are an integral part of the Master Plan consideration and to support arts and cultural organizations that seek funding from state and federal agencies. It is the responsibility of the arts and cultural organizations to share in the effort for ensuring that the cultural needs of our citizens are included in the Master Plan and to seek opportunities to assist the city in accomplishing the goals of the plan. Aging Population We recommend that the Royal Oak Senior Citizen Advisory Committee continue its history of advocacy and play a leadership role in the development of a Senior Master Plan Committee. This committee will review community-based housing options which encourage “housing in place” and make recommendations for consideration, approval, and implementation within Royal Oak. An evaluation of the need to expand and/or modify staffing and new services to Royal Oak’s aging population should also be considered. Implementation Page 62 �City of Royal Oak Master Plan 2012 Amendment Capital Improvements Program Capital improvements programs consider the funding and timing of all municipally related capital needs including such items as roadways, utilities, parks and recreation, and major public building expansions and improvements. The Michigan Planning Enabling Act mandates the preparation and annual review of a 6-year capital improvements program by the Planning Commission. Yearly on-going review provides the opportunity to keep the plan up to date and add new projects. Efforts should be made to coordinate capital improvement plans with the Master Plan to help identify priorities for needed improvements. Plan Education Citizen involvement and support will be necessary as the Master Plan is implemented. Local officials should constantly strive to develop procedures which make citizens more aware of the planning process and the day-to-day decision making which affects implementation of the Master Plan. A continuous program of discussion, education, and participation will be extremely important as the city moves toward realization of the goals and objectives contained within the Master Plan. Plan Updates The Master Plan should not become a static document. The Planning Commission is required to review the Master Plan every 5 years according to the Michigan Planning Enabling Act for either potential amendments, a comprehensive revision, or a determination that the Master Plan still reflects the city’s goals and objectives. Implementation Page 63 ��City of Royal Oak 2012 Amendment Background Studies Regional & Metropolitan Setting The City of Royal Oak is located approximately two and one-half miles north of Detroit. First laid out in 1838, Royal Oak was a typical railroad town located halfway between Pontiac and Detroit. Its location along Woodward Avenue contributed to the early growth of the city. A unique feature about Royal Oak in comparison to other Detroit suburbs is that it is a selfcontained community with its own downtown and residential neighborhoods. The city is now described as having: a vibrant downtown and commercial districts; mature, established neighborhoods; a significant number of historic structures located within both neighborhoods and commercial districts; and an exemplary system of community and neighborhood parks. The map below illustrates the location of Royal Oak in relation to surrounding communities. Royal Oak & Surrounding Communities SHELBY [O ::;: 0 ~ STERLING HEIGHTS ::;: WARREN B ERLINE Source: SEMCOG Implications for Planning   Consideration of what is occurring in adjacent communities is integral to the planning process. Coordination should occur with adjacent communities to benefit the entire area. Background Studies Page 65 �City of Royal Oak 2012 Amendment Past Planning Efforts The City of Royal Oak has initiated various planning efforts in the past. The Master Plan adopted in 1968 was amended 6 times. The latest amendment occurred in 1996. The following list indicates other significant planning efforts and studies that have occurred in the past which were made available to the Steering Committee and Planning Commission members during the Master Plan process that lead to the new plan adopted in 1999: General Development Plan (Master Plan) – 1968. The General Development Plan was adopted in 1968 to coordinate and guide decisions regarding the physical development of the community. The 1968 plan called for low density residential at 6 to 8 units per acre, medium density residential at 14 to 18 units per acre, and high density at 20 to 25 units per acre. Strategy for Improving the Eleven Mile Road Corridor – 1989. This plan examined the land uses and conditions of the Eleven Mile Road Corridor between Troy and Campbell Streets. Recommendations included 14 programs and strategies to improve the physical appearance and enhance the commercial vitality of the commercial corridor. Parks & Recreation Master Plan – 1999. The scope of this plan included an analysis of all existing city-owned parks and recreation programs. The plan was intended to establish goals and objectives so that a basis was set forth for future decision making in regards to future improvements. Furthermore, the Michigan Department of Natural Resources requires a community to have an up-to-date recreation plan in order to qualify for grant programs. The plan includes an action plan which spells out which improvements should occur over a five-year period. This plan has since been amended and updated in 2006. Downtown Royal Oak Master Plan – 1994. This document was a plan prepared for the Downtown Development Authority (DDA) to assist its Board in planning activities for the future. It contains strategies for the following issues: market growth; land use and development; urban design enrichment; and cooperative downtown management. A vision for the future was achieved from interviews, an interactive workshop, and observation and research. Downtown Parking Study & Master Plan – 1995. This study researched the existing parking situation in the downtown area and made recommendations for improvement or expansion of: parking operations; valet service; signage; trolley; marketing; additional parking; and financing. Woodward Avenue Corridor Study – 1995. This study was a cooperative effort between the six communities along Woodward Avenue from Eight Mile Road to Quarton Road and Oakland County. The following topics were covered, each with extensive recommendations: the median; open space; buildings and parking; districts and gateways; signs; transportation; financing improvements; history; market potential; creation of the Woodward Avenue Action Association (WA3); and promoting the corridor. Background Studies Page 66 �City of Royal Oak 2012 Amendment Implications for Planning   Past plans should be utilized in all current and future planning efforts. The city should update and re-evaluate the city Master Plan on an on-going basis. Populations Trends & Projections Historical Trends The City of Royal Oak has historically been moderately sized. The population peaked in the year 1970 with 86,238 people, and has decreased to 57,236 in 2010. Although the population has declined by 33% since 1970, the number of households has increased slowly and remained relatively constant, indicative of a smaller number of people per household, and reflecting the additional housing built in the city since 1970. The following graph depicts the population and household trends for the City of Royal Oak from 1970 to 2010. Population & Households for 1970 to 2010 City of Royal Oak 35,000 86,238 c::::::::::J Population 80,000 ~ Households 70,098 33,000 32,000 70,000 65,410 Population 34,000 31,000 60,062 60,000 57,236 30,000 29,000 28,880 50,000 28,177 40,000 Households 90,000 28,000 28,334 28,063 27,000 27,451 26,000 30,000 25,000 1970 1980 1990 2000 2010 Source: U.S. Census Bureau Projections Population for the City of Royal Oak was projected to decrease slightly (2%) between 1990 and 2005, and then projected to rise slowly to 65,544 by the year 2020. Projections were based on a variety of inputs including demographic and housing data and regional and historical trends. The number of households was projected to steadily increase (5.8%) by the year 2020. Background Studies Page 67 �City of Royal Oak 2012 Amendment The following graph depicts projections for the city as estimated in 1997 by the Southeastern Michigan Council of Governments (SEMCOG) to the year 2020. Also shown is the number of households projected. Population & Household Projections for 1990 to 2020 City of Royal Oak 32,500 66,000 c::::::::::J Population 65,544 -+- Households 65,493 65,367 31,500 31,000 64,951 65,000 Population 32,000 30,500 64,479 64,500 30,000 64,253 64,087 30,039 29,500 29,598 64,000 29,000 29,094 28,658 63,500 Households 65,500 28,832 28,500 28,576 28,366 28,000 63,000 27,500 1990 1995 2000 2005 2010 2015 2020 Source: SEMCOG Population Comparisons Population changes between 1990 and 1995 were small for Royal Oak and surrounding communities, but they grew larger by 2010. Royal Oak, Berkley, and Clawson have experienced slight decreases in population, while Birmingham experienced a slight increase from 2000 to 2010. These slight changes are reflective of the fact that all of these communities are relatively built out in comparison to other more rural communities in Oakland County and have rather stable population bases. The following graph compares 1990, 2000, and 2010 population figures for Royal Oak and surrounding communities. Background Studies Page 68 �City of Royal Oak 2012 Amendment Population for 1990 to 2010 Royal Oak & Surrounding Communities ~ 50,000 ~ 40,000 ~ 30,000 ~ 20,000 ~ - L □ 2000 □ 2010 ~ Royal Oak - 20,103 ,_ 19,921 ~ 14,970 -~ ~ 19,997 57,236 60,062 65,410 □ 1990 15,531 10,000 -=== 16,960 Population -= 1 ,_ Berkley - Birminham - 11,825 60,000 12,732 ,.,,.. 13,874 70,000 ,__,,,_. Clawson Source: U.S. Census Bureau Implications for Planning  The city can expect a relatively stable population base in the future. Population & Housing Characteristics Household Size Household size has decreased from 3.09 persons per household in 1970 to 2.06 persons per household by 2000, and further to 2.03 persons per household by 2010. The largest decrease occurred between 1970 and 1980 where the household size decreased by 19%. This compares with an 8.4% decrease between 1980 and 1990. Overall, this is consistent with state and national trends of decreasing household size. The following graph depicts the changes in household size from 1970 to 2010. Background Studies Page 69 �City of Royal Oak 2012 Amendment Household Size for 1970 to 2010 City of Royal Oak 4.00 3.50 3.00 3.09 ~ 2.50 2.50 2.29 T & 2.06 T - 2.00 2.03 & Persons Per Household ~ ~ 1.50 1.00 0.50 1970 1980 1990 2000 2010 Source: U.S. Census Bureau Royal Oak has a smaller household size than Berkley, Clawson, Birmingham, and Oakland County as a whole. Surrounding communities have also experienced a decrease in household size since 1990, as typical of the more mature communities, although Birmingham’s household size did increase between 2000 and 2010. Household size for the county as a whole also decreased, in spite of all of the new development occurring in the northern and western suburbs and the increasing number of families with children locating in these areas. The following chart shows the changes in household sizes for Royal Oak and surrounding communities between 1990 and 2010. Household Size for 1990 to 2010 Royal Oak & Surrounding Communities 3.00 Persons Per Household 2.50 2.00 2.29 2.06 2.03 2.56 2.32 2.19 2.27 1-- 2.11 2.50 '-- 2.22 2.14 ~ 2.26 2.61 2.51 2.46 '-- t! 1990 1.50 2000 2010 1.00 0.50 Royal Oak Berkley Birminham Clawson Oakland County Source: U.S. Census Bureau Household size was expected to continually decrease, with a projected 2.17 persons per household by the year 2020 according to SEMCOG (a 13% decrease since 1980 and a 30% decrease since 1970). However, the actual household size as determined by the U.S. Census was Background Studies Page 70 �City of Royal Oak 2012 Amendment already well below these projections by 2000. This trend is consistent with the national trend of decreasing household size as families wait longer to have children, are having fewer children in general, and single parent families increase. The following graph depicts the projected household size for Royal Oak as estimated by SEMCOG in 1997. Projected Persons Per Household for 1990 to 2020 City of Royal Oak 2.5 Persons Per Household 2.45 2.4 2.35 2.29 2.27 ---- 2.3 2.25 2.2 2.23 ~ 2.21 - 2.19 2.18 --.... "--- - 2.15 2.10 2.1 2.05 2 1990 1995 2000 2005 2010 2015 2020 Source: SEMCOG Gender, Race, & Age Composition As of the 2010 Census, 49% of the population of Royal Oak is male and 51% is female. Racial composition is predominantly white, as depicted in the following table. Racial Composition in Royal Oak 2000-2010 Percent % Population by Race White Black or African-American American Indian Asian Native Hawaiian or Pacific Islander Other Hispanic (all races) 2000 2010 96.1% 1.8% 0.7% 2.0% 0.1% 0.8% 1.3% 92.5% 5.0% 0.8% 3.1% 0.1% 0.6% 2.3% Source: U.S. Census Bureau In comparison to Oakland County as a whole, Royal Oak has more residents under the age of 17, and Royal Oak has more residents over 45 years of age. This is indicative of an aging population in addition to a majority of households without children, a trend projected to continue to increase over time. Age distribution in Royal Oak is depicted in the following graph. Background Studies Page 71 �City of Royal Oak 2012 Amendment Age Distribution for 2010 Royal Oak Under 5 5.8% 65 and over 13.1% 5 to 19 12.5% 20 to 24 6.0% 45 to 64 26.8% 25 to 44 36.9% Source: U.S. Census Bureau The median age of Royal Oak residents has increased from 1980 to 2010 by 4.9%, although it decreased slightly from 36.9 to 36.3 between 2000 and 2010. The city has a number of residents over the age of 65 which contributes to a higher median age. Surrounding communities have also experienced an increase in median age. As the “baby boomer” generation continues to age, median age will steadily rise. The following chart depicts the median age of Royal Oak residents in comparison to adjacent communities. Median Age Distribution for 1980 to 2010 Royal Oak & Surrounding Communities Oakland County 30.3 I I I I I I 33.8 36.7 I 40.2 38.5 37.7 I Clawson 34.6 30.4 I I I I I I I Birminham 34.4 I I I I I I I I I I I I Berkley II 29.7 I I 5.0 10.0 15.0 20.0 25.0 30.0 r 2000 1990 1980 I 37.9 35.5 33.3 I Royal Oak - 2010 41.1 39.3 37.4 I 36.3 I 36.9 34.6 11 32.4 35.0 40.0 45.0 Median Age (Years) Source: U.S. Census Bureau Background Studies Page 72 �City of Royal Oak 2012 Amendment Educational Achievement Royal Oak has a well-educated population with 39.9% of the population having at least a bachelor’s degree or higher as of 2000, a significant increase from only 28.4% in 1990. The following graph depicts educational attainment levels for Royal Oak residents in comparison to surrounding communities. Highest Educational Attainment for 2000 Royal Oak & Surrounding Communities h Graduate or Professional Degree I 1 i 6.1% Clawson I 20.0% I Bachelor's Degree 29.6% I 11.1% 14.0% Berkley 25.9% 1 Royal Oal I I 63.6% I High School Diploma r Birmingham 37.6% I 24.6% I 30.0% I 55.3% 51.6% I I I 0.0% 10.0% 20.0% 30.0% 40.0% 50.0% 60.0% 70.0% Percentage of Adult Population Source: U.S. Census Bureau Income The median household income in Royal Oak in 2000 was $52,252 according to the U.S. Census Bureau. This was higher than the neighboring communities of Berkley or Clawson, as well as Oakland County as a whole, but lower than that of Birmingham. Median per capita income in 2000 was $30,990 according to the U.S. Census Bureau, an increase from the 1990 level of $18,065. The 2000 per capita income is comparable with the average for Oakland County ($32,534). The following graph depicts median household income for Royal Oak and surrounding communities. Background Studies Page 73 �City of Royal Oak 2012 Amendment Median Household Income for 2000 Royal Oak & Surrounding Communities $61,907 Oakland County $50,929 Clawson $80,861 Birminham $57,620 Berkley $52,252 Royal Oak $- $20,000 $40,000 $60,000 $80,000 $100,000 Median Household Income Source: U.S. Census Bureau Housing Value Although dated, the 2000 Census revealed that the majority of the housing in Royal Oak (72.9%) was valued in the $100,000 to $199,999 range, with 17.7% valued over $200,000, and 9.4% valued less than $99,999. The 1990 median value was $74,900, which nearly doubled to $150,900 by 2000. Between 1990 and 2000 housing values increased dramatically. Values have since fallen significantly, although by how much will not be known until 2010 Census figures become available. Average housing costs in Royal Oak rank above those in Berkley and Clawson, but below Birmingham and Oakland County as a whole. Housing values for Royal Oak and surrounding communities are depicted in the following graph. Median Housing Value for 2000 Royal Oak & Surrounding Communities $318,000 Median Housing Value $350,000 $300,000 $250,000 $181,200 $200,000 $150,900 $140,600 $137,700 $150,000 $100,000 $50,000 $Royal Oak Berkley Birmingham Clawson Oakland County Source: U.S. Census Bureau Housing Characteristics Based upon 2000 Census data, the largest percentage (35.2%) of housing in the city was constructed between 1950 and 1959. However, a large percentage of housing (37.2%) was Background Studies Page 74 �City of Royal Oak 2012 Amendment constructed prior to 1949. These figures are indicative of an older suburb, where much of the housing was built prior to World War II. Mature trees in most neighborhoods reflect the older nature of these neighborhoods with distinct architecture and a variety of housing styles. The following chart reveals when housing was built in Royal Oak by decade. Year Housing Built in City of Royal Oak 1990 to 2000 3% 1939 or eariler 17% 1980 to 1989 2% 1970 to 1979 9% 1960 to 1969 14% 1940 to 1949 20% 1950 to 1959 35% Source: U.S. Census Bureau Residential Construction Redevelopment of areas of the city into higher density housing has been a common occurrence since 1995, indicative of the high quality of life the city has to offer and subsequent market conditions which facilitate such development. Most of the new construction has been in owneroccupied condominium developments. The following graph depicts building permit activity for development of single and two-family housing, multiple-family housing, and demolitions. Background Studies Page 75 �City of Royal Oak 2012 Amendment Residential Construction Permits Issued from 1992 to 2010 City of Royal Oak 200 180 Single-Family & Two-Family # of Permits 160 140 Multiple-Family & Attached Condo's 120 Demolished Units 100 80 60 40 20 0 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Source: SEMCOG The net gain of housing units from 1980 to 1990 was 196 units, compared with 379 new units from 1990 to 2000 which is nearly twice as many units over the same time period. The net gain of housing units from 2000 to 2010 was similar at 373 units. That’s a net addition of 752 dwelling units of a 20 year period. However, more demolitions occurred between 2000 and 2009 than between 1980 and 1989 or 1990 and 1999. The following graph depicts residential construction trends since 1980. Residential Construction Permits Issued By Decade 1980 to 2009 City of Royal Oak 1980-89 Single-Family Two-Family Attached Condominiums Multiple-Family Demolitions 171 76 0 88 139 1990-99 161 4 0 436 137 2000-09 296 4 126 96 192 Source: SEMCOG Implications for Planning    Decreasing household size will slow population increases and have implications on the types of new housing that will be needed in the city. An aging population will increase the demand for senior housing and services. The amount of older housing stock in the city will require proactive and ongoing rehabilitation measures. Background Studies Page 76 �City of Royal Oak 2012 Amendment Economic Base Regional Influences Royal Oak is within a short distance to major regional job and trade centers located in Detroit, Southfield, and Troy. As job growth in these areas continues, Royal Oak’s central location and high quality of life will continue to attract new residents. Tax Base Residential property has continued to be the largest tax generator for the City of Royal Oak, indicative of the large number and quality of neighborhoods in the city. Commercial and industrial state equalized value (SEV) have remained relatively stable after a slight increase in 1991. Residential SEV experienced a slight decline between 1990 and 1992, but then increased steadily from 1992 to 2007. Since then residential SEV has decreased sharply every year, although the rate of decline slowed somewhat from 2010 to 2011. The following chart shows the SEV between 1997 and 2011. State Equalized Value of Real Property from 1997 to 2011 City of Royal Oak $2,500,000,000 S.E.V. $2,000,000,000 $1,500,000,000 $1,000,000,000 $500,000,000 19 97 19 98 19 99 20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07 20 08 20 09 20 10 20 11 $Commercial Industrial Residential Source: Oakland Co. Equalization Dept. The following chart shows how the SEV is distributed amongst residential, commercial, and industrial lands in 2011. Background Studies Page 77 �City of Royal Oak 2012 Amendment State Equalized Value by Percentage for 2011 City of Royal Oak Commercial 20% Industrial 2% Residential 78% Source: Oakland Co. Equalization Dept. Commercial Base The commercial base in Royal Oak is the largest category in terms of tax base after residential land use. Commercial uses are located primarily along Woodward Avenue and in the downtown area, with small pockets along Mile Roads and intersections. There are five major office buildings on Woodward which comprise 140,000 square feet of office space, and range in rents from $12.50 to $18.50 a square foot according to the Woodward Avenue Corridor Study Market Analysis. Two large retail centers located along Woodward are the Northwood Center which contains 214,675 square feet of space, and the Beaumont Center which contains 150,000 square feet of space. The downtown contains approximately 325,000 to 375,000 square feet of retail space according to the Downtown Royal Oak Master Plan, with rents ranging from $8 to $17 a square foot. The health of these commercial areas has a direct impact on the entire city as they provide a significant portion of the tax base. Industrial Areas There are three general industrial areas in the City of Royal Oak. The largest area is located on the east side of Coolidge Highway, north of Normandy Road. A smaller industrial area is located at the southeast corner of Campbell Road and Bellaire Avenue, and lastly, there are a few remaining industrial uses along the railroad between Lincoln Avenue and I-696. Employers Beaumont Hospital is the largest employer in the City of Royal Oak, employing over 15,000. Major employers in Royal Oak are listed in the following table. Background Studies Page 78 �City of Royal Oak 2012 Amendment Royal Oak Employers Rank 1 2 3 4 5 6 7 8 9 10 Company Name Industry Employees William Beaumont Hospital Royal Oak Neighborhood Schools City of Royal Oak Flex-N-Gate Royal Oak Consumer’s Energy Holiday Market Meijer Detroit Zoo Form Tech Industries Howard & Howard General medical and surgical hospital Primary education Local government services Motor vehicle metal stamping Public utilities Grocery store Grocery and discount department store Botanical and zoological gardens Manufacturing Law firm 15,358 473 376 371 350 307 293 237 222 132 Source: Royal Oak Planning Dept., 2011. Employment In 2000, 35,487 residents were employed or 62% of the population. This percentage is expected to decrease significantly in the 2010 Census. Mean travel time to work is 22.5 minutes for Royal Oak residents meaning most residents are employed in close proximity to their homes. The majority of Royal Oak residents (70%) are in the professional / managerial, education / health / social services, wholesale / retail, and manufacturing type industries. The following graph depicts job sectors for Royal Oak residents. Employment by Industry for 2000 City of Royal Oak Communication & Information 4% Other 4% Construction 5% Transportation & Utilities 2% Education, Health, Social Services, & Public Admin. 22% Finance, Insurance, & Real Estate 7% Entertainment, Recreation, & Food Services 7% M anufacturing 18% Retail & Wholesale 15% Professional & M anagerial 16% Source: U.S. Census Bureau Background Studies Page 79 �City of Royal Oak 2012 Amendment Implications for Planning    A strong, stable residential base is vital to the city. Large employers in the city should be encouraged to stay and provide jobs for residents. The continued strong economic role of the Woodward Avenue corridor, downtown, and other economic areas are vital to the future of the city. Community Facilities Public Services & Recreation The city’s Recreation Department is responsible for parks, the library, and the senior / community center. The department offers a comprehensive program for youth, adult, and senior activities. There are 50 parks in the City of Royal Oak. The city has a variety of mini-parks, neighborhood parks, and community parks. Facilities include two 9-hole golf courses, a driving range, softball fields, an ice rink, and others. Parks provide a range of activities including both passive and active pursuits. The 2006 Parks and Recreation Master Plan included goals addressing needs for programs, recreation lands, administration and organization, and facilities. The plan also established a five-year action plan for programs and facilities improvements. The senior / community center is located in the northern section of the city on Marais Street where a variety of programs and activities are offered for youth, adults, and seniors. Senior support services include ROSES (Royal Oak Senior Emergency Services) which offers a variety of support services to residents 60 years of age and older. These services include home repairs, chores, and personal home care. Outreach and other support services such as the Alzheimer support group are also offered. The City of Royal Oak has a library which is under the jurisdiction of the city’s Recreation Department. The library is located downtown in the civic center area and offers a variety of programs and services including classes and special programs such as a summer reading program and the poet in residence program. Royal Oak Neighborhood Schools The school district for the City of Royal Oak has approximately 5,300 students, down from 7,100 in 1998. The district includes all of the City of Royal Oak and small portions of Huntington Woods, Clawson, and Berkley. Due to decreasing enrollment, redistricting in 1998 resulted in the following mix of schools: 10 elementary schools; 2 middle schools; and 2 high schools. Further redistricting and consolidation in 2007 resulted in only 6 elementary schools, one middle school, and one high school. Additionally, a vocational school operated by the Oakland Tech Center School District is located in the north part of the city. Background Studies Page 80 �City of Royal Oak 2012 Amendment Oakland Community College The Oakland Community College system comprises of five campuses throughout Oakland County and is the largest community college in the state. The Royal Oak campus, located at the northeast corner of Washington and Lincoln Avenues, contains four buildings totaling approximately 164,000 square feet and a parking structure, all of which comprise the entire block. The college has been in Royal Oak since 1971. The Royal Oak campus is combined with the Southfield campus in terms of administration and programming and serves approximately 7,000 students. The majority of students come from Royal Oak, Ferndale, and Madison Heights. A recent master plan for the college calls for expansion of the campus to allow for additional classroom and counseling space. Any expansion would take place adjacent to the existing campus. Police & Fire The city’s police station is located downtown in the civic center. The department has approximately 70 employees and performs a variety of functions and programs. Divisions include Traffic Safety, Traffic Enforcement, Parking Enforcement, Traffic Education, Traffic Engineering, Traffic Accident Investigation, and Criminal Investigation. The department, in conjunction with the Royal Oak school district, runs the THINK Program (Teaching, Helping, Involving, Nurturing, Kids) which sponsors substance abuse education classes in elementary and the middle schools. The Police Department has three crime prevention programs run through the Crime Prevention Section: (1) Neighborhood Watch; (2) Business Watch; and (3) School Crime Prevention. In addition to the employed officers, the city has an auxiliary police force. Members of the auxiliary force are trained and uniformed volunteers from the community who help patrol neighborhoods and business districts and report suspicious circumstances. The force also provides additional support for emergency calls and traffic control at accidents. The city has the following three active fire stations: the main station at Sixth Street and Troy Street in the downtown; Thirteen Mile Road and Woodward Avenue; and Thirteen Mile Road and Rochester Road. There are approximately 50 active members who in addition to fire protection also provide emergency medical services (EMS) and transport services. The Fire Department also conducts public fire education with school children and seniors. The average response time in the city for emergency calls is approximately 2.8 minutes. The department is an active member of the Oakway Mutual Aid Pact including Ferndale, Birmingham, Madison Heights, Pontiac, Southfield, Bloomfield Township, and West Bloomfield Township. The pact has an agreement to assist in times of extraordinary need. The pact also shares the “Haz-Mat” team for hazardous materials response and shares a vehicle equipped to address emergencies involving hazardous materials. Public Services Water service is through the Southeast Oakland County Water Authority (SOCWA), which purchases water from the City of Detroit. The Authority has water mains at several locations throughout the city where the city taps into and water is metered. Royal Oak is one of ten nearby participating communities in the Authority. Background Studies Page 81 �City of Royal Oak 2012 Amendment Sanitary sewer and storm sewer utilizes the Oakland County Water Resources Commission drains which are then treated in Detroit at the treatment plant. The majority of the city has combined sewer and storm drains. Currently the 12 Towns Drain Improvement Project is underway, as directed by the Water Resources Commissioner, to improve capacity in the north arm of the drain system. The city performs maintenance on all drains, and the Engineering Department is responsible for new or replacement projects, while the city’s Department of Public Services performs minor repairs. The city also participates in the Southeast Oakland County Resource Recovery Authority (SOCRRA) for refuse and curbside recycling service. There is, however, a separate millage for refuse pick-up. Yard waste removal is available for a small fee. Royal Oak is one of 14 nearby communities who participate. Implications for Planning   Residents will continue to expect the high quality of city services and programs currently provided. The city should continue to seek cooperative efforts with neighboring communities to increase efficiency of services. Transportation Being an older community, Royal Oak has a well-established grid-style street system. This type of system helps deliver traffic in a spread-out manner. Roadway improvements are mainly maintenance and resurfacing related. Functional Classification System Road classifications identify the volume and type of traffic that is appropriate for each segment of the roadway network. For purposes of transportation planning, a functional classification of roads has been developed. The Michigan Department of Transportation (MDOT) and the Road Commission for Oakland County utilize the classification system to determine the order in which improvement projects should be completed. The Roadway Functional Classifications Map illustrates the functional classification system for various streets with Royal Oak. The following is a description of the different roadway classifications: Principal Arterials – Interstate / Non-Interstate. These roadways are at the top of the classification hierarchy and the primary function of such roadways is to carry vehicles relatively long distances and to provide through-travel movements. Background Studies Page 82 �City of Royal Oak 2012 Amendment Roadway Functional Classifications City of Royal Oak J (/) .J ..J :i' ~ w > w Q'. m II. 0 ~ 0 LEGEND Principal Arterial - Interstate _,.,, Other Principal Arterial - Non-Int erstate ,,,,. , Minor Arterial _.. .,,., ,-_. Urban Collector Source: Michigan Dept. of Transportation and Carlisle / Wortman Associates, Inc. Background Studies Page 83 �City of Royal Oak 2012 Amendment Minor Arterials. Minor arterials include roads connecting intra-urban land uses. These roads tend to accommodate slightly shorter trips than a major arterial. Urban Collectors. There are two types of collectors: minor and major. Major collectors provide access and mobility within residential, commercial, or industrial uses. Major collectors generally carry more traffic than minor collectors. Local Streets. The remainder of the streets within the city provide access to individual properties, with limited continuity and mobility. Local streets are designed for low volumes and are linked by collector roadways to other land uses or arterials. City Roadway Improvement Programs The city maintains and repairs all roads in Royal Oak, coordinated by the Department of Public Services. There are, however, roadways that are under county jurisdiction that the city is reimbursed to maintain as listed in the following table: Roadway Segments Under Oakland County Jurisdiction City of Royal Oak Roadway From To Coolidge Highway Eleven Mile Road Twelve Mile Road Fourteen Mile Road Greenfield Road Woodward Avenue Main Street Campbell Road Rochester Road Webster Road Fourteen Mile Road Campbell Road Stephenson Highway Campbell Road Fourteen Mile Road Source: Road Commission of Oakland County Downtown Parking Parking in the downtown area is comprised of a combination of surface lots, structures, and onstreet parking spaces. According to the City of Royal Oak Downtown Parking Study and Master Plan report, there area 4,656 total parking spaces in the downtown area: 566 on-street parking spaces and 4,090 off-street parking spaces. The city controls 2,010 of the off-street parking spaces, and the remainder are privately managed and owned. The on-street parking provided allows for a variety of length of stay with one-hour, 2-hour, and 10-hour metered parking. The study concluded that occupancy rates are highest between the hours of 8:00 p.m. and 10:00 p.m., reflecting the position of the downtown as an entertainment and restaurant district with strong night-time activity. Transit Royal Oak residents have a variety of transit opportunities provided by SMART (Suburban Mobility Authority for Regional Transportation) which has a service hub in downtown Royal Oak. SMART transit opportunities include fixed-route service to Detroit and nearby suburbs, park-and-ride facilities, and Community Transit services, which provides curb-to-curb transit Background Studies Page 84 �City of Royal Oak 2012 Amendment services within a six-mile radius of Royal Oak. Community Transit charges seniors and handicapped customers $1.00 a ride, and all others pay $2.00. The service uses large vans which hold up to 18 people. Advance scheduling in required except for common destination points. Also coordinated with SMART is Greyhound bus service and taxi-cab service. Amtrak service is also provided. Airports Royal Oak is conveniently located in close proximity to three major airports: Detroit Metropolitan Airport, Detroit City Airport, and Oakland County International Airport. Non-Motorized Transportation Many people have chosen to live in Royal Oak because of the pedestrian scale of the community. The primary means of providing non-motorized transportation are the traditional city sidewalks. Lacking is a well-defined bikeway system providing designated linkages between neighborhoods and key community facilities. Royal Oak is designated, however, in the Southeast Michigan Greenways Concept Plan as having potential for pedestrian and bike paths which connect to the larger Oakland County system. Implications for Planning     On-going maintenance of existing city roadways is imperative. Continue efforts to lessen and slow traffic along local streets within residential neighborhoods. Explore alternative transportation measures to lessen traffic and improve circulation throughout the city. Ensure adequate parking is provided to meet the growing demand. Existing Land Use Royal Oak was once part of Royal Oak Township and is now defined by an assortment of mile roads, half-mile roads, and freeways. The municipalities of Royal Oak, Oak Park, Royal Oak Township, Huntington Woods, Ferndale, Berkley, Hazel Park, Madison Heights, and part of Clawson all occupy land which was once Royal Oak Township. Of this collection of communities, Royal Oak is by far the largest, occupying over 12 square miles of the 36-square mile area. The majority of the city is located east of Woodward Avenue. I-696 serves as a southern boundary and I-75 serves as much of the boundary to the east. The north boundary is roughly defined by Fourteen Mile Road but jogs both north and south in some places to the nearest halfmile roads. Background Studies Page 85 �City of Royal Oak 2012 Amendment Existing Land Use Definitions & Descriptions Existing land uses were mapped through a combination of reviewing existing land use maps prepared by Oakland County, current aerial photography, and quarter section mapping available from the city. Since all current resources were both dated and/or inaccurate, field verification by both the consultant and staff were necessary. Maps on pages 88 and 89 illustrate existing land use patterns for the northern and southern portions of the city. Existing land uses in the city are defined and generally described below. The figure on page 87 illustrates the distribution of existing land uses within the city. More detailed descriptions of land use characteristics by subarea are found in the next section. Single-Family Residential – single-family detached dwellings located on individual lots. SingleFamily Residential is the largest existing land use category in the city. Single-Family Residential uses are located throughout the city. Two-Family Residential – buildings which contain two attached dwellings (also called duplexes). Two-Family Residential uses exist in both scattered patterns throughout the city and in concentrated areas such as the north side of Fourth Street east of downtown and the west side of Campbell Road north of Twelve Mile. Multiple-Family Residential – buildings which contain three or more attached units which are occupied as either apartments (rental units) or condominiums (owner-occupied). Multiple-Family Residential uses exist in scattered areas within the southern neighborhoods of the city, around the outskirts of downtown, in concentrated areas such as south of downtown west of Main Street, in the northern part of the city north of Fourteen Mile Road, and along Coolidge Highway east of Beaumont Hospital. Commercial – includes uses such as retail, service, restaurant, office, and entertainment facilities located in small or large commercial areas. Commercial uses are located primarily in the downtown, along Woodward Avenue, and along other commercial corridors such as Eleven Mile Road, Rochester Road, and North Main Street. Restricted Parking – parking lots which are accessory to a commercial or industrial use and are located on a separate residentially-zoned and adjacent parcel. Restricted Parking areas are located predominantly along Woodward Avenue behind commercial frontage. Industrial – uses include warehousing, storage, research, laboratory, manufacturing, processing, and fabrication. Industrial uses in the city are concentrated into three areas including east of Coolidge Highway north of Fourteen Mile Road, the southeast corner of Campbell Road and Bellaire Avenue, and in the southern portion of the city along the railroad tracks south of Lincoln Avenue. Institutional – uses include public buildings and parking lots, hospitals, schools, cemeteries, and churches. Institutional uses are located throughout the city such as Beaumont Hospital, schools, and cemeteries, and in the downtown such as City Hall, the Farmers Market, 44th District Court, and library. Background Studies Page 86 �City of Royal Oak 2012 Amendment Parks and Recreation – includes public and private parks, recreational facilities, and open space systems. Parks and Recreation uses area located throughout the city both in the form of small, scattered neighborhood parks and larger city-wide parks and facilities such as the Royal Oak Golf Club. Vacant – parcels that are undeveloped and/or unused. There are very few vacant parcels remaining in the city. One larger vacant parcel located in the southern portion of the city is the area at the east corner of Main Street and I-696. Transportation, Utilities, and Communication – areas utilized for the provision of essential services such as gas, electricity, and telecommunications. There are only a few areas of Transportation, Utilities, and Communication in the city. Notable areas include the southeast corner of Fourteen Mile Road and Coolidge Highway, the east side of Troy Street between Lincoln Avenue and Seventh Street, and some scattered locations along the railroad. Existing Land Use 1998 Royal Oak Transportation, etc. 1% Parks & Recreation 10% Vacant 1% Industrial 3% Commercial 6% Institutional 10% Single-Family Residential 62% M ultiple-Family Residential 6% Two-Family Residential 1% Source: Carlisle / Wortman Associates, Inc. Background Studies Page 87 �City of Royal Oak Background Studies 2012 Amendment Page 88 tes, Inc. Carlisle/Wortman Associa hite cts nne rs and Landscape Arc Com mu nity Plahig an Mic Ann Arb or, �City o f Royal Oak, Mic South Portion of City J uly 15, 1999 City of Royal Oak Background Studies Use E x is ti n g L a nhidgan LE GE ND _ Single Family ential __ Two-Family Resid sidentia l Re ly mi Fa Multiple Commercial Industria l Institutional Parks and Recreation Communication nsportation, Utilities & BIii Trastr ng rki Pa Re icted Vacant II. 0 LJ 2012 Amendment Page 89 iates, Inc. Carflsle/Wortman Assoc d Landscape Arc hite cts an rs nne Co mm uni ty Pla gan chi Mi or, Arb Ann �City of Royal Oak 2012 Amendment Subarea Existing Land Use Descriptions For purposes of organizing workshops and analyzing areas, the city was divided into seven planning subareas as depicted on the Existing Land Use Sub-Area Map. A brief description of the location, land uses, and major landmarks are included in the subarea land use descriptions below. Subarea 1 Subarea 1 is the smallest of all the subareas and is located in the northern portion of the city, bounded by Clawson to the east, Troy to the north, Birmingham to the west, and Normandy Road to the south. This portion was annexed into the city in the 1920’s. Single-family neighborhoods contain post-war cape cods and ranches. New residential development in this subarea has been the 18-unit Cummunigston Court condominiums along Parmenter Boulevard. There is a large residential development called Coventry Parkhomes located along the west side of Crooks Road north of Fourteen Mile Road which contains attached condominium units. Industrial and intense commercial (Meijer’s) uses are located along the railroad, while the east side is predominantly residential. Light commercial uses are located along Fourteen Mile Road, and there is a commercial node at the Fourteen Mile Road and Crooks Road intersection. Landmarks include the large wooded Cummingston Park along the northern boundary of Royal Oak, the Normandy Oaks Golf Course, and the railroad. Subarea 2 This subarea is located in the northwestern portion of the city, bounded by Birmingham to the north, Beverly Hills and Greenfield Road to the west, Berkley and Twelve Mile Road to the south, and the railroad tracks to the east. This area was annexed into the city in the 1920’s. The neighborhoods are varied architecturally including the Beverly Hills area on the west side of Woodward Avenue which was built in the 1930’s and 1940’s. This area includes colonial revival and ranch styles. A portion of the Vinsetta Park neighborhood is located in the southern section of subarea 2. The remaining neighborhoods are generally post-war cape cods and ranches. The land use patterns in subarea 2 are predominantly single-family, with commercial and office uses along Woodward Avenue and Thirteen Mile Road, and multiple-family uses along Coolidge Highway, Thirteen Mile Road, Fourteen Mile Road, and Greenfield Road. There is one industrial area between the railroad and Coolidge Highway, north of Normandy Road. Beaumont Hospital is located on the south side of Thirteen Mile Road west of Woodward Avenue. Landmarks include the Royal Oak Golf Club, Memorial Park, and the fire station at Thirteen Mile Road and Woodward Avenue. Subarea 3 Subarea 3 is located in the northern portion of the city and is bounded by Normandy Road and Clawson to the north, Main Street to the east, the railroad tracks to the west, and Twelve Mile Background Studies Page 90 �City of Royal Oak 2012 Amendment Road to the south. This area was annexed into the city in the 1920’s. Neighborhoods are predominantly comprised of post-war houses such as cape cods and ranches. The subarea is predominantly single-family residential with two areas of duplexes south of Thirteen Mile Road, east of the railroad tracks, and north of Webster Road. Multiple-family residential uses are located along Normandy Road and the railroad, across Crooks Road from Royal Oak High School, along Thirteen Mile Road, along Webster Road, and other pockets in the southern section of the subarea. Commercial uses exist along Crooks Road at Thirteen Mile Road, at Webster Road, and near Twelve Mile Road, and at the intersection of Main Street and Twelve Mile Road. New residential development has been limited to the 12-unit Oak Shade condominium project along Crooks Road. Landmarks include Royal Oak High School, the senior / community center, Quickstand Park, Worden Park, and Starr Park. Subarea 4 Subarea 4 is located in the northern portion of the city and is bounded by Madison Heights to the east, Clawson to the north, Main Street to the west, and Twelve Mile Road to the south. This portion of the city was annexed in the late 1920’s, with the small area east of Campbell Road being annexed in the 1950’s. With the exception of the Lakeside Drive area which contains older large scale homes from the 1920’s, the remaining neighborhoods are predominantly post-war cape cods and ranches. Land uses are predominantly single-family. There are duplexes along Campbell Road adjacent to Madison Heights, and scattered multiple-family projects along Rochester Road and Main Street. Commercial uses are located along Main Street and along Rochester Road, and at the corner of Twelve Mile Road and Campbell Road. The small pocket on the east side of Campbell Road contains a park and commercial and industrial uses. Landmarks include the Red Run Golf Club, Wagner Park, and the fire station along Rochester Road. Subarea 5 Subarea 5 is located between the downtown to the east, Woodward Avenue to the west, I-696 to the south, and Twelve Mile Road to the north. A small portion of subarea 5 is located across Woodward Avenue directly north of the Detroit Zoo, although this small area is virtually indistinguishable from surrounding Huntington Woods. The area of the city which encompasses subarea 5 was annexed by 1922 and serves as the gateway to Royal Oak. Architectural styles are varied with some older neighborhoods built in the 1910’s and 1920’s containing larger colonial revival, English Tudor revival, and Dutch colonial. These areas are located along Hendrie Boulevard and in the Vinsetta Park area. Remaining architecture in subarea 5 can be described as predominantly arts-and-crafts, early 20th century bungalows, American foursquares, and building styles taken from the Sears & Roebuck catalog. Background Studies Page 91 �City of Royal Oak 2012 Amendment Identifiable landmarks and points of interest in subarea 5 include the Detroit Zoo at the southern portion of I-696, the Grand Trunk Railroad which bisects the northern neighborhoods, the Woodward Avenue corridor, the South Oakland YMCA, Royal Oak Middle School, Meininger Park, and the Royal Oak Women’s Club built in 1839, the city’s oldest structure. New housing has mainly consisted of the 14-unit Washington Place condominiums located across from Royal Oak Middle School. The portion of Woodward Avenue located in subarea 5 consists mainly of commercial, office, and multiple-family uses. Both Eleven Mile Road and Washington Avenue (south of downtown) provide a mix of small commercial, office, services, and small-scale multiple-family uses. The commercial uses along Main Street north of downtown are characterized by more intense commercial uses such as automobile dealerships and repair. The remaining area is single-family in nature with scattered multiple-family uses. Subarea 6 The location of subarea 6 generally coincides with the existing Downtown Development Authority boundaries with the exception of the northern boundary, which extends north to Oakland, University, and Pingree Avenues respectively, and the west side of the southern portion of Main Street, which is included in subarea 6. The area which is now the downtown core was the origin of the city and was established in 1836. Several historic structures are located in the downtown area. Land uses are predominantly commercial and office in nature, with scattered multiple-family and institutional uses such as churches. Two high-rise senior housing complexes are located just east of downtown and residential uses are located north of Eleven Mile Road and east of Main Street. The civic center area includes the Farmers Market, City Hall, the library, the 44th District Court, and the police station. Oakland Community College is located along Lincoln Avenue on the west side of downtown. Overall, downtown has a unique character with many restaurants, night spots, and galleries. The southern node of subarea 6 includes the Main Street Square townhouse development. Subarea 7 Subarea 7 is located in the southeast portion of the city and is bounded by I-696 to the south, I-75 and Madison Heights to the east, the downtown to the west, and Twelve Mile Road to the north. The western portion of subarea 7 was annexed into the city in the 1920’s, with the remaining area annexed in the 1940’s. The architectural styles of the western portion includes predominantly arts-and-crafts, Sears-Roebuck, bungalows, and American four-squares. The eastern area is predominantly post-war architecture which includes cape cods and ranches. New development has been concentrated in the southern portion of subarea 7, such as the Maryland Club condominiums, but also small scale condominium projects have been built throughout the subarea. Background Studies Page 92 �City of Royal Oak 2012 Amendment Land uses are generally categorized as varied commercial, office, and industrial uses along the western border adjacent to downtown, and commercial and multiple-family uses along Eleven Mile Road, Campbell Road, Fourth Street, and Lincoln Avenue. A predominantly industrial area is located in the northeast corner of the subarea between Campbell Road, Gardenia Avenue, I-75, and Twelve Mile Road. The remaining area is single-family in nature with scattered multipleand two-family developments, and various institutional uses such as churches and schools. Major landmarks include the Royal Oak, Oakview, and St. Mary’s cemeteries. Implications for Planning   As the city nears build-out, planning efforts should be focused on maintaining existing neighborhoods and promoting the viability of existing commercial centers such as the Downtown and Woodward Avenue. The city should continue exploring enhancement opportunities and potential for focused redevelopment efforts. Background Studies Page 93 �City of Royal Oak 2012 Amendment Existing Land Use Sub-Area Map Source: Carlisle / Wortman Associates, Inc. Background Studies Page 94 �City of Royal Oak 2012 Amendment Summary of Implications for Planning The following is a summary of the implications for planning from all of the various background studies which were conducted including Population, Housing, Economic Base, Community Facilities, Transportation, and Land Use:  Consideration of what is occurring in adjacent communities is integral to the planning process.  Coordination should occur with adjacent communities to benefit the entire area.  Past plans should be utilized in all current and future planning efforts.  The city should update and re-evaluate the city Master Plan on an on-going basis.  The city can expect a relatively stable population base in the future.  Decreasing household size will slow population increases and have implications on the types of new housing that will be needed in the city.  An aging population will increase the demand for senior housing and services.  The amount of older housing stock in the city will require proactive and ongoing rehabilitation measures.  A strong, stable residential base is vital to the city.  Large employers in the city should be encouraged to stay and provide jobs for residents.  The continued strong economic role of the Woodward Avenue corridor, downtown, and other economic areas are vital to the future of the city.  Residents will continue to expect the high quality of city services and programs currently provided.  The city should continue to seek cooperative efforts with neighboring communities to increase efficiency of services.  On-going maintenance of existing city roadways is imperative.  Continue efforts to lessen and slow traffic along local streets within residential neighborhoods. Background Studies Page 95 �City of Royal Oak 2012 Amendment  Explore alternative transportation measures to lessen traffic and improve circulation throughout the city.  Ensure adequate parking is provided to meet the growing demand.  As the city nears build-out, planning efforts should be focused on maintaining existing neighborhoods and promoting the viability of existing commercial centers such as the Downtown and Woodward Avenue.  The city should continue exploring enhancement opportunities and potential for focused redevelopment efforts. Background Studies Page 96 �City of Royal Oak Master Plan 2012 Amendment Visioning & Public Participation Visioning Workshops A series of town meetings were conducted as the first step in the public input phase of the City of Royal Oak’s Mater Plan update effort. For planning purposes, the city was divided into seven planning subareas. A workshop was conducted for each subarea. The primary focus of each workshop was to gain an understanding of the issues pertinent to that subarea. In conducting the town meetings, a technique called “visioning” was used. The visioning process provides a vehicle for people of diverse viewpoints to identify the common dreams and desired future for their community. Each workshop entailed identifying vision statements via a brainstorming process based upon the following principles:     Visions should generate new and bold ideas for the future. All ideas and visions are welcome. No ideas or visions will be criticized. Participation from all is encouraged. A common format was followed at each workshop. Central to the process was small group discussions. Workshop participants were divided into small groups and, with the help of a trained volunteer facilitator, generated lists of vision statements which reflected individual ideas. Topics covered by the small groups included:  Housing and Neighborhood Preservation;  Commercial, Office, and Industrial Land Use; and  Community Services, Recreation, and Transportation. Topics somewhat altered for the downtown visioning workshop. After all statements were recorded, the small groups voted on which statements were “priority” visions statements. This step facilitated both the prioritization of issues, as well as built consensus amongst participants. The facilitator recorded all statements and votes. Each small group then presented its “priority” vision statements to the large group, and again the large group voted on the statements producing “top priority” visions for that particular workshop. The following table gives the details regarding each workshop including date, location, and attendance. Nearly 200 people attended the workshops. Visioning & Public Participation Page 97 �City of Royal Oak Master Plan 2012 Amendment Royal Oak Visioning Workshops Subarea Date Location Participants 1&2 3 4 5 6 7 December 10, 1997 November 12, 1997 October 29, 1997 June 17, 1997 January 14, 1998 October 8, 1997 Royal Oak High School Royal Oak High School Royal Oak High School Royal Oak Middle School Royal Oak Women’s Club Royal Oak Middle School 12 10 16 68 60 32 Priority Visions Several predominant themes arose from the visioning workshops. In general, those themes focused on the following elements:        Neighborhood preservation Areas around the downtown Commercial corridor improvements along major roadways Woodward Avenue improvements Downtown Community facilities Transportation The results of each workshop are discussed in detail by subarea in the balance of this section. However, the following table summarizes the predominant themes expressed in each subarea. Summary of Subarea Issues Subarea Issues Neighborhood Preservation Historic Resources Relationship to Downtown Appearance / Image Transportation / Circulation Commercial Corridor Woodward Avenue Area 1 Area 2 Area 3 Area 4 Area 5                        Area 6     Area 7      The following identifies the priorities expressed at each of the visioning workshops. Although the majority of these issues which arose related to the subarea in which the workshop was conducted, several issues which were of city-wide significance arose and are listed separately. A complete documentation of all vision statements is contained in Appendix I for each subarea workshop, and is organized both by small group and by topic. Subareas 1 and 2 1. Protect single-family neighborhoods with use of buffering, only small-scale multiple-family, and prevention of commercial encroachment. Visioning & Public Participation Page 98 �City of Royal Oak Master Plan 2012 Amendment 2. Improve Woodward Avenue corridor addressing appearance, quality of businesses, parking, pedestrian access, etc. Subarea 3 1. Maintain existing character of single-family neighborhoods. 2. Protect historic resources and maintain trees and open space. 3. Promote residential scale and character of commercial areas adjacent to neighborhoods. Subarea 4 1. Protect character of residential neighborhoods and encourage single-family housing. 2. Restrict cut-through traffic through neighborhoods. 3. Maintain parks as natural areas. Subarea 5 1. Promote historic neighborhood identification and develop design and density standards for new development. 2. Encourage consistency between existing land use and zoning. 3. Reduce cut-through traffic in residential neighborhoods. 4. Ensure buffers and transitional uses between commercial areas and neighborhoods. 5. Improve Eleven Mile corridor with regards to façades, landscaping, signage, parking, and code enforcement. Subarea 6 (Downtown) 1. Promote mix of land uses downtown including high-density housing, office space, and a retail and service mix that meets day-to-day needs of residents. 2. Encourage preservation of historic structures and promote urban character. 3. Consider a cultural facility / center and enhance civic center area. 4. Parking should be consolidated into mixed-use, multiple-level structures. 5. Consider expansion of the Downtown Development Authority south of Lincoln Avenue. Subarea 7 1. Preserve integrity of single-family neighborhoods. 2. Ensure buffers between commercial areas and neighborhoods. 3. Improve appearance (landscaping, screening, signage) of Eleven Mile Road corridor and other commercial, office, and industrial areas. Visioning & Public Participation Page 99 �City of Royal Oak Master Plan 2012 Amendment In all of the workshops, a number of visions were expressed that went beyond the boundaries of the particular subarea. The following statements of city-wide significance were expressed: Community Facilities 1. Improve and maintain parks. 2. Consider a community recreation center with a swimming pool, tennis courts, skate board and roller rink, and ice rink. 3. Provide programs for adolescents and young adults. 4. Develop strategy for school building re-use. 5. Consider a cultural facility / center and enhance civic center area. 6. Reorganize civic center and promote as a focal point. 7. Expand Farmers Market complex. Transportation 1. Increase opportunities for walking, biking, and rollerblade trails. 2. Restrict cut-through traffic in single-family neighborhoods. 3. Promote non-motorized transportation. 4. Consider city-wide public transportation system. 5. Bury railroad below grade and reclaim land for development. 6. Promote pedestrian walkways downtown. Concept Plan Workshops Following completion of the visioning workshops, concept plans were formulated for each planning subarea. The purpose of the concept plan was to illustrate the common themes which emerged from the visioning workshops and provide a vehicle for discussion with the Steering Committee and the public in following workshops. The concept plans contained the overall key concepts plan for Royal Oak as well as more detailed land use concept plans for each subarea. While the overall plan identified and illustrated the key concepts for the entire city in a generalized fashion, the subarea concepts provided and illustrated more specific recommendations. Key concepts and specific recommendations were derived directly from the visioning workshops as well as analysis of existing land use patterns and other physical conditions. Particular attention was given to areas where there are conflicts between current zoning and existing land use (i.e., single-family dwellings zoned for multiple-family). Visioning & Public Participation Page 100 �City of Royal Oak Master Plan 2012 Amendment Key concepts were identified for the following areas:       Residential neighborhoods. Major corridors that are primarily commercial in nature. Woodward Avenue corridor. Downtown area. Areas where existing land uses are to be maintained; and Opportunities / enhancement areas, selected target areas designated for redevelopments and/or enhancement. The subarea concept plan narrative followed a similar format for each subarea with a brief description of the area giving location, neighborhood character, major existing land uses, and subarea landmarks. Second, issues emerging from the visioning workshops and from further analysis were identified. Finally, subarea land use concept plan illustrated specific recommendations for future land use. The concept plans were reviewed by the Steering Committee prior to the scheduling of the public workshops. The purpose of the workshops was to present concept plans to the public and receive their input on the general content and direction. In an effort to bring continuity to the planning process, concept plans for the entire city and each subarea were presented. Two workshops were held. The first workshop was conducted at Royal Oak High School on May 21, 1998 and was attended by 9 people. The second workshop was conducted on June 2, 1998 at the Baldwin Theater and was attended by 63 people. Visioning & Public Participation Page 101 ��City of Royal Oak Master Plan 2012 Amendment Non-Motorized Transportation Plan Public Act 135 of 2010, one of the “Complete Streets Acts” adopted that year, requires cities receiving money from Michigan’s transportation fund to prepare a 5-year plan for the improvement of non-motorized transportation facilities. Bicycling and walking facilities are also supposed to be incorporated into all transportation projects according to an official policy statement of the Federal Highway Administration (U.S. DOT Policy Statement on Integrating Bicycling and Walking into Transportation Infrastructure). Through 2010 and 2011 the city prepared such a non-motorized transportation plan. The Active Transportation Alliance of Chicago was hired with EECBG grant funding to complete a nonmotorized plan for Royal Oak. The result of their work is the Royal Oak Non-Motorized Transportation Plan dated September 13, 2011. That document is composed of recommendations on infrastructure improvements, policies, and programs to make it safer and more convenient to walk, bike, and use transit in Royal Oak. The following portions of Royal Oak Non-Motorized Transportation Plan were revised and are hereby adopted as part of this amendment to the city’s Master Plan. Introduction Royal Oak is laid out on a well-established grid system of streets. This street network and the distribution of land uses bring a pedestrian scale to the community. The primary means of providing non-motorized transportation is the sidewalk network. Lacking is a well-defined bicycle route system linking neighborhoods, community facilities, neighboring communities, and regional destinations. Background The City of Royal Oak has undertaken a number of planning studies over the past 15 years. One of a number of planning implications identified through these studies is the desire to explore alternative transportation measures to lessen vehicular traffic and improve circulation throughout the community. In other words, place a greater focus on non-motorized modes of transportation – namely bicycling and walking. In 2009, the City of Royal Oak filed an application for Energy Efficiency and Conservation Block Grant (EECBG) Program funding assistance to develop a non-motorized transportation plan. Funds distributed through the EECBG Program provide assistance to Non-Motorized Transportation Plan People meet at the Farmers Market to bike in Royal Oak Page 103 �City of Royal Oak Master Plan 2012 Amendment communities to implement strategies to reduce fossil fuel emissions and total energy use, and to improve energy efficiency. The city issued a request for proposals to develop a non-motorized transportation plan. In August of 2009, the City Commission awarded the Active Transportation Alliance a contract to undertake the planning project. The project officially commenced in August of 2010. Putting in place infrastructure improvements and implementing policies and programs to encourage Royal Oak residents to utilize non-motorized modes of transportation will improve the health and livability of the community. This non-motorized plan is comprised of four implementation tracts that when employed in concert will establish a physical and cultural environment that supports and encourages safe and comfortable travel throughout the city and into surrounding communities. It is anticipated that the changes to the physical and cultural environment will result in greater numbers of Royal Oak residents choosing to walk, bicycle, or use public transit as their preferred modes of transportation for many trips. These choices will lead to healthier lifestyles, improved air and water quality, and a more energy-efficient transportation system. The chart to the right illustrates four implementation tracks in the plan. Each track may move forward independently as resources allow. However, it is the integration and implementation of all four tracts that will improve the livability of Royal Oak. • • . . ! . -•·:· · ' . ~~ " t • . Why a Non-Motorized Plan for Royal Oak Royal Oak, like many other communities, is looking for ways to be more environmentally, socially, and economically sustainable. While the quality of schools, suburban values, and cost of living attract individuals and families to Royal Oak, people’s life choices are increasingly influenced by wellness, sustainability, and mobility considerations. Many Royal Oak residents already choose to walk or to use a bicycle to get to work or school, to run errands, and for recreation purposes, and the number is growing. With its historic grid system of streets, well-distributed schools and parks, transit service, a pedestrian-friendly downtown, and an active cycling base, Royal Oak is poised to benefit from an improved pedestrian and bicycling network. This plan intends to chart a course for developing a safe and relevant non-motorized transportation network for Royal Oak that will allow residents from age 8 to 80 to feel comfortable getting around the community on foot or by bicycle. The purposes of this NonMotorized Transportation Plan are to: Non-Motorized Transportation Plan Page 104 �City of Royal Oak Master Plan 2012 Amendment  Increase bicycling and walking as active modes of transportation.  Make bicycling and walking comfortable and enjoyable transportation choices.  Expand the network of pedestrian ways and bikeways throughout the community.  Create safe and inviting walking and biking environments for residents and visitors.  Contribute to the “quality of life” for current and future residents and visitors.  Coordinate planned improvements with other agencies having jurisdiction over elements of the transportation network. Benefits of a Non-Motorized Plan Having the ability to move about Royal Oak safely, comfortably, and conveniently, on foot or by bicycle, will provide a number of benefits to residents and businesses, including the following: Mobility Costs related to transportation are a household’s highest expense after housing. Improving accommodations in Royal Oak for bicyclists and pedestrians will make it easier for people to get around without a car, particularly for shorter distance trips. This may allow some families to reduce number of vehicle miles traveled and the number of cars that they own. Economy Bicyclists and pedestrians are also consumers. Making Royal Oak more bicycle- and pedestrianfriendly will encourage people to frequent local businesses, whether they are downtown or along other commercial corridors. Bicycle- and pedestrian-friendly accommodations increase people’s access to businesses. Providing bicycle and pedestrian friendly infrastructure improvements will encourage residents to travel to local shops on foot or bicycle instead of jumping in their car to spend money in another town. Health Sedentary lifestyles are contributing to record levels of obesity and health issues in the United States, including heart disease, stroke, diabetes, and other weight-related problems. Active living is a solution. Traveling by foot or by bike, whether for commuting or recreational purposes, is an inexpensive and convenient way to integrate healthy, physical activity into everyday life. Environment Improving bicycle infrastructure and encouraging more bicycling activity has the potential to reduce the number of vehicle trips and vehicle miles travelled in Royal Oak. Fewer cars on the road means less traffic congestion, reduced vehicle exhaust emissions, cleaner air, and a reduced reliance on finite energy resources. Non-Motorized Transportation Plan Page 105 �City of Royal Oak Master Plan 2012 Amendment Plan Methodology & Community Outreach Kick-Off Meeting The planning process kicked off on August 10, 2010 with a meeting between the Planning Commission, staff, and representatives from the Active Transportation Alliance. The participants discussed the reasons for undertaking the effort, strengths and challenges of the current nonmotorized network, and steps to move the process forward. Community Open House The process to gather input continued with a Community Open House conducted on September 28, 2010. More than 80 Royal Oak residents and stakeholders offered input regarding local and area destinations, obstacles making bicycling and walking difficult, preferred routes, access to transit, and desired routes to build a more complete non-motorized network. Programmatic initiatives to encourage more individuals to bicycle and walk, and to do so safely, were also discussed. The comments received were used to recommend a series of education, encouragement, and enforcement programs, as well as infrastructure improvements to promote bicycling and walking in Royal Oak. Community members share their ideas for improving bicycling and walking conditions in Royal Oak Inventory of Existing Conditions The Active Transportation Alliance inventoried and reviewed: local and regional plans; bicycle, pedestrian, and transit accommodations; and local programs to get a current snapshot of existing conditions for non-motorized travel in Royal Oak. This existing conditions analysis provided a baseline from which the Active Transportation Alliance developed network and programmatic recommendations to improve non-motorized travel in the community. Non-Motorized Transportation Plan Page 106 �City of Royal Oak Master Plan 2012 Amendment Recommended Facilities for Development Report The Active Transportation Alliance presented an interim report including a draft outline for the non-motorized plan and a series of network recommendations. City staff reviewed the network recommendations and their input is reflected in the infrastructure improvements Projected Energy Savings Analysis Funding to develop this non-motorized plan was obtained through the Federal Energy Efficiency Conservation Block Grant Program (EECBG). One of the objectives of this funding source involves documenting energy savings and environmental benefits that might be achieved with the implementation of this plan. One of the many positive benefits of commuting on foot or by bicycle is the energy savings and environmental impact of shifting trips from car to non-motorized travel. In the last two decades mode share for walking and bicycling has increased. A combination of additional infrastructure, educational, encouragement and safety factors have contributed to this increase. And as additional facilities for walking and bicycling are built or improved, non-motorized travel is likely to continue increasing. One way to quantify the value of non-motorized travel and its benefits for the community is by looking at the projected reduction in Vehicle Miles Traveled (VMT) as residents substitute trips taken by car for trips taken on foot or by bicycle. For each vehicle mile not traveled, there is a resulting energy savings. In Royal Oak, at the time of complete build-out of this non-motorized plan, more than 15,000 vehicle miles traveled per day will be saved, resulting in 10 fewer tons of CO2 emitted and 1,000 gallons of gasoline saved due to this reduction in VMT. A complete energy savings analysis can be found in appendix A of the Royal Oak Non-Motorized Transportation Plan prepared by the Active Transportation Alliance. Legacy of Planning & Active Living Over the last few decades, Royal Oak has enjoyed a tradition of both active living and planning for active lifestyles. In the city, there are groups that encourage bicycling, and the city itself has completed several plans that have informed or directed bicycle and pedestrian improvements. Wolverine Sports Club The Wolverine Sports Club (WSC) started as the Wolverine Wheelmen in 1888. The WSC promotes many active sports including bicycling. The WSC offers road touring, mountain biking, and racing programs for cyclists. The road tourists represent the largest contingent of the WSC. The focus is on proper riding technique and the touring schedule includes over 800 rides a year, including the well-known “Wednesday Night Ride” that has started and finished in downtown Royal Oak for over 50 years. Non-Motorized Transportation Plan Page 107 �City of Royal Oak Master Plan 2012 Amendment Potential Bicycle Routes Map The Potential Bike Route Map was developed by city staff and adopted in 2008. It identifies both major bike routes used by experienced cyclists in Royal Oak and surrounding communities, and minor bike routes used to get through neighborhoods and connect to parks and schools. POTENTIAL BICYC LE ROUTES City of Royal Oak & Surrounding Communities POI"NTIA 1 MA IOB fllGYCI f BQIITFS/bf iU 'i !1"'5) Slid. K are- po;en.naa maic,r lllcycle rOW!s. In mi! City D:t Royal Oak tha1 llave lleEfl useo rm several }-ea/5 tiy roi:al IIIC)'Clhg team& aml cAJbs as wl!!I as O"Jler aVl4 bk:ydf.s:s ror trarnlng ami scdal ~ e s. ih~e- -wel-est.abl!sf\e<I routes 'll'En! creali>O by bk:.ycllsfi. a/J.d e,,iotved over many fE-alli. :some Dieing In u&e Tor aver 5D ye-a~ Mos.l or l!lese rou1.es cror;s major &-:ree~ at 51:gn~ ticea.eC"JDn&- and con.11.@C[ :ei CD11t:nuhg and ~S[gna:E<I blc.YQ? roll'.es In ac:1;ac.em car.es.. These rout,es genaally avolll a.ti many STOP srgns as po:5,l:ilbl!! a& 1'' !!11 as r.ecnons of worn or aacl ed pavement tr thE City ot Roya£ Oa k pini,es a s.~em m' d!eS[gna.: E<I b lcy~ rllU!i!&-. th~e rout.es shootd rorm the ID1S1da::Joo ar '!llil! r.ystem. Suen rotr. ~ wow! be defln.ed as "51gcle,ii shared roadway&-" 0y MStfTO IT s..rgns were to be placed arong :hies..! streelli- designating lll'!?m as llk:ycle rotr:K. Call!loo 51\olf<I be a<>Ji:::6ed rri ali!r1ng 1t11:,r.e roir:K :o other &tr.! ets.. Ellcyc!I&.:s -.·■ most like-I)' not use ar1y n~• raw, a:1d WIii con UE- to u,e these. wtull ha...e been In comm.on 11&e klr ma yyears. POTCNTIA!.. M1NOR BICYCLE ROUT ES tree tne-,s) Red lines arl' minor blieyCJe- rooto!s ltlat are somel'.me-s ll!oM I))' Dlcydlru m ge-l ll> var1a111i de-:stlna:tlons tnrougnout Royall Oat. to trav to adJ~t commu s:.es. or to -c~ itVOUgJI dmereru nelgtlbOrtlOOOi. Some or tne&e routM Me il:SO recomrnende<I ar, a meariis. to conneci sehoolis. and pdll.s to a p0;:Mttal ma{or 0(-cycie route. Mo61 or mese routes <:rOS& major s:rae-15 a t srgna:tz:ed lnterseCC'.ons. Whlle- Kime- t\a'le acceu to a &lgnal ten tnan a h~ora Dl:Gaotiay. A r,s,w crosi. ma.JorstrHts atgt01n1,,,.·m IZ 16po&Sfble- tosa! cro&o w11t1out a signal duie 10 101.1io-er sp~cts an.a :raffle 'l'Olume-s, or tne- timing 01' sl!Jlals at ne-ar0y lnteris.e-ctlont.. U6e 01' Sfal!'.,alU ano art'lewaYI- acro6' pnva.:e propeny Is MedM CID conMCI minor rooteis. at certain, po1rus, sucn u Be-aumollt ti06prtal. Starr Par1, .R-oya1 Oal Hlgll SdlOOl, Roya.I Oal M/Odle- SCftoot., an<I me Oetron zoo. Tllese rou'.!-S are not welH!s1at111sne-o D}' pas! LtSe an<I coukl De- anere<1 wllt'\001 s1gnmc.Jntry dl&~t:ng exJsllng Dlcyc£.etrat:IC.. B ICYCLE ROUTES IN OTHER COMMUNTIES ( Dlu e Rn1:s \ BILii! lnE<S ari: Dk:)'cle- rootu ., a<IJacent commu &. tna1 ar i: -commonly us.e-d Dy IOcal blc.ydlng team&. aria -cAJtl&. ror tralntn,g an<I 60Cf.al 11dK. Tiles.: routo!&. .uo IU'ti! a lon,g hlstmy of use Dy a'lkl 1>1-cy,::lllits, and most are- pan o1 de:5(<Jna.:ie<I blcyc(e roote&. at ~ Pof11ntsa1 11:ii)or Blcyc lei Rotrul a Pollmtsal Mi no r Blcycfll Rolll ll:11 Elk:yc le Routes In OllMlr c ommu nJtlQS llunlclpal Boun<lary crea.:e<I tly: Crea:lon Date: Royal oa ~ Pla.-inlrtg Ollpanmer.1 Marctl 18, :2DM source: OatWl<I County GIS t.r:lll!y Wolvenne spor-.a Cllltl AN Woodward Avenue Action Association The Woodward Avenue Action Association (WA3) formed in 1996 as a nonprofit economic development organization representing communities along Woodward Avenue. The WA3 has been successful in obtaining Michigan Heritage Route, National Scenic Byway, and AllAmerican Road designations for Woodward Avenue as well as close to $5 million in federal funding for various economic development, tourism, promotion and preservation efforts. A number of operating / planning documents have been approved to guide improvement projects along Woodward Avenue, including a Byway Corridor Management Plan, Attractions and Historic Sites, Public Spaces Design Framework Plan, a Transit-Oriented Development Corridor Study, and their own Non-Motorized Plan. Other Plans & Studies The City of Royal Oak has initiated various other planning efforts in the past, including the following: the General Development Plan (Master Plan) adopted in 1968 and updated in 1999 and 2012; the Eleven Mile Road Corridor Plan adopted in 1989; the Parks & Recreation Master Non-Motorized Transportation Plan Page 108 �City of Royal Oak Master Plan 2012 Amendment Plan last updated in 2009; the Downtown Royal Oak Master Plan adopted in 1994; and the Downtown Parking Study & Master Plan adopted in 1995. Policy Recommendations In addition to a robust non-motorized transportation network, Royal Oak can benefit from the adoption of ordinances and policies in place to promote safe, convenient and comfortable walking and bicycling for a wide range of cyclists. The adoption and administration of local pedestrian- and bicycle-friendly ordinances and policies will help encourage community members to walk or bicycle more often and feel safer while doing so, as well as improve driver awareness of their presence. It is recommended that the following pedestrian- and bicycle-friendly ordinances and policies be adopted by the City of Royal Oak to support the building of non-motorized transportation infrastructure and to enhance the safety, convenience, and comfort of pedestrians and bicyclists. Complete Streets Policy The term “complete streets” describes a comprehensive, integrated transportation network with infrastructure and design that allows safe and convenient travel along and across streets for all users. Complete streets should be able to accommodate pedestrians, bicyclists, motorists, transit users, emergency vehicles, and delivery trucks as well as people of all ages and abilities, including children, students, adults, seniors, and individuals with disabilities. Complete streets encourage walking, bicycling, and transit use as safe, convenient, environmentally-friendly, and economical alternatives to automobile use, promoting health and independence for all people. Careful planning and coordinated development of complete streets infrastructure also offers long-term cost savings for both cities and the state, and provides financial benefits to property owners and businesses alike. Public participation in community decisions concerning street design and use is also encouraged by complete streets to ensure that such decisions: (a) result in streets that meet the needs of all users; and (b) are responsive to needs of individuals and groups that traditionally are not incorporated in public infrastructure design. When designed properly, complete streets recognize and reflect the context of adjacent land uses and neighborhoods. The latest and best guidelines and standards are used for designing complete streets, such as the new walkable thoroughfare manual promulgated jointly by the Institute of Transportation Engineers and the Congress for the New Urbanism in 2010 (Designing Walkable Urban Thoroughfares: A Context Sensitive Approach). Other benefits of complete streets include reduced traffic congestion and fossil fuel use, and improved safety and quality of life of residents by ensuring streets are safe, convenient, and comfortable for walking, bicycling, and transit as well as driving. Non-Motorized Transportation Plan Page 109 �City of Royal Oak Master Plan 2012 Amendment Following accepted best practices, the design recommendations throughout this plan are based on a “complete streets” philosophy. Complete streets are designed to enable safe access for all users of the transportation network regardless of age, ability, or travel mode. A complete street has no predefined facilities requirements, but is optimized within its surrounding context to promote safe, convenient, active transportation options for the community. A complete streets policy can be flexible since there is no “one size fits all” solution. To ensure that these principles play a lasting role in the development of the local transportation network, Royal Oak should adopt a complete streets policy. This means committing to the accommodation of bicyclists, pedestrians, and transit users as well as motor vehicles in all new transportation construction and maintenance projects whenever appropriate. A “complete street” in Royal Oak with sidewalks and a low traffic volume allows for safe on-road cycling. Although this street has sidewalks for pedestrians, there is no dedicated place for bicycles. A “complete street“ accommodates all roadway users using context-sensitive design. The State of Michigan and number of communities have already adopted or are considering complete streets legislation. It is recommended that Royal Oak adopt a policy or ordinance modeled after the Michigan’s Complete Streets Acts (Public Acts 134 and 135 of 2010). Bicycle Parking Ordinance Bicycle parking is an essential amenity for any bicycle transportation network. Residents are more likely use their bike to reach businesses if they can safely lock it at their destination. To promote the use of the network and to boost local commerce, Royal Oak should amend its parking ordinance to include requirements for bike parking at retail, commercial, multiple-family residential developments, and workplaces. The city should also consider offering long-term bike parking in its municipal parking decks and surface lots. Bike Lane Parking Ordinance As Royal Oak develops its non-motorized network, bike lanes and shared lanes will be installed on some local streets. In order for these facilities to be safe for bicyclists, they must be kept clear of motor vehicle traffic and parked vehicles. Royal Oak should consider the establishment and enforcement of meaningful penalties for motorists driving or parking in bike lanes, or blocking marked shared lanes with their vehicles. Non-Motorized Transportation Plan Page 110 �City of Royal Oak Master Plan 2012 Amendment Development Codes to Promote Pedestrian- & Bicycle-Friendly Environments The City of Royal Oak should review its development codes and incorporate standards for pedestrian- and bicycle-friendly accommodations and on-site amenities. The design of facilities within private developments plays a significant role in how they are accessed by active modes of transportation. Royal Oak should update its municipal code to ensure connectivity and access for pedestrians, cyclists, and transit users in development or redevelopment projects. Examples include:  Use best practice designs to meet ADA accessibility requirements.  Consider requiring short- and long-term bicycle parking as well as other non-motorized amenities at workplaces.  Create minimum standards for bicycle parking accommodations at multiple-family complexes, commercial developments, community facilities, and workplace destinations.  Reduce the required number of car parking spaces when bicycle parking is provided.  Provide for a greater mix and integration of land use types, thereby decreasing distance barriers for walking and bicycling.  Require public sidewalks adjacent to all developments and continuous sidewalk connectivity from the public sidewalk to building entrances – a minimum 5-foot walk in residential areas, 10-foot walk in commercial areas, and a minimum 5-foot tree bank or curbside zone.  Require a maximum setback distance or build-to line for building entrances, ensuring shorter trips through parking lots and yards for cyclists and pedestrians.  Adopt context sensitive design principles for all street resurfacing and reconstruction projects based on recommended standards from National Coalition for Complete Streets and the manual Designing Walkable Urban Thoroughfares: A Context Sensitive Approach adopted by the Institute of Traffic Engineers (ITE) in 2010. School Policy Recommendations Safe Routes to School Royal Oak schools are major travel destinations for the most vulnerable members of any community – children. Royal Oak public schools no longer offer bus service requiring students to find another way to get to school. The Royal Oak Neighborhood Schools Board of Education and the Parent Teacher Student Associations (PTSA) are exploring options to promote safe transportation to schools. One of the programs being considered is Safe Routes to School. Safe Routes to School (SR2S) is a federal program to make it safe, convenient, and fun for children to bicycle and walk to school. When routes are safe, walking or biking to and from school is an easy way to get the regular physical activity children need for good health. Safe Routes to School initiatives also help ease traffic jams and air pollution, unite neighborhoods, and contribute to students’ readiness to learn in school. Non-Motorized Transportation Plan Page 111 �City of Royal Oak Master Plan 2012 Amendment The program provides funding for education, encouragement, enforcement, engineering and evaluation strategies aimed at making the trip to school safe, fun, and convenient for students in elementary and middle school. SR2S provides funding for sidewalks and other infrastructure projects and requires no local match. The City of Royal Oak should work with Royal Oak Neighborhood Schools to take the following steps to assess needs and develop a strategy for Safe Routes to School:  Form a Safe Routes to School committee at each elementary and middle school.  Collect baseline data, such as student walking and bicycling rates, parent surveys and walking and bicycling audits around each school. Free tools are available for download through the National Center for Safe Routes to School.  Identify a list of education, encouragement, and enforcement strategies that address barriers to walking and bicycling to school.  Complete a School Travel Plan. A template is available for download on the Michigan Department of Transportation (MDOT) Safe Routes to School web page.  Identify and implement a handful of low- and no-cost strategies from the School Travel Plan.  Apply for a federal Safe Routes to School grant through MDOT. A group of students and parents take the “walking school bus” to school. Safe Routes to School provides funding to support walking school buses and many other programs to facilitate walking and biking to school. Non-Motorized Transportation Plan Page 112 �City of Royal Oak Master Plan 2012 Amendment Elementary Bicycle Education Completion of a safe bicycling course taught at the end of second grade and again at the end of fifth grade could also be implemented as a prerequisite for the privilege of bicycling to school. Upon completion of a course teaching children on-bike basics, how to fit a helmet, and the ABC quick check, children will earn a “bike license” which allows them to bike to school on their own beginning in third grade. Children – and their parents – will begin seeing bicycling as a right of passage rewarded with a new privilege, which can be a powerful motivator. A culture of responsible cycling to school would likely spread into middle school. Royal Oak’s involved parents would absorb the safe cycling lessons as well, and feel more comfortable about their children riding to school after their children have learned some basic safety lessons. Public and private elementary schools could establish an end-of-year “bicycle academy” integrated into physical education classes. Children would learn basic bicycling skills, how to perform a bicycle safety check, helmet fit, and appropriate traffic cycling skills such as crossing roads, driveway dangers, and negotiating sidewalks. Children completing the academy would then receive a license permitting them to bicycle to school in third grade. The program would include the identification of safe bicycle routes to school. A similar lesson should be taught again as students transition to middle school and again as they transition to high school. Students could participate in a ride from their neighborhood elementary school to the junior high and receive a graduated license. During all courses, students should be taught on-road cycling techniques and discuss which streets are safe for cycling. Driver’s Education Curriculum & Multi-Modal Education The driver’s education curriculum in high school could also be modified to educate student drivers regarding alternative transportation choices and on how to share the road with bicyclists. The course should integrate education on other transportation choices, and how drivers should interact with bicyclists and pedestrians into the Royal Oak High School driver’s education curriculum. As teenagers obtain their drivers licenses and gain access to automobiles, they will daily be faced with choices on how to get from place to place. With students having many options besides a car, mobility education helps students recognize those options available in their community and shows them they need not rely on an automobile to get around. Understanding basic rules for sharing the road with bicyclists and pedestrians will make Royal Oak streets safer for all users. Mobility education lessons could be integrated either directly into the current driver’s education curriculum or provided as a supplement. Lessons will reinforce the education they received in their bicycle academy instruction and will teach students how to make appropriate transportation choices based on their destination (or how to get around without a car). Non-Motorized Transportation Plan Page 113 �City of Royal Oak Master Plan 2012 Amendment Bicycle & Pedestrian Network Bicycle Network Map There is no such thing as a typical pedestrian or bicyclist. An individual’s preferences for a bicycle or walking route may vary based on the type of trip. Their daily commute route will likely favor directness of travel over a scenic route (but not always). An evening or weekend ride, walk, or run for recreation and exercise will be based on an entirely different set of criteria. It will likely favor local roads and trails through parks and schools. Individuals also vary greatly in their tolerance of traffic, hills, weather and numerous other factors. A child will likely choose to stay on local roadways on their way to school provided they have safe ways to cross busy streets. An adult who is just starting to bicycle again will likewise shy away from busy roadways, sticking to residential roads wherever possible. But an experienced bicyclist may choose the busy road for its directness of travel. The solution then is not one dimensional. It responds to the needs of the various users and trip types. By doing so this plan addresses the needs of the majority of the community’s population, not simply a small interest group. Bicycle and walking are not exclusive modes of travel either. Most bicycle trips will also include some time as a pedestrian. Also, some bicycling and walking trips may be a part of a longer multiple-mode journey. For example, someone may ride their bike to a bus and then walk from the bus to their final destination. For all the reasons listed above, there needs to be a spectrum of non-motorized facilities available that gives the user the choice to choose the route that they feel most comfortable with off-road trails, neighborhood connector routes, sidewalks, roadside pathways, and bike lanes are some of the most common facilities that make up the network. The proposed non-motorized network for Royal Oak recognizes that pedestrians and bicyclists are a diverse population and that no one solution will apply to all. A combination of bike lanes, shared lanes, and sidewalks has been proposed along primary roads in the Royal Oak. Complementing the primary road system is a network of neighborhood connectors and off-road trails that provide access to key destinations while minimizing exposure to a large volume of high-speed motor vehicles. Additional facility guidance and basic cost estimates can be found in appendices E and F of the Royal Oak Non-Motorized Transportation Plan prepared by the Active Transportation Alliance Non-Motorized Transportation Plan Page 114 �City of Royal Oak Master Plan Non-Motorized Transportation Plan Non-Motorized Transportation Bicycle Network Map Legend Shared La ne Marking Bike Lane With Road Diet Bike Route Path or Trai l Future Improvement Area Road Centerlines ,:a Connection To Iii& Adj acent City • Traffic Signals On Bicycle Routes Parks & Open Space Educational Facilities 2012 Amendment Page 115 Created by: Royal Oak Planning Department Creation date: 02/24/2012 Sources: Oakland Cou,ty Dept of Info Tech Active Transportation Alliance �City of Royal Oak Master Plan 2012 Amendment Bike Routes Objective. Create a bicycle network for Royal Oak by signing routes already in use by local cyclists. Description. Many Royal Oak streets are comfortable for cyclists who possess a moderate tolerance for traffic. These routes include predominantly low-traffic residential streets. Many residents and most visitors are unaware of the city’s existing bike-friendly routes. Most of these routes have been used by “cyclists in the know” for several years. They typically cross major streets at signalized intersections and connect to designated routes in adjacent cities. Standard “BIKE ROUTE” sign from FHA’s Manual on Uniform Traffic Control Devices. Signing the network will provide immediate value and encouragement to cyclists while raising awareness of all road users and the acceptance of cycling within the city. The wayfinding signs marking the bikeway network are also appreciated by drivers and pedestrians looking for specific destinations within the city. Signage should comply with the Federal Highway Administration’s Manual on Uniform Traffic Control Devices (MUTCD). As bike traffic increases, some of these routes should be enhanced to prioritize bicycle traffic. These streets should be selected for their outstanding connectivity within the network and connections to important destinations in Royal Oak. Paint, pavement markings, planters, chicanes, and other diverters will make cycling on these streets more comfortable for even the youngest and oldest cyclists. Streets where these additional route enhancements would be appropriate include Vinsetta Boulevard, Fourth Street, and Northwood Boulevard. Special roadway treatments to guide cyclists and cars are necessary along streets with higher traffic volumes and motor vehicle speeds. These roadway treatments include shared lane markings and road diets with bike lanes. Shared Lane Markings Objective. Install shared lane markings on signed bike network routes without sufficient width for 5-foot bicycle lanes and posted speed limits of 35 mph or less. Description. Marked shared lanes and bike route signs help drivers expect and accept cyclists in the street, and the markings encourage drivers to pass bicyclists with caution at an acceptable distance. For bicyclists, marked shared lanes encourage legal behavior, such as riding on the street with traffic, and raise cyclists’ comfort levels helping them ride more predictably and safely. 40 inches Recommended dimensions for a shared lane marking or “sharrow.” Non-Motorized Transportation Plan Page 116 �City of Royal Oak Master Plan 2012 Amendment Shared lane marking are most commonly found on streets with a minimum 13-foot travel lane, but can be used on narrower streets to raise awareness of cyclists. The following recommended streets meet established design parameters for adding marked shared lanes, but are not suitable for dedicated bike lanes due to their narrow width and on-street parking spaces. When on-street parking is allowed, place shared lane markings at a minimum 11 feet of center from the curb. When on-street parking is prohibited, place shared lane markings at a minimum 4 feet of center from the curb. Recommended Routes for Shared Lane Markings East / West Routes Lincoln Avenue Existing Conditions Recommendations  36-foot paved surface.  Parking both sides of the street.  Sign the street as a bike route.  Stripe the roadway with a continuous 7-foot parking stripe where parking is permitted.  Place shared lane markings at 11 or 12 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Eleven Mile Road (RCOC jurisdiction) Existing Conditions Recommendations Troy Street to Stevenson Highway:  Four narrow lanes w/ 9.5-11.5 feet each lane. Woodward Avenue to Troy Street:  Four lanes plus a turn lane.  ADT = 15,000 to 17,000 vehicles / day.  Sign the street as a bike route.  Place shared lane markings at 4 to 6 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Catalpa Drive Existing Conditions Recommendations  36-foot paved surface.  Curb or on-street parking on both sides.  Sign the street as a bike route.  Stripe the roadway with a continuous 7-foot parking stripe where parking is allowed.  Put shared lane markings at 11 or 12 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Gardenia Avenue Existing Conditions Recommendations  25-foot paved surface curb-to-curb.  No on-street parking.  Sign the street as a bike route.  Place shared lane markings at 4 to 6 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Non-Motorized Transportation Plan Page 117 �City of Royal Oak Master Plan 2012 Amendment Webster Road Existing Conditions Recommendations  36-foot paved surface.  Sign the street as a bike route.  Stripe the roadway with a continuous 7-foot parking stripe where parking is allowed.  Apply shared lane markings on the street at the appropriate distance from the curb to create awareness for cyclists and to guide cyclists where to bike. Normandy Road Existing Conditions Recommendations  36-foot paved surface.  Occasional curb or on-street parking both sides of the street.  Sign the street as a bike route.  Stripe a bike lane where on-street parking is prohibited.  Stripe the roadway with a continuous 7-foot parking stripe where on-street parking is permitted.  Place shared lane markings at 11 or 12 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Existing conditions on Lincoln Avenue, Catalpa Drive, and Normandy Road. Proposed conditions on Lincoln Avenue, Catalpa Drive, and Normandy Road. When a car is parked, the cyclist shares the travel lane. When no car is parked, the cyclist can use the parking lane. Non-Motorized Transportation Plan Page 118 �City of Royal Oak Master Plan 2012 Amendment North / South Routes Main Street Existing Conditions Recommendations Gardenia Avenue to I-696:  60- to 70-foot paved surface.  Parking on both sides of the street. North of Eleven Mile Road:  Two lanes in each direction with a center turn lane.  Sign the street as a bike route.  Stripe the roadway with a continuous 7-foot parking stripe where parking is permitted.  Place shared lane markings at 11 or 12 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Washington Avenue Existing Conditions Recommendations Between Eleven Mile Road and Austin Avenue:  36-foot paved surface.  On-street parking on west side only. North of Austin Avenue:  25-foot paved surface.  No on-street parking. South of Sixth Street:  62-foot paved surface.  Intermittent on-street parking.  Sign the street as a bike route.  Apply shared lane markings on the street from Lincoln Avenue to Catalpa Drive.  Place markings at the appropriate distance from the curb to create awareness for cyclists and to guide cyclists where to bike. Coolidge Highway Existing Conditions Recommendations  24-foot paved surface in each direction with a center median.  Place shared lane markings at 4 to 6 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Greenfield Road (RCOC jurisdiction) Existing Conditions Recommendations  60-foot paved surface including 2 travel lanes in each direction and a center turn lane.  Narrows to 26 feet north of Springer Avenue.  Place shared lane markings at 4 to 6 feet of center from the curb to create awareness for cyclists and to guide cyclists where to bike. Primary objectives in establishing these marked shared lanes are to identify and formalize existing east/west bicycle routes and to establish a recognized system of north/south routes. The “half mile” roads – Lincoln Avenue, Catalpa Drive / Gardenia Avenue, Webster Road, and Normandy Road – have been used for years as major east/west routes by experienced bicyclists. The proposed markings and signage will now formally identify these routes as the preferred method for east/west travel by bicycle within Royal Oak. Although these east/west routes have a long history, there are no readily identifiable north/south bicycle routes in Royal Oak of the same stature. Bicyclists are instead forced to weave and meander down local streets though neighborhoods and subdivisions. The proposed marked shared lanes will finally begin to establish recognized north/south bicycle routes in Royal Oak, especially along Main Street and Washington Avenue. Non-Motorized Transportation Plan Page 119 �City of Royal Oak Master Plan 2012 Amendment Other east/west streets could possibly accommodate marked shared lanes, namely Twelve Mile, Thirteen Mile, and Fourteen Mile Roads. The width of these roads and their current traffic volumes (over 20,000 average daily trips) make them unsuitable for dedicated bike lanes, but shared lane markings could be placed in their right-hand lanes. Marked shared lanes could be useful on portions of these roads, especially along Thirteen Mile Road near Beaumont Hospital. Even if shared lane markings are added to these major streets they should not be signed as designated bike routes. Bicyclists should instead be encouraged to use the preferred parallel routes on “half mile” streets for east/west travel, using the “mile” roads only as necessary to reach a given destination. Road Diets with Bike Lanes Objective. Accommodate additional types of roadway users by putting the road on a “diet.” Description. Road diets are often conversions of fourlane undivided roads into 3 lanes (two through lanes and a center two-way left turn lane). Narrowing a roadway by reducing the number of lanes or lane width is a traffic calming strategy used to decrease congestion caused by left-turning vehicles, making space for other roadway user types. The former right-of-way of the fourth lane could be used for bicycle lanes, sidewalks, and/or onstreet parking. Pedestrian refuge islands, bulb-outs, and flare-outs can easily be coupled with road diets to increase pedestrian safety at crossings. BIKE LANE Standard “BIKE LANE” sign from FHA”s Manual on Uniform Traffic Control Devices. An alternative form of road diet could involve keeping the same number of lanes on a street but reducing the width of each lane. For example, a street with five 12-foot lanes of traffic (two in each direction and a center turning lane) could have its lanes reduced to 10 feet each. This would create 5 feet for a bike lane on each side while keeping the same number of travel lanes for motorists. Both forms of road diets have the advantage of avoiding expensive reconstruction of streets. Adding bike lanes can usually be accomplished by simply re-striping existing pavement, making them an extremely cost-effective form of achieving “complete streets.” The proposed road diets will each require a separate and thorough traffic study at least one year before being installed. Preferably, these studies should be conducted simultaneously to be costefficient. Traffic counts should be conducted and other applicable factors studied prior to implementation in order to ensure that motorists will continue to travel at a similar and acceptable level-of-service. Currently available traffic counts are five or more years old, and although still valid, new counts should be conducted along the proposed routes. Some streets may not be able to accommodate a road diet and other options may need to be considered. Main Street and Crooks Road are already at or near the 20,000 average daily trip threshold over which a 4-to-3 lane road diet is not recommended. It may be possible to keep the same number of lanes and instead simply narrow the width of each lane to create space for bike Non-Motorized Transportation Plan Page 120 �City of Royal Oak Master Plan 2012 Amendment lanes on these streets. Otherwise, marked shared lanes may need to be used instead of bike lanes if traffic counts prove to be too high and lane widths can not be narrowed. Dedicated bike lanes are recommended on north / south routes as part of these road diets. Bike lanes should be from 5 to 6 feet in width and separated from automobile traffic with a solid white line. A width of 3 to 4 feet can be used under limited conditions where there may not be enough space for a full-width bike lane. Lane markings should also be used according to the recommended forms and dimensions of the MUTCD, including symbols, arrows, and words. Bike lanes should also be identified separately from bike routes with signs that comply with the MUTCD. These features help cyclists ride more predictably and safely while also alerting motorists to share the road. - Uormal I whitg \inq - ~ 1.8t6ft) • ' D .. 100 rn.m x 100 m m (•I lnch~s X~ locl>9S) Diroctional arrov,• (opt ional) i t I I l .ll m (6 ft ) i - I l t - f.llm (6ft) l ., . -- - ' .. ,., , ~ Symbols Word Leg.,nds (oplional) Recommended dimensions and markings for standard bike lane. Recommended Routes for Road Diets with Bike Lanes Campbell Road Existing Conditions Recommendations North of Gardenia Avenue:  55-foot paved surface including 2 lanes in each direction and a center turn lane. South of Gardenia Avenue:  44-foot paved surface including 2 travel lanes in each direction. North of Gardenia Avenue:  One travel lane in each direction with two-way left turn lane in the center.  Stripe for on-street bike lanes.  Consider using a buffered bike lane. South of Gardenia Avenue:  One travel lane in each direction with two-way left turn lane in the center.  Stripe for on-street bike lanes. Rochester Road Existing Conditions Recommendations      One travel lane in each direction with two-way left turn lane in the center.  Stripe for on-street bike lanes. Two lanes in each direction. No on-street parking. 45-foot paved surface. Lots of residential driveways. Non-Motorized Transportation Plan Page 121 �City of Royal Oak Master Plan 2012 Amendment Main Street Existing Conditions Recommendations Gardenia Avenue to Fourteen Mile Road:  Two lanes in each direction.  No on-street parking.  40-foot paved surface.  Lots of residential driveways fronting on this street.  (ADT = 23,500 vehicles / day (2006)  One travel lane in each direction with two way left turn lane in the center.  Stripe for on-street bike lanes. Crooks Road Existing Conditions Recommendations       One travel lane in each direction with two-way left turn lane in the center.  Stripe for on-street bike lanes. Two lanes in each direction. No on-street parking. 40-foot paved surface. Lots of residential driveways. ADT = 24,500 vehicles / day (2006) ADT = Average Daily Traffic 11 11 ~ ~ 11 11 lj ii ~ ~ I] Existing Conditions Before Road Diet ~ 11 Proposed Conditions After Road Diet Care must be exercised where bike lanes approach signalized intersections. Bicyclists and motorists alike need to be properly directed, especially where vehicles are turning right across a bike lane. Special signage and lane markings are necessary to indentify proper methods of proceeding through an intersection for both bicycles and cars. Non-Motorized Transportation Plan Page 122 �City of Royal Oak Master Plan 2012 Amendment Examples of lane markings and signage for bike lanes at signalized intersections (left and below). IIIGHTLAK[ MUST TURNRIGHT A3-7A RICHT LAME MUST TURHRIGHT A3-7R Dotted lines .ire option.i i 1+--!~ = = = =1= Dolled lines are optional A4-4 at t>egmning ol rig hi IUrn ontoj lan9 R4 -4 at beginning of righl turn ontoj lane Places & Corridors First-rate places to eat, learn, shop and recreate anchor Royal Oak’s high quality of life. These places of special consideration will help residents reach their favorite places without a car. Putting places first in the consideration of biking, walking, and transit improvements will help integrate sustainable, efficient, healthy living into community life. Woodward Avenue Woodward Avenue is one of Southeastern Michigan’s most famous roads. Often called “Michigan’s Main Street,” this road connects from downtown Detroit to Pontiac. It has traditionally been an automobile-oriented corridor bringing from people around the region. In 2004, this street was designated a National Scenic Byway, awarded to commemorate the important and historic role this street played in American history. In 2009, it was given the prestigious All-American Road designation. It is largely a commercial corridor connecting shops, offices, restaurants, health services, and communities. Objective 1. Implement a “road diet” for Woodward Avenue. Description. The current configuration of Woodward Avenue was conceived prior to the opening of I-75. It was therefore designed and constructed to carry far greater volumes of traffic than it actually does today. At that time adjoining cities had larger populations, too – almost 1/3 more people than they now do. As a result Woodward Avenue now operates with significant Non-Motorized Transportation Plan Page 123 �City of Royal Oak Master Plan 2012 Amendment excess capacity, having too many lanes that are too wide for the actual volume of traffic they handle. This in turn encourages speeds which are dangerously fast for adjacent land use patterns. Overall, Woodward Avenue is in good condition for vehicular traffic, but its non-motorized amenities are in need of improvement. Although a sidewalk system is in place, it is too narrow to be considered pedestrian-friendly, and there are no bicycle facilities at all. The speed of traffic makes walking or bicycling along Woodward Avenue difficult and dangerous. While the condition of travel lanes and the landscaped center medians are excellent, what little on-street parking that remains is usually in poor condition and badly configured. To better accommodate pedestrians, bicyclists, and transit users as well as much needed on-street parking, a road diet should be applied to Woodward Avenue. This can be done without reducing capacity and levels of service for automobiles considering both current and anticipated traffic volumes. Elements to be considered for such a road diet include the following:  Eliminating the outside (far left) vehicle lane and reducing the width of reaming lanes.  Reducing the speed limit to 35 mph.  Improving parallel on-street parking and re-establishing it where it was removed.  Providing a dedicated bike lane on the inside (far right) lane next to on-street parking.  Adding a landscaped median (6-10 feet) to separate the bike lane and on-street parking from vehicle lanes.  Expanding the width of sidewalks to at least 8 feet.  Adding 14-foot bicycle / pedestrian bridges over I-696 on each side.  Adding non-motorized rest stops (parking, lockers, maps, restrooms) at key locations (Detroit Zoo, Memorial Park).  Enhancing landscaping and streetscape amenities while reducing the width of the center median. With Royal Oak’s dense, urban development pattern, both motorized and non-motorized traffic must share the same streets. As a result, some typical road diet elements may not be appropriate for the city’s portion of Woodward Avenue. These items are more suited to a conventional suburb where non-motorized traffic is completely separate from the streets and roadways. Such an element would be two-way bicycle and pedestrian pathways, or “cycle tracks,” where the outside lane travels in the opposite direction of oncoming vehicular traffic. When placed immediately next to vehicular traffic these types of cycle tracks are inherently dangerous to nonmotorized traffic and should not be implemented as part of a Woodward Avenue road diet. Bicycle traffic should always travel in the same direction as adjacent vehicular traffic, whether within a dedicated bike lane or a marked shared lane. Due to its current design, Woodward Avenue is neither safe nor suitable to accommodate anyone but the most experienced bicyclists at this time. Therefore, bicycle traffic on Woodward Avenue Non-Motorized Transportation Plan Page 124 �City of Royal Oak Master Plan 2012 Amendment should not be promoted until such time as a road diet that implements the above listed design elements can be accomplished. Objective 2. Provide swift and frequent transit service along Woodward Avenue from Pontiac to downtown Detroit Description. A new transit system is currently being planned for Woodward Avenue from downtown Detroit to Eight Mile Road. Although originally proposed as a light rail system it is most likely to be developed as bus rapid transit (BRT) according to the latest reports. In order to continue transit service for cities north of Eight Mile Road, BRT should be implemented along the remainder of Woodward Avenue in conjunction with the Detroit project. BRT is a high-capacity transit option that provides frequent service along a fixed route at lower costs than light rail. Stops are often spaced farther apart than traditional bus service. Faster boarding and decreased number of stops make bus rapid transit faster and more appealing to riders. BRT operates in the same manner as a light rail system except for using rubber-wheeled buses on existing pavement rather than specialized cars running on fixed rails. BRT systems can utilize many of the same amenities common of light rail, such dedicated travel lanes and priority timing at signalized intersections. BRT could utilize the either existing center medians of Woodward Avenue for stops along the route, or the additional medians proposed to separate travel lanes from on-street parking and bike lanes as part of the Woodward Avenue road diet. Pedestrian amenities, crossing improvements, and long-term bike parking at the stops will need to be made in order to facilitate use of BRT. Potential locations for BRT stops and associated improvements include the Detroit Zoo, Eleven Mile Road or Fourth Street for connecting to Royal Oak’s downtown, and Coolidge Highway and Thirteen Mile Road for Beaumont Hospital. The system could even venture off of Woodward Avenue and proceed directly to and from Royal Oak’s Downtown Transit Center. Downtown Transit Center Objective. Increase use and awareness of the Downtown Transit Center. Description. Transit complements bicycle and pedestrian facilities by taking people longer distances without the use of an automobile. To improve accessibility of this transit center and increase SMART bus ridership, the transit center, along with all bus stops, should post route maps and timetables for each route. Long term bicycle parking and instructions for how to put a bike on the bus should be clearly posted. Beaumont Hospital Objective. Increase bicycle and pedestrian accessibility to Royal Oak’s largest employer, Beaumont Hospital Description. As Royal Oak’s largest employer, Beaumont Hospital attracts staff and patients from the metropolitan region. In order to decrease traffic congestion at shift changes and offer Non-Motorized Transportation Plan Page 125 �City of Royal Oak Master Plan 2012 Amendment commute alternatives for staff, improvements to bicycle and pedestrian access and on-site facilities should be made. At Thirteen Mile Road and Hillside Drive, add accommodations for bikes in this area such as bike boxes to prioritize and help cyclists safely cross the intersection. The city and hospital should also work together to offer employees commute trip reduction incentives for choosing a means of travel other than driving alone. Regional Trail Connections Objective. Convert the undeveloped portion of the Canadian National (CN) railroad right-ofway that parallels the existing CN railroad tracks into a regional rail-with-trail multiple-use path Description. The CN railroad right-of-way was established and graded for 4 parallel railroad tracks, but only two were ever laid, leaving substantial room for a parallel multiple-use path that is 10 to 12 feet wide. As an older Detroit suburb, Royal Oak is landlocked by surrounding communities with difficult access to the region’s few regional trails, such as the Paint Creek and Clinton River Trails. Long term, this path could stretch from Pontiac all the way to downtown Detroit. The CN railroad right-of-way parallels historic Woodward Avenue, presenting an opportunity for story telling along a non-motorized, sustainable, and slower-paced corridor. Many of the street crossings north of Royal Oak are above grade, offering safety and appeal to trail users. In downtown Royal Oak, crossings become at-grade, offering convenient access for trail users to Royal Oak’s shops, restaurants, businesses, schools, and parks. Access ramps at half-mile and mile roads provide an essential front door to the trail, a health infrastructure connection for all Royal Oak neighborhoods and residents. Parallel trail development would supplement and showcase current Amtrak service. Amtrak only uses the tracks twice a day and freight use occurs mostly at night, presenting a rare acquisition opportunity prime for leveraging national resources such as federal trail banking legislation and support from the Rails to Trails Conservancy. Public desire is already amply demonstrated by extensive paths from current use of the railroad right-of-way by cyclists, walkers, and runners. Plans for any trail within the railroad right-of-way will have to be flexible. Although the space is used infrequently at present, it is still possible that the right-of-way could be used for local light rail transit or even a regional high-speed rail system. Alternative designs and possibly locations, too, may need to be pursued if the right-of-way is ever developed for additional rail capacity. Non-Motorized Amenities Pedestrian Amenities & Crossing Improvements Objective. Improve the pedestrian network by incorporating ‘best practices’ traffic control devices such as countdown timers, ladder-style crosswalks, bidirectional curb cuts, and pedestrian refuges where appropriate. Non-Motorized Transportation Plan Page 126 �City of Royal Oak Master Plan 2012 Amendment Description. A near miss by a car or long waits to cross safely will quickly discourage a person from choosing to walk or bike to their destination. Improving crossings is a cost-effective strategy to encourage walking, biking, and transit use. They also save lives. These simple improvements are recommended at all of the network’s major intersections, with priority given to areas with higher volumes of pedestrian traffic such as in downtown Royal Oak, schools, parks and community centers. The following recommendations illustrate intersection and crossing improvements that should be made. Technical guidance for these recommendations can be found in the MUTCD: Install Countdown Pedestrian Signals Pedestrian crossings at all signalized intersections should be upgraded with countdown pedestrian signals. These signals show pedestrians how much time they have to cross the street and discourage pedestrians from running across the street when there is not enough time. Install Bidirectional Curb-Cuts & Truncated Domes All new intersection crossings should be equipped with bidirectional curb-cuts and truncated domes to insure the intersection complies with ADA standards. These amenities direct the visually impaired through an intersection at a crosswalk. Curb extensions and clearly striped crosswalks with red truncated domes make it easy for people of all abilities to cross the street. Countdown timers let pedestrians know how much time is left before the traffic signal changes. Install & Re-Stripe Visible Crosswalks All crosswalks in high-use areas should be upgraded to “ladder-style” markings per the MUTCD and be installed where missing. These crosswalk styles are significantly more visible to drivers than the traditional parallel line crosswalks and promote safe crossing at both signalized and nonsignalized intersections. Non-Motorized Transportation Plan Page 127 �City of Royal Oak Master Plan 2012 Amendment Appliqués that resemble stones, brick pavers, or other types of aesthetic features could also be used to mark pedestrian crossings. They provide just as much visibility for pedestrians and motorists, offer a more decorative alternative to ladder-style crossings, and are a more costeffective option than the actual paving materials. Appliqués can also be easily replaced after being worn though by cars, trucks and snow plows. The pedestrian crossing between the library and Farmers Market across Troy Street is made from such an appliqué (right). Install Curb Extensions Along Streets & Intersections A curb extension reduces the roadway width to create a shorter crossing for pedestrians. Curb extensions can also improve driver and pedestrian visibility all while calming motor vehicle traffic. Continue to Support & Install Street Furniture in Pedestrian-Oriented Areas Pedestrians are sensitive to character and convenience features which can encourage more people to walk further as well as more often. Some examples include pedestrian scale lighting, seat walls, benches, trash cans, shade trees, plantings, and public art. These amenities are most effective in areas with higher pedestrian traffic, such as shopping districts, and to improve the pedestrian experience along arterial road corridors. Bicycle Amenities Objective. Improve the bicycle network by incorporating ‘best practices’ bicycle amenities such as wayfinding signage and bike racks. Description. Providing people with information about where to bike and a safe place to lock a bike will encourage a person to choose biking. Improving signage and bike parking are a costeffective strategies to encourage biking. These simple improvements are recommended at all of the network’s major routes and destinations, with priority given to areas with higher volumes of bike traffic such as in downtown Royal Oak and at schools, parks, workplaces and community centers. Technical guidance for these recommendations can be found in the Manual for Uniform Traffic Control Devices (2009 edition). Traffic Signal Detectors for Bicycles Objective. Place consistent markings at signalized intersections using vehicle detector loops to show cyclists where to place their bike for detection by demand-actuated signals. Description. Unless properly positioned over an under pavement detector loop, most bikes will not activate demand-actuated traffic signals. The MUTCD placement marking shows cyclists where to position their bicycle. Prioritize installation of detector loops at signalized intersections Non-Motorized Transportation Plan Page 128 �City of Royal Oak Master Plan 2012 Amendment on local cross streets and on designated bike routes. Some traffic signal loop detectors will not detect a bicyclist regardless of the bike’s position. A near-term priority is to adjust these loop detectors so they will detect most cyclists. Bicycle Network Signs Objective. Mark the Royal Oak bicycle network using signs that display destination, direction, and distance. Description. The MUTCD also provides guidance and specifications for implementing a wayfinding sign program. In the near term, the city should use the Bike Network Map in this plan to guide which streets and major destinations to sign, focusing on routes that cyclists identified as most comfortable for cycling. In addition to guiding cyclists, signs are useful as wayfinding for all residents and visitors. Begin by signing frequently-used local routes and continue adding signs to mark the bicycle network as it develops. + + ~ Detroit Zoo 1.5 ~ Beaumont Hospital 2 Bike Route Sign Directing Cyclists to Key Destinations Bicycle Parking Objective. Install inverted-U or functionally similar bike racks in commercial and retail areas, at public buildings and parks, and on publicly owned property near businesses and multiple-unit residences. Description. Racks should be located within clear view of the destination’s entranceway, preferably as close as the closest motor vehicle parking space, and no more than 50 feet away from a building entrance. If multiple racks are clustered in a visible and signed location, they can be sited up to 100 feet away from the entrance. Placing racks further away than this discourages their use and cyclists are likely to ignore the racks and look for a closer place to lock up. Rack placement should be coordinated with other street furniture such as benches, trash cans, newspaper boxes, planters, and street lights along the curbline to create a buffer between the street and the pedestrian zone. Bike parking installation should focus on destinations along existing and proposed bicycle corridors. By choosing racks with a unique color or shape at high visibility locations, the racks can add character to a community. Coordinating purchases and installation with regional agencies such as SMART or Oakland County are likely to reduce the per-unit cost of racks. The inverted “U” or similarly shaped racks, such as an “A” frame or post-and-loop rack, are recommended for public bicycle parking. These racks are able to support a bicycle upright by its frame in two places – either at the top tube, down tube, or seat tube – while preventing its wheels Non-Motorized Transportation Plan Page 129 �City of Royal Oak Master Plan 2012 Amendment from tipping over. They also allow a bicycle’s fame and one or both wheels to be secured simultaneously. Inverted “U” racks allow two bicycles to be parked side-by-side to one rack. With a single bicycle, they also allow front-in parking (front wheel and down tube secured to rack) and back-in parking (rear wheel and seat tube secured). Bicycles with a horizontal top tube instead of a diamond-shaped frame can also be secured to these racks. These racks offer significant resistance to being cut or detached Typical Inverted “U” Style Bike Rack on Commercial Street with common hand tools thereby minimizing the risk of bicycle theft. Their size allows them to be used in locations with limited space, even when combined in rows of multiple racks. When properly used they will not damage bicycle wheels the way other types of racks will. Other common bicycle racks types should be avoided, such as comb, toaster, or schoolyard style racks. These racks secure bicycles by their wheels only and not by the frame. Even when properly used, bicycle wheels can be easily bent and damaged. They are also highly susceptible to theft. Most avid cyclists will not use such racks for these reasons. Although not an ideal method, wave racks can be used for bicycle parking in certain circumstances. When used properly – back-in and front-in parking – wave racks can accommodate several bicycles. Unfortunately, wave racks are often used improperly for side-byside parking significantly reducing their capacity. Wave racks also require significantly more space than rows of inverted “U” racks, an important concern where sidewalk width is limited. A wave rack with 3 loops needs at least 48 square feet of area. A row of 3 inverted-U racks has the same capacity but requires only 30 square feet For ease of access, inverted “U” racks mounted in a row should be placed on 30-inch centers. This allows enough room for 2 bicycles to be secured to each rack. But if the racks are placed too close together, it becomes difficult to attach 2 bikes to the same rack. If it is too inconvenient and time consuming to squeeze the bikes into the space and attach a lock, cyclists will look for an alternative place to park or use one rack element per bike and reduce the projected parking capacity by half. The minimum separation between aisles of a rack area or “bicycle parking lot” should be 48 inches. This provides enough space for one person to walk one bike. Wider aisles up to 72 inches can be provided in high traffic areas where many users park or retrieve bikes at the same time, such as at transit centers, college classrooms, etc. Six feet or 72 inches of depth should be allowed for each row of parked bicycles. Conventional upright bicycles are just less than 72 inches long and can easily be accommodated in that space. Non-Motorized Transportation Plan Page 130 �City of Royal Oak Master Plan 2012 Amendment - - - - - - 30" - - - - 1- - - - - 30 ,, ____ (min) (min) Bicycle rack space (above) and a typical bike “parking lot” (below). The recommended inverted “U” style can park up to two bikes per “U” and requires minimum spacing between each rack and around each parking spot. (Source: Association of Pedestrian & Bicycle Professionals) - - - - - - 72 "----r---48 " --►--I◄- - - T24" t All dimensions are recommen ded minimums. Transit Amenities SMART Routes & Information Royal Oak has eleven SMART bus routes that serve the community, taking residents along Woodward Avenue, Main Street, Eleven, Twelve, Thirteen and Fourteen Mile Roads and into neighboring communities. Transit service helps residents choose walking and biking for many of their longer daily trips. People are generally willing to walk or bike up to 10 minutes to a dependable and direct transit access point, roughly a one-half mile walk or a 2-mile bike ride. Connecting the local network to transit hubs will help to coordinate the local system with regional transit service. Objective. Create awareness for routes and increase access to buses. Non-Motorized Transportation Plan Page 131 �City of Royal Oak Master Plan 2012 Amendment Description. Integrate the active transportation network with current SMART routes by improving stop visibility, posting route maps and time tables at stops, providing enhanced amenities such as paved waiting areas at all stops, covered shelters at priority stops, participating in SMART route planning to increase frequency of service, and educating residents on the potential trips that can be made using the available service. Posting the following information at each stop will create awareness for the bus system: route name and number; route map with information about where each bus route goes; bus schedules including estimated arrival times at major destinations along the route; and instructions on how to use bike racks on buses. SMART recently installed new shelters with a modern design in several communities throughout the region, including Ferndale (below left) and Birmingham (below right). Advertising was used to defray the costs. The city should encourage SMART to install similar shelters in Royal Oak. Program Recommendations In addition to infrastructure and policy, the city and organizations throughout the community can work together to educate people about safe bicycle and pedestrian habits, encourage increased use of walking and biking as a mode of transportation, and enforce the rules of the road through both positive and educational methods. The following sections are a listing of education, encouragement, and enforcement programs that, when implemented, will increase bicycle and pedestrian traffic. Resources for holding these programs including both funding and a list of organizations that can provide guidance can be found in appendix E of the Royal Oak Non-Motorized Transportation Plan prepared by the Active Transportation Alliance Education Residents of Royal Oak will begin to feel more comfortable bicycling when they know the rules of the road and how to safely ride on the streets. The following recommendations include ways to distribute information and educate residents of various age levels and abilities on bicycling and pedestrian issues. Non-Motorized Transportation Plan Page 132 �City of Royal Oak Master Plan 2012 Amendment Mobility Education Campaign Distribute information on rules of the road for drivers and cyclists to community members in partnership with other organizations.  Distribute one page informational sheet in the Insight newsletter, library newsletters, school notices, utility bills, and the city website.  Use local media outlets such as WROK and Facebook to broadcast videos and publish articles on bike and pedestrian safety.  Arrange for bicycle and pedestrian information to be reprinted and/or distributed by partner agencies, utility companies, and the private sector  Partner with American Cycle & Fitness / Trek Store and the Wolverine Sport Club to distribute publications.  Work with Beaumont Hospital and local doctors to distribute information on the health benefits of cycling and walking.  Offer bike maintenance and traffic skills classes to adults and teens through the Recreation Department, schools, other community groups and local shops  Hang posters demonstrating safe cycling at the Salter Center, Mahany / Meininger Center, Ice Arena, Farmers Market, and other community destinations. Free educational materials can be found through the Michigan Trails and Greenways Alliance, League of Michigan Bicyclists, Active Transportation Alliance, Michigan Bicycle Racing Association, and Michigan Mountain Biking Association. Enforcement Successful implementation of this plan will result in an increase in active transportation users and create new challenges for enforcement of laws. At the same time, traffic safety laws are only as good as the enforcement of those laws. Royal Oak should prioritize enforcement of laws that deter reckless behavior by road users. Train Police Officers on Bicycling & Pedestrian Issues Objective. Train all officers, not just on-bike officers, on laws and enforcement techniques for bicyclists and pedestrians. Benefits. By learning bicycle and pedestrian laws and enforcement techniques, officers are more likely to enforce them and make Royal Oak’s streets safer for cyclists and pedestrians. Police officers enforce laws they understand and support. How It Works. Officers receive additional training on the following topics. Holding a full or half training day, screening videos at roll call, distributing Action Alerts, memorandums to police Non-Motorized Transportation Plan Page 133 �City of Royal Oak Master Plan 2012 Amendment officers, or requiring officers to watch training videos are all ways to get the information out to officers.  Rules of the road for bicyclists and pedestrians  Illegal motorist behaviors that endanger bicyclists and pedestrians  Most dangerous types of bicycling behaviors  Most common causes of bicycle and pedestrian crashes  Importance of reporting bicycle and pedestrian crashes  Importance of investigating serious bicycle and pedestrian crash sites  Best ways to prevent bicycle theft  Best practices for policing by bicycle  Transportation, health, and environmental benefits of bicycling Encouragement Although most people understand the many benefits of walking and biking, it can be challenging to change a person’s usual travel routine. By starting with schools, making information available, holding events, and leading by example, the people of Royal Oak will be encouraged to walk and bike. The following are a few of the many ways the city can work with community members and organizations to encourage people. School Travel Encouraging students to walk or bike to school will instill life-long active transportation habits in the younger residents of Royal Oak. Some examples of school based initiatives to encourage walking and biking include:  Walking Wednesdays – designate one day per week where all students are encouraged to walk to school.  Walking School Buses – parent volunteers lead a walking group from their neighborhood to school.  Mileage Clubs – classes or schools track students walking and biking habits and compete against each other.  Walking and Biking Routes – distribute recommended walking and biking routes to parents. Bicycle-Friendly & Walk-Friendly Community Awards Objective. The City of Royal Oak gains local and national recognition as a bicycle- and/or pedestrian-friendly community. Non-Motorized Transportation Plan Page 134 �City of Royal Oak Master Plan Description. Improving Royal Oak’s bike and pedestrian network will make the city an even better place to live, work, shop and play. National recognition of these efforts can generate commerce and increase property values. The Bicycle Friendly Community Program (BFC) led by League of American Bicyclists provides incentives, hands-on assistance, and award recognition for communities that actively support bicycling. To apply for recognition, a step-by-step guide is available through the League of American Bicyclists website. Walk Friendly Communities is a similar program the Pedestrian and Bicycle Information Center uses to honor bicycle- and pedestrian-friendly cities. 2012 Amendment Bicycle ~Q;r Frie d Community L tM fJU O 0~ Amo r• " Bit:yc lr ,. Royal Oak can be eligible for a Bicycle Friendly Community or Pedestrian Friendly Community award. Community Encouragement through Information Access Objective. Provide easily accessible information on recommended routes, rides, and classes. Description. Knowledge about when and where to bike and walk safely supports increased use of active transportation. The following are some ways to make bicycle and pedestrian information more accessible: Royal Oak Non-Motorized Facebook Page – Royal Oak can reach a large and diverse audience by posting regular updates about the non-motorized plan on an easily accessible Facebook page. This site can also be used to promote local events such as bike maintenance classes and convey important safety information. A member of the bicycle and pedestrian advisory committee could manage the page. Bike Network Map – A user-friendly bike and pedestrian network map would encourage use of the improved pedestrian and bicycle network and patronage of the key places identified in this plan. Royal Oak should work with local volunteers, the Wolverine Sports Club, Michigan Trails and Greenways, or a contractor to produce and distribute a free active transportation network map that includes safe bicycling and walking routes to key places and safety tips. Beaumont Hospital, the DDA, American Cycle & Fitness / Trek Store, and the WA3 could be approached for sponsorship and/or distribution of the map. Transit Information – Royal Oak can increase use of public transit by distributing transit service information. The city can partner with the SMART bus to display timetables and install transit vending machines in key places besides the Royal Oak Transit Center, as well as promote SMART’s existing transit mapping service available on Google’s Transit Trip Planner. Community Events & Programs Community events centered on walking and biking will create awareness for active transportation and encourage residents who do not often walk or bike to start doing so. These Non-Motorized Transportation Plan Page 135 �City of Royal Oak Master Plan 2012 Amendment events also provide opportunities for community members to come out and get to know their neighbors, shop locally, and explore their community. Some examples include: Bike-and-Dine – progressive dinner where patrons bike to a restaurant, eat one course, and proceed by bike to another restaurant a few miles away by bike. Bike-and-Dine rides have been organized in Royal Oak and should continue. Open Streets Royal Oak – Close one street in Royal Oak to cars for half a day and allow residents to bike and walk in the middle of the street. Coordinate with local street closing festival such as a street fair, community run, or family bike ride Shop by Foot and by Bike – Residents are rewarded with discounts for shopping and visiting stores or restaurants by bike. Coordinate with WA3 and the DDA. Car Free Day – Choose a single day to encourage residents and people who work in Royal Oak to choose a mode of travel other than their car for a whole day. Reward walkers and cyclists with gifts and snacks. Track participation and allow businesses to compete against each other. Community Bike Rides – Organize a large scale bike ride event in Royal Oak. This can make a great fundraiser and bring visitors from neighboring communities. These events can be organized alone, or can be an addition to local events such as the Oak Apple Run, Birmingham Bicycle Festival, and Green Cruise. Implementation This plan provides a comprehensive set of network, policy, and programming ideas. The effective implementation of this plan will require leadership by Royal Oak staff and residents. It will also require cooperation with community organizations, neighboring municipalities, Oakland County, RCOC, and MDOT. Bicycle & Pedestrian Advisory Committee (BPAC) Background. Plan stakeholders—including representatives from city departments, local bicycle advocates, residents, and the Royal Oak Planning Commission—gave input on this plan to guide and direct its development. Objective. The City Commission should appoint a Bicycle and Pedestrian Advisory Committee (BPAC). The BPAC should work to implement the recommendations set forth in this plan and be charged with directing and overseeing its implementation. The BPAC will facilitate coordination between the city, area schools, and institutions as well as oversee the development of related programs such as Safe Routes to School, bicycling and walking events, and education. The committee should set goals for plan implementation and monitor those goals. Examples of goals are number of bike racks installed, miles of bike routes signed, number of educational events held, or number of group rides held. Non-Motorized Transportation Plan Page 136 �City of Royal Oak Master Plan 2012 Amendment The BPAC could take one of several different forms. The Planning Commission could serve as the BPAC since it is charged with overseeing the city’s overall Master Plan and Capital Improvements Programs, including the recommendations of this plan. As an alternative, the BPAC could be setup as a subcommittee of the Planning Commission. Members from the city’s previous non-motorized task force could be included as liaisons or ad-hoc members if the BPAC was formed as a subcommittee of the Planning Commission. A separate, stand-alone body could also be established as the BPAC. This form should include at least one Planning Commission member and a city staff member charged with being the Bicycle and Pedestrian Coordinator. Up to 5 residents / advocates with a strong interest in bicycling and walking should be included, including at least one individual representing the disabled community. Liaisons from Royal Oak Neighborhood Schools, WA3, Beaumont Hospital, the DDA, Oakland Community College, and local bike shops should also be included. The group should meet at least quarterly to review plan progress and set next steps and implementation, and should take an active role in implementing the safety and encouragement objectives. Representatives from the City Manager, Engineering, Planning, Police, Fire, and Recreation Departments as well as the senior and community centers should be available on an ad-hoc basis. Bicycle & Pedestrian Coordinator Expand a position within the Planning or Engineering departments responsible for convening the BPAC and implementing this plan. This individual will manage the implementation of the plan’s facility recommendations, coordinate with other city, county, and state transportation projects, and pursue grants to implement this plan’s recommendations. A long-term goal for this position is to grow into a full-time grant-funded position. His/her primary responsibilities are as follows:  Convening the BPAC.  Managing the implementation of the plan’s recommendations.  Coordinating with the BPAC to establish baseline walking and cycling metrics and regularly measuring changes.  Serving as point of contact for residents regarding the plan.  Coordinating with other city, county, and state transportation projects.  Reporting progress annually to the City Commission.  Pursuing grants for the plan’s implementation.  Applying for a Bicycle Friendly Community award through the League of American Bicyclists and the Walk Friendly Community Award through the Pedestrian and Bicycle Information Center. Non-Motorized Transportation Plan Page 137 �City of Royal Oak Master Plan 2012 Amendment Capital Improvements Program The Michigan Planning Enabling Act mandates the preparation and annual review of a 6-year capital improvements program by the Planning Commission. Capital improvements programs consider the funding and timing of all municipally-related capital needs including street reconstruction projects. The Planning Commission, in conjunction with the BPAC, will need to monitor the city’s capital improvements program on an annual basis to ensure the non-motorized facilities and infrastructure called for in this plan are incorporated into the specifications for street reconstruction projects – bike route signage, shared lane markings, road diets with bike lanes, etc. This will be the most important method of implementing the plan’s recommendations by seeing that non-motorized amenities are first budgeted for and then built. Indicators & Evaluation The overall success of this plan will be judged by how the city implements the recommendations and the impact they have on the safety and operations for all users in the community. This section establishes a set of performance indicators to quantitatively judge the effectiveness of the plan. As this plan is implemented, reviewing the following performance measures and setting goals for the future will help measure the success and effectiveness of this plan. These indicators should be reviewed annually by the BPAC. Should these indicators show that the objectives are not being met, (e.g. bicycle/pedestrian crash rates go up instead of down), initiatives and programs in future years should focus on addressing the specific indicators. Mode Share The city should have the goal of increasing the number of trips taken by walking and biking. Vehicle Crash Rates The city should work with MDOT and RCOC to monitor vehicular crashes on an annual basis with the goal of reducing vehicular crashes. Pedestrian & Bicycle Crash Rates As stressed throughout the study, individuals are less likely to walk or bike if they don’t feel safe. The city should work with MDOT and RCOC to monitor pedestrian and bicycle crashes on an annual basis with the goal of reducing both types of crashes. Allocate Funds for Bike Parking & Route Signage on Annual Basis The city can make a strong commitment to biking by allocating a set amount of money per year towards bike parking and route signage. Non-Motorized Transportation Plan Page 138 �City of Royal Oak Master Plan 2012 Amendment Maintain Existing Parking Demand While Increasing Office & Retail Space The city should continue to encourage use of transit and communing by foot and bike. The goal should be to maintain the existing parking demand, even as the city grows in the future. Grants & Other Resources Grant programs and organizational resources should be reviewed and updated annually to capture changes in funding sources and funding cycles. Funding cycles can be unpredictable and the approval process through MDOT can be challenging. Integration of recommended projects with other capital projects can streamline costs and timelines and even open other funding sources. Non-Motorized Transportation Plan Page 139 ��City of Royal Oak Master Plan 2012 Amendment Woodward Avenue Transit-Oriented Development Corridor Study In October of 2010, the Woodward Avenue Action Association (WA3) convened a task force to create a plan for advancing transit-oriented development along Woodward Avenue in southern Oakland County. This effort was prompted by planning currently underway for in Detroit for what was originally a light rail project but which is now poised to become a bus rapid transit (BRT) project. Key members of the task force include elected officials from the cities of Berkley, Birmingham, Ferndale, Huntington Woods, and Royal Oak, as well as institutional and business partners from MDOT, SMART, SEMCOG, the Michigan Suburbs Alliance, the Detroit Zoo and Beaumont Hospital. The primary task force mission is to identify the land use, zoning, and master plan changes needed to support transit-oriented development along Woodward Avenue. The result of this effort is the Woodward Avenue TOD Corridor Study for South Oakland County prepared by LSL Planning, Inc., of Royal Oak with direction from the WA3 Transit Task Force. The corridor study was paid for in part by a Planning and Research Grant from MDOT. The following portions of the corridor study were revised and are hereby adopted as part of this amendment to the city’s Master Plan. Introduction What Is Transit-Oriented Development? Transit-oriented development (TOD) is a concept intended to encourage use of mass transit systems through site design, system planning, and road patterns. It involves pedestrian-friendly development that includes mixed-use land forms and increased accessibility for pedestrians, bicyclists, and transit users. TOD is an attempt to provide compact, walkable communities with a heightened sense of place for community residents. TOD’s typically involve uses that best support transit, transit-friendly site and building design, a mixture of uses clustered around a transit stop or transit corridor, and a walkable environment. Transit Options While the corridor study did not evaluate transit alternatives, an understanding of possible future transit options can help recognize why TOD is important for Woodward Avenue. The right mix and design of land uses can help make transit more feasible. The following are the key transit types expected to serve Woodward Avenue communities in the future: Woodward Avenue TOD Corridor Study Page 141 �City of Royal Oak Master Plan 2012 Amendment Enhanced Local Bus Service SMART currently operates buses along Woodward Avenue as part of its regional transit system. This effort will help identify how to improve pedestrian connections to stops and crossing Woodward Avenue. Future improvement could include more frequent buses or express buses. Bus Rapid Transit (BRT) Densities Required to Support Transit Depending on what occurs south of Eight Mile Road with Detroit’s project along its portion of Woodward Avenue, a possible mode of transit in Oakland County could be bus rapid transit (BRT) with dedicated bus lanes and express buses with fewer stops. BRT provides the service quality of rail transit with the flexibility and cost savings of regular bus transit. Residential (units) Business (employees) Light Rail Service Bus Rapid Transit 15 to 24+ 150+ Local Bus Service 7+ 40+ 1 to 6 2+ Supports: Carpools & Vanpools Source: LSL Planning, Inc. Light Rail Transit (LRT) Light rail service was previously being explored south of Eight Mile Road. Extending any future light rail line from Detroit into Oakland County is one possibility. Why Plan for Transit-Oriented Development? TOD development can improve the local economy along Woodward Avenue and increase transit ridership by making the environment attractive to pedestrians and bicyclists, especially around transit stops. This typically involves inviting building design, careful interface between public and private land, and thoughtful placement of vehicular parking lots. It often results in more pleasing aesthetic environments and reduced automobile dependency, which then can lead to a host of secondary benefits:  Safer pedestrian and bicycle environments.  Improved accessibility for those less able.  Increased walk-by traffic for local businesses.  More convenient access to businesses for local residents.  Less congestion and associated fuel emissions.  Creation of a “sense of place” for the community. Woodward Avenue TOD Corridor Study Page 142 �City of Royal Oak Master Plan 2012 Amendment Project Overview Complete Streets Transportation practices in the past 50 years or so tended to focus on the efficiency and safety of automobile travel. And, while design applications and engineering have made our roadways much safer to travel by automobile, it has also resulted in designs that increase vehicle speeds while discouraging walking, biking and transit use. Complete streets presents a shift in attitude about transportation planning that focuses more on equality for all users of the roadway. Recent legislative changes under the Michigan Complete Streets Acts now lend more weight to road design that considers motorists, pedestrians, bicyclists, transit riders, and users of all ages and ability. Not surprisingly, increasing fuel costs, desires to improve air quality, concerns about community health, coupled with campaigns to end obesity, especially among children and teens, have all contributed to a demand for travel alternatives to the single-occupant automobile. Complete streets seek to meet that demand through policy and regulatory changes at the local, regional, state and federal levels. Typical “complete streets” include safe, convenient travel options for ALL users. (San Francisco Planning Dept. / SFMTA) The following key principles of complete streets should be applied to the Woodward Avenue corridor to enhance the road’s functionality for all users, and to create an active and dynamic corridor that will support transit: 1. Accommodate all roadway travelers, which includes pedestrians, bicyclists, and transit passengers of all ages and abilities, as well as trucks, buses, and automobiles. 2. Emphasize interconnected road and sidewalk networks to create a comprehensive, integrated, connected network for all modes. Such networks are needed to provide shorter, more direct routes that will reduce walking time. A typical citizen will walk about 5 minutes or a quarter-mile before seeking other travel alternatives. 3. Integrate into all project types, including planning, road and development design, maintenance, traffic signals, and operations for the entire right of way. Woodward Avenue TOD Corridor Study Page 143 �City of Royal Oak Master Plan 2012 Amendment 4. Integrate best practices for design while recognizing the need for flexibility in balancing user needs. 5. Select designs that will complement the character of the Woodward Avenue district and the context of each different community. 6. Create plans that seek to link transportation and land use planning. 7. Develop realistic expectations for walking and biking and apply design tools where appropriate along Woodward Avenue. This does not mean that every tool must be applied to every block. It may involve creation of alternate bike routes or improvements on side streets to ensure bicycle safety. 8. Develop an implementation plan that includes specific next steps. TOD Principles The Woodward Avenue TOD Corridor Study focuses on incorporating the following key principles in the future development of the Woodward Avenue corridor: Plan Around Transit Stations  Allow the highest commercial intensity in areas within ¼ mile of locations that seem most likely for transit stations. Expand maximum building heights, encourage high floor-to-area ratios, or minimize lot coverage limitations to provide greater development potential.  Consider increased residential densities within ½ mile area from station locations (see previously listed density suggestions).  Allow for intensification of uses over time, such as increased building heights or allowing surface parking lots to be gradually replaced by buildings and parking structures.  Consider revisions to the master plan and zoning map to allow deepening of commercial lots along Woodward Avenue, especially at TOD nodes and where taller buildings are allowed. This may involve rezoning of some residential lots to accommodate redevelopment or additional parking needs. Where such changes will advance the goals of this corridor study, they should be carefully considered to ensure proper transitions to the residential areas, screening, and other site design elements are included to protect the integrity of nearby neighborhoods. Any potential encroachment into residential neighborhoods for TOD nodes will require an in-depth study on a site-by-site basis. The goals and objectives of the city’s Master Plan call for clear and understandable boundaries between established neighborhoods and non-residential areas. Encroachments for TOD nodes should therefore only be encouraged where negative impacts to established neighborhoods can be minimized or eliminated. Woodward Avenue TOD Corridor Study Page 144 �City of Royal Oak Master Plan 2012 Amendment Use Regulations  Encourage transit-supporting uses, especially within ¼ to ½ mile of transit stops. This includes commercial and mixed uses that provide activity throughout the day and into the evening, such as retail, restaurants, personal and business services, high-density residential (including senior housing), universities, civic centers, and upper-story offices and residential.  Discourage uses that will either dilute the concentration of residents or employees, or those which, by nature of the business will create activity likely to disrupt the pedestrian and transit-friendly environment. These include uses such as drive-through facilities, automobile dealerships, regional “big box” retailers, and other uses requiring large surface parking facilities. Bulk, Setback & Area Controls  Encourage land to be used for buildings rather than surface parking or expansive yards. This includes reducing the amount of parking allowed or required, and increasing the amount of building that may or must be built.  Locate buildings close to the street and sidewalk so those on foot, bike or transit can easily reach building entrances.  Remove maximum lot coverage requirements in core TOD areas.  Encourage building design that will engage passers-by. First floor uses should include active storefronts that attract customers and pedestrian-scale design, with the primary operable pedestrian entrance oriented to Woodward Avenue. Impact Studies  Require study of potential development impacts on the entire transportation system. Where already required, modify traffic impact study standards into transportation impact studies that evaluate development impacts to all modes of travel.  Shift transportation planning priorities in core and transitional areas from improving the speed and efficiency of automobile travel, to one that emphasizes safety for pedestrians, bicyclists, and transit users.  Apply access management to minimize the number of driveways that pedestrians must cross using access management techniques. Parking Management  Implement standards to limit parking in core TOD areas. Regulations like maximum parking standards, parking space reductions, shared parking, payment-in-lieu of parking programs, floor-to-area ratios (or requiring them where they do not exist) can be applied for this purpose.  Provide incentives in core TOD areas to reduce parking, or encourage structured lots over surface lots. Woodward Avenue TOD Corridor Study Page 145 �City of Royal Oak Master Plan 2012 Amendment  Include amenities for bicyclists, pedestrians, and transit riders, including wider sidewalks, bicycle storage facilities, bus shelters, lighting and landscaping in the standards for site plan review.  Arrange parking in the rear yard (or side yard only if necessary) to provide safer pedestrian access to store fronts. The Woodward Avenue profile also lends itself to other options, such as on-street or median parking, if allowed by MDOT.  Recognize the variables contributing to parking demand, and match local policies to individual geographic factors such as density, transit access, income, and household size. Transit Framework The Transit Framework Map is a simple map that illustrates potential TOD nodes, infill or redevelopment opportunities, potential transit stations, concepts of how to improve connectivity and convenience of bus stop locations and pedestrian crossings, access management, and parking. This map and the recommendations in this document are intended to be used as a schematic – something that can be built upon in future planning efforts. The framework map began with a general assessment of the corridor; identifying signal locations, current destinations and development nodes. Next, discussion with local planners identified the following challenges and opportunities: Challenges Opportunities  Shallow lot depths.  Residential concerns over commercial encroachment, building height, density, etc.  Woodward Avenue right-of-way parking  Lack of open / green spaces  Primary nodes at I-696 and Thirteen Mile Road  Secondary notes at Eleven Mile and Twelve Mile Roads Potential Station & Stop Nodes The above analysis resulted in the Transit Framework Map. It includes potential station locations, which consider existing development, identified opportunity locations, signalized crossing locations, typical spacing for bus rapid transit or light rail (ideally no less than ½ mile spacing), and suggested connections to local destinations like the Detroit Zoo and downtown Royal Oak, which are vibrant areas that rely on the corridor for regional access, and have the potential to add riders to the system. Station locations shown on the Framework Map are described in more detail below. The station and stop locations, crosswalk types, and shuttle connections shown on the map are preliminary and conceptual in nature. They are only meant to illustrate one scenario of how these features might be spaced and are not intended to suggest preferred transit stop locations, route alignments, crosswalk types, or shuttle connections to other sites. A more detailed feasibility study, including ridership projections, cost-vs.-funding analysis, and other applicable factors will be required before the routes and stops can be formalized. Woodward Avenue TOD Corridor Study Page 146 �City of Royal Oak Master Plan 2012 Amendment Spacing Guidelines Stop and station location should be given careful consideration for the corridor. Stops should be kept to a minimum necessary to support the land-use and accessibility needs. Stop and station structures and amenities should be developed (LSL Planning, Inc.) and designed with pedestrian and bike STATION SPACING amenities, and should consider automobile access, but not so that it dominates the station Ideally, stations should be spaced design. Priority must be given to pedestrians, ½ to 1 mile apart. bicyclists, and transit riders, with less Spacing emphasis on maintaining higher vehicle considerations ½mile include: to 1 mile speeds or faster automobile travel time. Stops should be between one-half (½) to one mile ► Proximity to transit nodes apart for ideal transit service. The quality of ► Required connections the stop should also be designed to ► Convenience to riders accommodate the expected use in the area. Stations could be used at route termini and transfer points with improved amenities at on-route major attractors, and stops with more basic facilities could be used at key TOD points between major destinations. Connecting Nodes Several proposed transit node locations have opportunities for connections to nearby downtowns, Amtrak / SMART stations, and the future Woodward Light Rail or BRT project. These are suggested at Thirteen Mile Road / Beaumont Hospital, downtown Royal Oak, and I-696 / Detroit Zoo in Royal Oak. These intersections were identified as ideal locations for nodes due to their proximity to nearby amenities and existing or potential densities to support transit. Stations at these locations for either bus rapid transit or light rail could be incorporated into new mixed-use buildings with indoor seating and ticketing areas. Since these stations will connect to a different form of transit, indoor facilities will allow a safe place for travelers to wait for their connection.  Thirteen Mile Road / Beaumont Hospital One of the busiest intersections along the corridor, Thirteen Mile Road already had the activity required for a feasible transit station. A station could be located just south of Thirteen Mile Road near Coolidge Highway to provide connecting shuttles to the Beaumont Health Systems campus and downtown Berkley. Future redevelopment of the shopping center on the southwest corner of the intersection would be an ideal catalyst to spur future TOD.  Downtown Royal Oak Although not directly on Woodward Avenue, Royal Oak’s downtown is a logical spot for a connecting node with its existing bus and train station and transit-ready zoning. It is already a major transit hub for the region due to the Amtrak / SMART station at Lafayette Avenue and Sherman Drive. In addition to serving train passengers, the station is a collection point for Woodward Avenue TOD Corridor Study Page 147 �City of Royal Oak Master Plan 2012 Amendment several SMART bus routes, including those that travel on Ten Mile and Twelve Mile Roads, Woodward Avenue, and Main Street / Livernois Road. The area surrounding the station is zoned Central Business District so it is already conducive to transit-oriented development. The proposed Michigan Regional Transit Authority (RTA) even utilizes this station as a hub for a future light rail or BRT project, moving the primary transit route off of Woodward Avenue and through downtown Royal Oak.  I-696 / Detroit Zoo The existing parking structure at the Detroit Zoo can support a future station and park-andride at this busy node. As the gateway to Royal Oak from the interstate, this node could provide a circulating shuttle to the Detroit Zoo, downtown Royal Oak, or even a parallel transit route that stops at the downtown Amtrak/SMART station in Royal Oak. On / Off Nodes In between the connecting nodes, transit will stop at outdoor platforms for boarding which are labeled as “on / off” nodes on the analysis map. These station/stops’ platforms would be elevated to raise the travelers to the level of the transit equipment and be covered shelters to protect users from the elements. For enhanced transit to be most efficient, stops will not be as frequent as traditional fixed-route bus service but at key locations to collect sufficient passengers from nearby housing and businesses. The proposed on/off nodes in Royal Oak include the Twelve Mile and Fourteen Mile Road intersections, and possibly the Catalpa Drive intersection. These on/off nodes were identified as being good central locations between the connecting nodes where existing development is conducive to TOD or where development could be further intensified to support transit.  Fourteen Mile Road The area between Fourteen Mile Road and Lincoln Avenue / Adams Road in Birmingham has been identified by the city as a future TOD. This location is halfway between the proposed connecting nodes at Maple Road and Fourteen Mile Road.  Twelve Mile Road / Catalpa Drive This area has large, institutional uses which are typically not conducive to TOD, including a cemetery. However, the Shrine of the Little Flower Catholic Church and Elementary School are heavily used and could benefit from an on/off stop. The southwest and northeast corners of this intersection already have commercial and multiple-family residential uses which could be intensified and expanded with a TOD redevelopment program. A stop at this location would also provide a direct transit link to Berkley’s downtown. If a station proves unfeasible at Twelve Mile Road due to the institutional uses then it could be moved to Catalpa Drive. A stop at this intersection would be half-way between the primary stops at I-696 for the Detroit Zoo and Thirteen Mile Road for Beaumont Hospital. Woodward Avenue TOD Corridor Study Page 148 �City of Royal Oak Master Plan 2012 Amendment This area has been identified for strengthened commercial development in the Berkley Master Plan and could collect riders between Twelve and Eleven Mile Roads. Pedestrian Crossings Type A – Byway Significant Crosswalks Type A1 crosswalks are the most significant, providing connections between the intrinsic resources of the byway. The only A1 crossing in the study area is at Twelve Mile Road, improvements for which are currently in the final construction stages. Type A2 crosswalks are also significant, but are more so locally than regionally. Downtown crosswalks provide important connections between buildings on opposite sides of the street, and they provide a gateway or entrance to a downtown area. No A2 crossings are designated in Royal Oak. Type B – Community / District Connectors Type B pedestrian crosswalks are community / district connectors that provide connections for a specific local draw and may be historically significant in the community and/or state, but not necessarily to the byway. Typically, they would occur at major intersections. Most of the Mile roads along the corridor are considered type B crossings. Type C – Remainder Type C pedestrian crosswalks are essentially all other crosswalks that do not meet the criteria established for type A and type B crosswalks. From a byway and community standpoint, they are less significant than type A and B and do not occur at major intersections. Crosswalk Element Pedestrian Crosswalk Signalization Pedestrian Crosswalk Signalization w/ Count Down Mast Arm Signalization Crosswalk Designation - Painted Crosswalk Designation – Pavement / Material Change District Identity Element Woodward Heritage Identity Element Historical Reference Element Lighting Plantings Bump-Outs (if applicable) Bollards Woodward Avenue TOD Corridor Study Type AI X X X Type A2 X X X X X X X X X X Optional X X X X X X Optional Type B X Type C X X Optional Optional X Optional X X X Page 149 �Transit Framework Map Woodward Avenue TOD Corridor Study Transit-Oriented Development Corridor route alignments . crosswalk types, or shuttle connections to sites not on Woodward Avenue. A more detailed feasiblity study, including ridership projections, cost vs funding, and analysis of other factors , is required. City of Royal Oak Master Plan Station and stop locations, along with crosswalk types and shuttle connections , are preliminary and conceptual to illustrate one scenario of how stops might be spaced. This is not intended to suggest preferred transit stop locations . <:}~ The quarter-mile and half-mile radii surrounding each possible station 5 minute wal< ( 1/4 mile radius) , 10 minute walk (1/2 mile radius) Potential Primary / Connecting Station & Stop ~-~~~~ K']lJ~lJ:::r),..\_:~TTTTr1rlft__..-..i.;:;;.::=-] 'IL I-I--H--t-""--iL-----,:----11 and stop location are not intended to designate or establish any preferred TOD zoning district boundaries. They are only meant to show the 5-minute and 10-minute walking distances from each potential station. The formal boundaries of any TOD zoning district will have to be determined by the Planning Commission and City Commission after a thorough and in-depth investigation during the formal rezoning process required by state law and the city's Zoning Ordinance. 5 minute w alk (1/4 mile radius) 10 minute walk (1/2 mile radiu s) Potential Secondary/ On-Off Station & Stop Primary Trans it Route Potential Shuttle Connections @)@© Crosswa lk Types CE] Existing Amtrak I SMART Trans it Station 1111111111111111111 11111111• 1111111111 - 1111■ 2012 Amendment Road Centerlines I ~& Page 150 Created by: Roya l Oak Planning Department Creation date: 02/28/2012 Sources: Oakland County Dept of Info Tech LSL Planning , Inc Woodward Avenu e Action Association Ferndale �City of Royal Oak Master Plan 2012 Amendment Recommendations & Implementation Typically, the next step in transit planning would include determination of the transit modal vehicle type, which is not part of the scope of this corridor study. This project is intended to provide the framework for such planning efforts. A common misconception is that transit will drive development, which can be true to some extent. However, the opposite is also true – development of a certain type and density can be a catalyst for transit. Therefore, a key component of this project was to identify ground-level planning efforts that can be made to provide a transit-supportive atmosphere that will drive future transit decisions. Parcel & Massing Analysis Parcel Analysis With few exceptions, parcels along Woodward Avenue are quite shallow for the type of businesses they attract. Small lot sizes can limit development options and deter real estate investors. One way to identify opportunities is to analyze potential development or redevelopment sites. In some locations, these sites are obviously vacant or obsolete, but in others, opportunities may not be so evident. Analysis of property ownership along the corridor will reveal parcels in common ownership that, if consolidated, could provide more viable redevelopment sites. Create a Massing Model Creation of a two-dimensional or three-dimensional corridor model will help residents and stakeholders visualize how TOD might be implemented in the future. Modeling existing and future development forms will help to locate underutilized sites. When matched with a parcel analysis above, key redevelopment sites will emerge. Economic Development Initiatives Establish a Corridor Improvement Authority Pursuant to the Corridor Improvement Authority Act, Michigan’s Public Act 280 of 2005, the purpose of a corridor improvement authority (CIA) is to plan for, correct and prevent deterioration in business districts, to encourage historic preservation, and to promote economic growth within the district. Unlike some other tax capturing authorities, a CIA may span more than one jurisdiction and is therefore ideal for Woodward Avenue. If established, taxes from the increase in property values can be captured and re-assigned for capital improvement projects within the district. Such a mechanism could leverage future economic growth on Woodward Avenue into physical improvements that will attract even more business, visitors and investment. Secure Funding The collaboration facilitated by WA3 has yielded positive results already with grant funding secured for the Twelve Mile Road crossing improvements which were recently constructed. The Woodward Avenue TOD Corridor Study Page 151 �City of Royal Oak Master Plan 2012 Amendment association has also received a National Scenic Byway Grant, Michigan State Planning and Research Grant, and an Urban Land Institute grant for even more significant transit-planning projects which are expected to begin in the near future. The nature of the group, which not only represents a multiple-jurisdictional effort but also a public-private partnership, poises it above many others seeking grants, as this spirit of cooperation is given increasing weight with funding groups. Walkability & Transit Guidelines In many ways, walkability and transit go hand-in-hand. Without a safe, walkable environment, people cannot reach transit facilities and ridership rates decline. Designing any non-motorized system requires careful planning that considers safety, efficiency, convenience and costs versus benefits. It is important to provide clearly delineated pedestrian areas both along the corridor and connecting to private commercial developments. Non-motorized improvements should focus on providing safe routes for bicyclists and pedestrians which may require alternative routes or facilities on other roads as well. Un-Signalized Non-Motorized Crossings Ideally, crossings will be accommodated at signalized intersections, but pedestrians are likely to cross where it is most convenient. Studies show that people will usually take the most direct route, not necessarily the one designated for them. They are more likely to cross at unsignalized locations when signalized crossings are spaced farther than ½ mile apart, or where they are not proximate to transit stop locations. Un-Signalized Non-Motorized Crossings Ideal mid-block crosswalk elements:  ADA-compliant ramps  Striping or textured concrete  Lighting and landscaping Where un-signalized crossings are needed, they should be designed so (LSL Planning, Inc.) the pedestrian is clearly visible and feels safe, including elements such as lighting, signage, textured pavement treatments and context-sensitive crossing design. Using flashing beacons and reflective road striping can also help improve pedestrian safety. Road Diet A road diet involves replacing travel lanes with bike lanes, exclusive transit lanes, and/or wider sidewalks. On Woodward Avenue, a road diet could be implemented to provide a dedicated bus lane or bike lane. Careful consideration of the interface between bicyclists, motorists, and Woodward Avenue TOD Corridor Study Page 152 �City of Royal Oak Master Plan 2012 Amendment businesses is required to ensure that these facilities remain safe and attractive to users. The figures below illustrate how Woodward Avenue could look with a road diet, including fewer vehicle lanes with a dedicated bus or bike lane, plus amenities like wide sidewalks and landscaped buffers for pedestrian comfort. Application of a road diet would require additional study and traffic modeling, but it is a real possibility for the future. (LSL Planning, Inc.) Illustrations of how Woodward Avenue could look if a road diet was implemented. The number of and/or width of vehicular travel lanes could be reduced and the center median narrowed to make room for dedicated transit lanes, or for additional non-motorized facilities like wider sidewalks, dedicated bike lanes, and on-street parking. (McKenna Assoc., Inc.) ~ ~ • I ' - a~). I ~ -,I i ~ Woodward Avenue TOD Corridor Study a f- I- i . --j 0 0 . I ti f- Page 153 �City of Royal Oak Master Plan 2012 Amendment Speed of Travel Currently, Woodward Avenue is posted for a maximum speed of 45 miles per hour in Royal Oak. Vehicles sometimes travel at speeds in excess of these maximums, which degrades the pedestrian environment. Higher vehicle speeds reduce the perceived safety of travel along the corridor because they result in more frequent and more severe crashes, especially when they involve pedestrians or bicyclists. Some TOD guidelines suggest a speed limit of 30 m.p.h. is ideal for pedestrian safety. The City of Birmingham’s Triangle District Urban Design Plan includes a suggested 35 m.p.h. for portions of the corridor near Maple Road where a road diet is suggested. This speed limit is already established in parts of Ferndale and could be considered for the rest of the study corridor if acceptable to MDOT. Such a reduction in speeds, either alone or as part of a road diet, would require changes to signal timing and perhaps some traffic modeling to ensure travel conditions will remain at acceptable levels. Accommodate Bicycles Non-motorized systems must also accommodate bicycle activity. Amenities like bicycle storage, staging areas, and rest spots should be included in community-wide non-motorized systems. In some locations along the corridor, the existing road can be re-striped to include bike lanes or shared lane markings without widening the expanse of pavement. Such a “road diet” is recommended in areas where motorized and non-motorized traffic volumes suggest fewer travel lanes and more bicycle facilities are needed. However, in others, on-street bicycle facilities may not be safe or comfortable for riders. In these places, alternate routes on adjacent streets may be needed. Driveway Design The geometric design of access points, including the width, throat, radius, and pavement type, should all include consideration of the interaction with off-street non-motorized users. Excessively wide driveways with little or no separation from off-street parking areas and broad, sweeping driveway curbs provide an unprotected nonmotorized environment that lacks clear definition for turning movements and increases the amount of time a pedestrian or bicyclist is exposed to traffic. Driveways should include a clear-vision zone at the entrance, free of visual obstructions like shrubs, signs, utility boxes, or other barriers so oncoming traffic can clearly see pedestrians entering the driveway. Woodward Avenue TOD Corridor Study ACCESS MANAGEMENT (LSL Planning, Inc.) Access to private development should be managed to maintain safe and efficient transportation conditions. Safety is improved by limiting the number of driveways that pedestrians and bicycles must cross. In addition, providingwell -planned driveway locations helps maintainefficient vehicle operations, which isalso needed to maintain reliable transit service. - - ~I I_ _ _ _J Page 154 �City of Royal Oak Master Plan 2012 Amendment Delineate Driveway Crossings Sidewalk crossings of driveways should be clearly delineated. For higher volume areas (traffic or pedestrian) the crossing could be striped or constructed of durable contrasting material. Textured or colored concrete are the preferred options for Woodward Avenue since they can withstand vehicular weight and wear while attracting the attention of motorists. Maintenance of crosswalk markings on private land should be made a condition of site plans, just like maintenance of parking lot striping. Transit-Friendly Zoning Adopt the Corridor TOD Zoning Overlay Model Zoning is an effective way to transform the form of development. Along Woodward Avenue, a model TOD overlay zoning district is recommended. The overlay would be a “modular” ordinance that includes a set of regulations to apply in core TOD node areas, another set for the transitional areas around them, and potentially a basic set of uniform regulations for the entire corridor. The model also includes strategies to assemble land in the core areas, or where additional depth is needed to accommodate redevelopment or shared parking facilities. The approach presented respects the fact that, while transit-friendly development is desired by most communities, it may take some refining at the local level in order to achieve support. The basic standards for development include side-walk requirements, parking standards, use restrictions, etc., that should apply within core and transitional zones in order to promote walking and biking along the corridor. The core TOD node standards are more form-based and focused on (LSL Planning, Inc.) creating desirable places for pedestrians, bicyclists and transit riders. The transitional standards will involve some form-based elements, but requires less intense development as a way to slowly step down building intensities and scale as they get farther from the core and closer to residential areas. Woodward Avenue TOD Corridor Study Page 155 �City of Royal Oak Master Plan 2012 Amendment Standards for areas not designated as core or transitional zones could also include incentives to replace commercial uses that should be relocated to the core, with supportive residential or office uses. Such policies will depend on local desires and attitudes, but may provide opportunities for redevelopment of some of the existing underutilized commercial areas for multiple-family or other uses that could be accommodated on some of the shallower development sites not located in the core areas. Define District Zone Boundaries The TOD zoning model provided in the appendix of Woodward Avenue TOD Corridor Study for South Oakland County is intended to apply to all parcels with frontage along Woodward Avenue in south Oakland County. The model could easily be modified to apply to only connecting and on/off node intersections, leaving the areas between nodes subject to underlying zoning. It suggests that three additional zones be established: a core zone, a transitional zone, and a parking zone. This plan does not suggest specific boundaries for each zone; PLANNING FOR TRANSIT however, it is assumed that core zones will generally occupy areas PHASE I: within ¼-mile of the center, while ► Establish TOD district boundaries transitional zones will extend out ► Identify sites for the Core. Transir onaI and Parking Zones ► Parcel and Massing Analysis ½-mile. The parking zones are ► Adopt interim regulations for land use. pa ing, setba • basic bui ding expected to be applied at the design that set the stage for density, intensity and infi ll. periphery of transitional zones, as PHASE//: determined necessary to create ► Develop specific plans for wre TOD nodes (at the city level}. redevelopment sites of a viable size ► Conduct housing affordabil ity analysisand feasibility reviews to identify and shape. ways to provide housing for avariety of ircome levels. ► Again, it should be re-emphasized that the ¼-mile and ½-mile radii surrounding each possible core and transition zone are not intended to designate or establish any preferred TOD zoning district boundary. They are only meant to show the 5minute and 10-minute walking distances from a potential station or stop. The formal boundaries of any TOD zoning district will have to be determined by the Planning Commission and City Commission after a thorough and in-depth investigation of all potential core and transitional zones during the formal rezoning process required under both state law and the city’s Zoning Ordinance. Woodward Avenue TOD Corridor Study Develop specific regulationsbased on progress achieved. Add itional Transitional or Parking Zones may be added, more aggressive parki ng strategies imp emented, and greater municipa l involvement with redevelopment. (LSL Planning, Inc.) Page 156 �City of Royal Oak Master Plan 2012 Amendment Two- to three-story buildings, such as those suggested in the core areas typically require sites with depths of 140 to 160 feet, but that does not account for parking needs. Ideally, parking programs will be implemented at the city or corridor-wide level using one of the approaches discussed in the project overview section. However, in the short-term, some on-site surface parking may be needed. Therefore, cities should plan for parcel depths of up to 250 feet for sites where on-site parking is needed, and to up to 350 feet for areas where parking structures are planned, such as in the core TOD nodes. More specific analysis may be needed to identify the specific property depths needed to achieve the desired building form. Elements such as building height, lot coverage, parking lot location, front yard setbacks, and required buffers from residential areas will all impact the amount of land that is needed for development. Take a Phased Approach Each local zoning ordinance was reviewed to determine needed changes to promote additional development and growth that will encourage transit ridership. These models should be adopted to help direct future development to desired areas. Once some success is achieved, cities may choose to take their TOD efforts a step further by initiating redevelopment projects, increasing densities, and planning for municipal parking.  Redevelopment of sites along Woodward Avenue may require acquisition of additional land to accommodate larger buildings or parking needs. Communities may consider parking zones within the proposed TOD overlay district that would allow certain residential sites to be converted to temporary surface parking lots to support core areas, that can eventually transition into parking structures or mixed-use infill sites.  Plan parking in areas away from the TOD core to maximize building potential, but consider reasonable replacement locations, or take a phased approach so businesses are still served in the short-term. Consider adoption of local parking programs.  Consider higher residential densities within proximity (½ to 1 mile) of Woodward Avenue that consider local community conditions. Woodward Avenue TOD Corridor Study Page 157 ��City of Royal Oak Master Plan 2012 Amendment Rochester Road Access Management Plan LSL Planning, Inc., of Royal Oak was hired with funding from SEMCOG to complete an access management plan for Rochester Road as it travels through Royal Oak, Clawson, Troy, Rochester Hills, and Rochester. The result of their work is the Rochester Road Access Management Plan dated September 27, 2011. That document contains recommendations on access management strategies to improve safety and efficiency of travel along the Rochester Road corridor. The preceding chapters of this access management plan discuss overall guidelines for access, non-motorized travel, and green infrastructure changes along Rochester Road. Those chapters are consistent for each community because the basis and standards for them are the same for all communities. However, because site conditions and character vary by community, a communityspecific chapter was crafted for the individual cities, and includes an inventory of existing conditions, analysis, and recommendations, and concludes with maps that illustrate changes. The recommendations in this plan were based on access management studies, traffic conditions, and analysis conducted in 2010 and 2011. The plan is intended to be implemented as opportunities arise, and is flexible so it will be useful for many years, but can be adapted as conditions change. While the basic access management principles in the chapter Access Management Guidelines should always be applied, precise locations and configurations of driveways and service roads illustrated on the maps may need to be modified as development plans come into focus and more detailed site information is known. The following portions of Rochester Road Access Management Plan were revised and are hereby adopted as part of this amendment to the city’s Master Plan. Introduction Study Area The limits of the study area corridor begin at Main Street in Royal Oak, where it diverges northeast through the City of Clawson until it meets with Stephenson Highway in the City of Troy. From there, Stephenson Highway becomes Rochester Road as it proceeds north and crosses I-75, then M-59 where it officially becomes M-150 in the City of Rochester Hills, before terminating at Mead Road. The study area for this project extends 660 feet east and west of the centerline of Rochester Road. The study focuses on access to non-residential frontage properties. As discussed in this report, this portion of Rochester Road is referred to as the “Rochester Road Corridor” or “Rochester Road.” Rochester Road Access Management Plan Page 159 �City of Royal Oak Master Plan 2012 Amendment Project Need Segments of Rochester Road, especially along portions located north of I-75, experience periodic congestion and a relatively high number of crashes. Data and observations indicate that vehicles entering and exiting the roadway at cross streets and individual driveways contribute significantly to these problems. Managing access along the corridor can reduce crash potential and congestion because it considers the number, placement, and design of access points (intersecting streets and commercial driveways) in the context of the overall roadway, not just on each individual site. The primary purpose of this project is to assess access conditions along the corridor and recommend changes that will improve safety and efficiency of travel. However, applying access management has other secondary benefits, including Land Use Raad Design higher pedestrian comfort and safety, improved biking environments, improved economic vibrancy, traditional de~lopmen1 and increased opportunity to “green” the corridor. Recommendations to achieve these benefits are provided throughout this plan. t Overview of Corridor Conditions The Rochester Road corridor is generally a four-lane road, with a center left turn lane for segments north of I-75. A small segment at the north end of the corridor, north of Cross Creek Drive, is three lanes, and another segment south of I-75 is constructed as a divided road with a center median. The median was extended north to Wattles Road in 2010. Remaining portions of the corridor in Troy are also planned for a median in the future. The character of land use is generally segmented by the I-75 freeway, which crosses the corridor in Troy, just south of Big Beaver Road. Areas south contain small-lot, traditional single-family neighborhoods with scattered pockets of neighborhood retail, while areas north maintain a more suburban commercial character with larger retailers and national chains dominating the commercial areas, and more modern multiple-family developments scattered throughout. Exceptions to this pattern exist just south of I-75, where approximately one mile of the corridor contains industrial development, and in the City of Rochester, where the corridor serves as Main Street through the city’s downtown. suburban development with commercial nodes, especially at k.ey Intersections commercial frontage, strip development, suburban residential Industrial park neighborhood commercial, single-family residential, traditional development 41anes l Rochester Road Access Management Plan Page 160 �City of Royal Oak Master Plan 2012 Amendment Preparation of Plan The recommendations in this access management plan were developed from a site-by-site review of the corridor that considered access, crash data, site design, land use (existing and planned), zoning, and topography. They consider the standards contained in MDOT’s Access Management Guidebook, other publications and research supporting access management from around the country. The cache of research available on access management, which is summarized in the MDOT Guidebook, forms a solid base for recommendations to reduce the number of driveways and promote the benefits of access management. To synchronize input from each city and the various agencies, a steering committee was established to oversee development and administration of the plan. The committee consisted of representatives from each city, MDOT, SEMCOG, and Oakland County. This group acted as the technical review and coordinating group and facilitated communication with city officials and the public. MDOT’s Access Management Guidebook was a reference for recommendations in this plan. Development of this plan also considered input from the public. A series of meetings with the public and individual local communities and agencies were conducted throughout the process. The key public meeting was a public open house held at Troy Community Center on January 10, 2011, where draft recommendations were displayed for review and comment. The meeting began with presentations on the benefits of improved access management. Drafts of the plan recommendations and concepts for select intersections were displayed in an “open house” setting. Comments by the public, local officials, and the MDOT staff were considered and many were incorporated into the final recommendations. Corridor Analysis Crash Analysis A crash rate is a calculation that considers the number of crashes related to the volume of traffic. For purposes of evaluation, crashes along the corridor were classified as “intersection” crashes and “link” crashes. To evaluate the “link” crashes, Rochester Road was divided into segments between each signalized intersection. Crashes within 250 feet of a signalized intersection were considered to be “intersection” crashes. Crash rates for intersections along Rochester Road were compared to SEMCOG’s crash rates for the southeast Michigan region from the past three years. SEMCOG classifies intersections with Rochester Road Access Management Plan Page 161 �City of Royal Oak Master Plan 2012 Amendment relatively high crash rate as “critical.” No intersections in Royal Oak were found to exceed SEMCOG’s critical crash rate threshold based on average daily traffic (ADT) volumes. Unlike intersections, SEMCOG has not compared crash rates for links, so critical crash rates were established specifically for Rochester Road, based on available SEMCOG crash data for the entire roadway. This comparison found a critical crash rate for links of 2.55 where ADT was below 35,000, while sections where ADT was over 35,000 had a rate of 4.04. (source: LSL Planning, Inc.) It verifies that crashes are more likely to occur in areas with higher traffic volumes. The established crash rates were then compared to rates for each link along the corridor. Crash types along critical crash links were evaluated to identify access-related patterns to the crashes. This comparison revealed that no links in Royal Oak met the average critical crash criteria with rates from 1.21 to 2.27 (source: LSL Planning, Inc.) Intersection Operational Analysis Intersection capacity analysis is the traditional form of measuring operational performance, as intersections control the flow of most roadways. Intersection capacity is a function of a calculated delay experienced by the average vehicle due to the intersection control. Intersection delay can then be equated to level of service (LOS), which is an intuitive scale of “grades” from “A” to “F” that measure how a roadway is operating. The level of service is defined in terms of delay, which is a measure of driver discomfort, frustration, fuel consumption, and lost travel time. These variables are summarized and provided as grades for signalized intersections in the 2000 Highway Capacity Manual Special Report 209, which are shown in the following table: Level of Service Level of Service for Signalized Intersections Based on Control Delay Average Control Delay per Vehicle Description (seconds) A Very low control delay. Favorable progression and/or short cycle lengths. B Low control delay. Good progression and/or short cycle lengths. 10.0 to 20.0 C Average control delays. Fair progression and/or longer cycle lengths. Individual cycle failures begin to appear. 20.0 to 35.0 D E F Longer control delays. Combination of unfavorable progression, long cycle lengths, high volume-to-capacity ratios, many vehicles stop. Individual cycle failures noticeable. High control delay values. Poor progression, long cycle lengths, and high volume-to-capacity ratios, frequent individual cycle failures. Limit of acceptable delay. Control delays unacceptable to most drivers. Over saturation, poor progression, or very long cycle lengths. Less than 10.0 35.0 to 55.0 55.0 to 80.0 More than 80.0 Source: 2000 Highway Capacity Manual Special Report 209 Rochester Road Access Management Plan Page 162 �City of Royal Oak Master Plan 2012 Amendment Measures of delay and levels of service for this study were evaluated using a micro-simulation model (Synchro / SimTraffic) that used peak hour traffic movements and signal timing. The existing conditions AM and PM peak hour models were calibrated within SimTraffic to help ensure the model reflected actual traffic conditions. Typically, municipalities and road agencies prefer a LOS “D” or better for each approach at an intersection. Any movement at the intersection (e.g. through, left-turn, or right-turns from any leg of the intersection) rated below a “D” was evaluated to identify changes that could improve the level of service. These changes, often called “mitigation measures,” included adjusting signal timings at a minimum and then geometric conditions were modified to improve operations and/or safety. Driveway Density The MDOT Access Management Guidebook recommends spacing between access points, based on the posted speed limits. Few segments along the corridor currently conform to these recommendations. For each segment, actual access density (or number of access points per mile), were compared to the MDOT spacing standards. Key findings of this evaluation are listed below, with detailed density information shown below. 1. Driveway frequency along the corridor is 1.45 times higher than that suggested by the MDOT spacing standards. 2. In total, this plan recommends a 14% reduction in the number of existing driveways. If fully implemented, the corridor will actually fall below MDOT’s recommended density, meaning there will be fewer driveways than would be acceptable according to MDOT standards. 3. If all of the proposed driveways are gradually removed, it can result in elimination of approximately 48,525 square feet (or 1.1 acres) of impervious coverage/pavement. Rochester Road Driveway Density & Impervious Coverage Access Density (# of access / mile) Existing Access 13 Existing Density 20.9 MDOT Standard 18.6 Proposed to be Removed 2 Removed Access Area 100 s.f. Twelve Mile to Detroit 19 30.5 21.2 0 - Detroit to Thirteen Mile 48 62.0 23.6 6 3,000 s.f. Thirteen Mile to Whitcomb 48 53.4 25.0 2 250 s.f. Whitcomb to Fourteen Mile 19 34.6 9.3 2 - 147 201.4 97.7 12 3,350 s.f. Segment Main to Twelve Mile Overall Source: LSL Planning, Inc. Rochester Road Access Management Plan Page 163 �City of Royal Oak Master Plan 2012 Amendment Improving the Corridor Access management is a key tool in reducing congestion, preventing crashes and preserving road capacity. While these benefits are most obvious to motorists, access management can also improve conditions for those walking and biking. Access management can support local nonmotorized policies by reducing driveways and improving the safety of sidewalk crossings. Businesses, especially those along congested segments, can also benefit since access to their establishments can be safer and more convenient for customers. Some locations may also benefit from the additional parking spaces that could be claimed in place of driveways that have been removed due to closure or consolidation. This plan includes a set of general guidelines for managing access along the corridor, as well as a set of site-specific maps that show existing conditions and recommendations for improvement. The next chapter, Access Management Guidelines, discusses in detail the benefits that can be achieved through proper planning and management, and the guidelines for access changes. Walking and biking systems depend on many factors, most importantly, the extent of attractions within walking distance (approximately ¼ to ½ mile) and the pedestrian environment. Factors such as the width and condition, provision of bike lanes or routes along nearby local streets, the ease of road crossings, and maintenance of sidewalks influence the number of pedestrians and bicyclists. Implementation Successful implementation of plan recommendations will require continued coordination between the cities, RCOC, MDOT, SEMCOG and other quasi-public organizations. Therefore this access management program fosters a collaborative approach so the various groups can work together to achieve the same goals. To implement the recommendations for Rochester Road, each city was advised to amend its master plan to incorporate the contents of this plan. Each city was provided with a plan document for this purpose that contained consistent guidelines for access management and other corridor improvements, along with a local chapter that discusses the conditions and recommendations specific to each city. If full integration of this plan is not possible or desired, the local master plan should at least be revised to include a basic discussion of access management, its benefits, and ways the community plans to implement it. This will provide the required legal framework upon which each city can adopt specific zoning regulations. The key regulatory tool to implement access management is a zoning overlay ordinance. A model ordinance was provided to each city for their use and integration into their own zoning ordinance. It was crafted using MDOT’s spacing guidelines, but includes the appropriate amount of flexibility needed to respond to existing conditions or unusual situations in the future. Rochester Road Access Management Plan Page 164 �City of Royal Oak Master Plan 2012 Amendment Access Management Guidelines Rochester Road in Oakland County holds an important transportation function, but due in part to a proliferation of driveways and access points, experiences periodic congestion, and some locations along the corridor experience relatively high crash rates. This access management plan was created to help identify areas of concern along the corridor, and recommend changes to improve them. Numerous studies in Michigan and nationwide have shown that a proliferation of driveways or an uncontrolled driveway environment can increase the number and severity of crashes, reduce roadway capacity, and create a need for more costly improvements in the future. Access management can also restore capacity that is lost due to frequent flow interruptions for turns into and out of poorly spaced driveways. In the State of Michigan, access management has been in practice for over two decades. In 1999, MDOT commissioned a task force to research, discuss, and organize best practices on access management, and officially adopted a statewide guide, known as The Access Management Guidebook, in 2001. That document and its foundation in significant national research and statistics form the basis for this plan’s standards and recommendations. What Is Access Management? Access management is a series of techniques and standards used to maximize existing street capacity and minimize the potential for crashes. Studies show reducing or limiting the number of access points, carefully placing, spacing and design of access points can help achieve safer environments and preserve efficient traffic flow. Access management techniques are used to improve transportation operations and increase safety while maintaining reasonable access to properties. In some cases, access may be provided through shared or indirect means, but in every case, reasonable access is always maintained. Access management can also improve the corridor for bicyclists and pedestrians by reducing and limiting the number of potential conflict points along the corridor. Proper placement and design of access points can help improve visibility of pedestrians and bicyclists and reduce the risk involved in crossing multiple driveways and intersections. Benefits of Access Management By considering the relationship between access points along a roadway, all road users and property owners stand to benefit. National experience and case studies of other corridors have shown that access management can result in 25-50 percent reductions in access-related crashes (Access Management Manual, Transportation Research Board), but can also have secondary benefits on non-motorized and transit environments while providing improved business environments and opportunities for inter-agency coordination. Rochester Road Access Management Plan Page 165 �City of Royal Oak Master Plan       2012 Amendment Decreased potential for and severity of crashes by reducing conflict points. Restored efficiency of travel by eliminating access points that cause traffic disruptions and delays. Boosts local property values and increase the vitality of adjacent businesses by reducing congestion and improving business visibility. Improved air quality through reduced braking and accelerating, eliminating unnecessary vehicle idling, and promoting alternative travel options. Enhanced access to and from businesses, both in terms of safety and convenience. Less need for costly road widening or other major improvements by maximizing the efficiency and volume of traffic. While application of access management can provide the above benefits, merits of the planning process are often overlooked. Bringing communities together into a joint planning effort increases opportunities for information sharing and cross-education. It is also helpful in educating the public, especially those directly impacted by the plan’s recommendations. This planning effort can help to:      Provide information on the benefits of access management and the various implementation techniques to assist local and county officials in their planning efforts. Promote continued coordination and communication among SEMCOG, MDOT, RCOC, Oakland County, local governments and the public during the development review process. Inform property owners, business operators, potential developers, and the general public about access management, its benefits, the rationale for recommendations, and how they will be applied over time. Provide guidance for future development reviews through advance planning, clear and consistent protocol and early coordination with local communities and business owners. Inform communities and property owners that access management can support other corridor goals for safety, aesthetics, and enhanced walking, biking, transit, and green infrastructure. Access Management Principles To achieve the benefits of access management, this plan was developed using the following principles:  Design for efficient access. Identify driveway design criteria that promote safe and efficient ingress and egress at driveways, while considering the interaction with pedestrians and bicyclists.  Separate the conflict areas. Reduce the number of driveways, increase the spacing between driveways and between driveways and intersections, and reduce the number of poorly aligned driveways.  Remove turning vehicles or queues from through lanes. Reduce both the frequency and severity of conflicts by providing separate paths and storage areas for turning vehicles and queues.  Limit the types of conflicts. Reduce the frequency of conflicts or reduce the area of conflict at some or all driveways by limiting or preventing certain kinds of maneuvers. Rochester Road Access Management Plan Page 166 �City of Royal Oak Master Plan 2012 Amendment  Provide reasonable access. Recognize that property owners have an inherent right to access public roadways, although reasonable access may be indirect in some instances. Access recommendations are not made according to a static set of standards. Rather, they are made by considering the context of the site, volume of traffic using each access point, existence of support facilities (such as shared drives, side access, etc.), interface with walking, biking and transit systems, and proximity to other nearby access points. Often, these existing conditions can prevent full compliance with ideal access standards, so it is important to know which are most critical to implementation. Where this occurs, other alternatives such as shared access, service drives and traffic signals should be considered to improve access conditions. To identify the best recommendation for each situation, access recommendations should be made using the following priorities: Priority A: Spacing from intersections Priority B: offsets from opposing drives or median crossovers Priority C: Spacing from drives on the same side of the road Spacing from intersections, most im portantly from signalized intersect ions. Where possible, d riveways should be avoided w it hin the operational area of the in te rsection . Offsets from d riveways and median crossovers on t he opposite side of the road shou ld be sufficient to preven t left-tum Spacing from driveways on the same side of the road shou ld be based on the posted speed areas, and where idea l spacing cannot be achieved, as far apart as possible. _ _J-l confl icts. Access Tools & Techniques Access management can be accomplished through a variety of techniques, both physical and regulatory. Recommendations and regulations are based on the following techniques: Driveway Spacing from Intersections Driveways need to be spaced far enough from intersections, especially signalized intersections, to reduce crash potential between traffic entering or exiting a driveway and intersection traffic. Standards take into account the type of roadways involved, type of intersection control, and type of access requested (full- or partial-movement). For state trunklines with speed limits of 30 or more miles per hour, full movement driveways should typically be at least 230 feet away from a signalized intersection (460 feet in 40 mph zones) and 115 to 230 feet away from un-signalized intersections. Rochester Road Access Management Plan Don't: l the driveways shown here are likely to cause co nfl icts wit h act ivity at the intersection 7 Do : r IL Keep driveways _ _ _ _ _ _ _ _ _) ' away from the "ope rationa l area" of t he intersect io n, c;.: where possible. 7 Page 167 �City of Royal Oak Master Plan Driveway Alignment & Offsets Relative to Other Driveways One problem with two-way left-turn lanes is the potential for opposing automobiles to prevent the other from safely completing their maneuver due to “left turn lock up,” as shown. To help prevent this situation, driveways should be aligned with those across the street or offset a sufficient distance to reduce left-turn turning movement conflicts. Minimum offsets on the corridor should be determined by posted speed limits and range from 255 feet in 25-mile per hour zones to 750 feet in 50 mile per hour zones. 2012 Amendment L Don't: Opposing drivers turn ing left into these dr iveways are likely t o co nfl ict, caus ing "left-tu rn lock l up" Do: Al low adequate room for bot h veh icles to safely en ter the lefttu rn lane before completing t heir tu rn L I l ( ~ Driveway Spacing from Other Driveways Optimum driveway spacing simplifies driving by reducing the amount of information to which a driver must react. Adequate spacing between adjacent driveways and between driveways and intersections can reduce confusion that otherwise requires drivers to watch for ingress and egress traffic at several points simultaneously while controlling their vehicle and monitoring other traffic ahead and behind them. Reducing the amount of information related to selecting an access point and avoiding conflicting turns and traffic provides greater opportunity to see and safely react to automobiles in the street and pedestrians and bicyclists on sidewalks. Don't: Driveways t hat a re spaced too closely ca n create congestion, confusion and clutte r along t he roadway 7 n ' Do: Separate driveways and strategica lly place t hem to prevent backups and remove conflict points Recommended MDOT Spacing Standards Generally, higher posted speed limits demand greater driveway spacing. Spacing standards recommended for this corridor are based upon MDOT guidelines for minimum distances between driveways, measured centerline to centerline. The posted speed limits in the spring of 2010 for the corridor are illustrated on the recommendations maps. While these recommended spacing guidelines will be difficult to achieve along Rochester Road, where existing lot widths and driveway locations are likely to prevent compliance, they do provide a good benchmark for review. Realistically, each city should strive to achieve greater compliance with these recommendations. Rochester Road Access Management Plan Posted Speed MDOT Spacing (mph ) (i n feet) 25 130 30 185 35 245 40 300 45 350 so+ 455 Page 168 �City of Royal Oak Master Plan 2012 Amendment These driveway spacing standards will require more in-depth study before being applied along Rochester Road in Royal Oak. Most driveways in Royal Oak can not meet these standards. The city’s smaller lot sizes and fully-developed land use patterns make adoption of these standards extremely difficult. A balance will need to be achieved between how close Royal Oak can come to achieving these standards without creating too many nonconforming lots and driveways. Number of Access Points The number of access points to a development should be limited to one where possible. Every effort should be made to limit the number of driveways and encourage access from side streets, service drives, frontage roads, shared parking areas, and shared driveways. Certain developments generate enough traffic to consider allowing more than one driveway and larger parcels with frontages that are wide enough to meet spacing standards may also warrant an additional driveway. These possibilities need to be considered when crafting zoning regulations to ensure reasonable application of this standard. Do: Seek removal of driveways that do not meet the MOOT spacing standards, or that are not necessary for reasonable access r C) x □ x lr Access Design The geometric design of access points, including the width, throat, radius, and pavement type, should meet relevant standards wherever possible to promote smooth transition between Rochester Road, cross streets, and private driveways. 20' 11 - DETAIL A: TYPICA L ONE-WAY PAIR DRIVEWAY CONFIGURAT ION Uln 25' Ft - W n. DETA IL 8: T YPICAL TWO-WAY DRIVEWAY ON E ENTRAN C E LANE. ON E EXIT LANE U.61 Road Design Historically, congestion issues were often addressed through widening the road or intersection. While this is still appropriate in some cases, other less extensive physical changes can also be made to improve access conditions. Installation of center medians or channelized driveways can be used to create “right-in / rightout” driveways, immediately eliminating half the potential conflict points. A segment of Rochester Road in Troy was reconstructed into a divided road with center median in 2010. Among the benefits of this type of median is an improvement to traffic flow and safety. Studies consistently show a median can improve capacity by 10% to 25% and reduce crashes by 25% to Rochester Road Access Management Plan Page 169 �City of Royal Oak Master Plan 50%. Intersection redesign is another more costly approach, but where warranted, can be necessary to address a safety concern. 2012 Amendment ROAD DIET CONCEPT Proposed Main St to Fourteen Mile Road I..'.) Vl A less costly road redesign option is to convert a four-lane road to a three-lane road, sometimes called a “road diet.” This plan proposes such a change in Royal Oak, where the four existing vehicle lanes would be replaced by three vehicle lanes and dedicated bike lanes on both sides, the same as proposed under the Non-Motorized Transportation Plan. The road diet allows for addition of a center left-turn lane, and can sometimes be implemented with simple striping changes. zw -z I- <( ~ ....I c;S """ I- Vl 0... lJ.J u z w z <( ....I OM u The road diet proposed from Main Street to Fourteen Mile Road will improve the bicycling environment by providing dedicated, on-street bike lanes in lieu of unnecessary vehicle lanes. Shared Driveways & Cross-Access Sharing or joint use of a driveway by two or more property owners should be encouraged. This will require a written easement for access and maintenance from all affected property owners before or during the site plan approval process. Where future shared access is desired, the developer should construct a ‘stub’ drive up to the property line (with access easement) or initiate a floating cross-access easement that will be reciprocated by adjacent development in the future to facilitate an easy connection when opportunities arise on adjacent property. Alleys & Service Drives Frontage drives, rear service drives, and shared access can be used to minimize the number of driveways, while preserving property owner rights to reasonable access. Such facilities provide customers with access to multiple sites without the need to re-enter the main roadway. In areas within one-eighth of a mile of existing or future signal locations, access to individual properties should be provided via these shared or indirect access methods first, rather than by direct roadway connections. Use of these secondary access opportunities helps disburse traffic and alleviate congestion at direct driveway locations. Any new service drives should be constructed to public roadway standards in regard to cross section (i.e. 22-30 feet wide), materials, design, and alignment. Use of service drives should be encouraged, and incentives enacted, where they can: 1. 2. 3. 4. Provide through connections between side streets. Relieve a congestion or safety condition. Serve numerous properties. Benefit the general public to an extent that their use provides a greater service to the community than to the individual property owner. Rochester Road Access Management Plan Page 170 �City of Royal Oak Master Plan 2012 Amendment Internal Sidewalk Connections to Public System Clearly marked internal sidewalks and paths should be included in site design. Walkways need to be located in convenient, visible locations to encourage use, but also should be clearly separated or protected from driveway and internal circulation lanes. This is especially important for segments of the corridor with higher sidewalk traffic. Corridor Improvement Guidelines The focus of this access management plan is addressing access-related issues along the Rochester Road corridor. However, when access points are removed or redesigned, new opportunities emerge to improve the corridor in other ways. Improving driveway location and design can improve the environment not only for motorists, but also for pedestrians, bicyclists, and transit riders. The following sections outline site and access design considerations that can improve walking, biking and transit environments, and explains how use of green infrastructure and low-impact development (LID) concepts can enhance the corridor as well. Rochester Road has historically been planned to accommodate motorized traffic, but it also serves pedestrians and bicyclists. Access management is one tool with the potential to improve the safety and flow of traffic from all modes. By reducing the number of and improving the design of driveways, the interface between motorists and pedestrians and bicyclists is safer and less frequent. This approach of considering the function of the whole corridor and all who use it for transportation purposes is referred to as “complete streets.” Recent amendments to the Michigan Planning Enabling Act (MPEA) and the State Trunkline Highway System Act (Act 51) show the State’s support of Complete Streets policies, as summarized below:  The MPEA was amended to provide for the inclusion of complete streets: “A system of transportation to lessen congestion on streets and provide for safe and efficient movement of people and goods by motor vehicles, bicycles, pedestrians, and other legal users.” This amendment requires local master plans to include a comprehensive transportation component that addresses all modes of transportation, and requires communities to work together, and with appropriate road agencies, toward local complete streets policies.  Act 51 was amended to mandate the creation of a State Advisory Council that will adopt a state-wide policy. It also requires state departments of transportation to provide technical knowledge and assistance to local communities, and demands best practices be used when planning improvements to the state’s transportation system. The Rochester Road Access Management Plan seeks to advance the concept of complete streets by integrating non-motorized data, including bike routes, regional trails, and sidewalk locations, into the project maps, and by identifying gaps in the existing sidewalk or pathway systems. In addition, many of the proposed access recommendations will have secondary benefits to the nonmotorized environments, such as fewer driveway crossings, better visibility to motorists, and safer road and driveway crossings. Rochester Road Access Management Plan Page 171 �City of Royal Oak Master Plan 2012 Amendment Complete Streets accommodate all users ... On-Street On-Street On-Street Wide Paths : Bike Lanes: Travel Lanes: Parking: Bike Lanes: Wide Paths: • Pedestrians • Bicycl ists • Motorists • Busi ness • Bicycl ists • Pedest ri ans • Recreational users customers • Recreat iona l users Non-Motorized Travel Pedestrians and bicyclists (referred to as “non-motorized users”) are the most vulnerable travelers. To be most effective when planning corridor features, the pedestrian and bicyclist must be considered a priority. By encouraging fewer access points and proper spacing and design, access management can improve the non-motorized environment. Improved driveway design (e.g. geometric, materials) can improve visibility of pedestrians and bicyclists for automobiles. Pedestrian and bicycle travel along corridors with a proliferation of access points can be dangerous for several reasons:    More driveway crossings means pedestrians face interaction with vehicles more often, increasing the likelihood of a vehicle-to-pedestrian crash. More driveways often include more signs and clutter within the right-of-way, which can be distracting to motorists and can block views of pedestrians and bicyclists. Driveways designed without proper curb radii, throat depth, and other design factors can reduce visibility, reaction times and hamper circulation. Access management supports driveway designs that intuitively cause motorists to drive with caution. Existing Trail & Sidewalk Systems Three regional trail systems converge just east of the study corridor in the City of Rochester. The Paint Creek Trail originates in Lake Orion and continues southeast to Rochester, and the Clinton River Trail generally follows the Clinton River, beginning at Opdyke Road and running northeast. East of Rochester, the trail enters Macomb County as the Macomb-Orchard Trail and continues northeast to the City of Richmond. Rochester Road is located near the point where these trails connect, and as such has the potential to connect numerous residents in the five cities involved in this effort with these regional trails. Therefore, as development progresses along the corridor, wider sidewalks and multiple-use pathways should be encouraged to provide more residents with access to these regional assets. Rochester Road Access Management Plan Page 172 �City of Royal Oak Master Plan 2012 Amendment Sidewalk gaps exist in various locations along the corridor, most commonly in the northern end where vacant development sites exist and the system has not been completed. These locations are noted on the site-specific recommendation maps so each community is well-aware of deficiencies in the system before development proposals are submitted for review. Non-Motorized Design Guidelines Designing any non-motorized system requires careful planning that considers safety, efficiency, convenience and costs versus benefits. It is important to provide clearly delineated pedestrian areas both along the corridor and connecting to private commercial developments. Nonmotorized improvements should focus on linking the planned regional trails and improving safety and convenience for transit users and walkers or bikers traveling in high-use areas. In general, when planning for future non-motorized systems, communities should follow the guidelines listed below.  Access Design. The geometric design of access points, including the width, throat, radius, and pavement type, should all include consideration of the interaction with off-street nonmotorized users. Excessively wide driveways with little or no separation from off-street parking areas and broad, sweeping driveway curbs provide an unprotected non-motorized environment that lacks clear definition for turning movements and increases the amount of time a pedestrian or bicyclist is exposed to traffic. Driveways should include a clear-vision zone at the entrance, free of visual obstructions like shrubs, signs, utility boxes, or other barriers so oncoming traffic can clearly see pedestrians entering the driveway.  Delineate Driveway Crossings. Sidewalk crossings of driveways should be clearly delineated. For higher volume areas (traffic or pedestrian) the crossing could be striped or constructed of durable contrasting material. Textured or colored concrete are good options since they can withstand vehicular weight while attracting the attention of motorists. Maintenance of crosswalk markings should be made a condition of site plans, just like maintenance of parking lot striping. Example of how driveway design can draw attention to pedestrians in crosswalks.  Mid-Block Non-Motorized Crossings. When convenient, pedestrians will cross in the safest location. Preferably these are at signalized intersections, but pedestrians are more likely to cross in un-signalized locations when crossings are spaced more than ½-mile apart. While there is not much potential to see new signals in the more urban, developed communities in the southern end of the corridor, new design technologies and advanced traffic signals may be used to facilitate mid-block crossings in suburban settings. These options can help safely move pedestrians near school sites, key destinations or other locations, with minimal impacts to higher speed automobile traffic. Rochester Road Access Management Plan Page 173 �City of Royal Oak Master Plan  Accommodate Bicyclists. Non-motorized systems must also accommodate bicycle activity. Amenities like bicycle storage, staging areas, and rest spots should be included in community-wide non-motorized systems. In some locations along the corridor, existing 4-lane roads can be re-striped to include bike lanes without widening the actual road. Such a “road diet” is recommended in areas where motorized and non-motorized traffic volumes suggest fewer travel lanes and more bicycle facilities are needed, such as the segment in Royal Oak between Main Street and Fourteen Mile Road. 2012 Amendment Example of bike lane on suburban arterial road. Low Impact Development (LID) and Green Infrastructure Stormwater management has historically been addressed from an engineering standpoint, to manage the quantity of runoff and prevent flooding. Stormwater runoff, especially in the more established urban areas of the corridor has historically been directed to privately- and municipally-owned detention or retention ponds with little regard for the water’s volume, flow and especially quality. These systems are expensive to build and maintain. Techniques to lessen the volume and speed of runoff, and improve the quality of water that enters municipal stormwater systems can help reduce the need for costly improvements in the future. In the last decade or so, increased focus has been given to the quality of stormwater runoff. Best practices encourage application of “green infrastructure” techniques or low impact development (LID), which use a basic principle modeled after nature: manage rainfall by using design techniques that infiltrate, filter, store, evaporate, and detain runoff close to its source. Instead of conveying, managing and treating stormwater in large, costly, end-of-pipe facilities often located in drainage areas, LID addresses stormwater through smaller, more cost-effective landscape features. Providing incentives for green infrastructure and LID with required access management improvements provides numerous benefits to property owners, regulatory agencies and the general public:         Reduces the volume and improves the quality of stormwater runoff Provides storage areas to minimize flash flooding Reduces municipal infrastructure and utility maintenance costs (e.g., streets, curbs, gutters, storm sewers) Increases energy and cost savings for heating, cooling, and irrigation Protects community character and aesthetics Reduces salt usage and snow removal on paved surfaces Protects and restores water quality in rivers and lakes and groundwater supplies Improves air quality Rochester Road Access Management Plan Page 174 �City of Royal Oak Master Plan 2012 Amendment Low Impact Development Guidelines Because application of low-impact design will vary from site to site depending on soil conditions, existing drainage and stormwater systems, this plan provides a policy framework for strongly recommending the use of LID techniques. They should be considered as part of the menu of other potential improvements when there is a change to a site plan or a proposed new development to determine if there are ways to better address stormwater runoff. Low-impact design should be encouraged wherExample of using curb lawn to capture runoff while ever it can be applied along the corridor, but it is “greening” the corridor specifically warranted in areas where vegetation may be installed in lieu of impervious surfaces (i.e. pavement). Green infrastructure techniques and LID should be encouraged, although not absolutely required, when access management improvements become necessary during the site plan review process for individual properties. Detailed design criteria for LID can be found in SEMCOG’s Low Impact Development Manual (A Design Guide for Implementation and Reviewers).  Bioretention (rain gardens) and bioswales should be considered in areas between the new or existing sidewalk where driveways are removed and in areas where a road median is installed or redesigned. Plant species should be salt tolerant, provide aesthetic benefits, and be low maintenance.  Native street tree planters are recommended where earth is disturbed due to the removal or relocation of a driveway or median crossover. Maximizing exposed soil around the tree will facilitate water infiltration; however, tree grates and planter options can be applied in more urban or pedestrian high-traffic areas. Street tree species should be varied to minimize the potential of invasive threats.  Porous pavement may be considered instead of impervious applications (i.e. asphalt or concrete) in parking areas or the road gutter. To function properly, porous pavement requires adequate subsurface soil conditions, overflow connection to a storm sewer or other final discharge location and routine vacuum maintenance. Porous pavement should not be installed in areas where there is a potential for soil contamination.  Installation of landscaped islands within parking areas can help provide additional “green” areas that serve various functions. Landscaped islands sometimes act as pedestrian refuge areas for those entering or exiting a store. They also provide planting areas for trees and other native vegetation, which can help reduce temperatures, water usage, and maintenance costs. Rochester Road Access Management Plan Page 175 �City of Royal Oak Master Plan 2012 Amendment Transit Fixed-line, connector, paratransit and community partnership bus service is provided to Oakland County residents by SMART (Suburban Mobility Authority for Regional Transportation). SMART began providing transit service to Wayne, Oakland and Macomb Counties in 1967. It has provided paratransit service to residents since 1994. What began as a on modest service has become a necessity for those whose disabilities prevent them I from using the fixed line service. Ma le Weekday curb-to-curb connector service is available to senior and handicap residents upon 24 hour advance notice. '.:~. ITT Technical lnstnute Kroger ■ SMART does not offer fixed line service ---on Rochester Road, but the 430 (Main -..-:=.::Street - Big Beaver Road) and 760 ---:i= (Thirteen and Fourteen Mile Roads) lines offer service in the vicinity. Because there is no fixed line service on Rochester ■ Road, there are no bus stops located in the study corridor. Where these transit lines run proximate to the study corridor, they are noted on the site-specific maps. Where possible, communities should encourage sidewalk connections to these routes, but fixed route transit service it is not anticipated for this corridor, and improvements are likely to be minimal. --------·-- ---------- uthfleld Ivie Center Specific Recommendations for Royal Oak Introduction The southern end of the Rochester Road corridor is located in Royal Oak, beginning at Main Street, where it proceeds north-northeast in direction. This segment of the corridor is similar to other arterial streets in the city, with a four-lane cross section through predominantly singlefamily neighborhoods with small pockets of neighborhood-scale commercial development. Data and observations indicate that vehicles entering and exiting the roadway at cross streets and individual driveways can create potential for crashes and congestion. Managing access along the corridor can reduce these effects because it considers the number, placement, and design of access points (intersecting streets and commercial driveways) in the context of the overall roadway, not just on each individual site. Analysis of Rochester Road begins with broad evaluation of local planning policies and regulations along the corridor then proceeds with analysis of existing conditions including posted speed limits, traffic volumes, crash locations and concentrations, driveway locations and nonmotorized conditions. These analyses, when combined with on-site reviews and discussions with Rochester Road Access Management Plan Page 176 �City of Royal Oak Master Plan 2012 Amendment local officials, create the basis for access recommendations for the corridor and individual sites within the City of Royal Oak. Local Considerations Lot Sizes & Development Patterns Similar to most established communities in the region, development in Royal Oak transformed over time. The city experienced the largest population growth in the 1960’s and 1970’s, so it is natural that parcel sizes and development patterns reflect the character and style of that period. Lots fronting on Rochester Road vary in size, depending on the use of the property. Most of the corridor is residential and lot sizes are typically small in size; typically 40 feet wide by 110 feet deep. Due mostly to these small lot sizes, many of the commercial sites contain several platted lots that have been combined together to accommodate larger buildings and associated parking. Even those lots combined for commercial development are still quite small compared to modern standards. These lot sizes and building arrangements restrict options for shared access, since many buildings have short front yard setbacks that do not provide room for cross-access connections. In addition, most of the commercial sites abut neighborhoods to the rear, which can sometimes limit indirect access via rear alleys or service drives. Because of these limitations, most businesses have one or more driveways with direct access to Rochester Road. A few have assembled enough land to extend from side street to side street. Example of small parking lot without cross-access. Road Jurisdiction While portions of the Rochester Road corridor in Oakland County fall under the jurisdiction of the Road Commission for Oakland County and the Michigan Department of Transportation, the entire 2.5-mile length through Royal Oak is under control of the city. Planning Policy The City of Royal Oak Master Plan envisions a mixture of uses along Rochester Road. Downtown Royal Oak and Woodward Avenue contain much of the city’s planned general commercial districts, so the majority of future land uses along Rochester Road include mixeduse, multiple-family, and single family residential with a few nodes of general commercial located on the north sides of Twelve and Thirteen Mile Roads. The city’s transportation goal, as stated previously in this Master Plan, is “to provide an integrated and accessible transportation system comprised of a balanced range of travel options to facilitate the safe, convenient, reliable and smooth flow of motorized and non-motorized vehicles and pedestrians.” Rochester Road Access Management Plan Page 177 �City of Royal Oak Master Plan 2012 Amendment In accomplishing this goal, the city supports use of access management, and encourages continuous sidewalks, coordinated non-motorized planning, and proper road improvements to improve safety conditions. Several objectives and strategies from the city’s Master Plan support the recommendations presented in this access management plan. Zoning Zoning along the corridor in Royal Oak is generally consistent with the existing land uses. The predominant zoning in the area is One-Family Residential with pockets of Neighborhood Business and Mixed Use 2 zoning at key intersections. Traffic Conditions Rochester Road between Main Street and Fourteen Mile Road is generally two lanes in each direction with left turn lanes at major intersections. The average daily traffic (ADT) along this segment of Rochester Road ranges from approximately 10,000 to 20,000 vehicles per day. The following table illustrates the average daily traffic along Rochester Road in the City of Royal Oak. The speed limit along Rochester Road in the City of Royal Oak is 35 m.p.h. Rochester Road Average Daily Traffic (ADT) in Royal Oak Segment ADT Main St. / Catalpa Dr. / Crooks Rd. to Twelve Mile Rd. 10,600 Twelve Mile Rd. to Girard Ave. 13,700 Girard Ave. to Thirteen Mile Rd. 13,000 Thirteen Mile Rd. to Fourteen Mile Rd. 20,100 Source: LSL Planning, Inc. Non-Motorized Conditions Sidewalks exist on both sides of Rochester Road for the entire length of the corridor in Royal Oak. The city’s sidewalk system is well-connected along streets and through adjacent neighborhoods. Therefore, the primary objectives are to provide safe routes and road crossings. Driveway Density Analysis of driveway density, or the number of access points per mile, can help identify concentrations of driveways that may contribute to unsafe conditions or congestion. Areas with higher concentrations are more likely to create frequent disruptions to traffic flow in the right lane, and less likely to attract non-motorized traffic. Understanding the average dimensions and area of driveways also provides an idea of the amount of land that, if the driveway were removed, could otherwise be used for stormwater detention or corridor greening efforts. Ideally, access along Rochester Road would adhere to MDOT’s suggested spacing requirements, but in Royal Oak, existing lot sizes, driveway locations, frequency of access and truck traffic patterns sometimes dictate specific access locations that cannot be modified. Understanding the existing built, urban nature of development in Royal Oak prevents full conformance with the Rochester Road Access Management Plan Page 178 �City of Royal Oak Master Plan 2012 Amendment MDOT access standards, this plan focuses more on achieving greater conformance with the spacing requirements, while still maintaining reasonable access to private property. The following table shows the number of existing access points (streets and driveways) on both sides of the road in Royal Oak. Of the existing 147 access points, 8% are proposed to be closed or consolidated. While the number of remaining driveways is still over one and a half times the number of access points that would result if MDOT’s spacing standards were applied, it sill represents a decrease in access points while maintaining reasonable access to difficult sites with size and shape constraints. Existing & Resulting Access Points Density # of Access Points Segment Length Access / (ft)1 Mile Existing Remove Keep Main St. to Twelve Mile Rd. 2,277 20.9 13 2 7 Twelve Mile Rd. to Detroit St. 2,593 30.5 19 0 15 Detroit St. to Thirteen Mile Rd. 2,896 62.0 48 6 28 Thirteen Mile Rd. to Whitcomb Ave. 3,067 53.4 48 2 29 Whitcomb Ave. to Fourteen Mile Rd.2 2,287 34.6 19 2 13 Overall 13,120 41.9 147 12 92 Notes: 1. Segment lengths are approximate. 2. Rochester Road is the boundary between Royal Oak and Clawson in this segment. Only access points on the east side of this segment were counted. Source: LSL Planning, Inc. Crash Segment Analysis There were four segments of Rochester Road in the City of Royal Oak that were evaluated for crash frequency and rate – Main Street / Catalpa Drive / Crooks Road to Twelve Mile Road, Twelve Mile Road to Girard Avenue, Girard Avenue to Thirteen Mile Road, and Thirteen Mile Road to Fourteen Mile Road. From the crash analysis, it was found that none of the segments had a crash rate above the threshold used by SEMCOG to qualify as a critical crash location. Intersection Crash Analysis Intersection crash rates were also calculated and compared to the SEMCOG critical crash rates for signalized intersections in the Detroit metropolitan area. None of the Rochester Road intersections in the City of Royal Oak exceeded the critical rate for intersections with the same average daily traffic. Intersection Operation Analysis Existing traffic and safety conditions along the Rochester Road corridor within the City of Royal Oak are currently acceptable, based on traffic engineering standards. Analysis determined that the four study intersections were operating at an acceptable level of service (LOS) during the AM and PM peak hours, and none of the intersections or segments in the city exceeded the SEMCOG critical crash threshold. Based on the volumes, existing signal timings, and current laneage described above, the following table summarizes the existing levels of service at the four Rochester Road Access Management Plan Page 179 �City of Royal Oak Master Plan study intersections. An acceptable LOS is “D”. All intersections currently operate at LOS “C” or better during both time periods under existing conditions. This suggests there may be some additional capacity available to accommodate a 4-lane to 3-lane road diet along Royal Oak’s portion of Rochester Road. 2012 Amendment Existing LOS for AM / PM Peak Hour North South East Bound Bound Bound Existing Twelve Mile Road C / A* C/A A/A Girard Avenue A /A A/A C/A Thirteen Mile Road B/A C/A B/A Fourteen Mile Road C/A C/A C/B West Bound A/A A/A B/A C/B * AM / PM Source: LSL Planning, Inc. / SEMCOG The mixture of stopped left-turning vehicles with through traffic can also result in a higher number of rear end, sideswipe, left-turn related, and driveway related crashes along four lane roads. Although none of the segments along Rochester Road in the City of Royal Oak were above the critical crash threshold, safety improvements may still be realized by implementing the general recommendations of this plan. Twelve Mile Road Intersection All four approaches at the intersection of Rochester Road and Twelve Mile Road have three approach lanes consisting of one left, one through, and a through-shared right turn lane. The signal operates in two phases with three timing plans, one for the morning peak period, one for the evening peak period, and one for the remaining times. The signal is actuated-coordinated with detection on all approaches and Twelve Mile Road as the coordinated phase. This means that any green time not used by Rochester Road will be given to traffic on Twelve Mile Road. ~U'I ......... Existing laneage at Twelve Mile Road (left) and AM / PM peak hour volumes (right). There is heavy westbound through movement on Twelve Mile Road during the morning peak hour and a heavy eastbound movement during the evening peak hour. There are heavy Rochester Road Access Management Plan Page 180 �City of Royal Oak Master Plan 2012 Amendment southbound through and right turn movements on Rochester Road in both the morning and evening peak hour. Girard Avenue Intersection The northbound and southbound approaches of Rochester Road have three approach lanes consisting of one left, one through, and a through-shared right turn lane. The eastbound and westbound approaches of Girard Avenue have one approach lane with all movements shared. The signal operates in two phases with three timing plans, one for the morning peak period, one for the evening peak period, and one for the remaining times. The signal runs actuatedcoordinated with detection on all approaches and Rochester Road as the coordinated phase. This means that any green time not used by Girard Avenue will be given to traffic on Rochester Road. There is a heavy northbound volume in the AM peak hour and a heavy southbound volume in the PM peak hours. ##; = AM / PM Hour Vollin Existing laneage at Girard Avenue (left) and AM / PM peak hour volumes (right). Thirteen Mile Road Intersection All four approaches at the intersection of Rochester Road and Thirteen Mile Road have three approach lanes consisting of one left, one through, and a through-shared right turn lane. The signal operates in four phases with lagging permitted-protected left turns for all approaches. The signal at this location has three timing plans, one for the morning peak period, one for the evening peak period, and one for the remaining times. The signal runs actuated-coordinated with detection on all approaches and Thirteen Mile Road as the coordinated phase. This means that any green time not used by Rochester Road will be given to traffic on Thirteen Mile Road. There is a heavy westbound through movement on Thirteen Mile Road in the morning peak hour and a heavy eastbound movement in the evening peak hour. There are heavy southbound through and right turn movements on Rochester Road in both the morning and evening peak hour. Rochester Road Access Management Plan Page 181 �City of Royal Oak Master Plan 2012 Amendment Existing laneage at Thirteen Mile Road (left) and AM / PM peak hour volumes (right). Fourteen Mile Road Intersection The northbound approach of Rochester Road at Fourteen Mile Road has three approach lanes consisting of one left, one through, and a through-shared right turn lane. The southbound approach of Rochester Road has four approach lanes consisting of one left, two through, and one exclusive right turn lane. The eastbound approach of Fourteen Mile Road has three approach lanes consisting of one left, one through, and a through-shared right turn lane. The westbound approach of Fourteen Mile Road has four approach lanes consisting of one left, two through, and one exclusive right turn lane. fouriffn @ =Un 1Rd 11gri - AM IPM Existing laneage at Fourteen Mile Road (left) and AM / PM peak hour volumes (right). Rochester Road Access Management Plan Page 182 �City of Royal Oak Master Plan 2012 Amendment The signal operates in four phases with lagging permitted-protected left turns for all approaches. The signal at this location has three timing plans, one for the morning peak period, one for the evening peak period, and one for the remaining times. The signal runs actuated-coordinated with detection on all approaches and Fourteen Mile Road as the coordinated phase. This means that any green time not used by Rochester Road will be given to traffic on Fourteen Mile Road. There is a heavy westbound through movement on Fourteen Mile Road in the morning peak hour and a heavy eastbound movement in the evening peak hour. The peak flow of traffic along Rochester Road is evenly distributed in the AM peak hour and shows a slightly heavier southbound volume in the PM peak hour. Recommendations The section of this access management plan titled Access Management Guidelines describes the general standards that should be applied along the entire length of the study corridor, while Corridor Improvement Guidelines includes other general recommendations for non-motorized systems and greening of the corridor. Road Design By redesigning its streets over time, Royal Oak can not only provide a safe system that balances the needs of various users, but also that also responds to the desired character of adjacent land use and development to make street design more context sensitive. Because average daily traffic volumes along the corridor in the cities of Royal Oak and Clawson are less than 18,000 per day, Rochester Road is a good candidate to convert from four to three lanes, or “road diet.” A road diet converts multiple-lane roads into roads with fewer lanes, usually converting the two inside travel lanes into one center left-turn lane, therefore leaving additional shoulder width that can be used to accommodate other modes of travel. Often, road diets are used to narrow roads with extra vehicle carrying capacity by converting one lane into bike lanes, on-street parking, landscaping, and/or sidewalks. This four-lane to three-lane conversion would reduce the existing corridor’s two northbound lanes and two southbound lanes to one northbound through lane and one southbound through lane, and a shared center left turn lane. Converting the two inside travel lanes into one center left-turn lane frees up space in the existing pavement width for on-street bike lanes, new onstreet parking, widened sidewalks or landscaped areas and other streetscape enhancements. These types of conversions have been shown to reduce crashes, especially left-turn and driveway related crashes; enhance mobility for all users and better harmonize street design with adjacent land uses. Road diets are most often implemented on four-lane “prime connector” and “arterial corridors” with traffic volumes low enough (generally 18,000 – 20,000 vehicles per day or less) and where the conversion is expected to maintain acceptable levels of service, both along Rochester Road, and at key intersections. Rochester Road Access Management Plan Page 183 �City of Royal Oak Master Plan 2012 Amendment To investigate the operational impact of the proposed road diet, the four intersections discussed on the previous pages were further evaluated. Traffic volumes for three of the four intersections were obtained from the Road Commission for Oakland County (RCOC) 2008 signal optimization project. An updated turning movement count was taken at Thirteen Mile Road on August 28, 2010. An intersection analysis was conducted to determine the amount of intersection delay along Rochester Road under existing conditions and with the road diet in place. The analysis indicated that the four study intersections would operate at an acceptable level of service (LOS “D” or higher) with the road diet in place. The road diet would reduce the existing corridor’s two northbound and two southbound travel lanes, to one northbound through lane, one southbound through lane, and a shared center left turn lane. Currently, the corridor’s existing four lanes have only a slightly higher capacity than it would if it was reduced to the proposed threelane cross section because the inside lanes can be blocked by motorists waiting to turn left. When this occurs, Rochester Road essentially operates with only one through lane in each direction. A conceptual example of a road diet at the intersection of Rochester Road and Fourteen Mile Road is shown at right. A center left turn lane and northbound and southbound bike lanes are illustrated, although the additional shoulder space could be used for a number of other purposes as well. Due to turning movement volumes, right turn storage pockets were added to increase vehicle Fourteen Mile Road – Road Diet Layout capacity and alleviate congestion at the three mile road intersections. At Girard Avenue, the right turn storage pockets were not necessary due to low northbound and southbound right turn volumes. The table on the following page compares the modeled LOS of the existing versus road diet configurations during the morning and evening peak hours (busiest one-hour periods of the day). Just as traffic engineers have made adjustments over time to maximize the LOS of the existing road, minor adjustments were made to the signal timing ‘splits’ in the model to maximize LOS Rochester Road Access Management Plan Page 184 �City of Royal Oak Master Plan of the road diet. Elements such as ‘cycle length’ and ‘offsets’ were not altered to ensure progression on the cross streets would not be impacted. 2012 Amendment AM Peak Existing LOS & Road Diet LOS Roadway North Bound South Bound East Bound West Bound Twelve Mile Rd. Girard Ave. Thirteen Mile Rd. Fourteen Mile Rd. C / C* A/A B/C C/C C/C A/A C/C C/D A/B C/A B/B C/C A/A A/B B/B C/C While an acceptable level of service for intersection approaches PM Peak Existing LOS & Road Diet LOS is “D” or better (lower letters are better), all 32 approaches modeled North South East West have an existing LOS of “C” or Roadway Bound Bound Bound Bound better. With the road diet in place, Twelve Mile Rd. A/A A/B A/A A/A 30% of the approaches had a Girard Ave. A/A A/A A/A A/A decreased level of service, with Thirteen Mile Rd. A/B A/B A/B A/A only one of those falling to “D” Fourteen Mile Rd. A/A A/B B/C B/B (all others remained “C” or better). Existing LOS / Road Diet LOS For the one approach that fell to *Source: LSL Planning, Inc. “D,” at Rochester Road and Fourteen Mile, data shows that the southbound through movement has the highest delay of the three movements (with a volume to capacity ratio of 0.71). Review of the SimTraffic simulation did not show any excessive queuing for this movement. Based on this information, the southbound through movement is expected to operate sufficiently in the field. These results would indicate that implementing a road diet in this stretch would not significantly impact traffic operations at any of the signalized intersections. Access Historic development patterns along Rochester Road have resulted in placement of buildings very close to Rochester Road and side streets. The trajectory angle of Rochester Road causes side streets to intersect at odd angles, and building locations can limit sight distances when they are located near the corridor. In some locations signage has been placed to inform travelers of sight distance limitations. The city should ensure all signs are visible and not blocked by overgrown vegetation or utility poles. The city should monitor conditions at intersections and determine if additional measures to reduce crash potential (e.g. more visible warning signage or an overhead yellow beacon) are warranted and practical. Opportunities to improve sight distance should be taken as they arise, but may require changes to building placement or other costly development options, which may or may not occur in the future. If a road diet was implemented, these situations could improve to some degree, because there would only be one lane of traffic in each direction, and because of the wider turning radius and resulting clear views created by the additional feet of separation between the curb and travel lanes. The corridor recommendation maps illustrate specific recommendations for the corridor through Royal Oak, including suggestions for driveway closings, shared and cross-access locations, proper alignments and alternative access opportunities. These recommendations are based on state and national research, a thorough review of the existing conditions along the corridor, and Rochester Road Access Management Plan Page 185 �City of Royal Oak Master Plan the extensive experience and expertise of the access management plan team with access management implementation across the state. 2012 Amendment CORRIDOR RECOMMENDATIONS Channelizedriveway/access Generaliz.ed new curb /nght-lnlr/9h!-M1J11/yu,r,'tss!p1</ted/ \ Close driveway/acml__.,. .. ., Because the recommendations are based on the existing conditions at the time this plan was Connect adjacentparking ..__} • • ~ •.31... Add/extendservice • - 7 drive/alley areas/alley/servicedrive developed, a significant change in conditions on a site should prompt a thorough consideration of any proposed project in the context of the policies, standards, and goals of this plan. The city, Oakland County, MDOT, SEMCOG and members of the Steering Committee will play an important role in reviewing development proposals along this corridor to promote the most efficient, and safe configuration of access. Walking & Biking Royal Oak’ non-motorized transportation plan to help facilitate walking and biking throughout the community will be helpful in identifying key routes, destinations, and barriers to mobility that should be addressed in the future. Future nonmotorized planning should consider the various types of users, and coordinate a “complete streets” approach to mobility that addresses the needs of citizens of varying age, ability and socioeconomic status. Some citizens use the system for recreation, and others for commuting. Achieving better mobility will require a combination of various non-motorized facilities, including sidewalks, separate bike paths, regional trails and on-street bike lanes. ROAD DIET CONCEPT Proposed Main St to Fourteen Mile Road \..'.J V) i== V) z <( X ....J z l.J.J l.J.J <:t fc.. V) l.J.J u z 0 u zl.J.J <( ....J rt) The road diet proposed from Main Street to Fourteen Mile Road will improve the biking environment by providing dedicated, on-street bike lanes in lieu of unnecessary vehicle lanes. Special consideration should be given to the places where the non-motorized and motorized systems interface. Pedestrian path and bike route crossings should be planned or improved in locations where traffic signals can facilitate safer road crossings, and where local roads, rather than large mile roads, can be used for pedestrian and bicycle traffic. If the road diet recommended for Royal Oak’s segment of Rochester Road is implemented, it would provide additional room for an on-street bike lane. Low-Impact Development It has been shown that implementing access management policies can improve other corridor conditions. As the science of planning for access evolves and improves, additional benefits are continually being identified. One such benefit is the potential to “green” the corridor. Every driveway that is removed as a result of access management presents an opportunity to replace hard surfaces like asphalt or concrete with pervious surfaces like grass, rain gardens or detention. Rochester Road Access Management Plan Page 186 �City of Royal Oak Master Plan 2012 Amendment The average driveway in Royal Oak occupies approximately 275 square feet, but some driveways are very shallow, which limits low impact opportunities. Those larger driveways, if removed, could be used as green space, additional stormwater retention, or to reclaim needed parking. Based on the access recommended to be removed, this plan suggests a total of 3,350 square feet of impervious surface that can be reclaimed for other purposes, as previously discussed. Transit Presently, there is no fixed route transit service on Rochester Road. Local connector service seems adequate to serve residents living near the corridor, but if future demands suggest new routes, the city should coordinate with neighboring communities and SMART toward filling such needs. SMART should be contacted if a large employer or traffic generator locates in the city, to determine if service extensions are needed. Recommendations for Specific Corridor Segments Broad recommendations that apply to the entire corridor in Royal Oak are discussed above and in the preceding sections, but are only a small part of the larger access management program. Improved safety and traffic operations will most likely come as a result of small improvements and gradual changes to individual access points made over time. The maps provided for Royal Oak illustrate the changes for each property along the corridor, so the city can implement access changes on site-by-site basis. To help explain the mapped recommendations, the corridor was broken into half-mile segments; specific recommendations that apply to that segment are described below. Main Street to Twelve Mile Road Existing Conditions. Cemeteries are a predominant use in this segment, with some office and retail uses emerging at the southeast corner of Rochester and Twelve Mile Roads. Lots here are shallow, with short front yard setbacks, and rear service alleys. Recommendations. (See Map 1 of the Site-Specific Recommendation Maps.) Because of the few access points that exist in this segment, this segment operates safely. The access and nonmotorized standards of this plan should be applied. Twelve Mile Road to Thirteen Mile Road Existing Conditions. The intersection at Twelve Mile Road is largely commercial, with pharmacies, banks and restaurants. These commercial uses extend almost a quarter mile north of Twelve Mile Road to Wagner Park and the Red Run Golf Club begins the transition to singlefamily residential. Aside from a few apartment complexes, smaller office, retail, civic and municipal uses, this segment of the corridor consists of single-family residential lots. Two blocks of homes on the west side, between Girard and Devillen Avenues, are provided access via gravel frontage roads that have been constructed between the sidewalk and west curb of the road. Rochester Road Access Management Plan Page 187 �City of Royal Oak Master Plan 2012 Amendment Recommendations. (See Maps 2 and 3 of the Site-Specific Recommendation Maps.) It is recommended that the access and non-motorized standards of this plan be applied in this segment. More specific recommendations are given for the following locations  CVS Pharmacy. Access to the CVS Pharmacy on the northeast corner at Twelve Mile Road has existing driveways on both Twelve Mile and Rochester Roads. Because of its proximity to the signalized intersection, it is recommended that the Rochester Road driveway be restricted to right-in, right-out turning movements only, to avoid left-turn conflicts. ' B D J lj)lt.,l - I ------ ~ 711'((1 A 1JJ~J-- - --- -- ~ MAJOR ROADWAY ,\ > a: "' oi= -- -- ~ zCI ;g -- a: L r C Restricting turning movements into and out of driveways reduces the potential for crashes. Driveways with full turning movements (see driveway C) have significantly more conflict points than those with restricted movements (see A, B, and D). Source: FHWA.com  Intersection at Detroit Avenue. The party store on the southeast corner at Detroit Avenue should have shared access with the office to the south, to facilitate directional access driveways. It is recommended the southern driveway be designated for inbound traffic and the northern for outbound.  Side Street Offsets. Two cross streets in this stretch are offset just enough to create the potential for “left-turn lock-up,” where opposing vehicles each attempting a left turn ‘lock up’ just before they’re close enough to complete their left turn: DeVillen and Linden Avenues. While available crash data didn’t show an existing crash concentration, an increase in traffic in the future or reconfiguration of the lanes with a road diet could increase crash potential. These intersections should be regularly evaluated by Royal Oak; if there is a need, the plan recommends signage to prohibit left turns from southbound traffic on these two cross streets, instead routing left turns to the next street south (Girard Avenue). Fern Street runs parallel to Rochester Road 300 feet east and connects Girard Avenue to DeVillen and Linden Avenues.  East Side between LaSalle & Lawrence Avenues. Two businesses and the fire station in this stretch of two short blocks have six driveways directly onto Rochester Road and four additional access points via cross streets. The plan recommends closing and consolidating the drives to have four driveways onto Rochester Road with better spacing and offsets from opposing driveways.  West Side between Lawrence & Bloomfield Avenues. Two offices on the west side have two driveways in the mid-block near an adjacent parking area. One of the two driveways should be closed, with cross-access provided between properties to allow shared use of the remaining driveway. Rochester Road Access Management Plan Page 188 �City of Royal Oak Master Plan 2012 Amendment Thirteen Mile Road to Fourteen Mile Road Existing Conditions. Land along this segment is a mix of residential, retail, office and service uses located on shallow lots. The sites between Thirteen Mile and Midland Roads are served by a rear alley and farther north, the intersections at Edmund Avenue / Montrose Avenue, at Sunnybrook Drive, and at Amelia Street are askew, causing locations where turning left onto the side streets can be unsafe if met by an opposing left-turning vehicle. To the north is Whitcomb Avenue, which if extended west of the corridor would be the city boundary between Royal Oak and Clawson. North of Whitcomb Avenue, the City of Royal Oak maintains jurisdiction over the east side of Rochester Road, and the City of Clawson maintains jurisdiction over the west side. Land uses on the Royal Oak side have a similar land use pattern as found to the south, with automobile-oriented and commercial uses at the intersection at Fourteen Mile Road. Recommendations. (See Maps 4 to 6 of the Site-Specific Recommendation Maps.) The access and non-motorized standards in this plan should be applied, in addition to the following:  Side Street Offsets. Three sets of cross streets in this stretch are offset just enough to create the potential for “left-turn lock-up,” where opposing vehicles each attempting a left turn ‘lock up’ just before they’re close enough to complete their left turn: Edmund Avenue / Montrose Avenue, Sunnybrook Drive, and Amelia Street. While available crash data didn’t show an existing crash concentration, an increase in traffic in the future or reconfiguration of the lanes with a road diet could increase crash potential. These intersections should be regularly evaluated by Royal Oak; if there is a need, the plan recommends signage to prohibit left turns for one direction of Rochester Road at each crossing: ¤ ¤ ¤  Edmund Avenue / Montrose Avenue would allow left turns from northbound Rochester Road, with southbound traffic turning left on Sunnybrook Drive and using Alexander Avenue to connect with Montrose Avenue. Sunnybrook Drive would allow left turns from southbound Rochester Road, with northbound traffic turning left on Edmund Avenue and using Bellevue Avenue to connect to Sunnybrook Drive. Amelia Street would allow left turns from northbound Rochester Road, with southbound traffic turning left on Millard Avenue and using Alexander Avenue to connect to Amelia Street. Allowing northbound instead of southbound left turns was chosen because Amelia Street does not have any connecting north-south cross streets west of Rochester Road. Access at NE Corner at Whitcomb Avenue. Parking for the businesses on the east side between Whitcomb Avenue and Bauman Avenue is currently provided via angled on-street parking spaces, but there is no defined service drive to separate Rochester Road traffic from vehicles backing out of these spaces. Access to the parking should be channelized and better defined to manage the number of places where parking traffic interfaces with through traffic on Rochester Road. Rochester Road Access Management Plan Page 189 �City of Royal Oak Master Plan 2012 Amendment Proposed Main St to Fourteen Mile Road i~rAAiM ·-. A. ~~ ■A& ■ f CL LU lR/\NSPOllTATION l'IDl[S & DAlA CORRIDOR RECOMMENDATIONS 0 G<oN,l;,ed new curb ) Criticalmshinltl'St'Ction Rochester Road Access Management Plan Connectid}acen1pa~ ___} • • , areis/illey/Sl'JV!ctc'ffie •- •+ dritt/~lley Crllicalmshsegment. ti Posted~limit ~ uisM'jalleyfservkttffit Add/mtndstfVICt Si!Jwtueddfflertion Emting"9(!0al pathway SEMCOG ..MOOT □ ~- - LSL Planning. 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"' :;; 1 Page 190 OF 30 �City of Royal Oak Master Plan 2012 Amendment ROAD DIET CONCEPT Proposed Main St to Fourteen Mile Road i~rAl1M ·~-...;~ ~AAAia .__. ,~ z ::, :l r--~ I i1 f-----';'='-'--t ~ ~ ~ '--t--:-.7 r AVON IIN lu•-~~~1~•HH·!d•:~1~:!i1l~ CORRIDOR RECOMMENDATIONS 0 Crmlcrashll'llerwction Rochester Road Access Management Plan ffi l.!1 ~ Cnm adj,Jctnt palm!J ateWiley/serviceffl .__J •-, - - ~-t, Addfmmlsen'R dtiY'e/a.8" er.olcrash~ WJ,... liil l'oS!td,,..dlimlt ~ Emti,galey/-d,m, SEMCOG ......< ..MOOT :;; u w 0 SignatlltdinlefS«tion Emting~pathway ffi w °' 0. □ LSL Planninl!· Inc. _ , . . , _..,1,...--0 a, :;; DI! !!!!!:'. ~ .M :, z 0. <( :;; I 2 Page 191 OF 30 �City of Royal Oak Master Plan 2012 Amendment Proposed Main St to Fourteen Mile Road M ,M Ud&AAii. lalt"i li■~I ~ ~ ~ l-'l1i,:;.. . l RAN!>PORTAl ION NOTE5 & DAlA CORRIDOR RECOMMENDATIONS 0 Rochester Road Access Management Plan Connea.m1pamlg _ _ } • • ~ .eas/iilley/sem::tdrrw: •- •+ dl'M/illey Add/mendst'f'OO' Crifiralaashinlfflttdkln Critiralmdisegmen1 @I Posted~limn ~ Emmgalley/'lffWt drM" SEMCOG ..MOOT a: w DI! □ ,__,_,_""_ -... 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LSL Planning, Inc. "'"""""_,,_.. a: w DE --... e ~ 5 "':E :, Page 194 c.. 30 z <( :E OF �City of Royal Oak Master Plan 2012 Amendment Current configuration results in site distance issues at signalized intersection. Remove two-thrE\e parking spaces at corner oflot (clear · vision zone). Short-term recommendation is to close the northernmost drive (signed as one-way out). Long-term design should have one 3-lane driveway and better crossaccess to south site. The southeast corner of Fourteen Mile Road and Rochester Road is the only potion of Map 6 in the City of Royal Oak. The remainder of Map 6 is in the City of Clawson CORRIDOR RECOMMENDATIONS r..n.raJOM IINUll:b Rochester Road Access Management Plan C ffi ~ ... Coe!ltct~ palklf'!I Me~alley/wn lcedrlve J ••,---+ Addtttte11d.stt~ drlvtlal~ il CritlulCIWllnlfflfCtlan """o1...,.1imi1 C1ltk.llaiS!lsegmtn1 Eab:Tmgiley/""'lrf'drlvt 519"-"lfflllrlteoftOOn bt.tmg "91QNI pi!M'tdy """"'- SEMCOG ......<w °'IMDOT u ::E a: w aa: □ :::, w ... LSL Pl1nnl ng. lnc. ID ::E ...z< ::E 6 Page 195 OF 30 �City of Royal Oak Master Plan 2012 Amendment Implementation Amendment to Master Plan To provide a legal basis for requiring access design in site plan review, the preceding chapters have been adopted as an amendment to the City of Royal Oak’s Master Plan. The city will need to continually work with county and regional agencies to further regional pathway initiatives, and should maintain relationships with regional transit agencies in order to ensure future plan updates reflect their efforts and progress toward improved service. Model Zoning Ordinance Amendment Purpose of Model Zoning Ordinance Amendment This access management plan provides specific recommendations along Rochester Road based on a review of existing conditions and best practices. But the plan cannot be enforced unless a supporting set of zoning regulations is adopted. Therefore, a model access management ordinance was developed for the Rochester Road corridor based on the standards in MDOT’s Access Management Guidebook. The proposed Rochester Road overlay zone is the regulatory document that translates the general policies of the access management plan into specific regulations and standards that apply when properties are developed, redeveloped or reused. The intent of the regulations is to provide a means to review access to sites when development applications have the potential to change traffic or parking patterns. Triggers for review are provided in the model zoning ordinance, and include review of building or parking expansions, increases in parking demand or traffic that will be generated, etc. Access management reviews in Royal Oak could be processed according to existing site plan review procedures. The goal is to achieve gradual compliance with the standards in the plan, so some consideration for each city’s nonconforming policies is needed to ensure that reasonable changes are being required in response to the potential impact. How the Model Zoning Ordinance Amendment Works The Rochester Road overlay zone is proposed to be additional regulations that apply in addition to those already in place. They would not replace any existing regulations, but would apply alongside existing regulations (such as setbacks, uses, parking, etc.) to all parcels with frontage on Rochester Road. For example, if the current zoning is commercial, the uses permitted in that zoning district, the dimensional standards (setbacks, height, etc.) and other regulations would still apply. But, for sites with Rochester Road frontage, the access spacing and circulation design standards of the proposed overlay zone would also apply. The overlay zone can be adopted either as an additional district that would apply over top of the traditional zoning district regulations, with a notation on the official zoning map, or as a general provision in the ordinance (such as in the parking section of the ordinance). Either approach is Rochester Road Access Management Plan Page 196 �City of Royal Oak Master Plan 2012 Amendment equally effective, the decision whether to create an overlay zone “district” or a general regulation is really more one of local preferences and past practice. Where & When Does the Model Zoning Ordinance Amendment Apply? As written, the overlay zone applies only to non-residential property on Rochester Road. It could also apply to other roads, if desired. By amending specific references to Rochester Road to include other streets with similar characteristics, the ordinance can easily be applied to other roads that could benefit from access management. When new access regulations are adopted in developed areas, communities often ask when they should apply. Driveways and access points proposed with new land division or development should comply with all of the requirements. This ordinance was written to require compliance for changes in use that will attract more traffic to the site, or new buildings or additions that will increase the building by more than 25%. This threshold can be changed to a higher or lower percentage if it is felt the number is too lenient or restrictive. Many communities ask if it is fair to require every land owner to comply with these more restrictive standards. First, it is important to remember that the purpose and intent of access management is to improve the safety and efficiency of the existing transportation system, a purpose that is in the best interest of the entire community. In some cases, where a safety hazard exists, it is more important to improve access for the good of the community than to preserve an extra driveway that someone has had for a while. In other cases, where building addition or business expansion will bring additional traffic, a potential safety hazard is anticipated and access changes are required to prevent them for the good of the community. Yet still, in other cases, the extent of an application may not be significant enough to demand a change. Communities need to ensure that the access changes required are proportional to the extent of changes proposed in the application submitted. Flexibility in Required Standards Because this ordinance is intended to provide direction for all communities along Rochester Road, it contains regulations for any possible scenario, which includes divided roads or boulevards. Since no portion of Rochester Road in Royal Oak is divided, this section can be deleted. If the city desires to regulate other divided roads in the community, then this provision could remain in the final draft. Because of the developed nature of Royal Oak along the Rochester Road corridor, it is difficult to implement the optimal access spacing standards recommended by MDOT. In many cases, not all standards can be met, and when reviewing such, the hierarchy of standards, which is discussed further in the chapter Access Management Guidelines should be as follows: 1. Maximize spacing from signalized intersections. 2. Directly align driveways, or provide sufficient offset from, access and median crossovers located across the street. 3. Maximize spacing from other driveways on the same side of the street. Rochester Road Access Management Plan Page 197 �City of Royal Oak Master Plan 2012 Amendment 4. Where minimum spacing and offsets are not practical, access should be located to maximize the spacing. In some cases, a shared access system should be considered. The model zoning amendment was written to give the city the flexibility to modify the requirements where they may not be reasonable or appropriate. It provides the city the ability to approve modifications of the spacing and dimensional requirements on a case-by-case basis. Modifications may be granted by the Planning Commission during site plan review, by the Zoning Board of Appeals as a formal variance, or administratively by the Planning Department. Standards for review of modifications are provided in the model ordinance to guide decision makers and ensure that deviations from the access management ordinance are applied as consistently as possible. ARTICLE ___ Rochester Road Access Management Overlay District  § 770-___. Intent. The intent of the Rochester Road Access Management Overlay District is to improve traffic operations; reduce potential for crashes; improve pedestrian and transit environments; and preserve the vehicular carrying capacity of roads through regulations on the number, spacing, placement and design of access points (driveways and intersections). Published reports and recommendations by the Michigan Department of Transportation (MDOT) show a relationship between the number of access points and the number of crashes. § 770-___. Applicability. Planning Commission Option  This ordinance is written as an overlay zoning district, but the provisions can be added as an amendment to existing parking or access requirements. If a separate overlay district is preferred, the district boundary should also be shown on the zoning map. Planning Commission Option  As written, these access standards apply to sites on Rochester Road only. Are there other major roads where access management is needed? If so, they should be specified here. This overlay zone shall apply to all land with frontage along Rochester Road , except for single-family homes, duplexes or essential service facility structures. The following applications must comply with the standards in this Article: A. MDOT Permit Review. In accordance with P.A. 200 of 1969, as amended, applicants may need to have a review of the current MDOT access permit to determine if a new permit is required [R 247.214 Rule 14(4)]. B. Land Division, Subdivision or Site Condominium. Any land division or subdivision or site condominium development, including residential developments. Rochester Road Access Management Plan Page 198 �City of Royal Oak Master Plan 2012 Amendment C. Site Plan Review or Changes in Use. Any activity that requires site plan review at according to § 770-12, Site Plan Review, shall be submitted for review. Activities subject to site plan review, changes in use, or expansions on sites where any of the following will result: 1. Any increase in intensity of use of any building, structure, or lot through the addition of dwelling units, increase in floor area, increase in seating capacity, or through other means . 2. The amount of parking required will increase by 20 spaces or by more than 10%, whichever is less. Planning Commission Option  As written, any increase or expansion would require a review of access, but these triggers can be quantified as percentages if desired. Review of access for expansions over 25% is suggested, but this trigger can be greater or less. 3. The existing driveway(s) does not meet current geometric engineering design standards enforced by MDOT or the City of Royal Oak, as applicable [see P.A. 200 of 1969, as amended, and published Rules Regulating Driveways, Banners and Parades on and Over Highways]. 4. The site is located along a segment that experiences congestion. 5. The site is located along a segment that has experienced high crash rates. 6. Any access that is within 250 feet of a signalized intersection (measured at the edge of the right-of-way). 7. The change will increase automobile trips into and out of the site by more 25% or 50 total trips in the peak hour, as estimated using the most recent edition of the ITE Trip Generation Manual. 8. Any access that does or is expected to exceed 100 total trips per peak hour, or 1,000 total trips daily. § 770-___. Standards. Unless otherwise noted, spacing and offsets shall be measured from centerline to centerline. The following regulations of this Section shall be considered by the Planning Commission: A. Compliance with Sub-Plans. Where specific sub-plans have been adopted, such as the Rochester Road Access Management Plan, access shall generally adhere to the recommendations and standards contained therein. Where conflicts arise, the standards and specific recommendations of the plan shall prevail. B. Number of Driveways. The number of resulting driveways shall be the fewest necessary to provide reasonable access to the site. Each lot shall be permitted reasonable access, which Rochester Road Access Management Plan Page 199 �City of Royal Oak Master Plan 2012 Amendment may consist of an individual driveway, a shared access with an adjacent use, or access via a service drive. C. Offsets and Spacing from Intersections. Driveways shall be either directly aligned or spaced / offset as far from intersections as practical, especially signalized intersections. A minimum spacing or offset of 150 feet, measured from the edge of the intersection to the centerline of the driveway, is preferred. D. Driveway Spacing. Access points shall be spaced as far as practical from other driveways on the same side of the road, considering the posted speed limit along the road segment. The spacing listed in Table 1 is preferred. Table 1 Minimum Driveway Spacing * – Same Side Posted Speed (mph) 25 30 35 40 45 50+ Driveway Spacing (feet) Arterial Road Other Road 130 185 245 300 350 455 90 120 150 185 230 275 Table 2 Minimum Driveway Offset – Opposite Side Posted Speed (mph) Driveway Spacing (feet) 25 30 35 40 45 50+ 255 325 425 525 630 750 * Unless greater spacing is required by MDOT or RCOC. E. Driveway Offsets on Undivided Roads. Driveways shall be either aligned with driveways on the opposite side of the road or offset to the greatest distance practical. Consideration for weaving across travel lanes shall be given, especially where signalized intersections are present. The offsets listed in Table 2 are preferred. F. Driveway Locations on Divided Roads . Access points along divided roads shall be located in consideration of median crossovers. Access points shall directly align with or be offset a sufficient distance from median crossovers to allow for weaving across travel lanes and storage within the median. A minimum offset of 250 feet, measured from the edge of the driveway to the nose of the crossover, is preferred. Rochester Road Access Management Plan Planning Commission Option  This subsection addresses divided roads. This subsection should remain only if: (1) the portion of Rochester Road in your community is divided; or (2) you plan to regulate other divided roads in the community. Page 200 �City of Royal Oak Master Plan 2012 Amendment G. Consideration of Adjacent Sites. Where the subject site adjoins land that may be developed or redeveloped in the future, the access shall be located to ensure the adjacent site(s) can also meet the access location standards in the future. H. Shared Driveways. Where direct access consistent with the above regulations cannot be achieved, access should be provided via a shared driveway or service drive. Conditional driveway permits may be issued in these situations [R 247.234 Rule 34]. I. Access Design. Where practical given right-of-way constraints, driveways shall be designed with radii, tapers and other geometrics as determined by MDOT that are required to minimize the impacts of inbound right turns on traffic flow. § 770-___. Administration. Applications subject to review shall be processed according to the following: A. Submittal Information. Along with any other information required in § 770-12, Site Plan Review, developments subject to review according to this Section shall submit: 1. Detailed information showing nearby intersections; existing driveways on adjacent sites; proposed driveways; changes to existing access; and any information requested by the city necessary to review site access. 2. The Planning Commission may require submittal of a traffic impact report, prepared by a qualified traffic engineer, to verify the need for additional driveways or to justify a modification. 3. Evidence that MDOT and the Road Commission for Oakland County have been sent a copy of the proposed plan for review and approval, where applicable. B. Allowed Modifications. It is recognized that certain existing site conditions may prohibit full compliance with this Section. The Planning Commission may, after considering the criteria of subparagraph (C) below, modify the standards of this Section in the following situations: 1. The modification will allow an existing driveway to remain that does not meet the standards of this Section but that has, or is expected to have very low traffic volumes (less than 50 in- and out-bound trips per day) and is not expected to significantly impact safe traffic operations. 2. The use is expected to generate a relatively high number of trips and an additional driveway will improve overall traffic operations. 3. Practical difficulties exist on the site that make compliance unreasonable (sight distance limitations, existing development, topography, unique site configuration or shape), or existing off-site driveways make it impractical to fully comply with the standards. Rochester Road Access Management Plan Page 201 �City of Royal Oak Master Plan 2012 Amendment 4. Because of restricted turning movements or presence of a median that restricts turning movements, the driveway does not contribute to congestion or an unsafe situation. C. Modification Criteria. The Planning Commission  may waive certain requirements of this Section upon consideration of the following: Planning Commission Option  1. The proposed modification is consistent This draft gives the Planning Commission with the general intent of the standards of authority to grant modifications to the this overlay zone, the recommendations of above standards during site plan review, the Access Management Plan, and but the city can require variances from published MDOT guidelines. the ZBA instead. If this is the city’s 2. MDOT staff endorses the proposed access design. 3. Driveway geometrics have been improved to the extent practical to reduce impacts on traffic flow. 4. Shared access has been provided, or the applicant has demonstrated it is not practical. preferred approach, these criteria should be modified into specific variance standards for access-related applications. If desired, the city may wish to form an Access Management Review Committee to advise the Planning Commission on access and/or modification decisions. Such committee should include, but need not be limited to: planning & engineering staff; Planning Commission representative; neighboring community representative (especially if the application is within ¼ mile of border); and MDOT or RCOC staff. 5. Such modification is the minimum necessary to provide reasonable access, will not impair public safety or prevent the logical development or redevelopment of adjacent sites and is not simply for convenience of the development. Administrative Procedures Development decisions along different segments of the corridor fall under the purview of different agencies. In all cases, the city has jurisdiction over land use planning, zoning, site plan and subdivision reviews outside the corridor right-of-way. For some segments, MDOT or the RCOC has jurisdiction to review access permits and changes within the right-of-way. The City of Royal Oak has jurisdiction over its entire portion of Rochester Road. The ideal access environment considers a variety of conditions, which can make administration of rigid standards difficult. The zoning ordinance model provided includes the needed flexibility to implement access changes in a way that responds to existing conditions and limitations. When doing so, it is also important to consider administrative procedures and sight distance, driveway design, permitting and other requirements of other road agencies. It is sometimes helpful to confer with other community or road agency officials when making access decisions. Rochester Road Access Management Plan Page 202 �City of Royal Oak Master Plan 2012 Amendment The recommended process occurs in three stages: Stage 1: Submittal The development review process begins with a submittal from an applicant to revise the use or development on a property. Applications are submitted to city staff according to the Zoning and Subdivision Ordinances. Larger development projects within a quarter-mile of a city boundary should be sent to the adjacent city for review and comment. Special attention should be given to the interaction of access points and non-motorized facilities around these transition areas. Stage 2: Review Once received, applications are processed according to procedures in the city’s Zoning and Subdivision Ordinances. The suggested process includes feedback loops between the Planning Commissions and agencies as modifications are made to access and circulation. Developing a partnership between MDOT, RCOC, and private property owners is essential to accommodating planned development along the corridor. Stage 3: Action & Permitting After all boards and commission have reviewed the application according to the city’s ordinances and policies, the applicant will secure final approval for driveway permits, land use permits and building permits. Sometimes, access approvals will require execution of documents and deposit of financial guarantees to ensure future cross-access or service drive connections. Locations for shared access connections should be shown on the site plan and proper access agreements, easements, and guarantees executed that ensure construction in the future, indicating those responsible for initial construction costs and on-going maintenance. If cross-access is not feasible due to off-site conditions, temporary access may be approved. The site plan should note the temporary driveway and the terms under which it will be removed. Most often, it will be removed by the private property owner upon availability of an alternative or shared access system in the future, so provision for its removal should also be secured. On-Going Implementation Implementation of the plan’s recommendations through site plan and development review, as discussed above, is one way to achieve the benefits of access management. However, the process is expected to be gradual, taking a number of years to achieve. There may be other opportunities that can accelerate implementation of the recommendations, which are described further below, that include: Road Reconstruction or Resurfacing Projects Access management can be implemented with streetscape plans or road resurfacing or reconstruction projects. The design process for such projects should include time for coordination meetings with private property owners to discuss changes along their frontage. Often, the road agency can absorb the cost of driveway closures that are coordinated within the Rochester Road Access Management Plan Page 203 �City of Royal Oak Master Plan 2012 Amendment larger project. In fact, this approach is more cost-effective than reconstructing each individual driveway. During the design process, the focus should be on modifying or removing access points that have the potential to contribute to congestion or crash potential, especially those near intersections and high-crash areas. Local or County Funding Sources Implementation of many of the plan’s recommended improvements will depend on available funding. In some cases, the costs of the improvements will be borne by the property owner as part of changes to private property. In others, grants or other transportation funds may be earmarked for access changes along Rochester Road. Still in other cases, a local Corridor Improvement Authority may seek to fund improvements that further their plans and goals. Conclusion The underlying benefits of access management can be realized on other major roads, and the city may choose to expand the scope of this effort to apply to other roads. While the access management ordinance provided is written to apply only to Rochester Road, it can be expanded to include other roads. When developing city-wide access management regulations, the city should confer with MDOT to discuss appropriate spacing requirements or standards that should apply to different roads with different conditions and character. Access management can incorporate non-motorized and low impact design elements to improve the potential positive impacts of investment along the corridor. As access improvements are made over time, simultaneous review of non-motorized and stormwater systems is also needed to capitalize on opportunities to enhance the overall corridor and provide a catalyst for future improvements and economic growth. Rochester Road Access Management Plan Page 204 �City of Royal Oak Master Plan 2012 Amendment Appendices Appendix I – Visioning Statements The following appendix contains verbatim listings of vision statements from each Subarea Workshop. Only the priority visions statements which were presented by the small groups to the large group are presented. Visions are listed by subarea, and are organized in two ways: by small group, and by topic. The number of large groups votes are given for each vision statement. Vision Statements by Group - Subareas 1 and 2 Group 1 Visions 1.1 Protect character of viable neighborhoods by preventing intrusion by more intense uses 1.2 Increase Woodward parking by removing commercial buildings 1.3 Buffering between residential and more intense uses: 10-15’ landscaped 1.4 Increase Woodward parking by removing housing 1.5 Eliminate “seedy” businesses (e.g. motels) 1.6 Reduce sign clutter increase uniformity on Woodward 1.7 Add transit up Woodward ... a tram? Vote 6 9 5 9 5 9 6 Group 2 Visions 2.1 Use Memorial Park for more recreational uses: music, dances, etc. 2.2 Maintain our school property 2.3 Fewer (maybe none) motels in Royal Oak 2.4 Improve and maintain our neighborhood parks 2.5 Improve Woodward Ave. businesses with regard to: appearance, quality of business conducted, parking Vote 8 5 1 6 11 Group 3 Visions 3.1 “Westborn” style use closing streets forming cul-de-sacs to separate business from residential, use ½ walls, landscaping 3.2 More consideration of parking needs of businesses/business owners 3.3 Create pedestrian-friendly walkways/malls behind/adjacent to Woodward business “park-like settings” 3.4 Use of “small scale” multiple family, creates intimacy/friendly setting 3.5 Commercial/Industrial/Office = Moratorium on fast-food/carry out due to traffic considerations Vote 11 Neighborhood Related Visions 3.1 “Westborn” style, use closing streets and forming cul-de-sacs to separate business from residential, use ½ walls, landscaping 3.4 Use of “small scale” multiple family, creates intimacy/friendly setting 1.1 Protect character of viable neighborhoods by preventing intrusion by more intense uses 1.3 Buffering between residential and more intense uses: 10-15’ landscaped Vote 11 Appendices 9 9 7 5 7 6 5 Page 205 �City of Royal Oak Master Plan 2012 Amendment Woodward Ave. Related Visions 2.5 Improve Woodward Ave. businesses with regard to: appearance, quality of business conducted, parking 1.6 Reduce sign clutter increase uniformity on Woodward 3.3 Create pedestrian-friendly walkways/malls behind/adjacent to Woodward business “park-like settings” 1.4 Increase Woodward parking by removing housing 1.2 Increase Woodward parking by removing commercial buildings 1.7 Add transit up Woodward . . . a tram? Vote 11 Commercial/Industrial/Office Related Visions 3.2 More consideration of parking needs of businesses/business owners 1.5 Eliminate “seedy” businesses (e.g. motels) 3.5 Moratorium on fast-food/carry out due to traffic considerations 2.3 Fewer (maybe none) motels in Royal Oak Vote 9 5 5 1 Community Services Related Visions 2.1 Use Memorial Park for more recreational uses: music, dances, etc. 2.4 Improve and maintain our neighborhood parks 2.2 Maintain our school property Vote 8 6 5 9 9 9 9 6 Vision Statements by Group - Subarea 3 Group 1 Visions Vote 1.1 Control commercial development on Crooks, Main & Rochester Roads from 12 Mile to Clawson 1 border. 1.2 Identify City (school district) goals for current public areas, school district buildings and properties in 7 Kimball area. 1.3 Restrict destruction of single family homes to allow multiple housing. Maintain current single-family 5 housing areas. Maintain undeveloped greenbelt areas around residential areas (Bloomfield & 13 Mile) (Lawrence & Glen Court) 1.4 Stress enforcement of codes both to rental and owner occupied properties. 2 1.5 Commercial buildings limited in height relating to adjacent residential properties. 3 1.6 Commercial properties must be kept in character with surrounding residential area. 5 1.7 Maintain current number of parks. 1 1.8 Allow access and better egress to public properties in Kimball area to Quickstad Park residential area. 3 1.9 Improve drainage and walking/riding facility in park areas. 0 Appendices Page 206 �City of Royal Oak Master Plan 2012 Amendment Group 2 Visions Vote 2.1 Cap commercial/industrial development. Keep it a neighborhood - single family with height 8 restriction. 2.2 Quickstad and other parks: preserve them as open space and restrict recreational development. 7 2.3 Code enforcement: 5  signage (commercial)  outdoor display area  lighting  maintenance - neatness of structures  notification area expanded (beyond 300 feet) 2.4 Need to combine city, school, and community when discussing school closings or utilization of public 4 facilities. 2.5 Maintain resources: 8  trees  greenspaces  historical sites 2.6 Develop continuous, comprehensive maintenance of sidewalks and street lighting. 1 Neighborhood/Transitional Areas Related Visions Vote 1.6 Commercial properties must be kept in character with surrounding residential area. 5 1.3 Restrict destruction of single family homes to allow multiple housing. Maintain current single-family 5 housing areas. Maintain undeveloped greenbelt areas around residential areas (Bloomfield & 13 Mile) (Lawrence & Glen Court) 1.5 Commercial buildings limited in height relating to adjacent residential properties. 3 Commercial/Office/Industrial Related Visions 2.1 Cap commercial/industrial development. Keep it a neighborhood - single family with height restriction. 1.1 Control commercial development on Crooks, Main & Rochester Roads from 12 Mile to Clawson border. Vote 8 1 Parks and Community Services Related Visions Vote 2.5 Maintain resources: 8  trees  greenspaces  historical sites 1.2 Identify City (school district) goals for current public areas, school district buildings and properties in 7 Kimball area. 2.2 Quickstad and other parks: preserve them as open space and restrict recreational development. 7 2.4 Need to combine city, school, and community when discussing school closings or utilization of public 4 facilities. 1.8 Allow access and better egress to public properties in Kimball area to Quickstad Park residential area. 3 2.6 Develop continuous, comprehensive maintenance of sidewalks and street lighting. 1 1.7 Maintain current number of parks. 1 1.9 Improve drainage and walking/riding facility in park areas. 0 City Image/Appearance Related Visions 2.3 Code enforcement:  signage (commercial)  outdoor display area  lighting  maintenance - neatness of structures  notification area expanded (beyond 300 feet) 1.4 Stress enforcement of codes both to rental and owner occupied properties. Appendices Vote 5 2 Page 207 �City of Royal Oak Master Plan 2012 Amendment Vision Statements by Group - Subarea 4 Group 1 Visions 1.1 Maintain City parks (Mark Twain) and improve recreational use and add bike trails, lit tennis courts, etc. 1.2 More Community Center needs: busses, north center and south center 1.3 Mass transportation plan 1.4 Specifically plan where single family houses and condos/apartments should be located within neighborhoods (no strip malls) 1.5 Berm to keep Foodland shoppers out of nearby neighborhood Vote 5 Group 2 Visions 2.1 Protect Royal Oak from strip malls--”We don’t need them” 2.2 Enforce strong lawn care/appearance code for commercial/office/industrial 2.3 Restrict commercial traffic flows into residential neighborhoods 2.4 Provide 5th lane for 14 Mile between Rochester and Campbell 2.5 More supervised recreation facilities for everyone--community swimming pools Vote 10 4 12 5 10 Group 3 Visions 3.1 Encourage single-family housing 3.2 Keep parks natural- don’t be trendy, don’t over specialize. Maintain them. 3.3 Fix existing roads and sidewalks 3.4 Consistency of contiguous land uses - no mixing 3.5 A city with high appearance standards which all work to maintain Vote 14 14 9 3 11 Group 4 Visions 4.1 Protect character of our residential neighborhoods 4.2 Preserve parks and greenbelts (especially Mark Twain Park) 4.3 Facilitate non-motorized traffic 4.4 Improve utilization and appearance of parks 4.5 Redevelop commercial and industrial to residential 4.6 Encourage diversity of CBD by terminating parking subsidy for sellers of alcohol Vote 15 4 4 1 1 7 Neighborhood Related Visions 4.1 Protect character of our residential neighborhoods 3.1 Encourage single-family housing 1.4 Specifically plan where single family houses and condos/apartments should be located within neighborhoods (no strip malls) 1.1 Maintain City parks (Mark Twain) and improve recreational use and add bike trails, lit tennis courts, etc. Vote 15 14 7 Transitional Areas Related Visions 1.5 Berm to keep Foodland shoppers out of nearby neighborhood 3.4 Consistency of contiguous land uses - no mixing 4.5 Redevelop commercial and industrial to residential Vote 6 3 1 Transportation Related Visions 2.3 Restrict commercial traffic flows into residential neighborhoods 1.3 Mass transportation plan 3.3 Fix existing roads and sidewalks 2.4 Provide 5th lane for 14 Mile between Rochester and Campbell 4.3 Facilitate non-motorized traffic Vote 12 9 9 5 4 Appendices 9 9 7 6 5 Page 208 �City of Royal Oak Master Plan 2012 Amendment Parks and Community Services Related Visions 3.2 Keep parks natural- don’t be trendy, don’t over specialize. Maintain them. 2.5 More supervised recreation facilities for everyone--community swimming pools 1.2 More Community Center needs: busses, north center and south center 1.1 Maintain City parks (Mark Twain) and improve recreational use and add bike trails, lit tennis courts, etc. 4.2 Preserve parks and greenbelts (especially Mark Twain Park) Vote 14 10 9 5 City Image/Appearance Related Visions 3.5 A city with high appearance standards which all work to maintain 2.2 Enforce strong lawn care/appearance code for commercial/office/industrial Vote 11 4 Commercial Land Use Related Visions 2.1 Protect Royal Oak from strip malls--”We don’t need them” 4.6 Encourage diversity of CBD by terminating parking subsidy for sellers of alcohol Vote 10 7 4 Vision Statements by Group - Subarea 5 Group 1 Visions 1.1 Loft Apartments/Condo/Businesses - Development 1.2 Elected Officials to set policy and let staff run it 1.3 Promote a mass transit subway; trolley; integrate all transportation 1.4 Planning areas to have neighborhood retail within walking distance 1.5 Create zoning to help corridor business flourish Vote 22 6 6 0 0 Group 2 Visions 2.1 Maintain buffer between residential and commercial areas with regard to layout and planning of business district as related to neighborhoods 2.2 Preserve the neighborhood with regard to multi/single/two party homes 2.3 Green space 2.4 Preserve historical character 2.5 Greatly increased free parking 2.6 Retail - support incentives from a proactive City government Vote 11 Group 3 Visions 3.1 Historical neighborhood identification, guidelines (landscaping, colors, textures), and standards for new development (i.e. nice mix of multi and single family homes, density concerns). Neighborhood lacks certain feel (old elms) - plan for appropriate tree replacement. 3.2 Woodward Avenue - parking issues, no common plan for businesses, speed limit too high 3.3 CBD needs businesses that support every day life (i.e. shoe stores, clothing stores, hardware), not just fill voids, but strengthen patterns and elements. 3.4 Downtown must continue to revitalize and not become stagnant. Avoid inappropriate use of prime spaces (i.e. used car sales at 11 Mile and Main St.) 3.5 All utilities underground Vote 18 4 4 3 3 1 9 7 6 4 Group 4 Visions Vote 4.1 Bring 11 Mile up to standard - eliminate all motels, exterior upgrading, landscaping, crime, homeless, 22 stricter code enforcement on commercial and apartment exteriors (Citywide) 4.2 Bike/running/rollerblading paths in parks, rollerblade rink 11 4.3 Limiting multi-family housing in residential neighborhoods 10 4.4 Woodward / 11 Mile Roads, locations where business meets residential, setbacks, improved parking, 2 appearances, etc. 4.5 SEMCOG regional transportation system; railroad below street level in Downtown 0 Appendices Page 209 �City of Royal Oak Master Plan 2012 Amendment Group 5 Visions 5.1 Enforcement of (non)conforming uses; SF-multiple, multiple-SF, Zoning should reflect actual use, Better public transportation within the City and intra-City (bus, trolley, and light rail) 5.2 Planned, revised Civic Center with community recreational facilities (swimming, rollerblade and skateboard pads) 5.3 Maintain neighborhood occupant diversity 5.4 Conformity with Woodward commercial architectural design 5.5 Hiking/biking paths 5.6 Downtown landscaping (planters) 5.7 No encroachment by Commercial/Industrial on Residential 5.8 Incentive for conformity with signage to regulations Vote 22 Group 6 Visions 6.1 “CBD” - expansion with guidelines - possibly to South or any other place within reason 6.2 Create recreational “Bike Path” 6.3 Preserve neighborhoods, less government, and integration of neighborhoods and business 6.4 Within transition areas - between business and neighborhood - “buffer zones.” (create continuity) 6.5 Keep a variety of businesses in town Vote 9 6 1 0 0 Group 7 Visions 7.1 Expand and improve Farmer’s Market area to create a “Commons” or Town Center – incorporate City Hall, Court House and Library 7.2 No condos on streets zoned single family 7.3 Buffer zones between business and single family residential in the form of Multi family condos and green space 7.4 Improve 11 Mile road and businesses appearance 7.5 Quality new construction carefully planned with neighborhood input Vote 20 Group 8 Visions 8.1 Reduce through-traffic in residential neighborhoods 8.2 Establish City-wide public transportation system 8.3 Address parking in downtown area (congestion/density) 8.4 Retain/protect family atmosphere of City and single-family residences (use of buffer zones) 8.5 Balance future development between uses (retail, office, restaurants, etc.) Vote 13 10 6 2 2 Neighborhood Related Visions 3.1 Historical neighborhood identification, guidelines (landscaping, colors, textures), and standards for new development (i.e. nice mix of multi and single family homes, density concerns). Neighborhood lacks certain feel (old elms) - plan for appropriate tree replacement. 7.2 No condos on streets zoned single family 8.1 Reduce through-traffic in residential neighborhoods 4.3 Limiting multi-family housing in residential neighborhoods 5.1 Enforcement of (non)conforming uses; SF-multiple, multiple-SF, Zoning should reflect actual use 7.5 Quality new construction carefully planned with neighborhood input 2.2 Preserve the neighborhood with regard to multi/single/two party homes 2.4 Preserve historical character 8.4 Retain/protect family atmosphere of City and single-family residences (use of buffer zones) 5.3 Maintain neighborhood occupant diversity 6.3 Preserve neighborhoods, less government, and integration of neighborhoods and business 1.4 Planning areas to have neighborhood retail within walking distance 5.7 No encroachment by Commercial/Industrial on Residential Vote 18 Appendices 3 2 1 1 1 0 0 13 12 6 5 13 13 10 *16 5 4 3 2 2 1 0 0 Page 210 �City of Royal Oak Master Plan 2012 Amendment Transitional Areas Related Visions 7.3 Buffer zones between business and single family residential in the form of Multi family condos and green space 2.1 Maintain buffer between residential and commercial areas with regard to layout and planning of business district as related to neighborhoods 6.4 Within transition areas - between business and neighborhood - “buffer zones.” (create continuity) Vote 12 Downtown Related Visions 1.1 Loft Apartments/Condo/Businesses - Development 7.1 Expand and improve Farmer’s Market area to create a “Commons” or Town Center – incorporate City Hall, Court House and Library 6.1 “CBD” - expansion with guidelines - possibly to South or any other place within reason 3.3 CBD needs businesses that support every day life (i.e. shoe stores, clothing stores, hardware), not just fill voids, but strengthen patterns and elements. 3.4 Downtown must continue to revitalize and not become stagnant. Avoid inappropriate use of prime spaces (i.e. used car sales at 11 Mile and Main St.) 8.3 Address parking in downtown area (congestion/density) 2.5 Greatly increased free parking 8.5 Balance future development between uses (retail, office, restaurants, etc.) 5.6 Downtown landscaping (planters) 6.5 Keep a variety of businesses in town Vote 22 20 11 0 9 7 6 6 3 2 1 0 Commercial Corridor (11 Mile, Woodward) Related Visions Vote 4.1 Bring 11 Mile up to standard - eliminate all motels, exterior upgrading, landscaping, crime, homeless, 22 stricter code enforcement on commercial and apartment exteriors (Citywide) 3.2 Woodward Avenue - parking issues, no common plan for businesses, speed limit too high 9 7.4 Improve 11 Mile road and businesses appearance 6 4.4 Woodward / 11 Mile Roads, locations where business meets residential, setbacks, improved parking, 2 appearances, etc. 5.4 Conformity with Woodward commercial architectural design 1 2.6 Retail - support incentives from a proactive City government 1 1.5 Create zoning to help corridor business flourish 0 5.8 Incentive for conformity with signage to regulations 0 Recreation Related Visions 4.2 Bike/running/rollerblading paths in parks, rollerblade rink 6.2 Create recreational “Bike Path” 2.3 Green space 5.2 Planned, revised Civic Center with community recreational facilities (swimming, rollerblade and skateboard pads) 5.5 Hiking/biking paths Vote 11 6 4 3 Transportation Related Visions 8.2 Establish City-wide public transportation system 1.3 Promote a mass transit subway; trolley; integrate all transportation 5.1 Better public transportation within the City and intra-City (bus, trolley, and light rail) 4.5 SEMCOG regional transportation system; railroad below street level in Downtown Vote 10 6 *6 0 Miscellaneous Visions 1.2 Elected Officials to set policy and let staff run it 3.5 All utilities underground Vote 6 4 * 1 Group 5, statement 1 had three elements to it, but participants voted for it as a whole. Twenty-two votes were given to the entire grouping of statements, so when statements were organized by topic, points were broken down accordingly. Appendices Page 211 �City of Royal Oak Master Plan 2012 Amendment Vision Statements by Group - Subarea 6 (Downtown) Group 1 Visions Vote 1.1 Make paths from parking lot to the retail/entertainment areas an “adventure” 7 1.2 Generate more varied commercial merchants downtown (clothing, education materials, stationery, gas 0 station.) 1.3 Expand DDA area to further south of Lincoln 25 1.4 Change 11 Mile Road to an “Old Town” area 8 1.5 More “green spaces”, “larger squares”, and pedestrian mall 10 Group 2 Visions 2.1 Improve downtown visually by adding greenbelts, parks, and rest areas 2.2 Utilize corridor between downtown and I-696 2.3 Retail mix commercial office space and service related business 2.4 Change CBD residential to more permanent loft type residential apartments, or small condos 2.5 Establish graduated building heights from residential peaking toward downtown Vote 0 5 22 4 19 Group 3 Visions Vote 3.1 Integrate Residential housing in CBD area and provide housing nearby for Senior Citizens 8 3.2 Provide integrated parking capability 0 3.3 Provide historic diversity of commercial activity 2 3.4 Clustered development as mixes of residences, businesses, green spaces, recreation/civic areas 1 3.5 Central community plaza with swimming pool, skate board ½ pipe, outdoor ice rink and civic/athletic 22 accommodations Group 4 Visions Vote 4.1 Parking Deck - Combine Center St. and First of America decks and go over RR tracks use spaces also 28 for retail, etc. Generally use of decks 4.2 Farmer’s Market - Revamp/clean up parking area, improve appearance. Increase use of activity 15 perhaps auction extravaganza - weekdays. 4.3 Downtown - Improve pedestrian access, speed perhaps one-way streets, improve flow, make it more 11 pedestrian-friendly 4.4 Fringe areas - Use homes for businesses perhaps business on lower floor and residence above, this 1 will act as a transition to residential 4.5 Encourage a mixture of businesses, need more service oriented and office space 3 Group 5 Visions 5.1 Downtown Traffic: Higher density through in-fill of well thought out plan 5.2 Taller facilities/higher density of housing close to downtown 5.3 Downtown “central” park 5.4 Cultural facility - performing arts, banquet hall museum, civic events plaza 5.5 Develop linear corridor to I-696 - Main and Washington 5.6 Parking system that address employees, long-short term shoppers, diners, with shuttle service Vote 12 1 3 26 14 1 Group 6 Visions Vote 6.1 Fabric - Zoning to encourage preservation and continued use of historic buildings and urban character 32 - not suburban 6.2 Attract higher income residents 5 6.3 Must have land use mix - not all bars/restaurants 0 6.4 Railroad - elevate or bury for safety and reclaimed real estate 21 Appendices Page 212 �City of Royal Oak Master Plan 2012 Amendment Group 7 Visions 7.1 Eliminate surface parking lots and replace with multi-level lots 7.2 Promote residential/retail use, encourage day use, sundry, bookstores, small scale department store 7.3 Encourage higher density housing in downtown lofts 7.4 Use bell-shaped curve to limit building heights in downtown - 6 story maximum 7.5 Reorganize civic center area 7.6 Promote intensively pedestrian and slightly off-beat atmosphere Vote 13 26 36 6 12 11 Group 8 Visions 8.1 Redefine/expand CBD boundaries 8.2 Develop cultural/civic/auditorium/amphitheater center 8.3 Apartments over businesses 8.4 Do not allow non-conforming businesses 8.5 Railroads underground 8.6 Preserve historical buildings Vote 14 15 3 3 1 1 Housing Related Visions 7.3 Encourage higher density housing in downtown lofts 5.1 Downtown Traffic: Higher density through in-fill of well thought out plan 3.1 Integrate Residential housing in CBD area and provide housing nearby for Senior Citizens 6.2 Attract higher income residents 2.4 Change CBD residential to more permanent loft type residential apartments, or small condos 5.2 Taller facilities/higher density of housing close to downtown Vote 36 12 8 5 4 1 Land Use Mix Related Visions Vote 7.2 Promote residential/retail use, encourage day use, sundry, bookstores, small scale department store 26 2.3 Retail mix commercial office space and service related business 22 4.5 Encourage a mixture of businesses, need more service oriented and office space 3 8.3 Apartments over businesses 3 8.4 Do not allow non-conforming businesses 3 3.3 Provide historic diversity of commercial activity 2 3.4 Clustered development as mixes of residences, businesses, green spaces, recreation/civic areas 1 4.4 Fringe areas - Use homes for businesses perhaps business on lower floor and residence above, this 1 will act as a transition to residential 1.2 Generate more varied commercial merchants downtown (clothing, education materials, stationery, gas 0 station.) 6.3 Must have land use mix - not all bars/restaurants 0 Design/Appearance Related Visions Vote 6.1 Fabric - Zoning to encourage preservation and continued use of historic buildings and urban character 32 - not suburban 2.5 Establish graduated building heights from residential peaking toward downtown 19 1.5 More “green spaces,” “larger squares,” and pedestrian mall 10 1.4 Change 11 Mile Road to an “Old Town” area 8 7.4 Use bell-shaped curve to limit building heights in downtown - 6 story maximum 6 5.3 Downtown “central” park 3 8.6 Preserve historical buildings 1 2.1 Improve downtown visually by adding greenbelts, parks, and rest areas 0 Appendices Page 213 �City of Royal Oak Master Plan 2012 Amendment Civic/Cultural Center Related Visions Vote 5.4 Cultural facility - performing arts, banquet hall museum, civic events plaza 26 3.5 Central community plaza with swimming pool, skate board ½ pipe, outdoor ice rink and civic/athletic 22 accommodations 8.2 Develop cultural/civic/auditorium/amphitheater center 15 4.2 Farmer’s Market - Revamp/clean up parking area, improve appearance. Increase use of activity 15 perhaps auction extravaganza - weekdays. 7.5 Reorganize civic center area 12 Transportation/Parking/Pedestrian Related Visions Vote 4.1 Parking Deck - Combine Center St. and First of America decks and go over RR tracks use spaces also 28 for retail, etc. Generally use of decks 6.4 Railroad - elevate or bury for safety and reclaimed real estate 21 7.1 Eliminate surface parking lots and replace with multi-level lots 13 7.6 Promote intensively pedestrian and slightly off-beat atmosphere 11 4.3 Downtown - Improve pedestrian access, speed perhaps one-way streets, improve flow, make it more 11 pedestrian friendly 1.1 Make paths from parking lot to the retail/entertainment areas an “adventure” 7 8.5 Railroads underground 1 5.6 Parking system that address employees, long-short term shoppers, diners, with shuttle service 1 3.2 Provide integrated parking capability 0 Downtown Expansion Related Visions 1.3 Expand DDA area to further south of Lincoln 5.5 Develop linear corridor to I-696 - Main and Washington 8.1 Redefine/expand CBD boundaries 2.2 Utilize corridor between downtown and I-696 Vote 25 14 14 5 Vision Statements by Group - Subarea 7 Group 1 Visions 1.1 Preserving the integrity of the single family neighborhoods in Subarea 7 1.2 Eliminate transitional use of neighborhoods that opens the door for forced redevelopment 1.3 Restrict “overbuilding” in relation to lot size (no small box houses) 1.4 11 Mile Rd. - develop a beautification “theme”/streetscape wider street 1.5 More “green space” Vote 38 18 8 8 7 Group 2 Visions 2.1 Stricter code enforcement on owner occupied & rental residential properties 2.2 Create more programs for adolescents, young adults, i.e. rollerblading, skateboarding, hiking and biking trails 2.3 No more condo clusters in south end of town 2.4 Create buffers between residential & commercial/industrial 2.5 Enforcement of commercial, industrial and office so that they are clean, neat and responsible Vote 13 17 Group 3 Visions 3.1 Single family zoning in neighborhoods, less density in multiple complexes 3.2 Streetscape on 11 Mile/Main more welcoming. Have combination of 1st floor retail/office, upper floors residential 3.3 Enforce codes to bring buildings up to higher standards/clean up building. Make businesses accountable for all 4 sides of property. 3.4 Plant trees when old ones die/prune older trees to keep them in good shape 3.5 Expansion of Library/City Hall area, update both outside and inside, computerize City Hall/Library, educate both staffs, expand school libraries and make them public Vote 5 11 Appendices 19 10 12 12 7 11 Page 214 �City of Royal Oak Master Plan 2012 Amendment Group 4 Visions 4.1 Transition zones must be from lower density to higher density, property location of buffer zones should be on high density side of property 4.2 Remove parking meters 4.3 Add buffer zones with greenbelt, landscaping where the three zones meet 4.4 Improve public transportation by using smaller van-type units to various business areas 4.5 Add Park & Ride areas from downtown to Woodward Corridor Vote 2 Group 5 Visions 5.1 Appropriate placement of condos with regard to ingress and egress of traffic 5.2 Preservation of single family neighborhoods 5.3 Mixed use development (offices and residential) in same building 5.4 Better managed parking in City, including free parking in downtown 5.5 Expand use of Farmers Market as a community center Vote 1 6 15 14 14 Group 6 Visions 6.1 Maintain residential density 6.2 Transition areas = green areas 6.3 Traffic control 6.4 Expansion of businesses confined within existing commercial zones and not encroach on residential areas 6.5 Increase non-motorized accessibility and public transportation for recreational facilities/downtown Vote 8 7 5 11 Neighborhood Related Statements 1.1 Preserving the integrity of the single family neighborhoods in Subarea 7 1.2 Eliminate transitional use of neighborhoods that opens the door for forced redevelopment 2..1 Stricter code enforcement on owner occupied & rental residential properties 6.1 Maintain residential density 5.2 Preservation of single family neighborhoods 3.1 Single family zoning in neighborhoods, less density in multiple complexes Vote 38 18 13 8 6 5 Transitional Areas Related Statements 6.4 Expansion of businesses confined within existing commercial zones and not encroach on residential areas 2.4 Create buffers between residential & commercial/industrial 6.2 Transition areas = green areas 4.3 Add buffer zones with greenbelt, landscaping where the three zones meet 4.1 Transition zones must be from lower density to higher density, property location of buffer zones should be on high density side of property Vote 11 Transportation/Parking Related Statements 4.2 Remove parking meters 5.4 Better managed parking in City, including free parking in downtown 6.5 Increase non-motorized accessibility and public transportation for recreational facilities/downtown 6.3 Traffic control 4.5 Add Park & Ride areas from downtown to Woodward Corridor 4.4 Improve public transportation by using smaller van-type units to various business areas 5.1 Appropriate placement of condos with regard to ingress and egress of traffic Vote 17 14 10 5 3 2 1 Community Services Related Statements 2.2 Create more programs for adolescents, young adults, i.e. rollerblading, skateboarding, hiking and biking trails 5.5 Expand use of Farmers Market as a community center 3.5 Expansion of Library/City Hall area, update both outside and inside, computerize City Hall/Library, educate both staffs, expand school libraries and make them public Vote 17 Appendices 17 5 2 3 10 10 7 5 2 14 11 Page 215 �City of Royal Oak Master Plan 2012 Amendment City Image Related Statements 2.5 Enforcement of commercial, industrial and office so that they are clean, neat and responsible 3.3 Enforce codes to bring buildings up to higher standards/clean up building. Make businesses accountable for all 4 sides of property. 3.2 Streetscape on 11 Mile/Main more welcoming. Have combination of 1st floor retail, office, upper floors residential 1.3 Restrict “overbuilding” in relation to lot size (no small box houses) 1.4 11 Mile Rd. - develop a beautification “theme”/streetscape wider street 3.4 Plant trees when old ones die/prune older trees to keep them in good shape 1.5 More “green space” Vote 12 12 Miscellaneous Statements 2.3 No more condo clusters in south end of town 5.3 Mixed use development (offices and residential) in same building Vote 19 15 Appendices 11 8 8 7 7 Page 216 �City of Royal Oak Master Plan 2012 Amendment APPENDIX II – Master Plan Meetings: Planning Commission & Sterring Committee Master Plan Steering Committee Meetings 1997-1999 DATE 5-1-97 6-5-97 6-17-97 7-3-97 8-7-97 8-26-97 9-16-97 10-2-97 10-8-97 10-29-97 11-6-97 11-12-97 12-10-97 1-14-98 2-5-98 3-5-98 3-23-98 4-2-98 4-30-98 5-21-98 6-2-98 6-18-98 9-3-98 9-16-98 9-23-98 10-1-98 10-20-98 11-5-98 12-1-98 1-13-99 1-20-99 2-4-99 2-24-99 3-11-99 3-24-99 3-31-99 Appendices LOCATION Planning Dept. Conference Room Senior / Community Center Royal Oak Middle School Senior / Community Center Senior / Community Center Senior / Community Center Royal Oak Middle School Senior / Community Center Royal Oak Middle School Royal Oak High School Senior / Community Center Royal Oak High School Royal Oak High School Royal Oak Women’s Club Senior / Community Center Senior / Community Center Senior / Community Center Senior / Community Center Senior / Community Center Royal Oak High School Baldwin Theater Senior / Community Center Senior / Community Center Library Auditorium Library Auditorium Senior / Community Center Oakland Comm. College Theater Senior / Community Center Senior / Community Center Cancelled Due to Weather Senior / Community Center Senior / Community Center Senior / Community Center Library Auditorium Baldwin Theater Senior / Community Center TYPE OF MEETING Regular Regular Visioning Workshop Regular Regular Regular Town Meeting Follow-Up Regular Visioning Workshop Visioning Workshop Regular Visioning Workshop Visioning Workshop Visioning Workshop Regular Regular Regular Regular Special Town Meeting Town Meeting Regular Regular Neighborhood Review Neighborhood Review Regular Public Hearing Regular Regular Cancelled Due to Weather Regular Regular Regular Public Comment – Closed Session Public Hearing Regular Page 217 �City of Royal Oak Master Plan 2012 Amendment Planning Commission Master Plan Schedule Type of Meeting Meeting Meeting Meeting Meeting Meeting Meeting Meeting Meeting Public Hearing Meeting Meeting Meeting Public Hearing Meeting Appendices Day Saturday Saturday Monday Tuesday Monday Tuesday Wednesday Tuesday Tuesday Wednesday Wednesday Tuesday Tuesday Tuesday Date March 27 April 17 April 26 May 4 May 10 May 11 May 26 June 1 June 8 June 23 July 7 July 13 August 10 August 24 Location Senior Center Senior Center City Hall Senior Center Senior Center City Hall Senior Center Senior Center Royal Oak Middle School Senior Center Senior Center City Hall Royal Oak Middle School Senior Center Time 9:30 a.m. 9:30 a.m. 6:30p.m. 6:30p.m. 6:30p.m. 6:00p.m. 6:30p.m. 6:30p.m. 7:00p.m. 6:30p.m. 6:30p.m. 6:30p.m. 7:30p.m. 6:30p.m. Page 218 �City of Royal Oak Master Plan 2012 Amendment APPENDIX III – Resolution of Master Plan Adoption RESOLUTION OF MASTER PLAN ADOPTION WHEREAS the Master Plan for the City ofRoyal Oak was adopted at a Special Meeting of the Plan Commission, held on August 24, 1999: COMMISSIONERS PRESENT: Mr. Anderson, Mr. Boismier, Mayor Cowan, Mr. Farhat, Ms. Harrison, Mr. Lee, Mr. Gomez, Mr. Kondek COMMISSIONERS ABSENT: Ms. Hofinan WHEREAS the City of Royal Oak Plan Commission recognizes the need to formulate and adopt a Master Plan, including establishment and support of a Land Use Plan as described in this document; and WHEREAS preparation of the Master Plan included 35 public meetings, workshops and hearings held by the Master Plan Steering Committee and 14 public meetings and hearings held by the Plan Commission; and WHEREAS the Master Plan Steering Committee and the Plan Commission were assisted by the City of Royal Oak Planning Department and Carlisle/Wortman Associates, Inc , in the preparation of the Master Plan; NOW, TIIEREFORE, BE IT RESOLVED THAT: Appendices I. The City ofRoyal Oak Plan Commission hereby adopts the Master Plan, dated August 1999, with amendments approved thereto, including the Future Land Use Plan Maps, dated July 15, 1999; and 2. A certified copy of the Master Plan be forwarded to the Oakland County Register of Deeds for filing; and 3. All resolutions and parts ofresolutions, insofar as they conflict with the provisions of this resolution be and the same, hereby are rescinded. Page 219 �City of Royal Oak Master Plan 2012 Amendment AYES: Mr. Anderson, Mr. Boismier, Mayor Cowan, Mr. Farhat, Mr. Gomez, Mr. Kondek NAYS: Ms. Hamson, Mr. Lee RESOLUTIONDECLARED ADOP1ED, this 241h day of August 1999. Royal Oak Plan Commission Appendices - Page 220 �City of Royal Oak Master Plan 2012 Amendment APPENDIX IV – Resolutions of Master Plan Amendment ADTOPION BY PLANNING COMMISSION: The City of Royal Oak Planning Commission, at its meeting on April 17, 2012, took the following action regarding this Amendment to the City of Royal Oak Master Plan: BE IT RESOLVED, that the Amendment to the City of Royal Oak Master Plan, dated including amendments to the following chapters: Goals, Objectives, and Strategies; Land Use Plan; and Implementation; also the Future Land Use Maps, Bicycle Network Map, TOD Corridor Transit Framework Map, and Rochester Road Access Management Concept Maps; and also including the referenced portions of the Non-Motorized Transportation Plan, Rochester Road Access Management Plan, and Woodward Avenue TOD Corridor Study; is hereby adopted in its entirety as an update to the City of Royal Oak’s Master Plan. Respectfully, Timothy E. Thwing, Director Planning Department ACCEPTANCE BY CITY COMMISSION: The Royal Oak City Commission, at its meeting of May 7, 2012, took the following action regarding this Amendment to the City of Royal Oak Master Plan: BE IT RESOLVED, that the City Commission accepts and approves the Amendment to the City of Royal Oak Master Plan, including amendments to the following chapters: Goals, Objectives, and Strategies; Land Use Plan; and Implementation; also the Future Land Use Maps, Bicycle Network Map, TOD Corridor Transit Framework Map, and Rochester Road Access Management Concept Maps; and also including the referenced portions of the Non-Motorized Transportation Plan, Rochester Road Access Management Plan, and Woodward Avenue TOD Corridor Study; in its entirety as an update to the City of Royal Oak Master Plan. Respectfully, Melanie Halas, City Clerk Appendices Page 221 ���City of Royal Oak Planning Department 211 Williams St. P.O. Box 64 Royal Oak, MI 48068-0064 Telephone: (248) 246-3280 http://www.ci.royal-oak.mi.us � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Royal-Oak_Master-Plan_2012 Creator An entity primarily responsible for making the resource Planning Commission, City of Royal Oak, Oakland County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 2012-05-07 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for the City of Royal Oak was prepared by the Planning Commission with the assistanace of Carlisle/Wortman Associates, Inc., LSL Planning, Inc., Active Transportation Alliance, and Woodward Avenue Action Association. The Master Plan was approved by the City Commission on May 7, 2012. Contributor An entity responsible for making contributions to the resource Carlisle/Wortman Associates, Inc. (consultant) LSL Planning, Inc. (consultant) Active Transportation Alliance (consultant) Woodward Avenue Action Association (consultant) Subject The topic of the resource Master plan reports Royal Oak (Mich.) Oakland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/68c4861aface91c1e6ce2bcc92baf1a8.pdf d0bd1a813e743f5c9ab2b42fab7c122c PDF Text Text St. Joseph Charter Township, MI 2017 MASTER PLAN Approved by the Planning Commission June 6, 2017 Adopted by the Township Board July 10, 2017 BE R RI EN COUNTY ':-1 Full Service Community" �TABLE OF CONTENTS Chapter 1. Introduction .................................... 4 • What is a Master Plan? • Previous Planning Efforts • Creating the Master Plan Chapter2.CommunityProfile .......................... 8 • Setting and History • Physical Characteristics • Transportation and Mobility • Community Facilities • Demographics Chapter3.Goals,Objectives,andActions ..... 24 • Community Vision • Goals, Objectives, and Actions Chapter4.FutureLandUse............................. 28 • Future Land Use Designations • Future Land Use Map Chapter5.Implementation .............................. 34 • Use the Plan on a Regular Basis • Implementation Matrix • Review of Development Regulations • Potential Funding Sources Appendix A: Resources.............................................................41 Appendix B: Maps.................................................................... 41 Appendix C: Expenditures per Person Actual and Projected.........................................56 Appendix D: Illustrative Plan Example.................................58 Appendix E: Community Vision Document .......................60 St. Joseph Charter Township 2017 Master Plan Berrien County, Michigan Adopted July 10, 2017 Planning Commission Master Plan Steering Committee Jonathan Fisk , Chairman Michelle Alger , Vice-Chairman Ben Baker , Secretary James Hahn , Commissioner John Helsley , Commissioner Ray Matejczyk , Commissioner Cathy Matthews , Recording Secretary Tom Milnikel , Commissioner, Ex Michelle Alger, Denise Cook, Bruce Chapman, Mark Curtis, Tim Fenderbosch, Jonathan Fisk, James Hahn, Melissa Hahn, Jerr y Jones, Alissa McManus, Randy Reimers, Roger Seely, Bill Thomas Officio (Township Board Liason) Board of Trustees Roger Seely , Supervisor Denise Cook , Manager Patrice Rose , Clerk Dave Vonk , Treasurer Ed Meny , Trustee Ron Griffin , Trustee Melissa Hahn , Trustee Tom Milnikel , Trustee Prepared with assistance from: Wightman & Associates, Inc. 2303 Pipestone Road Benton Harbor, MI 49022 (269) 927-0100 www.wightman-assoc.com BE R RI - EN COUN T Y 'II Full Service Community" I I lliiil WIGHTMAN & ASSOCIATES, INC. ENGINEERING . SURVEYING . ARCHITECTURE 2 Table of Contents/ Acknowledgments St. Joseph Charter Township Master Plan �Transmittal Letter 3000 Washington Avenue / P.O. Box 147 / St. Joseph, MI 49085 / Phone: (269) 429-7703 / Web: www.sjct.org BE R R I EN CO UN TY 'ii Full Service Community" To the Citizens of St. Joseph Charter Township, The process of updating the Master Plan began with listening to you, the citizens of the Township. During the community engagement effort, several themes emerged. We heard what many believe: St. Joseph Charter Township is “a community of great beauty, service, and convenience”. We are justifiably proud of our community as a great place to live. The engagement process also revealed we believe our Township has some shortcomings. The physical features of the community, both natural and man-made, create barriers which separate the Township into sections. By addressing those barriers, the identity of the Township can be strengthened and greater social connections established, which will allow a community that is already a great place to live to become even better. Michigan law requires every municipality that provides zoning have a comprehensive land use plan, referred to as a Master Plan. That plan should be updated every five years to address changes and needs in the municipality. When it is finalized, this document will become the new St. Joseph Charter Township Master Plan. The plan provides justification for the Township Zoning Ordinance while addressing the needs identified through the community engagement efforts. The Implementation Matrix in the Master Plan contains steps which, when achieved, will lead to continued improvements in the outstanding quality of life already afforded our residents. Our sincere thanks go to everyone who contributed to this effort. This document will serve as a guide to future development. The Master Plan contains reasonable and attainable goals. While some goals will require more time and effort than others, once they are achieved the Township will be on the path to more fully realizing, “a community of healthy living opportunity connected to nature”. Sincerely, Denise Cook, Manager St. Joseph Charter Township Roger Seely, Supervisor St. Joseph Charter Township St. Joseph Charter Township Master Plan Jonathan Fisk, Chair Planning Commission St. Joseph Charter Township Patrice Rose, Clerk St. Joseph Charter Township Transmittal Letter 3 �CHAPTER 1. INTRODUCTION WHAT IS A MASTER PLAN? Purposes of the Master Plan A common question is, what is a Master Plan? And even more specifically, what is the role of the Township’s Master Plan? This Plan serves many functions and can be used in a variety of ways, but its usefulness is determined by the willingness of the Township and others to actively support and implement its vision and goals. In general, the Master Plan sets a course for future development, reinvestment, and growth within St. Joseph Charter Township. It represents a shared vision about what the community is, what its residents value, and what the community desires it to become. The Master Plan is an “umbrella document,” and brings together plans and studies from other agencies, highlights goals and objectives based on the analysis of strengths and weaknesses, presents a coordinated long-range approach, and provides the framework and basis for sound decision making. • The Master Plan is a general statement of the Township’s vision, goals, and policies. It provides a comprehensive view of the community’s desires for the future. • The Plan aids in daily land use decision making. The vision and goals outlined in the Plan are intended to guide the Planning Commission and the Township Board in their deliberations on zoning, capital improvements, and other related matters. • This Master Plan establishes the basis for the zoning ordinance, parks and recreation, capital improvements, land use policies, and other implementation tools. • The Plan provides continuity across time, and allows successive leadership a common framework for addressing land-use issues. In turn, the community and others will have advance knowledge of its intentions. • The Master Plan provides a framework to coordinate public improvements and private developments by creating development patterns that are orderly, rational, and provide the greatest benefit for all while avoiding conflicts between land uses. Overall, the St. Joseph Charter Township Master Plan intends to establish clear direction and expectations for the Township and meet the requirements established by the Michigan Planning Enabling Act of 2008. Right: St. Joseph Charter Township Hall located at 3000 Washington Avenue 4 Chapter 1. Introduction St. Joseph Charter Township Master Plan �Relationship to Zoning Keeping the Plan Current The Master Plan is the long range planning document upon which planning and zoning decisions are based, including creating and amending the Township Zoning Ordinance. Although the Master Plan is a policy document and does not have the force of law, it is the basis of the Zoning Ordinance and Zoning Map. Fulfilling the vision outlined in the Plan will not occur overnight. The Master Plan provides a sense of direction for the present and is a guide for the future. Understanding this, the Plan should not be rigidly administered; changing conditions that can affect its original intentions should be acknowledged and addressed. The Master Plan is the document that lays out the Township’s future, while the Zoning Ordinance provides the day-to-day regulations for land use. Therefore, the land use designations on the Future Land Use Map may not directly correlate with the zoning districts or existing uses. However, the Master Plan reflects the community’s long range desires for land development, so as land uses and market demands change, it is expected future re-zonings will be made to conform to the Master Plan. A plan that is not referenced on a continual basis, or one that is outdated, can weaken decisions. Over time, goals may be achieved and new ones needed, or individual zoning decisions may change the direction of development in a certain part of the Township. Where decisions lead to land use approvals contrary to the Plan, it should be amended to reflect these changes. The areas delineated on the Future Land Use Map are called “land use designations” and are different from zoning districts on the Zoning Map. It is important to note their differences: the land use designation is the desired long range land use, whereas the zoning district dictates what can happen now. Chapter 4 includes descriptions of the proposed future land uses and how they correlate with current zoning districts. This can be used to determine how the Zoning Ordinance can be amended to implement the recommendations of this Master Plan. St. Joseph Charter Township Master Plan The Michigan Planning Enabling Act requires the Planning Commission to prepare an annual report to the Township Board concerning its operations and the status of planning activities. As a part of this report, a meeting should be held to review the Master Plan ensuring changes are taken into consideration and amendments are made to keep it current and consistent with Township philosophies. Furthermore, the Planning Commission should periodically solicit public opinion about the Master Plan using surveys, public meetings, or other means to engage the community. The Planning Act also requires review of the Master Plan at least every five years to determine whether amendments are needed, or if the process for a new Master Plan should be started. An annual review will not only fulfill this requirement but also ensure the Master Plan remains a relevant and useful document. PREVIOUS PLANNING EFFORTS Community Planning History St. Joseph Charter Township has engaged in land use planning and policymaking for over 40 years. The first Comprehensive Plan was completed in cooperation with the Village of Shoreham in 1973. It was revised and updated in 1982, 1993, and 2007. The Comprehensive Plan was updated as changes occurred in the demographics, economy, and as the Township entered different phases of growth and evolution. Historically, the Township has sought to preserve its rural and residential character. Previous master plan policies focused on promoting open space, single family residences, expanding thoroughfare capacity, and insulating residential land uses from conflicting commercial developments. Today, the community is experiencing pressure from social and economic changes including limited population growth, an aging population, and rising costs to provide existing or new services. Few developable parcels remain with many constrained by their size, shape, and location. Changing preferences include the demand from both young and old for more compact, connected, and amenity-focused environments. The desire for these types of environments are driving the relocation of people, jobs, and ultimately prosperity. Chapter 1. Introduction 5 �Local and Regional Plans In addition to the previous Comprehensive Plan, this planning effort reviewed and builds upon a number of other documents such as: Berrien County Master Plan (2015) This plan provides overall guidance in managing the growth, preservation, and development of the County, much of which is carried out by local governments. St. Joseph Charter Township Parks and Recreation Plan (2014) This plan provides a guide for future park and recreation planning in the Township through 2018. It includes an inventory of all recreational assets along with goals, objectives, and actions for the future. Southwest Michigan Non-Motorized Transportation Plan (2011) This plan provides a non-motorized transportation vision for southwest Michigan advocating collobaration, coordinated funding, and connectivity between communities. Others Plans Include: • What Moves You, TwinCATS? 2013-2040 Long Range Transportation Plan • Development Program for Hollywood Road: St. Joseph Charter & Royalton Townships (2008) • Moving Forward: A Plan for Public Transit in Berrien County (2014) • Low Impact Development Manual for Michigan • Comprehensive Economic Development Strategy (2013) • • City of St. Joseph Master Plan (2015) City of Benton Harbor Master Plan (2011) • Village of Shoreham Master Plan (2009) CREATING THE MASTER PLAN A collaborative effort, the Master Plan process began in 2014 and was developed with the input and support of many citizens as well as members of the Township Board, Planning Commission, staff, and advisors. The planning process included the following general steps: Right: Information Gathering at Riverview Park. Far Right: Public Workshop at the Township Hall. 6 Chapter 1. Introduction St. Joseph Charter Township Master Plan �Phase1–ProjectStart-Upand Community Engagement • Initiate Master Planning process and develop a scheduled work plan • Establish a steering committee with a mix of Township staff, residents, and consultants • Discuss issues, opportunities, trends, and community values via community workshop and various steering committee meetings Phase2–StudyandAnalysis • Conduct data gathering and research • Continue to meet with the steering committee members to refine the community’s vision and goals • Gather input and feedback from the community via publicized information gathering booths as well as a graphic preference survey • Present the culminating St. Joseph Charter Township Community Vision document and make it available on the Township website Common Themes Throughout the planning process several overriding themes emerged: 1. Predominantly a bedroom community, the Township is an established, stable, and attractive place to live. The neighborhood character will be preserved and enhanced; and the natural environment protected and better integrated into the community. 2. Township land is nearly 100% occupied. Future growth will be within infill and redevelopment opportunities and in certain areas with increased density where appropriate. 3. Projected population within the Township and County predict minimal growth. An aging population will desire to age in place with appropriate housing options, convenient access to goods, services, and entertainment. Places with a mix of uses that are distinctive and contribute to the community’s overall vitality are preferred. Phase 3 – Master Plan Documentation4. A wider range of housing options, both existing and new construction, will be andAdoption encouraged. Places will be better connected; • Work with the Planning Commission and streets will create an attractive public realm, Township Board to refine goals, objectives, and more opportunities will be created to data gathering, and implementation strategies walk and bike. • Prepare and distribute a draft of the Plan 5. Future population growth is needed for sustainability. New household growth will • Hold a Public Hearing, leading to formal bring additional consumer spending and adoption and endorsement of the Master Plan improve economic sustainability for local government services and private business. St. Joseph Charter Township Master Plan 6. Cooperation with other communities, agencies, and regional job growth will aid in future economic sustainability. Job growth within easy commuting distances will provide opportunities for increased household incomes for existing and future residents. Plan Organization This Plan is organized by subject area. Each chapter, or “plan element”, contains relevant data (gathered from the census, other agencies, plans and documents), public input results, discussion of future trends, analysis, and recommendations. The Township’s vision and guiding statement are included along with goals, objectives, and actions to achieve and support the Future Land Use Plan. An implementation matrix provides project priority, timing, potential funding sources, and entities capable or responsible for implementation. With this understanding, Township officials seek the help and cooperation of its citizens and those interested in participating in realizing the vision set forth in this Plan. Chapter 1. Introduction 7 �CHAPTER 2. COMMUNITY PROFILE SETTING AND HISTORY Settlement and Early Days St. Joseph Charter Township is a community of approximately 10,000 people located on the east shore of Lake Michigan, almost directly across the lake, some sixty miles from Chicago. Situated in the northwest portion of Berrien County, it enjoys a high level of regional and national access due to the area’s airport, rail, and highway network. In 1675, Jacques Marquette, the first pioneer to set foot in Berrien County discovered the St. Joseph River during his expeditions to map the northern Mississippi River. As settlers located further inland, the river became their link to the outside world. The strategic importance of Southwestern Michigan to the early pioneers is emphasized by the struggle for its control. The old Fort St. Joseph at Niles was owned at various times by France, Spain, and England before it finally became a territory after the Revolutionary War. Besides Lake Michigan, its most significant natural features include the St. Joseph River and Hickory Creek which trisect the Township. The Township is neighbored to the north by the Cities of St. Joseph and Benton Harbor, to the east by Benton Township, to the southeast by Royalton Township, and to the south by Lincoln Township. Michigan Wisconsin The area serves as a hub for the rural districts and smaller adjacent communities. Nearby cities include Michigan City, Indiana; South Bend, Indiana; Kalamazoo, Michigan; and Holland, Michigan. The Township’s first permanent settler arrived in 1780 but it was another 50 years before true settlement began and the Township incorporated in 1832. In 1836, opening of the Territorial Road and improvements to the harbor increased travel between Detroit and Chicago. Beginning in 1885, the area began to develop its industrial potential which included primarily Foundry, Machinery, and Food Processing industries. St. Joseph Charter Township 50 Miles Right: Regional Setting and Location Map Berrien County Illinois 8 Chapter 2. CommunityProfile 100 Miles 150 Miles Ohio Indiana St. Joseph Charter Township Master Plan �Mid-Century Growth Organized in 1832, land in the Township was predominantly agricultural until the middle to late 20th century brought more growth as the automobile spurred construction of suburban and highway commercial development. Fair Plain, located in the northeast portion of the Township, followed a more “traditional” pattern of development with a gridded street network and identifiable center at the intersections of Napier and Colfax Avenues. Across the St. Joseph River, several natural and man-made corridors resulted in a more fragmented street network and predominantly residential land use. Commercial and industrial uses were located and spread out along Niles Avenue, Hilltop Road, and Lakeshore Drive (currently within the Village of Shoreham). Recent History Recent decades have continued to bring new development to the Township with many businesses and services locating closer to highways and the interstate. And while Township land is nearly built out there are some remaining developable areas. A number of industries are located in its Palladium Drive Business Park, and it seeks to attract more to increase the community’s tax base. Property is still available for residential growth but it is anticipated that redevelopment in certain areas aimed at providing a growing need for a variety of housing types will occur. Meanwhile, maintaining the Township’s reputation as a quality, upper-class bedroom community is important. St. Joseph Charter Township Master Plan PHYSICAL CHARACTERISTICS Land Use St. Joseph Charter Township has an area of nearly 7 square miles with a mix of land use and development types. Existing land use within the Township includes residential, commercial, industrial, recreation and open space, waterfront, community facilities (public/ semi-public), and some agricultural. The community enjoys several parks and natural spaces that provide residents with access to local amenities and a quiet, attractive quality of life. The existing land use pattern and future land use plan are to a great extent defined by major transportation and natural corridors. The St. Joseph River bisects the community into two halves - each predominantly residential but with the western half host to much of the Township’s industry and businesses. Interstate 94, Hickory Creek, and the railroad further separate areas in the western half of the Township. Natural Environment The area owes its existence, evolution, and present physical structure to the geological forces which shaped Michigan during the Ice Age. As the glaciers advanced and retreated, they left rolling topography and deposited an assortment of soils. Melting ice drenched the land with water which eroded the hills, filled depressions with silt, and cut new ravines as it ran off. The St. Joseph River became the main draining channel in the area emptying into Lake Michigan and establishing the site of the community. Most of Berrien County is in the St. Joseph River drainage basin. One of the larger drainage basins in Michigan, major tributaries to the St. Joseph River include Coldwater River, Prairie River, Pigeon River, Little Elkhart River, Elkhart River, Dowagiac River, and the Paw Paw River. The Township is near the 42nd parallel north, which is the circle of latitude 42 degrees north of the equatorial plane. At this latitude, the sun is visible for 15 hours, 15 minutes during the summer solstice and 9 hours, 7 minutes during the winter solstice. The climate of the area is influenced by the prevailing winds from the west which are cooled in summer and warmed in winter as they pass over Lake Michigan. The mean annual temperature for the county is fifty (50) degrees and the mean annual rainfall is thirty-nine (39) inches. This moderate climate contributes to its agricultural diversity and is ideal for fruit cultivation. It is also well known for attracting visitors to the extent that it has been a tourism destination since the late 1800s. The primary soil types identified in the Township can be found on the Soils Map (page 43). Soils within the Township are predominantly welldrained with moderately well-drained soils in the northwest and southwest corners. The poorly drained soils are mostly located in the flood plain areas of various creeks and the St. Joseph River. These areas are illustrated in the Flood Potential Map located in this chapter (page 11) and the Wetlands Map (page 44). Chapter 2. CommunityProfile 9 �I Legend Woodw ff Blu ard Parker May l I U ti c a eca Carrie Maple Locust Kevin Napier Broadmoor Lombard Russell Krolow Commonwealth Fairplain Lu Al Roncy Marral od Bluffwo Lincoln McLin Kim Marvin Dozer E I 94/Nile M an i t o u s dium Palla 4 Royal Crest Lonesome Pine 4 Cambridge Cambridge Maiden Arlington Kedzie K nox Celina EI9 Nash Meade Valley Estates E s ta t e s Ravine ey v ie w Tennis Lattimer WI9 y Eas Bluffwood Ansley Miller Vineland Ventnor Bluffwood Sheridan Clemens Old Hickory Commonwealth Elm Samuel il Tr a Washington Tanbark H ic C ko Hi re ry llv ek ie w a Marilyn Sa nd r Cleveland k on Garden Va ll ol i a gn r re es ho La k Wissing Maiden Grant Dozer Austin Meadow Wadena Carley Estates George Anthony Field Trebor n sei La w Valley Vie Churchill ga s Tucker Westwood C ir c l e Tra f al r ve Briarcliff le Ni Shoreham ey View Vall Acorn tview es Cr Chapter 2. CommunityProfile Trail Aurilla Nelson Lake Bluff Woodgate WIGHTMAN& A SSOCIATES, INC. Oakridge Jean Ann Hickory Heights Ma Data Sources: Wedgewood Fairlawn Aurilla Lake Michigan Ri Brown School Willow Vinewood Susan Shoreham N:RTV SELUM A. St. Joseph Charter Township Master Plan Berrien County GIS State of Michigan Geographic Data Library Karen Ri ve rb en d h ep os Yu Downey Jakway tJ in Sa Hanley M anor Delaware Brownway Jamesway Brenda a Bri stol Existing Land Use Map Cedar Cam elo t August a Ea Lo r r e st H ill s Lo r Hoover Hunter Brownway Spencer Fisk Lormar Harry Dell A r bor State Lynn An n Fo int Po gle Essex Viking Chippewa Lyola ca Point rside t Rive Poin Pi ne Hawthorne Gary Lynwood Lydia Brunn Railroad Dale Wagner Hilltop Village of Shoreham 10 Montezuma n Napier Township Boundary Roads Bradford Pontiac oc si Western Ottawa Blac k M /. I Parcels 131028 haw k Limited Industrial Shawnee Miami Onondaga Cayuga Royalton Heights 1111 1111 Community Facilities 1111 Recreation/Open Space 1111 Water Oriented i n Se - I. Automotive Oriented Commercial D r dso Win 1111 Low Density Residential 1111 High/Medium Residential 1111 Commercial ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN St. Joseph Charter Township Master Plan �Legend Parker Ill Homes vulnerable to Flooding M ay ds Win 100 Year Floodplain or ( Lombard Commonwealth Elm il Tr a Washingto n Maple Celina Ked zie Kevin Napier Fricke Gerald Krolow Russ ell Marral Roncy Bluffw o Royalton Heights Lincoln McLin Meade Marvin WI9 y E as od Doze 4 EI9 M an i t o u P 4 EI9 r 4/N i le s i um all ad Cambridge M ai den Dell A r bor Ca mb ridge Arlington Royal Crest Lone some Pine Nash Knox Lattimer Ki m Estates E st a t e s Old Hickory Bluff wood Bluff wood Ansley Miller Clemens Locust r y vi e w Va l le Tenn is Carrie Tanbark H ic k Hi re ory llv ek ie w C ra M ar ily n Sa nd Cleveland k on G a rd en Wissing or e sh ke La Grant Sheridan Vineland Ventnor e D o ze r o lia s gn r ve ile Maiden Carley Estates George Anthony estview Cr Woo Heights C ir c le Austin Lake Bluff dgat e M e adow L w Valley Vi e O a kr i d g Tu cke r Westwood Field Trebor e in as N Trail Va lley C h u r ch i l l View ga Tr a f a l Ri H i cko r y Aurilla Wadena Briarcliff ve rb en d h ep Fairlawn Nelson O u te r Downey Brenda Jean Ann Valley Ma St. Joseph Charter Township Master Plan Wedgewood Aurilla Acorn Willow Vine wood Susan Brownway Jamesway os Karen J nt M anor August Jakway Ri Shoreham Shoreham Hoover Brownway ra Bri Brown School Lake Michigan Fairplain Samuel ra Ea Lo i Sa Yu e lo t Gary Spencer Lo H i ll s r e st P oi nt t Poin Fo rsi de L yn n An n Rive int Po e gl stol H a nl ey Viking C am Dale Lynwood Ly dia Lu Al State Wagner Hilltop Essex Cedar Harry Hunter Hawthorne 131028 Fisk Lormar ! Pine WIGHTMAN& A SSOCIATES, INC. Chippewa Napier Brunn Township Assessor Database Download 11/2/2016 FEMA Berrien County GIS State of Michigan Geographic Data Library Bra dfo rd Broadmoor Mont ezum a n ( Flood Potential Map Data Sources: Ottawa Lyola si Western Pontiac oc a c Railroad M Roads aw k ) Village of Shoreham Seneca Cayuga S haw n ee Miam i CJ Township Boundary U ti c a Onondaga ckh Parcels Bla ~ ~ uff Bl liv e O ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Chapter 2. CommunityProfile 11 �TRANSPORTATION AND MOBILITY Street and Highway Network A balanced, efficient, and well-connected transportation system provides access to goods, services, and community resources, and supports land use development through a variety of modes. The primary mode of transportation within the Township is the automobile but residents, visitors, and businesses are also served by a network of developing bicycle and pedestrian facilities, waterways, air, rail, and bus service. Roads within Michigan and across the country are categorized by the National Function Classification (NFC) System. The functional classification determines the type of traffic a street will carry and the level of access it requires to serve adjacent land uses. This hierarchy is related to the number of vehicles (traffic volume) a street is designed to accommodate. The NFC system classifies roads into the following categories: Transportation Planning and TwinCATS A metropolitan planning organization (MPO) is a transportation policy-making organization made up of representatives from local government and transportation authorities. The Southwest Michigan Planning Commission (SWMPC) is the designated MPO for the Benton Harbor/ St. Joseph urbanized area, also known as the Twin Cities Area Transportation Study (TwinCATS). TwinCATS develops and maintains the Long-Range Transportation Plan (LRTP) for the area and develops a Transportation Improvement Program (TIP) based on the goals of the LRTP. What Moves You, TwinCATS, 2040 Long Range Transportation Plan, approved in 2013, provides inventories of existing transportation systems, goals for improvement of these systems, and specific project recommendations. For more information about transportation-related issues, please refer to the aforementioned TwinCATS 2040 Long Range Transportation Plan. 12 Chapter 2. CommunityProfile RoadClassification PrincipalArterials These roads generally carry long distance, through-travel trips. They also provide access to important traffic generators, such as major airports or regional shopping centers. Examples include interstates, freeways, state routes between and within large cities. An example within the Township is Interstate 94. Minor Arterials These roads are similar in function to principal arterials, but shorter in length and serve lesser traffic generators. Minor arterials focus on regional connectivity and place more emphasis on land access. Examples within the Township include M-63/ Niles Road and Red Arrow Highway/ Lakeshore Drive (Business Loop 94). Collectors These roads provide more access to property than arterials and funnel traffic from residential and rural areas to arterial roads. Collectors in the Township include, among others, Napier Avenue, Colfax Avenue, Hilltop Road, and Cleveland Avenue. Local These roads provide access to property and homes and are not designed to accommodate high volumes of traffic. Examples include residential streets and lightly-traveled county roads. Local streets in the Township include, among others, Maiden Lane, Fair PlainAvenue, and Vineland Road. Among the roads in St. Joseph Charter Township, state routes such as Interstate 94 and M-63 are under the jurisdiction of the Michigan Department of Transportation. Primary and local roads are maintained by the Berrien County Road Commission with the State Motor Vehicle Highway Fund matched by Township funds. Access Management An effective way to improve the character and function of thoroughfares is through Access Management. Many of the existing driveways and parking areas serving commercial and office developments are not interconnected and serve only one parcel. By consolidating driveways and connecting destinations with shared access, the Township could improve safety, traffic flow, and aesthetics. The greatest benefit would come from implementing access management along major routes such as Niles Road, near major intersections, and as new construction or redevelopment site plans are reviewed. St. Joseph Charter Township Master Plan �Legend Road Classification . Interstate Highway County Road - Primary County Road - Local Paved County Road - Local Unpaved Napier I Village of Shoreham Local Roads Fairplain D Township Boundary Wester n Colfax Parcels Miam i /I State Highway D May Hoover Hilltop Railroad Jakway Washington Hawthorne N ile s tJ in Sa Thoroughfare Classification Map h ep os Ri H ic C ko re ry ek r ve Brown School 94 I .•• I I L 1 '--" Lincoln l BR ¦ ¨ § I -L ..- ~ Nelson I I J I ~1._ I I I I I r1 __JI Maiden A 131028 St. Joseph Charter Township Master Plan r ze Do 94 Data Sources: WIGHTMAN& A SSOCIATES, INC. 63 ¦ ¨ § jr~ Berrien County Road Commission Berrien County GIS State of Michigan Geographic Data Library L---1_ 9 : r-•-,-.--••" _,,4 i j I Vineland I Hollywood Cleveland Lake Michigan I Royalton Heights _,.,. Shoreham ' ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Chapter 2. CommunityProfile 13 �Pavement Conditions Non-Motorized Infrastructure Pavement Surface Evaluation Rating, or PASER, is a visual test of the surface condition of the road focused on pavement conditions prepared each year by the Southwest Michigan Planning Commission, Berrien County Representatives, and the Michigan Department of Transportation. PASER uses 10 separate ratings to evaluate the distress of pavement and groups the 10 ratings into three categories based upon the type of work that is required for each rating: Routine Maintenance (Good), Capital Preventative Maintenance (Fair), and Structural Improvement (Poor). The Transportation Asset Management Council (TAMC) utilizes the most current data available as of 2016. Where data was not available, the previous year’s data was used. As such, some improvements have been made and accuracy of the map is not guaranteed. The Township is committed to providing a variety of non-motorized transportation options to residents and visitors; and is well positioned to benefit from and support regional efforts to enhance pedestrian and bicycle facilities. Regional initiatives aimed at expanding and connecting non-motorized pathways include efforts by The Strategic Leadership Council Taxpayer Group, SWMPC, TwinCATS, and MDOT. Other Transportation Types Rail freight service, provided by CSX, runs north and south through the Township with Amtrak offering passenger service in the Cities of St. Joseph, New Buffalo, and Niles. The nearest commercial airports are located in South Bend, Indiana and Kalamazoo, Michigan with smaller general aviation airports in Benton Harbor, Watervliet, Berrien Springs, and Niles, Michigan. The Twin Cities area is also served by both commercial and recreational harbor facilities. Bus service is available through four separate public transit agencies within the County. Several transit focused studies have called for improved coordination and service. The Township should support these efforts and others as public transportation becomes increasingly important. 14 Chapter 2. CommunityProfile The Non-Motorized Infrastructure Map, shown right, includes existing and proposed routes within the Township. Locations for potential trail head and pedestrian crossings are illustrated to ensure improvements are coordinated. Within the Township, better pedestrian and bicycle facilities for recreation are very desirable and should be pursued in future planning efforts. Legend PASER - Road Condition 0 Most Current: - Poor Elvern ::::a: Fair N.:. ie.- Ave :::a:Good Ho<1'1<tAv Eloise Dr BRIDGE CONDITION - NBI: Q Fair e Good • Poor St.Joseph CharterTownship Source: Michigan TAMC, www.mcgi.state.mi.us/MITRP/Data/paserMap.aspx St. Joseph Charter Township Master Plan �I LEGEND E X ISTING BI K E FUTURE BI K E L A NE ✓ /I I I l L A NE E X ISTING NON-MOTO R I Z ED TR A IL f I FUTURE NON-MOTORIZED TR A IL I PROPOSED TR A IL 1111 I I I PA RKS ' . P A RCELS D TO W NSHIP BOUND A R Y V ILLAGE OF SHOREH AM RO A DS I ---+------+---- R A ILRO A D I I I Non-Motorized Infrastructure Map P¡PC 0 P¡TH 0 ~1MD) (20 I I I I I I Cedar I - . ,__ Hanl~ Vik1~ 1 Lake Michigan N:M ¡S. JCT. \ \ \ \ \ \ \ .. .----""!••\ ST • ..JCJIIEPH CHARTER TOWNSHIP NATURE TRAIL MAP 2003 SOUTHWEST MICHIGAN PLANNING CCJMMIBBCJCJN St. Joseph Charter Township Master Plan \ Chapter 2. CommunityProfile 15 ~ �COMMUNITY FACILITIES Recreational Facilities Public Works Department St. Joseph Charter Township offers a wide variety of services and facilities to its residents and businesses. Additionally, community facilities provided by entities other than the Township, such as schools, utilities, and healthcare facilities, play an important role in the lives of citizens. The quality, availability, and cost of these services impact growth and redevelopment in the Township as well as quality of life. A map showing the locations of community services and critical facilities in the Township can be found in this chapter. In January, 2014, the St. Joseph Charter Township Parks and Recreation Committee updated the Park and Recreation Master Plan for the Township. An inventory of these existing facilities can be found within the document available at the Township Hall; their locations are illustrated on the Community Facilities Map. The Township’s public works department is located at Eaton Park. This department’s primary areas of responsibility consist of sewer maintenance, parks maintenance and construction, and upkeep on the Township’s buildings and grounds. Road maintenance is provided by the Berrien County Road Commission, except for the state highways, which are maintained by the State Highway Commission. Township Hall All Township governmental and business functions take place at the six thousand (6,000) square foot facility located on approximately ten (10) acres at 3000 Washington Avenue. This building includes a meeting room complex, presently meets all requirements, and is anticipated to do so for the foreseeable future. Schools The educational facilities and school systems which serve the residents are vital factors in the growth and development of the Township. The community is served by the St. Joseph Public Schools, Benton Harbor Area Schools, Berrien County Intermediate School District, Lakeshore Public Schools, and various Parochial Schools. 16 Chapter 2. CommunityProfile Fire Protection The Township has two fire stations with one located on each side of the river. Built in 1989, Fire Station No. 1 was constructed on the premises of the Township Hall. In 2009, Fire Station No. 2 was constructed in Fair Plain near the Napier and Colfax Avenue intersection. At the time this document was prepared, the St. Joseph Charter Township Fire Department consists of twenty (20) volunteer firemen, including two chiefs. The high quality of their training, equipment, a municipal water supply, and four (4) fire trucks, allows the Township to maintain a good fire insurance rating. Solid Waste Curb side refuse service is provided for residences by the Township through a contractual arrangement with a private hauler. Commercial and industrial customers have to contract individually for waste collection. St. Joseph Charter Township is a member of the Northwest Berrien County Sanitary Authority. Police Protection The Township Police Department is located on the premises of the Township Hall. At the time this document was prepared, it was staffed by eleven (11) full-time officers, including the chief, three (3) part-time officers, with five (5) squad cars being used on a regular basis. These officers and support staff provide around the clock service and protection for the Township. St. Joseph Charter Township Master Plan �Legend Township Hall & Police Department * # Fire Station Q Department of Public Works Tr ail Carrie Kevin McLin Maiden Shawnee Napier Lombard Krolow Russell Marral Roncy Lu Al Bluffwo 4 Royal Crest Lonesome Pine Dell Arbor Cambridge Do Lincoln Kim Cambridge r ze dium Palla Arlington Maple E Nash I 94 od E I 94/N iles M an it ou WI9 y Eas Meade ra Celina Kedzie K nox Locust r Estates E s ta te s ie w e yv Va ll Tennis Ravine Wissing re es ho La k o li a gn Ventnor Marvin Dozer Maiden Vineland Old Hickory Trebor Meadow Lattimer Clemens Royalton Heights Washington Tanbark H ic C ko Hi re ry llv ek ie w Sa nd Cleveland Ma rilyn s k on r ve le Ni Austin a Carley Estates Bluffwood Bluffwood Ansley Miller Wadena George Anthony Field Grant Sheridan C ir c l e Tra f al g ein Las w Valley Vie tview es Cr St. Joseph Charter Township Master Plan Tucker Westwood Valley ey View Vall Acorn Churchill Lake Bluff Woodgate WIGHTMAN& A SSOCIATES, INC. Trail Aurilla Nelson Ma I_ _ I Oakridge Jean Ann Heights Lake Michigan Berrien County GIS State of Michigan Geographic Data Library Southwest Michigan Planning Commission Township Assessor Database Download 11/2/2016 Wedgewood Fairlawn Aurilla Briarcliff Jakway Ri Brown School Shoreham Data Sources: Willow Hickory Downey Ri ve rb en d Vinewood Susan Delaware Brownway Jamesway h ep os Garden M anor Dale a tJ in Sa stol Karen Fairplain Samuel Lo r Bri Cam elo t Yu Shoreham Hoover Brenda a Ea t oin eP gl Essex Hawthorne Hanley Fisk Lormar Gary August Spencer Lo r Fo r e s t Hi l l s Lynn An n Pi ne Railroad Point rside t Rive Poin Roads Commonwealth Lynwood Lydia Brunn Cedar Commonwealth Elm Wagner Hilltop Village of Shoreham Viking Harry Hunter Township Boundary Community Facilities Map Chippewa Lyola Montezuma n Bradford Napier State Parcels Western Pontiac Miami Blac k si Cayuga Ottawa ( Recreation/Open Space 131028 haw k ) Cemetery or eca Senior Living Community n Se i ï ca Church oc î (, U ti c a Onondaga M School May ds Win * ) k ff Woodw ard Blu Parker ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Chapter 2. CommunityProfile 17 �Sanitary Sewers Municipal Water The Township collection system began service in 1975 and consists of approximately fifty-two (52) miles of 8”-12” internal diameter clay, steel, or PVC pipe and twelve (12) lift stations. The lift stations are all factory-built, steel drywell, concrete well-type with capacities ranging from 100 GPM to 1000 GPM. Maintenance on the system is provided by the Township. The collection system is owned by the Township. Municipal water service for the Township is contracted from the City of St. Joseph for District 1 and 2. The majority of the distribution system was constructed in 1971 and is the property of the Township, with operation, maintenance and water treatment/ supply provided by the City of St. Joseph. In 2012, the Hickory Creek Interceptor Sewer repair project lined approximately six (6) miles of deteriorating corrugated metal sewer. The interceptor includes sixteen (16) metering stations and was completed in conjunction with Royalton and Lincoln Townships. The Township is one of three member communities of the Southwest Michigan Regional Sanitary Sewer and Water Authority, which owns, and manages the Interceptor and Lift Station that pumps to the Treatment Plant. The service area includes the entire Township, with the area north and east of the St. Joseph River designated as District 1, and the area south and west of the river designated as District 2. All of this wastewater is treated and disposed of by the Benton Harbor/ St. Joseph Joint Sewage Treatment Plant. The Benton Harbor/ St. Joseph Joint Sewage Treatment Plant is owned by the two cities, with St. Joseph Charter Township and other area municipalities contracted for treatment services. The plant is an activated sludge type with separate anaerobic sludge digestion, chemical treatment for phosphorous removal, and sludge dewatering by vacuum filtration. 18 Chapter 2. CommunityProfile Municipal water is available throughout the entire Township, with adequate pressure being supplied by pumping stations and two elevated storage tanks. It is anticipated that some maintenance to the distribution system will be necessary given its age. The distribution system is owned by the Township and the pumping stations/elevated tanks owned by the Authority. Stormwater Infrastructure Stormwater infrastructure within Michigan Townships is not commonly owned or operated by the Township but rather under the jurisdiction of the County Drain Commissioner, County Road Commission, or private entity with regulatory oversight at the State or Federal level. The Township’s need or desire to alter this common arrangement will depend on its growth strategies or desire to accommodate development as it would likely result in assuming responsibility for the stormwater infrastructure. Instead, the Township should continue to actively dialogue and engage within the existing framework as much as possible to realize its goals and objectives. Electrical and Natural Gas Services Indiana-Michigan Power provides electricity services to the Township and its residents. With Cook Nuclear Plant in Lake Charter Township, electrical energy continues to be in good supply in the foreseeable future. Michigan Gas Utilities provides natural gas services virtually throughout the Township and supply is considered adequate to meet demands. SAW Grant Commonly known as the SAW grant, the Stormwater, Asset Management, Wastewater Grant is a program for the Township to inventory and assess their sanitary and stormwater sewer systems. Asset management plans will evaluate the system, analyze funding and costs and establish a framework for the Township to regularly maintain and repair infrastructure. A Geographic Information System (GIS) will be established, using the inventory and assessment data, for the Township. This will provide a tool to sustain, reference, and manage utility information in the future. The State grant was awarded in conjunction with the Southwest Michigan Regional Sanitary Sewer & Water Authority. Members include St. Joseph Charter Township, Lincoln Charter Township, and Royalton Township. Awarded in fiscal year 2017, it is to be completed within three years. Next steps include a full inventory of the sanitary sewer assets and assessment of those assets including manhole structures, sewer pipes, and lift stations. St. Joseph Charter Township Master Plan �DEMOGRAPHICS The following section describes the population and socioeconomic statistics, housing, and travel trends of St. Joseph Charter Township. Population Based on data published by the U.S. Census Bureau, there were 10,028 people living in the Township in 2010; a decrease of 14 people from the population recording in 2000. Table 1 presents the population trends from 1970 to 2010, and includes projections through 2050 for St. Joseph Charter Township, Berrien County, and the State of Michigan. Table1-PopulationTrendsandProjections 1970 1980 1990 2000 2010 2020 2030 2040 2050 St. Joseph Charter Township Berrien County State of Michigan 9,613 9,961 9,613 10,042 10,028 10,125 10,216 10,307 10,398 164,191 171,276 161,415 162,453 156,813 158,489 158,922 160,184 161,238 8,881,826 9,262,078 9,295,297 9,938,444 9,883,640 10,695,993 10,694,172 11,077,809 11,395,423 Berrien County’s population declined sharply by almost 10,000 people between 1980 and 1990. While the population rose slightly in the 1990’s, the number of people dipped again by 2010. A very slight increase is projected moving forward. According to the 2015 Berrien County Master Plan, when population trends are analyzed at the municipal level, the data shows population swings throughout the county with hot spots of population explosions, areas of slight increases, and others in decline. Most significantly, the village and urban landscapes in the northern portion St. Joseph Charter Township Master Plan of the county decreased in population while the surrounding rural areas increased, indicating a sprawling pattern of population growth. Similarly, the City of St. Joseph Master Plan, completed in 2015, indicated a declining population projection for the urbanized area which includes St. Joseph Charter Township and the cities of St. Joseph and Benton Harbor. Although there is no way to predict the population growth with certainty, it is important to consider these forecasts while developing public policy and land use regulations. Because St. Joseph Charter Township is nearly builtout, its best hope is a slight increase in population if current land use and development patterns continue. Much will depend on other factors such as the economy, enhancements that build on the community’s character and its assets, and the demand for infill and redevelopment. Age Distribution The age distribution of a community can be an important factor in identifying the social and economic trends as well as publics service needs. In St. Joseph Charter Township, the median age was 46.2 in 2010; an increase in 4.1 years from the recording in 2000. As shown in Table 2, the Township’s median age is higher than both the State of Michigan and Berrien County. Table2-MedianAge Median Age - 2000 Median Age - 2010 Change in Median Age St. Joseph Charter Township 42.1 46.2 4.1 Berrien County State of Michigan 37.4 41 3.6 35.5 38.9 3.4 Chapter 2. CommunityProfile 19 �While St. Joseph Charter Township is aging, between 2000 and 2010 the group with the highest growth rate was 85 years and older, followed closely by those 55-59 and 60-64 respectively. Table 3 describes the change in the percentage of the total population for each age group during that period. TableAge 3Distribution Age Range (Years) 0-4 5-9 10-14 15-19 20-24 25-34 35-44 45-54 55-59 60-64 65-74 75-84 85+ 2000 2010 534 638 804 618 279 983 1,645 1,601 588 518 953 705 176 510 540 691 639 358 939 1,158 1,681 819 699 987 697 310 Percent Change 2000-2010 -0.1% -4.5% -15.4% 3.4% 28.3% -4.5% -29.6% 5.0% 39.3% 34.9% 3.6% -1.1% 76.1% Source: US Census Bureau 2000, 2010 In addition to the Township, population trends for Berrien County and the US indicate an increasing senior population. Access to appropriate housing, goods and services, particularly health care, and transportation will be a growing concern. Another concern facing the Township is the loss of residents aged 20-44. This age group is typically comprised of young, educated professionals, and working families with children that support local districts. While all age groups are important to a community, the 20-44 age group can be seen as an indicator for vitality and overall health. Its loss is significant because it represents the prime years for family formation, which, in concert may translate into a decline of school-aged children. 20 Chapter 2. CommunityProfile Table4-HouseholdCharacteristics 2000 2010 Percent Change 2000-2010 Family households Households with individuals under 18 Households with individuals over 65 Households with householder living alone Total number of households 2,949 2,913 -1.2% 1,284 1,162 -9.5% 1,314 1,410 7.3% 1,013 1,050 3.7% 4,094 4,140 1.1% Average Household Size 2.45 2.42 -1.2% Source: US Census Bureau 2000, 2010 Table5-EconomicandEducationCharacteristics Median Household Income (In Dollars) Per Capita Income (In Dollars) % of Families in Poverty % with High School diploma or higher % with Bachelor’s degree or higher St. Joseph Charter Township 61,082 Berrien County State of Michigan 44,701 49,087 34,427 24,304 26,143 4.9% 17.7% 15.8% 95.6% 88.3% 89.3% 37.3% 24.8% 26.4% Source: American Community Survey, 2010-2015 St. Joseph Charter Township Master Plan �Household Characteristics The median value of an owner-occupied home according to the 2010-2015 American Community Survey estimates was $151,300. This is higher when compared to the median values for the County and State, which are $131,600 and $122,400 respectively. Between 2000 and 2010, the total number of households in St. Joseph Charter Township increased by about 1% while the average household size decreased (Table 4). This is consistent with trends as more people are remaining single and families tend to have fewer children. Approximately two thirds of the housing was built prior to 1969 (Table 7). Further related information can be found on the Residential Property Age Map (Page 46) and Residential Property Value Map (Page 47) The median household income in St. Joseph Charter Township is more than that of the State and Berrien County (Table 5). Educational attainment is greater in the Township while the percentage of the population that falls below the poverty level is lower when compared to the County and State. Housing in the Township is generally well maintained and the predominant housing type is detached single-family structures. As shown in Table 6, 3,642 units, or 88%, are owner-occupied housing with only 498, or 12%, being renter-occupied. TableAge 7ofHousingStock Table6-HousingUnitSummary St. Joseph Charter Township Number Total Housing Units Occupied Housing Units Owner-Occupied Renter-Occupied Vacant Housing Units For Rent Rented, Not Occupied For Sale Only Sold, Not Occupied For Seasonal Use All Other Vacant 4,434 4,140 3,642 498 294 39 5 69 11 96 74 Berrien County % Number 93.4% 88.0% 12.0% 6.6% 13.3% 1.7% 23.5% 3.7% 32.7% 25.2% 76,922 63,054 45,063 17,991 13,868 2,334 111 1,379 282 7,204 2,558 St. Joseph Charter Township Master Plan St. Joseph Charter Township State of Michigan % Number 82.0% 71.5% 28.5% 18.0% 16.8% 0.8% 9.9% 2.0% 51.9% 18.4% 4,532,233 3,872,508 2,793,342 1,079,166 659,725 141,687 6,684 77,080 17,978 263,071 153,225 % 85.4% 72.1% 27.9% 14.6% 21.5% 1.0% 11.7% 2.7% 39.9% 23.2% Year Built 1939 or earlier 1940 to 1949 1950 to 1959 1960 to1969 1970 to 1979 1980 to 1989 1990 to 1999 2000 to 2009 2010 or later Berrien County State of Michigan Number % Number % Number % 395 209 1,149 1,039 647 279 458 279 18 8.8% 4.7% 25.7% 23.2% 15.5% 6.2% 10.2% 6.2% 0.4% 13,752 6,591 12,899 11,173 10,204 6,724 7,922 7,259 286 17.9% 8.6% 16.8% 14.5% 13.3% 8.8% 10.3% 9.5% 0.4% 692,147 367,451 698,088 552,261 701,671 450,502 584,962 466,547 19,090 15.3 8.1% 15.4% 12.2% 15.5% 9.9% 12.9% 10.3% 0.4% Chapter 2. CommunityProfile 21 �Employment Conclusion A key driver affecting demographics is employment. People follow jobs. The Township like most parts of the country felt the economic impact of the Great Recession. The demographics of St. Joseph Charter Township follow the cyclical pattern of all communities. As a community develops younger people and their families move in to take advantage of housing and employment opportunities. Eventually, growth slows and the population ages. Older people then begin to “downsize” and relocate to alternative housing and younger people move into the homes being sold by empty nesters and seniors and the cycle begins again. An indicator of that impact is shown by considering data provided by the U.S. Census Bureau through the County Business Patterns report. The report shows the number of companies and employees in total and by employment sector. The following table provides information for three years. Shown are 2003 from the Pre-Recession period; 2010 at the generally agreed “bottom” of the Great Recession; and, 2014 during the Recovery period and the latest year for which data are available. The columns to the right illustrate the changes in employment that occurred between 2003 and 2010 as the economy slid into the Recession. The changes between 2010 and 2014 as the economy recovered and the latest year are shown. Also, the changes between 2003 and 2014 are listed to show the overall shift in the economy. While overall Berrien County had 475 fewer employers and 5,789 less employees in 2014 than in 2003 the recovery has been significant. Despite a continued loss of companies between 2010 and 2014, there were 3,849 more persons employed during that period. Looking at the individual employment sectors shows that not unlike most of the country, many of the jobs that were lost were in the manufacturing sector. Over eighty percent of the jobs lost were in that sector. However, manufacturing jobs account for one-third of all jobs restored since 2010. Three other employment sectors; administrative, educational services, and health care combine to restore another one-third of the jobs. The recovery, while not complete, does show a positive trend in creating jobs lost during the recession in Berrien County. 22 Chapter 2. CommunityProfile There is nothing in the demographics to suggest that the cyclical pattern will change. The Township is currently in a “transition” period. After growing during the post-World War II period the population “peaked” in 1980 and declined until 2010. The several decades will see modest growth as younger residents move in. Overall, during the coming years the Township will experience the following: • Very modest increase in population • More households but with slightly fewer persons per household reflecting a nation-wide trend • A population that is wealthier than average with fewer families in poverty • A better educated population with a greater percentage having completed a Bachelor’s degree or higher These trends will be driven by a continued growth of employment opportunities in the region and the achievement of the goals outlined in the Master Plan. As those goals are reached the overall quality of life in the Township will be maintained and improved resulting in a community that continues to be a great place to live. St. Joseph Charter Township Master Plan �Companies Employees 2003 to 2014 Employees 2003 to 2014 Companies 2003 to 2010 Employees 2003 to 2010 Companies 2014 Employees 2014 Companies 2010 Employees 2010 Change 2010 to 2010 to 2014 2014 Companies Total for all sectors Agriculture, forestry, fishing and hunting Mining, quarrying, and oil and gas extraction Utilities Construction Manufacturing Wholesale trade Retail trade Transportation and warehousing Information Finance and insurance Real estate and rental and leasing Professional, scientific, and technical services Management of companies and enterprises Administrative/Support/Waste management/ Remediation services Educational services Health care and social assistance Arts, entertainment, and recreation Accommodation and food services Other services (except public administration) Industries not classified 2003 Recovery Employees Employment Sectors 2003 Recession Companies Table 8 - Berrien County Business Patterns Pre-Recession 4,018 7 59,155 3,675 2 49,517 3,543 3 53,366 -343 -5 -9,638 -132 1 3,849 -475 -4 -5,789 9 75 7 86 6 -2 -1 -3 13 406 351 177 621 87 47 226 165 2,079 13,529 2,034 7,358 1,354 894 1,465 652 13 355 296 147 572 92 47 210 145 1,254 7,493 1,579 6,687 1,291 578 1,248 627 11 311 280 151 560 76 46 218 140 1,413 8,773 1,828 6,966 1,240 526 1,262 641 0 -51 -55 -30 -49 5 0 -16 -20 -825 -6,036 -455 -671 -63 -316 -217 -25 -2 -44 -16 4 -12 -16 -1 8 -5 159 1,280 249 279 -51 -52 14 14 -2 -95 -71 -26 -61 -11 -1 -8 -25 -666 -4,756 -206 -392 -114 -368 -203 -11 313 2,759 282 2,163 272 1,932 -31 -596 -10 -231 -41 -827 24 21 35 -3 14 11 173 2,880 165 2,660 185 3,009 -8 -220 20 349 12 129 28 393 73 392 2,227 8,409 919 5,384 31 391 70 391 2,379 8,816 852 5,470 27 389 66 370 2,720 9,144 853 5,348 3 -2 -3 -1 152 407 -67 86 -4 -2 -4 -21 341 328 1 -122 -1 -4 -7 -22 493 735 -66 -36 482 2,770 430 2,386 393 2,390 -52 -384 -37 4 -89 -380 31 8 4 -23 -4 -27 Source: US Census 2000, 2010, Berrien County Business Patterns St. Joseph Charter Township Master Plan Chapter 2. CommunityProfile 23 �CHAPTER 3. GOALS, OBJECTIVES, AND ACTIONS The goals, objectives, and actions in this chapter were created with citizen and stakeholder input collected throughout the master plan process. St. Joseph River, there is a natural beauty to be nurtured and cherished. However, while some commercial or retail services and amenities are within convenient proximity to residential areas, not all have the same level of access nor is that the intent. It was identified in the community engagement process that not all desire the same level of access or lifestyle. The St. Joseph Charter Township Community Vision document, completed in December 2015 and included in the appendix of this Master Plan, articulates a future vision for the Township. The emerging guiding statement is as follows: “A community of healthy living opportunity connected to nature.” What does “A community of healthy living opportunity connected to nature” mean? To the participants in the Township visioning effort, it means taking advantage of opportunities and overcoming obstacles. The opportunities and obstacles that currently exist are summarized as: • St. Joseph Charter Township is a community of great beauty, service and convenience. Predomintantly a bedroom community, the Township is as an attractive, stable, and desirable place to live offering a range of services and amenities; and with a location relative to Lake Michigan and featuring two natural waterways in Hickory Creek and the 24 Chapter 3. Goals, Objectives, & Actions • Effectively, recreational opportunities become identifiers and destinations within different areas and neighborhoods of the Township. Opportunity exists to further enhance and link these recreational assets to residential, commercial, and retail environments. As much as possible, pedestrian-friendly environments should be encouraged. It is a community with physical barriers that lacks a strong identity. Although defined by its connection to nature, healthy living, and relaxed and family-friendly lifestyle, the Township still lacks a consistent and identifiable environment. I-94, the St. Joseph River, and Hickory Creek represent both physical barriers and assets that, if breached and or enhanced, will help unify the comunity and establish a more cohesive identity and environment. Opportunities include creating or enhancing edges, gateways, and destinations, which celebrate the Township’s unique character and spirit with signage, landscape, lighting, and architectural features. The Township is a great place to live that could thrive with stronger social connections. Recreational opportunities within the Township are key amenities for residents and visitors. They help overcome barriers that exist within the Township, strengthen social connections, and reinforce the Township’s commitment to “a community of healthy living opportunity connected to nature.” Opportunities include identifying areas within the Township for increased choices regarding access or connectivity along with appropriate corresponding housing solutions. - Guiding Statement of the St. Joseph Charter Township Master Plan This statement represents the overarching goal to be realized throughout implementation of the Master Plan. • Considering each proceeding point yields goals which, when achieved, will result in taking advantage of opportunities and overcoming obstacles. The goals are in four categories: 1. 2. 3. 4. Community and Place Transportation and Connectivity Natural Areas Economic Development Each goal has associated with it an objective(s) detailing what is to be accomplished and the action(s) needed to be completed in order to achieve the stated objective. St. Joseph Charter Township Master Plan �COMMUNITY AND PLACE current and future residents expect. A key category is to promote and develop the sense of Community and Place in the Township. This would focus on the experience of the Township rather than its structure. This is sometimes dismissed as being solely esoteric. However, there are substantive positive impacts associated with the concept of Community and Place. The following goals and associated objectives and actions are designed to encourage a sense of Community and Place in St. Joseph Charter Township. Action 1.4: Maintain and rehabilitate the existing housing stock. This can include amending ordinances, enhanced code enforcement, adopting design guidelines for additions and renovations, and providing educational opportunities or resources. Goal 1: Encourage a variety of housing choices Goal 2: Preserve and enhance the identity of the Township. Younger people, while not fully rejecting the traditional American dream of a home in the suburbs with good schools and space for their children to play, do want “more”. Essentially, they want increased access to cultural, athletic, dining, and educational venues. Those are factors that directly influence their locational decisions in addition to more traditional factors. This is particularly true for those persons referred to as “Generation X” especially those at end of the cohort who are in their mid-thirties or earlyforties and some “Millennials” who are in their early thirties or late twenties. As the Township population ages, the natural migration is for older residents to seek alternative housing with the bulk of the existing housing stock being purchased by younger individuals. This is a population cycle that has repeated itself countless times. By promoting and developing the sense of Community and Place, St. Joseph Charter Township will maintain and enhance its attractiveness to the next generation of home buyers. This will ensure property values are supported resulting in tax revenues that allow the Township to continue to provide services that St. Joseph Charter Township Master Plan Objective: Maintain the core of single-family detached homes which forms the basis of the Township housing stock while encouraging the development of some other housing types. Referred to as the Missing Middle, these represent a range of multi-unit or clustered housing types compatible in scale with existing single-family homes that help meet the growing demand for walkable living. This will broaden the mix of housing stock and enhance the attractiveness of the Township to future home buyers. Action 1.1: Develop a new Zoning Map reflecting the areas where mixed-use development is permitted. This can be done as an overlay district in defined or “floating” areas. Action 1.2: Review the Zoning Ordinance to determine if any existing regulations inhibit implementation and amend as necessary. Action 1.3: Promote housing types often referred to as Missing Middle Housing in advantageous locations within the Township and in particular to improve transitions between residential, commercial, and other development areas. Objective: Promote the character of the Township in a consistent and coherent manner. When entering or within the Township, a person should know they are in St. Joseph Charter Township. Action 2.1: Enhance gateways to the Township at I-94, Niles Road, Napier Avenue, Hilltop Road, and Cleveland Avenue which may include unique signage, landscape, and architectural features. Action 2.2: Provide activities and destinations unique to the Township for residents and visitors. Action 2.3: Inventory and document the unique elements of each neighborhood and ensure Zoning Ordinance requirements are appropriate to the desired characteristics. Action 2.4: Coordinate transportation and land use planning to ensure road improvements are done in a strategic way benefiting both users of the thoroughfare and adjacent development. Chapter 3. Goals, Objectives, & Actions 25 �TRANSPORTATION AND CONNECTIVITY Transportation should provide both internal and external connections. It should not be limited solely to motorized transportation. Goal 1: Provide safe, efficient, and connected transportation that serves multiple modes. Objective: Improve the network of trails, sidewalks, and streets that link Township neighborhoods, parks, and commercial areas. Goal 2: Preserve and enhance the identity of the Township Objective: Provide increased opportunities to extend the walkability between the Township and other areas. Action 2.1: Prioritize and implement projects identified in the Non-Motorized Infrastructure Map and continue to work with other agencies and local units of government to link nonmotorized infrastructure. Action 2.2: Complete, fund, and implement a wayfinding and signage plan. Objective: Improve east and west internal mobility within the Township. Action 2.3: Establish and/ or improve trail heads throughout the Township. Action 1.1: Develop a Capital Improvements Plan to prioritize projects and funding. Action 2.4: Reference the Sidewalk Inventory Map to prioritize and implement targeted sidewalk improvements, i.e. Maiden Lane, Napier Avenue, Hilltop Road, etc. Action 1.2: Integrate Complete Streets policies and or guidelines and coordinate with transportation planning agencies. Action 1.3: Improve intersections to promote walkability, bikeability, and aesthetics. Action 1.4: Coordinate with Berrien County Public Transportation and develop a bus rapid transit link along the Hollywood Road Corridor and the Niles Road Corridor. Action 2.5: Construct a pedestrian and/ or multi-modal bridge over the St. Joseph River. Action 2.6: Incorporate requirements for pedestrian, bicycle, and other low-speed vehicles pathways in neighborhoods and developments. NATURAL AREAS Key features in the Township such as Hickory Creek and the St. Joseph River represent an opportunity to achieve “a community of healthy living opportunity connected to nature.” Goal 1: Maintain, expand, and protect public access and connectivity to the natural features of the Township. Objective: Increase awareness, appreciation, and protection of natural features by improving access and providing additional activities that encourage use and where appropriate a healthy lifestyle through physical activities. Action 1.1: Continue to develop a Hickory Creek Trail with corresponding trail heads and crossings that inter-connect with others such as the Village of Stevensville, City of St. Joseph, and City of Benton Harbor Action 1.5: Establish a Park-and-Ride at I-94. Right: Walgreens Pharmacy located near the corner of Hilltop Road and Niles Road. Far Right: Knauf Park Entry Sign along Vineland Road. 26 Chapter 3. Goals, Objectives, & Actions St. Joseph Charter Township Master Plan �Action 1.2: Consider a Trail Feasibility Study to determine existing conditions, access and connections, type of trails, property acquisition and/or easement, community engagement and education, cost estimation, and inter-agency coordination. ECONOMIC DEVELOPMENT Action 1.3: Improve wayfinding and access to existing park and recreational areas. Goal 1: Provide additional access to goods and services at key locations within the Township. Action 1.4: Launch an initiative to ensure that residents live within the desired 20-minute walk to natural areas. Action 1.5: Consider amending the Zoning Map (zoned residential today) for conservation, preservation, and enhancement of natural areas, wetlands, etc. Action 1.6: Promote green infrastructure and storm water management in conjunction with the Berrien County Master Plan and Low Impact Development Manual for Michigan. While the Township is nearing build-out, there are some limited sites available for development. In addition, there is the potential to in-fill in existing areas. Objective: Make opportunities available for residents to have access within a 20-minute walkable distance. Action 1.1: Identify locations for additional commercial/ retail, office, and mixed use development. Ensure alignment with the Township Zoning Ordinance. Action 1.2: Explore opportunities to provide wireless internet at public and semi-public locations and community-wide expanded internet capabilities or services. Goal 2: Enhance the development of the Niles Road corridor. Objective: Build upon the trend of a variety of land uses along the Niles Road corridor. Action 2.1: Identity locations for additional commercial/retail, office, and mixed use development. Left: D&M Supermarket located near the corner of Colfax Avenue and Napier Avenue. St. Joseph Charter Township Master Plan Action 2.2: Examine the efficacy of establishing a Niles Road Corridor Improvement Association. Action 2.3: Acquire further education and understanding of place-based design and the advantages of form-based codes or similar design guidelines. Goal 3: Continue to attract additional users to the industrial sites in the Township. Objective: Provide additional employment opportunities and enhance the overall tax base of the community. Action 3.1: Collaborate with others to develop a strategic marketing plan to promote the existing industrial sites. Action 3.2: Work to become recognized as a Michigan Redevelopment Ready Community (RRC). Goal 4: Strengthen intergovernmental and interagency ties to enhance development. Objective: Work cooperatively with surrounding communities to improve success at retaining and attracting new investment opportunities. Action 4.1: Explore opportunities and develop procedures to further influence communitywide planning and development. Examples may include current efforts such as the Twin City Harbor Study, TwinCATS Long Range Plan, Southwest Michigan Non-Motorized Transportation Plan, and yet to be identified future efforts such as the Napier Avenue corridor plan. Chapter 3. Goals, Objectives, & Actions 27 �CHAPTER 4. FUTURE LAND USE The characteristics of the land in St. Joseph Charter Township and the ways people use the land change over time. Vacant or underutilized land develops and uses on specific properties shift as economic, social, environmental, and cultural trends change. Changes in zoning regulation, infrastructure, and transportation can also lead to changes in land use patterns over time. In order to make sound decisions regarding future land use, it is important to have an understanding of existing land uses and the relationships between them. The Future Land Use Plan and Future Land Use Map describe a generalized framework intended to guide land use and policy decisions within the Township over the next 20 years. The Future Land Use Map in this chapter shows general locations for the primary land uses described in this chapter. It is important to note that it is not intended to be used as a tool for identifying land use on a parcel by parcel basis, but rather to identify appropriate areas or districts that can accommodate certain land uses within the Township. Future Land Use Areas: Low Density Residential • Low Density Residential • Medium Density Residential • Multi-Family Residential • Commercial • Neighborhood Mixed Use • Industrial/ Business Park • Community Facilities • Water Oriented • Recreation and Open Space Single-family dwellings comprise the majority of the Township’s residential areas and should continue to do so. Low Density Residential areas provide for freestanding dwellings or homes on a single residential lot, organized into neighborhoods or subdivisions. Detached single-family homes in St. Joseph Charter Township include a variety of housing styles, sizes, and price points, and should be largely owner-occupied. Low Density Residential neighborhoods should be well-served by parks, schools, and Township infrastructure and services. • Corresponding Zoning District: R-1, R-2 Right: View of the Hilltop Road and Cleveland Road intersection. 28 Chapter 4. Future Land Use St. Joseph Charter Township Master Plan �Medium Density Residential Multi-Family Residential Commercial Consists of single and two-family dwellings on smaller lots. Two-family or attached residential units are single-family homes that share a common wall such as duplexes, townhomes, and rowhomes. Single-family attached uses assist in diversifying the Township’s housing stock, providing opportunities for first-time home-buyers and empty nesters. Medium Density Residential areas identified in the Future Land Use Map consist primarily of existing areas scattered throughout the community. However, the Township should remain flexible in considering Medium Density Residential development in appropriate transition areas near commercial uses or main corridors. Multi-Family Residential areas consist of structures with multiple housing units that utilize common entrances, hallways, and shared amenities. Examples include apartments, condominiums, and senior housing. Multifamily development is currently limited to a small number of properties scattered throughout the community. In addition to areas designated Multi-Family Residential, the Township should consider multi-family units within the Neighborhood Mixed-Use and Commercial land use designations. Commercial uses provide for the general retail and service needs of St. Joseph Charter Township’s residents as well as the needs of visitors and those passing through the community. Commercial areas include a range of uses such as restaurants, retail shops, entertainment venues, offices, grocery stores, service uses, and more. Many of the commercial areas within the Township are along main corridors adjacent to residential properties and should be developed accordingly by accommodating auto-oriented yet pedestrianfriendly development with some opportunities for residential above ground floor retail. • • Corresponding Zoning District: R-3, R-4 Corresponding Zoning District: R-5 • Corresponding Zoning District: B-1, B-2, B-3 Right: View of the Interstate94o--ramp, NilesAvenue,andthe NyesAppleBarn. St. Joseph Charter Township Master Plan Chapter 4. Future Land Use 29 �May (. Bra dfo rd Maple Locust Vineland R-4 Meade Napier Broadmoor Lombard Fricke er Doz B-3 Marvin 4 EI9 P 4 Royal Crest Lone some Pine M ai den Berrien County GIS State of Michigan Geographic Data Library od B-2 M an i t o u WI9 y E as Bluff wood Bluffwo Kevin Lincoln McLi n Kim Estates Marral Lo Carrie Sa E s t at e s Celina Washington r Cambridge Lattimer Clemens B-2 R-2 Ca mb ridge Ansley Miller Bluff wood B-2 Arlington Tenn is stview Cre Maiden Nash Ventnor K e d zi e i ew ll e y v Va I-1 Knox Austin Anthony Lake Bluff at e Woodg M e adow Roncy E Tr a il Hi l Tanbark H ic k re ory ek C Cleveland M a r i l yn nd ra k on G ar den Wissing or e sh ke La o lia gn a Trebor in se La w Valley Vi e C h u r ch i l l Old Hickory Grant Sheridan C i r cl e M ga Tr a f a l George R-5 Briarcliff Carley Estates R-1 B-2 R-5 D o ze r Va lley R-1 View Shoreham Wadena O u te r e Tu cke r Heights Field Valley Acorn O a kr i d g R-3 Westwood Nelson N:RTV SZM A. s Aurilla Lake Michigan ile Aurilla R-2 r ve Fairlawn Jean Ann Trail ve rb en d N Wedgewood H i cko r y Downey Brenda Ri Brown School Shoreham Willow Vine wood Susan Brownway Jamesway h ep Karen Hoover os R-4 Yu ew lvi J nt H a nl ey R-4 B-2 R-1 B-2 Hunter Brownway ra i Sa Current Zoning Map B-2 August Ri Manor stol I-1 Cedar Bri R-5 I-1 Railroad Viking t B-1 Hawthorne B-2 Spencer Lo Essex . Gary Fisk Lormar B-3 Jakway nt Po i le ag Lynwood Lu Al Fo Pine Roads Samuel H ills B-4 re s t Township Boundary Poin CJ D Village of Shoreham Brunn Ly nn An n I-1 R-4 I-1 Ly dia ra B-2 Dale Wagner B-2 Hilltop Dell A r bo r State B-2 Harry Gerald R-2 ! Royalton Heights 1111 B-4 Commercial Recreation 1111 I-1 Limited Industrial CJ Parcels Elm B-3 Automotive Oriented Business R-4 Commonwealth Fairplain Commonwealth Napier B-2 Retail and Service Businesses R-5 Chippewa Krolow Mont ezum a n Lyola Bla oc a c si Western Ottawa ckh M B-1 Retail Business Seneca Cayuga Rus sell aw k R-5 Multiple Family Residence Data Sources: R-2 U ti c a Onondaga Pontiac Two Family Residence R-1 S ha w nee One Family Residence Miam i One Family Residence // or D R-2 1111 R-3 1111 R-4 uff live O B-2 ds Win One Family Residence D I B-4 CJ R-1 - •" I ... ~~~ Bl , Legend R-4 EI9 4/N il i um all ad es B-3 B-2 I-1 /, WIGHTMAN& A SSOCIATES, INC. 131028 30 Chapter 4. Future Land Use ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN St. Joseph Charter Township Master Plan �LEGEND Low Density Residential High/Medium Residential Recreation/Open Space Industrial/Business Park Water Oriented Community Facilities 1111 Commercial 1111 Neighborhood Mixed Use PARCELS D TOW NSHIP BOUNDARY ROADS R A ILROAD Future Land Use Map ti Lake Michigan N:RTV SFLUM A. I Raya, Cn>~ ~~f~ ne.~ I ou.-ou•en ~ T . JD1"E,-H C HAlt'TE" TDWN S H I ,- MA'ST EOI P L AN I ~10..,~ -,L E ---1...._; r Malden ~ )i - l"IEtl,.IEN COUNTY C.I~ , . .n o, MOOMOOAN ••o••'""'" om v L ,.... St. Joseph Charter Township Master Plan Chapter 4. Future Land Use 31 �Neighborhood Mixed-Use Industrial/ Business Park Community Facilities Neighborhood Mixed-Use areas provide a mix of residential and commercial uses. Developments may include a mix of housing types, including multi-family units, and a variety of retail, service, and office uses. These neighborhood mixeduse areas would occur primarily along busier corridors that already have some commercial uses adjacent to residential uses. Mixed-use areas should be characterized by development patterns that provide a vibrant, safe, attractive, and walkable pedestrian environment. Industrial and Business Park areas should consist of a range of business uses, including service and consumer-oriented business and light manufacturing. The uses in these areas provide many employment opportunities and generally require large lots, buildings, parking lots, loading areas, and transportation to and from the site. These areas are concentrated in the northwest, southwest, and southeast portions of the Township currently zoned Light Industrial. This category includes public and semi-public uses such as institutions and community facilities that contribute to the Township’s overall quality of life. This includes both a number of public facilities such as schools, fire stations, and the Township Hall, as well as private facilities such as religious institutions. Throughout the Township, these uses provide necessary community services and amenities for residents and visitors. • Corresponding Zoning District: There is no corresponding zoning district. • Corresponding Zoning District: I-1, I-2 • Corresponding Zoning District: None, however, they are permitted land uses. Right: View of the Niles Avenue and Hilltop Road intersection. 32 Chapter 4. Future Land Use St. Joseph Charter Township Master Plan �Water Oriented Recreation and Open Space Next Steps This category includes uses related to the St. Joseph River currently zoned Commercial Recreation. Water Oriented uses includes private marinas, boat slips and docks, as well as a mix of some residential, commercial, service, lodging, and limited industrial uses compatible in a waterfront setting. Development and reinvestment in this area should strive to leverage the waterfront as a community amenity by improving public access to the waterfront and enhancing views. This category includes parks, open spaces, conservation areas, and important natural features such as the river, creek area, wooded areas, and wetlands. Recreation and open space is a valued asset in the community and can be either public or private. It is recommended that the Township continue to work with appropriate agencies and property owners to ensure the community remains well served by these areas. Over time, it is envisioned these recreation and open space areas allow for a series of connected spaces throughout the community, linking key recreational amenities to residences and services. Once these areas or districts have been established by the community, the next step is to begin implementing the changes to land use described in this chapter. As such, the Future Land Use Plan and Future Land Use Map should serve as the basis for development review as well as revisions and amendments to the Township’s Zoning Regulations. • Corresponding Zoning District: B-4 • Corresponding Zoning District: None, however, they are permitted land uses. Left: View of the Berrien Hills Golf Club and the Napier Avenue bridge across the St. Joseph River. St. Joseph Charter Township Master Plan Chapter 4. Future Land Use 33 �CHAPTER 5. IMPLEMENTATION The St. Joseph Charter Township Master Plan provides guidance and recommendations for actions the Township should undertake in the coming years. A master plan is only useful as long as it is implemented and consulted when making decisions. For the vision to be realized, the Township must be proactive and garner the support and participation of local leaders, other public agencies, the local business community, property owners, developers, and residents alike. The Implementation Matrix builds on Chapter 3. Goals, Objectives, and Actions with a more detailed description of strategies the Township can use to initiate and undertake key recommendations included in the Master Plan. The actions and strategies identified in this chapter represent the “next steps” to be taken in continuing the process of community planning and investment. 34 Chapter 5. Implementation Use The Plan on a Regular Basis The Master Plan should become the Township’s official policy guide for land use, development, and community improvement. Once adopted, it is essential the Plan be used on a regular and day-to-day basis by Township staff, boards, commissions, and departments to review and evaluate proposals for improvement and development. Implementation Matrix Because resources are limited, it is helpful to identify the relative priority of each project with the understanding that the Master Plan includes some ambitious projects and initiatives. Actions are listed with a “priority number” as follows: • Priority 1 actions are those that should be given immediate and concentrated effort. Any preliminary steps that must be taken to implement the action (such as seeking funding, changes in local ordinances, etc.) should also occur as required. Projects having a longer time frame should be revisited on an as-needed basis and be incorporated into other applicable longterm planning programs, such as a capital improvements plan or recreation plan. • Priority 2 actions are those that are important to implement the Plan, but either depend on commencement and completion of Priority 1 actions, or do not have the same immediacy. • Priority 3 actions are not as urgent and can be delayed for a longer period of time. These projects are more susceptible to budgetary constraints. • In addition to a time frame, each action includes potential funding source(s) along with the entities with capacity or responsibility for implementation. To provide further education about the Plan, the Township should: • Make copies of the Plan available online and provide hardcopies at the Township Hall for review or purchase. • Provide a Master Plan orientation for newly elected or appointed officials and Township staff. • Provide assistance to the public in explaining the Plan and its relationship to private and public development projects and other proposals. • Maintain a list of current possible amendments, issues, or needs which may be a subject of change, addition, or deletion from and as a result of the Master Plan. St. Joseph Charter Township Master Plan �COMMUNITY AND PLACE Priority Time Frame ResponsibilityPotential Funding Source Goal1:Encourageavarietyofhousingchoices Objective: Maintain the core of single family detached homes which form the basis of the Township housing stock while encouraging the development of some other housing types. Action 1.1: Develop a new Zoning Map reflecting the areas where mixed-use development is permitted. This can be done as an overlay district in defined or “floating” areas. 2 0-2 Years Action 1.2: Review the Zoning Ordinance to determine if any existing regulations inhibit implementation of the Master Plan and amend as necessary. 1 0-2 Years Planning Commission, Township Board, Ordinance Dept. Planning Commission, Township Board, Ordinance Dept. Township Township Action 1.3: Promote housing types often referred to as Missing Middle Housing in advantageous locations within the Township and in particular to improve transitions between residential, commercial, and other development areas. 2 Ongoing Township, Others Public, Private, Grants Action 1.4: Maintain and rehabilitate the existing housing stock. This can include amending ordinances, enhanced code enforcement, adopting design guidelines for additions and renovations, and providing educational opportunities. 1 Ongoing Planning Commission, Ordinance Dept. Property Owners Public, Private, Grants Action 2.1: Enhance gateways to the Township at I-94, Niles Road, Napier Avenue, Hilltop Road, and Cleveland Avenue which may include unique signage, landscape, and architectural features. 1 3-5 Years Township Public Action 2.2: Provide activities and destinations unique to the Township for residents and visitors. 2 Ongoing Township, Others Public, Private, Grants 3 0-2 Years Township, Others Public 1 Ongoing Township, County, Public, Grants State Goal2:PreserveandenhancetheidentityoftheTownship Objective: Promote the character of the Township in a consistent, coherent manner. When entering or within the Township, a person should know that they are in St. Joseph Charter Township. Action 2.3: Inventory and document the unique elements of each neighborhood and ensure Zoning Ordinance requirements are appropriate to the desired characteristics. Action 2.4: Coordinate transportation and land use planning to ensure road improvements are done in a strategic way benefiting both users of the thoroughfare and adjacent development. St. Joseph Charter Township Master Plan Chapter 5. Implementation 35 �TRANSPORTATION AND CONNECTIVITY Priority Time Frame ResponsibilityPotential Funding Source Goal 1: Provide safe, efficient, and connected transportation that serves multiple modes. Objective: Improve the network of trails, sidewalks, and streets that link Township neighborhoods, parks, and commercial areas. Objective: Improve east and west internal mobility with the Township. Action 1.1: Develop a Capital Improvements Plan to prioritize projects and funding. 1 0-2 Years Township Township Action 1.2: Explore and integrate Complete Streets guidelines and or policies and coordinate with transportation planning agencies to identify potential projects. 1 0-2 Years Township Public, Grants Action 1.3: Improve intersections to promote walkability, bikeability, and aesthetics. 2 Ongoing Township, Others Public, Private, Grants Action 1.4: Coordinate with Berrien County Public Transportation and develop a bus rapid transit link along the Hollywood Road Corridor and the Niles Road Corridor. 3 +5 Years Township Others Public, Grants Action 1.5: Establish a Park-and-Ride at I-94. 3 +5 Years Township, Others County, State & Grants 1 Ongoing Township, Others 2 3-5 Years Township Action 2.3: Establish and/ or improve trail heads throughout the Township. 1 Ongoing Township, Others Public, Grants Action 2.4: Reference the Sidewalk Inventory Map to prioritize and implement targeted sidewalk improvements, i.e. Maiden Lane, Napier Avenue, Hilltop Road, etc. 1 Ongoing Township, Others Action 2.5: Construct a pedestrian and/ or multi-modal bridge over the St. Joseph River. 3 +5 Years Township, Others Public, Grants Action 2.6: Incorporate requirements for pedestrian, bicycle, and other low-speed vehicle pathways in neighborhoods and developments. 2 0-2 Years Goal 2: Preserve and enhance the identity of the Township. Objective: Provide increased opportunities to extend the walkability and connectivity between the Township and other areas. Action 2.1: Prioritize and implement projects identified in the Non-Motorized Infrastructure Map and continue to work with other agencies and local units of government to link-non motorized infrastructure. Action 2.2: Complete, fund, and implement a wayfinding and signage plan. 36 Chapter 5. Implementation Township Public, Private, Grants Public, Private, Grants Public, Private, Grants Township St. Joseph Charter Township Master Plan �NATURAL AREAS AND RECREATION Priority Time Frame ResponsibilityPotential Funding Source Goal 1: Maintain, expand, and protect public access and connectivity to the natural features of the Township. Objective: Increase awareness, appreciation, and protection of natural features. Objective: Encourage a healthy lifestyle through greater access, use, and associated amenities. Action 1.1: Continue to develop a Hickory Creek Trail with corresponding trail heads and crossings that inter-connect with others such as the Village of Stevensville, City of St. Joseph, and City of Benton Harbor. 1 3-5 Years Township, Others Public, Grants Action 1.2: Consider conducting a Trail Feasibility Study to determine existing conditions, access and connections, type of trails, property acquisition and or easements, community engagement and education, cost estimation, and inter-agency coordination. 1 0-2 Years Township Public, Grants Action 1.3: Improve wayfinding and access to existing park and recreational areas 1 3-5 Years Township, Others Public, Action 1.4: Launch an initiative to ensure that residents live within the desired 20-minute walk to recreation and open space areas. 3 3-5 Years Township Public, Private, Grants Action 1.5: Consider amending the Zoning Map to avoid ambiguity of public versus private property regarding recreation, open space, and conservation areas. 2 0-2 Years Township Township Action 1.6: Promote green infrastructure and storm water management in conjunction with the Berrien County Master Plan and Low Impact Development Manual for Michigan. 2 Ongoing Township, County, Others Public, Private, Grants St. Joseph Charter Township Master Plan Chapter 5. Implementation 37 �ECONOMIC DEVELOPMENT Priority Time Frame ResponsibilityPotential Funding Source Goal 1: Provide additional access to goods and services at key locations within the Township. Objective: Make opportunities available for residents to have access within a 20-minute walkable distance. Action 1.1: Identify locations for additional commercial, retail, office, and mixed-use development. Ensure alignment with the Zoning Ordinance. Action 1.2: Explore opportunities to provide wireless internet at public and semi-public locations and community-wide expanded internet capabilities or services. 2 0-2 Years Township Township 2 0-2 Years Township, Others Public, Private, Grants Goal 2: Enhance the development and character of the Niles Road Corridor and other significant transportation corridors. Objective: Build upon the trend of a variety of land uses along main thoroughfares Action 2.1: Identity locations for additional residential, commercial, office, and mixed-use development. Action 2.2: Examine the efficacy of establishing a Corridor Improvement Authority. Action 2.3: Acquire further education and understanding of place-based design and the advantages of form-based codes or similar design guidelines. 2 0-2 Years 2 3-5 Years 2 3-5 Years 1 0-2 Years 1 0-2 Years Township, County, State Ongoing Township, Others Township Township, County Planning Commission Public, Private, Grants Township Public Goal 3: Continue to attract additional users to the industrial and business park sites. Objective: Provide additional employment opportunities and enhance the overall tax base of the community. Action 3.1: Collaborate with others to develop a strategic marketing plan. Action 3.2: Work to become recognized as a Michigan Redevelopment Ready Community (RRC). Township, Others Public, Private, Township Goal 4: Strengthen intergovernmental and interagency ties to enhance economic development. Objective: Work cooperatively with surrounding communities to improve success at retaining and attracting residents and investment opportunities. Action 4.1: Explore opportunities and develop procedures to further influence community-wide planning and development. Examples may include current efforts such as the Twin Cities Harbor Study, TwinCATS Long Range Plan, Southwest Michigan NonMotorized Transportation Plan, and yet to be identified future efforts such as a Napier Avenue corridor plan. 38 Chapter 5. Implementation 1 St. Joseph Charter Township Master Plan �Review of Development Regulations A zoning ordinance establishes the types of uses allowed on specific properties and prescribes the overall character and intensity of development to be permitted. Zoning is one of the most powerful tools in implementing planning policy. Adoption of the new Master Plan should be followed by a review and update to the zoning ordinance, subdivision regulations, and various related codes, ordinances, and other development controls. Specific recommendations of the Master Plan that development regulations can address include: • Managed growth in specific areas of the Township. • The appropriate scale, character, and configuration of development. • Enhancements to sidewalks, landscaping, and screening as redevelopment and reinvestment occurs in commercial areas. • Protect and enhance recreation areas and natural features. • Improving the Township’s image as a development-friendly community through a simple and predictable review and permitting process. St. Joseph Charter Township Master Plan Potential Funding Sources The following is a list of possible funding sources the Township could pursue to fund implementation of the Master Plan. It is not a complete list and while information was deemed accurate at the time, the long-term availability of these funding sources cannot be guaranteed. As needed, Township should revise, update, and expand this list of potential funding sources. And while it is likely that many projects and improvements could be implemented through typical administrative or policy decisions and funded through conventional municipal programs, others may require special technical and/ or financial assistance. Tax Increment Financing (TIF): TIF funds utilize future property tax revenues generated within a designated area or district to pay for improvements and incentivize further reinvestment. As the Equalized Assessed Value (EAV) of properties increases, the incremental growth in property tax over the base year that the TIF was established is reinvested in the area. Funds can typically be used for infrastructure, public improvements, land acquisition, and in offsetting the costs of development. The typical life of a TIF district in the State of Michigan is 10 years and it can be extended if approved by the county and state. Community Development Block Grants (CDBG): The Michigan Economic Development Corporation (MEDC) on behalf of the Michigan Strategic Fund (MSF), administers the CDBG program. CDBG is a federal grant program from the U.S. Department of Housing and Urban Development (HUD). Funds can be used by municipalities to help private businesses locate or expand in their community. They can also be used for infrastructure and enhance sense of place in low-and moderate-income communities. CDBG require matching funds by the municipality or benefiting business. Brownfield Tax Incentive: The U.S. Environmental Protection Agency (EPA) offers the Brownfield Tax Incentive to assist clean up of former industrial or commercial areas that were abandoned due to environmental contamination concerns. Chapter 5. Implementation 39 �Recreation and Open Space Funding Michigan Natural Resource Trust Fund (MNRTF): Grants are available for both acquistion and development projects. $15,000 - $300,000 can be available for development projects such as playgrounds, nature intepretive areas, park roads and paths, and waterfront improvements. The required local match varies and grants are scored competitevely across the State. There is an April application deadline and grants are issued Spring of the following year. Land and Water Conservation Funds (LWCF): $30,000 - $100,000 available for outdoor recreation projects. Projects require a 50% local match. There is an April application deadline and award recommendations are submitted to the Department of Natural Resources (DNR) in November. Transportation Related Funding MDOT - Michigan Department of Transportation - Transportation Alternatives Program: 40% local match recommended, 20% required. Funds projects such as multi-use paths, streetscapes, historic preservation, and other safe alternative transportation options. Applications accepted year-round. MDOT - Transportation Economic Development Fund: 20% local match required. Funds available to state, county, and city road agencies for highway needs relating to a variety of econonic development issues. Applications accepted year-round. Loan Infrastructure Opportunities USDA - United States Department of Agriculture - Rural Development SRF/ DWRF/ USDA: (State Revolving Fund/ Drinking Water Revolving Fund/ United States Department of Agriculture) Funding available for water and sewer projects. (State Revolving Fund, Drinking Water Revolving Fund, and US Department of Agriculture respectively) MDOT - Rural Funds: 20% match required. Must get on the Statewide Transportation Improvement Program (STIP). MDNR - Michigan Department of Natural Resources Recreation Passport Grant: $30,000 - 100,000$ available for Development projects only. 25% local match required. April application deadline, grants issued at the beginning of the year. (This type of grant is a reimbursement for project expenses.) 40 Chapter 5. Implementation St. Joseph Charter Township Master Plan �APPENDIX A. RESOURCES D esigningWalkableUrbanThoroughfares:AContext SensitiveApproach,AnITERecommendedPractice byInstituteofTransportationEngineers ITE,201 F orm-Based Codes in 7 Steps: The Michigan Guide to Livability byLeslieKettrenetal CNUMichigan,201 NewUrbanism:BestPracticesGuide,FourthEdition byRobertSteuteville,PhilipLangdonandSpecial Contributors NewUrbanNewsPublications,209 SprawlRepairManual by Galina Tachieva et al Island Press, 2010 PlacemakingasanEconomicDevelopmentTool A Placemaking Guidebook byMarkA.Wycko-etal LandInstituteandthePlanning&ZoningCenter MichiganStateUniversity,2015 L owImpactDevelopmentManualforMichigan ADesignGuideforImplementorsandReviewers bySoutheastMichiganCouncilofGovernments SEMCOG,208 St. Joseph Charter Township Master Plan APPENDIX B. MAPS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. RegionalSettingandLocation .................................8 Map ExistingLandUseMap ....................................................10 FloodPotential .........................................................11 Map RoadClassification ..................................................13 Map PASERRatingandBridgeRatingMap ...........................14 Non-MotorizedInfrastructure ...................................15 Map CommunityFacilities ...............................................17 Map CurrentZoning..Map .......................................................30 FutureLandUseMap ......................................................31 Sidewalk Inventory Map..................................................42 Soils Map.........................................................................43 Wetlands Map..................................................................44 Township-Owned Properties Map....................................45 ResidentialPropertyAge .........................................46 Map ResidentialPropertyValues ....................................47 Map Commercial and Industrial Property Age Map.................48 CommercialandIndustrialPropertyValues ............49 Map SchoolDistrict ..........................................................50 Map TAMCTra-cVolumeMap ...............................................51 BCRCTra-cVolumeMap ...............................................52 ShorehamVillageExistingLandUse......................53 Map ShorehamVillageZoningMap ........................................54 ShorehamVillageFutureLandUse........................55 Map Appendix 41 �EA. L S.JCT ES PS FSO¡ AC¡ NA. ES HR. FA. Sidewalk Inventory Map N:SI¡ ¡ ¡. CA. PS NR . LA. I94 ■ ...........................•............ ..............•............................• ■ ~ ■ ■ H¡R. LR. WA. CA. BSR. ML GR. 42 Appendix St. Joseph Charter Township Master Plan �Legend Woodw Soil Types May ds Win Sandy Gravel Loam n Se eca U ti c a Aquents and Histosols Onondaga Shawnee Napier Broadmoor Lombard Commonwealth Elm Hoover Fairplain Maple Nash Cambridge Marvin Roncy Gerald Russell Bluffwo od Do r ze E I 94/N iles M an it ou dium Palla 4 Royal Crest Lonesome Pine Cambridge Maiden __JI Royalton Heights Clemens Kim 4 EI9 Meade Lattimer WI9 y Eas Marral Samuel Kevin McLin Lincoln Estates Ventnor Locust r Kedzie K nox Ansley Miller Vineland Old Hickory Trebor Meadow Carley Estates Bluffwood Bluffwood Arlington Maiden E s ta te s i ew e yv Va ll view est Cr Tennis Austin Lake Bluff Woodgate a Celina Wissing re es ho La k o li a gn Anthony Outer Grant Sheridan C ir c l e Churchill Field George Ma Heights Wadena Tra f al g ein Las w Valley Vie Carrie Valley ey View Vall Acorn Briarcliff Tucker Westwood Nelson Shoreham Lu Al Ea il Tr a Washington Tanbark H ic C ko Hi re ry llv ek ie w ra Marilyn Sa nd Cleveland k on Garden Trail Aurilla Aurilla Lake Michigan Oakridge Jean Ann Hickory Dozer Shoreham s Wedgewood Fairlawn Susan Brown School Willow Vinew ood r ve Soils Map Karen Ri ve rb en d le Ni Viking Yu Downey Brenda Ri Hanley M anor Brownway Jamesway August h ep os Cedar Railroad tJ in Sa Roads stol Village of Shoreham Delaware Jakway Bri Cam elo t Dale Gary a a Fo Lo r Lo r re s t H ill s Lynn An n Point rside t Rive Poin Pi t oin eP gl Spencer Commonwealth Lynwood Lydia Essex St. Joseph Charter Township Master Plan Fisk Lormar Harry Dell Arbor State Wagner Hilltop Brunn Hawthorne WIGHTMAN& A SSOCIATES, INC. Chippewa Hunter Township Boundary Data Sources: Bradford Napier ne USA Soil Types- ESRI Berrien County GIS State of Michigan Geographic Data Library Pontiac Montezuma n Western Lyola oc a c si Ottawa Blac k M Mucks Parcels 131028 haw k Silty Loam Soils Udipsammerts and Udorthents ._____I_ Cayuga Miami Sandy Silty Loam 1111 Loam 1111 Fine Sand 1111 Sand, Primarily Sandy Soils 1111 Sandy Clayey Loam D ff or --- ard Blu Parker ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Appendix 43 �Legend Parker Wetlands U tic a I Bri il Tr a Washingto n Hil l Ki m M eade Fricke Gerald Krolow Russ ell Marral Roncy Lu Al ffw oo Blu d zer Do Marvin E I 94 / N il adiu P all I 94 es m Royal Crest Lone some Pine Cam bridg e Cambridge M ai de n Arlington Maple Royalton Heights Kevin Lincoln ra Estates Bluff wood Bluffw ood M a ni t o u W y E as 4 EI9 Nash Knox Carrie H ic k re ory ek C E st a t e s Celina Ke dzie Ventnor Locust r ew e y vi Va ll Tenn is McLin Tanbark M ar ily n Sa nd Cleveland kon G ard en Wissing or e sh ke La o lia Vineland Old Hickory D o ze r gn s Appendix ile 44 r ve 131028 Ri M eado w Lattimer C lemens Berrien County GIS State of Michigan Geographic Data Library WIGHTMAN& A SSOCIATES, INC. Ansley C i r cl e ga Grant Sheridan Miller Carley Estates George estview Cr Maiden Heights Field Trebor Anthony Austin Lake Bluff e O u t er T ra fal Valle y V i e w T u ck e r Westwood Va lley Briarcliff ein N Trail Aurilla Wadena View s La e Oa kridg Jean Ann H icko ry Nelson Ma Data Sources: Wedgewood Valley A co r n Willow Fairlawn Aurilla Shoreham rb en d h ep Brown School Lake Michigan at Woodg Jakway Ri ve Vin ewood Susan Downey Brenda os Karen Jamesway August ra J nt Yu w vie Shoreham C hu rch ill Fairplain Samuel Manor Brownway Brownway ra Ea Lo i Sa ! Gary Spencer Lo re s t H i ll s Fo int Po oi nt t Poin e gl P rsi de L yn n An n R ive elo t stol C am Dale Lynwood Ly dia Essex Hawthorne H anl ey Hoover Dell A r bo r State Wagner Hilltop Pine Cedar Fisk Lormar Harry Hunter Brunn Viking Lombard Elm I Commonwealth Napier Wetlands Map Napier Chippewa Broadmoor oc a c Mont ezum a n B r adf or d Lyola Ottawa ckh M si Railroad Western Pontiac aw k Roads Seneca Cayuga S haw nee Village of Shoreham Onondaga Miam i Township Boundary Bla D I or D I M ay ds Win Parcels uff Bl live O n ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN St. Joseph Charter Township Master Plan �Legend ff Blue iv Ol Parker Township-Owned Property M ay ds Win or Parcels U tic a Township Boundary Tr a il Washingto n Maple Celina Ked zie Ventnor Kevin Fairplain Fricke Gerald Krolow Russ ell Marral Roncy Bluff wood Bluff wood Marvin ffw oo zer Do 4 EI9 M an i to u WI9 d Blu Royalton Heights Meade Lincoln Ki m y E as EI9 4/N iles di um Pal la 4 Cambridge M ai den Berrien County GIS State of Michigan Geographic Data Library Dell A r bor Cam b ridge Arlington Royal Crest Lone some Pine Nash Knox Clemens Vineland Old Hickory Locust r E st a t e s E st a t e s ie w Va l le y v Tenn is Carrie Tanbark H ic k Hi re ory llv ek ie w C ra M ar ily n Sa nd Cleveland k on G a rd en Wissing or e sh ke La o lia gn Lattimer D o ze r Miller C ir c le Maiden Grant Sheridan Ansley M cLin Anthony Carley Estates Trebor M ea dow tview es Cr Austin Lake Bluff at e Woodg a e in as L w Va lley V i e Ma Heights Field George C hur chill g Tr a f a l O akr idg e Tu cke r Westwood Va lley Briarcliff s Trail Wadena View Shoreham ile H ic kor y Aurilla Nelson O u te r r ve Fairlawn Jean Ann Valley Ac orn N Wedgewood Aurilla Lake Michigan Ri Willow Vinewo od Susan Brown School h ep Karen ve rb en d os Yu J nt Han le y Ri M a nor Downey Brenda Jakway Bri lot Brownway Jamesway August ra i Sa Cam e Shoreham St. Joseph Charter Township Master Plan Lombard Elm Samuel Lo stol Cedar Viking 131028 Hoover Brownway ra Ea int Gary Spencer Lo H i ll s r e st Fo Po P oi nt t Poin e rsi de L yn n An n Rive gl Essex Hawthorne Dale Lynwood Ly dia Lu Al State Wagner Hilltop Pine WIGHTMAN& A SSOCIATES, INC. Fisk Lormar Harry Hunter Brunn Data Sources: Commonwealth Napier Township-Owned Properties Map Napier Chippewa Broadmoor Mont ezum a n Brad fo rd Lyola ca Bla oc si Railroad Ottawa ckh M Roads Western Pontiac aw k Village of Shoreham Seneca Cayuga S haw n ee Miam i Onondaga ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Appendix 45 TOWNS �ff Blu ard Parker Woodw Legend Residential Property By Year Built May ds Win (. eca U t ic a il Meade Napier Broadmoor Lombard Roncy Lu Al Kevin Lincoln McLin Krolow Russell Bluffwo I 94 s Royal Crest Lonesome Pine 4 Cambridge Cambridge Maiden Dell Arbor Maple Locust Celina Kedzie Knox Kim Estates E s t a te s r EI9 Nash E I 94/Nile dium Palla Arlington Maiden Ravine eyv ie w Va ll Tennis tview es Cr Austin Lake Bluff Woodgate od Dozer M an it ou W y Eas Royalton Heights Tr a Washington Tanbark H ic C ko re ry Hillv ek ie w ra Sa nd Marilyn Wissing re es ho La k o lia gn Anthony Ventnor Marvin Dozer Ma Meadow Lattimer Clemens Vineland Old Hickory George Churchill a Carley Estates Bluffwood Bluffwood Ansley Miller Wadena Trebor ein Las w Valley Vie Field Grant Sheridan C ir c le Tra f a lg Fairplain Samuel a Ea Lo r Fo re st H ill s Lynn An n Cleveland k on Garden Carrie Tucker Westwood Valley ey View Vall Briarcliff s Trail Aurilla Nelson Acorn r ve Oakridge Jean Ann Hickory Heights Shoreham WIGHTMAN& A SSOCIATES, INC. Wedgewood Fairlawn Aurilla Lake Michigan le Ni Brown School Willow Vinewood Susan ve rb en d Ri Karen Downey Brenda h ep os Yu tJ in Sa Hanley Delaware Brownway Jamesway Jakway Ri Shoreham Data Sources: Point rside t Rive Poin Pi Cedar Viking August a Bri M anor Hoover Hunter Brownway Spencer Lo r stol Residential Property Age Map Township Assessor Database Download 11/2/2016 Southwest Michigan Planning Commission Berrien County GIS State of Michigan Geographic Data Library int Po gle Essex Cam elo t Gary Lynwood Lydia Brunn Hawthorne Dale Wagner Hilltop ne Appendix Lyola Commonwealth ! Fisk Lormar Harry Marral Village of Shoreham Railroad 46 Chippewa Commonwealth Elm Township Boundary Roads 131028 Pontiac Montezuma n Napier State D Bradford Shawnee oc a c si Western Ottawa Blac k M haw k Miami Onondaga Cayuga Parcels D or n Se 1111 1800 - 1936 1111 1936 - 1956 1111 1956 - 1976 1111 1976 - 1996 1111 1996 - 2016 ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN St. Joseph Charter Township Master Plan RESIDENTI �,Legend Residential Property Values May ds Win 0 - $65,000 U ti c a eca Onondaga Elm Township Boundary Napier Fisk Lormar Harry Hoover Fairlawn Carrie Maiden Maple Celina Locust Kevin McLin Cambridge Krolow Bluffwo Do Lincoln Estates Kim r Kedzie K nox E Nash I 94 od r ze E I 94/N iles M an it ou WI9 y Eas Marvin dium Palla 4 Royal Crest Lonesome Pine Cambridge Maiden Arlington Tennis tview es Cr Austin Lake Bluff Woodgate E s ta te s ie w e yv Va ll o li a gn Anthony Ventnor George Ma Meadow Lattimer Clemens Vineland Old Hickory Trebor ein Las w Valley Vie Churchill a Bluffwood Ansley C ir c l e Tra f al g Carley Estates Bluffwood Sheridan Miller Wadena Ravine Wissing re es ho La k ey View Vall Acorn Briarcliff Field Grant Dozer Valley Heights Nelson Marral Tucker Westwood Meade Trail Aurilla Roncy Oakridge Jean Ann Hickory Aurilla Shoreham Fairplain Samuel Tr ail Washington Tanbark H ic C ko Hi re ry llv ek ie w ra Ma rilyn Sa nd Cleveland k on Wedgewood s Garden r ve le Ni Brown School Lake Michigan St. Joseph Charter Township Master Plan Vinewood Susan Shoreham WIGHTMAN& A SSOCIATES, INC. Willow Ri Karen Ri ve rb en d h ep os Yu Downey Jakway tJ in Sa Hanley M anor Delaware Brownway Jamesway Brenda a Bri Cam elo t stol Cedar Berrien County GIS State of Michigan Geographic Data Library Southwest Michigan Planning Commission Township Assessor Database Download 11/2/2016 Lo r Essex Hawthorne Viking Data Sources: t oin eP gl August Royalton Heights Residential Property Values Map Ea ne a Pi Fo _J Spencer Lo r r e s t Hi l l s I Point rside t Rive Poin Lynn An n Brunn Railroad Lu Al Roads Dale Gary Russell Lynwood Lydia Dell Arbor State Wagner Hilltop Commonwealth Hunter Village of Shoreham 131028 Lombard Commonwealth Napier $450,001 - $925,000 Parcels D Chippewa Broadmoor Montezuma n Bradford Shawnee ca si Ottawa Blac k oc $225,001 - $450,000 Western Lyola haw k $165,001 - $225,000 Cayuga Pontiac Miami $105,001 - $165,000 or n Se ( $65,001 - $105,000 M 1111 1111 1111 1111 1111 1111 ff Woodw ard Blu Parker ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Appendix 47 RESIDEN �ff Blu ard Parker Woodw Legend Commercial & Industrial Properties May ds Win n Se or Most Recent Development 1111 1800 - 1936 1111 1936 - 1956 1111 1956 - 1976 1111 1976 - 1996 1111 1996 - 2016 eca U t ic a Pontiac Bradford Shawnee Kevin Napier Broadmoor Lombard Marral Roncy Bluffwo Royalton Heights Meade Lincoln McLin Kim E I 94/Nile s dium Palla I 94 Royal Crest Lonesome Pine 4 Cambridge Cambridge Maiden Dell Arbor EI9 Nash W y Eas od Dozer M an it ou Arlington Maple Celina Kedzie Knox Locust r Estates E s t a te s Ravine eyv ie w Va ll Tennis Fairplain Samuel a Ea il Tr a Washington Tanbark H ic C ko re ry Hillv ek ie w ra Marilyn Sa nd Cleveland k on Garden Wissing re es ho La k o lia gn Ventnor Marvin Dozer Maiden s Austin Meadow Lattimer Clemens Vineland Old Hickory George Anthony a Carley Estates Bluffwood Bluffwood Ansley Miller Wadena Trebor ein Las w Valley Vie Field Grant Sheridan C ir c le Tra f a lg r ve Briarcliff Churchill Lake Bluff Woodgate Appendix Valley ey View Vall Acorn tview es Cr 48 Tucker Westwood Nelson Ma 131028 Trail Aurilla Heights Shoreham WIGHTMAN& A SSOCIATES, INC. Oakridge Jean Ann Aurilla Lake Michigan I_ _I Wedgewood Fairlawn Hickory ve rb en d le Ni Brown School Willow Vinewood Susan Downey Brenda Ri Karen Delaware Brownway Jamesway h ep os Yu tJ in Sa Hanley Hoover Jakway Ri M anor August a Bri stol Cedar Cam elo t Shoreham Data Sources: Lo r Essex Hawthorne Viking Township Assessor Database Download 11/2/2016 Southwest Michigan Planning Commission Berrien County GIS State of Michigan Geographic Data Library int Po gle Harry Hunter Brownway Spencer Lo r re st H ill s Fo Pi ne Point rside t Rive Poin Lynn An n Brunn Commercial and Industrial Property Age Map Gary Lynwood Lydia Lu Al Hilltop Roads Railroad Dale Wagner State Village of Shoreham Carrie D Commonwealth Elm Township Boundary Fisk Lormar Krolow Commonwealth Napier Parcels D Chippewa Russell Montezuma n Lyola oc a c si Western Ottawa Blac k M haw k Miami Onondaga Cayuga ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN COMMERCIAL & INDUSTRIAL P St. Joseph Charter Township Master Plan �Legend Commercial & Industrial Property Values _I May ds Win $4,600 - $100,000 eca U ti c a Onondaga Elm Township Boundary Napier Lombard Commonwealth Napier $800,001 - $2,400,000 Fisk Lormar Harry Hoover Carrie E Nash Kevin McLin Cambridge Krolow Marral Bluffwo Do Royalton Heights Lincoln Kim I 94 od r ze E I 94/N iles M an it ou WI9 y Eas Marvin dium Palla 4 Royal Crest Lonesome Pine Cambridge Maiden Arlington Maple Celina Kedzie K nox Locust r Estates E s ta te s ie w e yv Va ll o li a gn Tennis Maiden Ravine re es ho La k Wissing tview es Cr Austin Lake Bluff Woodgate Ventnor George Anthony Meadow Lattimer Clemens Vineland Old Hickory Trebor ein Las w Valley Vie Churchill a Bluffwood Ansley C ir c l e Tra f al g Carley Bluffwood Sheridan Miller Wadena Estates Grant Dozer Valley ey View Vall Acorn Field Roncy a Tucker Westwood Meade Trail Aurilla Nelson Briarcliff Fairplain Samuel Tr ail Washington Tanbark H ic C ko Hi re ry llv ek ie w ra Ma rilyn Sa nd Cleveland k on s Garden r ve le Ni Brown School Oakridge Jean Ann Hickory Heights Ma St. Joseph Charter Township Master Plan Wedgewood Fairlawn Susan Lake Michigan WIGHTMAN& A SSOCIATES, INC. Willow Vinewood Aurilla Shoreham Ri ve rb en d Ri Karen Downey Brenda h ep os Yu Delaware Brownway Jamesway Jakway tJ in Sa Hanley stol Cedar M anor August a Bri Cam elo t Shoreham Berrien County GIS State of Michigan Geographic Data Library Southwest Michigan Planning Commission Township Assessor Database Download 11/2/2016 Lo r Essex Hawthorne Viking Data Sources: Ea Commercial and Industrial Property Values Map t oin eP gl Spencer Lo r r e s t Hi l l s Fo Pi ne Point rside t Rive Poin Lynn An n Brunn Railroad Lu Al Roads Dale Gary Russell Lynwood Lydia Dell Arbor State Wagner Hilltop Commonwealth Hunter Village of Shoreham 131028 Chippewa Broadmoor Montezuma n Bradford Shawnee ca si Ottawa Blac k oc $600,001 - $800,000 Western Lyola haw k $400,001 - $600,000 Cayuga Pontiac Miami $250,001 - $400,000 Parcels D or n Se $100,001 - $250,000 M 1111 1111 1111 1111 1111 1111 ff Woodw ard Blu Parker ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN Appendix COMMERCIAL& INDUST 49 �Legend k School 1111 Benton Harbor Area School District 1111 Lakeshore School District May ds Win or i (, i U tic a Onondaga a il Tr Hill H ic k re ory ek C Ki m Vineland Napier Broadmoor Lyola Roncy y ffw oo Blu k zer Do E I 94/ Nil e M an i t o u s di um P al l a 4 WI9 E as d Marvin Royal Crest Lone some Pine 4 EI9 M ai den Arlington Maple M eade Lattimer Bluff wood Royalton Heights Kevin Lincoln McLin Ansley Miller Cl em ens Locust Estates Carley Bluff wood Sheridan Wadena Knox C r e s t v i ew Washington r y vi e w Va l le E st a t e s Celina Ventnor Lakeshore Anthony Nash School Ca mb ridge District Cambridge Maiden Carrie ra M ar ily n G a rd en Sa nd Cleveland k on Ked zie Wissing or e sh ke La o lia gn Appendix Old Hickory k Grant D o ze r 50 M ea dow s 131028 L w Va lley Vi e Heights Field Trebor e in as r ve WIGHTMAN& A SSOCIATES, INC. ga ile Berrien County GIS State of Michigan Geographic Data Library Google Maps Tr a f a l N Data Sources: Nelson Estates e Tu cke r Westwood C ir c l e Lake Bluff at e Woodg Briarcliff Trail Aurilla Aurilla O u te r O akr id g Jean Ann George Austin Susan H ic kor y Va lley Ac orn View Ma Wedgewood Fairlawn Valley Shoreham C h u r ch i l l Vinew ood Brown School St Joseph Public School District Willow Ri k Karen h ep Shoreham Lake Michigan Yu ve rb en d os Tanbark J nt Viking Ha nle y Marral Samuel i Sa Cedar w vie Lombard Jakway Ri Manor Downey Brenda Dell A r bor Bri stol lot Jamesway ra Lo E Essex Cam e Spencer Lo Brownway Brownway August ra r e st Fo nt Po i oi nt t Poin le ag P rsi de H il l s L yn n An n Rive Pine Gary Fairplain Ly dia Hoover Hunter Fricke Lynwood Lu Al Hilltop Brunn Hawthorne Dale Wagner State School District Map k Fisk Lormar Harry Gerald Elm Railroad Commonwealth Benton Harbor Area School District Roads Commonwealth Napier Village of Shoreham ---t--t--t Chippewa Krolow ca Mont ezum a n Russ ell ckh oc si Bra dfo rd Ottawa Bla M Township Boundary k Seneca k Western Pontiac aw k CJ Parcels Cayuga S haw n ee Miam i St Joseph Public School District D D ff Blu live O Parker dmL ST. JOSEPH CHARTER TOWNSHIP MASTER PLAN St. Joseph Charter Township Master Plan �LEGEND ===~of::.==== INTERSTATE HIGHWAY ~ ~~ STATE HIGHWAY PAVED PRIMARY ROAD - ----- -- ----- PAVED LOCAL ROAD GRAVEL LOCAL ROAD ADJACENT COUNTY ROAD RAILROAD 1 TO 500 VEHICLES 501 TO 1,000 VEHICLES 1,001 TO 5,000VEHICLES 5,001 TO 10,000 VEHICLES 10,001 TO 20,000 VEHICLES > 20,000 VEHICLES Berrien County Road Commission Traffic Volume Map . GRANOIEIIE ..,.,,_ .. -- ROCKEY WEED RO ~-..- Source: Berrien County Road Commission: August, 2011 St. Joseph Charter Township Master Plan Appendix 51 �i' " '\r ( ' Legend ,..,_ St Jose E mp ire }Wol cott Av Traffic - NTF A 0 Traffic - AADT Annual Average Daily Traffic (2015): - 0- 2000 - 2001 - 5000 - 5001 - 10000 10001 · 20000 - 20001 - 50000 - 50001 - 100000 - Over 100000 Michigan TAMC Traffic Volume Map St.Joseph CharterTownship g Royall a, "' 115 198 ,t ( r ' 'i' :,; Mix Path l-- -,-"- Source: Michigan TAMC, www.mcgi.state.mi.us/MITRP/Data/paserMap.aspx 52 Appendix ~ _ - cottdale • -'c - , ; 1 gr ~~ ,c:P~ '- l "::. St. Joseph Charter Township Master Plan �St. Joseph Charter Township Master Plan THANDLEWANE PATH I I ,/ / / / / / I I I I r// / / I I I I I I / I I I I I I I I ( I I I I GENERALIZED EXISTING LAND USE RESIDENTIAL MULTI-FAMILY COMMERCIAL VILLAGE OWNED PROPERTIES VACANT LAND f/ //// /7//J NOT PART OF VILLAGE ~3883™ DNR OWNED PROPERTIES PRIVATE ROADS 100 YEAR FLOOD PLAIN HICKORY CREEK FLOODWAY Appendix MAP 4 . VILLA GE OF SHOR EHAM EXIS TING LAND USE MAP IIABONMA!£~! ~ · ARCttJ£CT\lt£·,-..ARt.:AJWATWlON'I SlJMY1.'«:; ·LA.NOSCAPEA.l'CHITEOV2E· PlA,'ffNC 53 �54 Appendix I 1- ~ -1 OFFICIAL ZONING MAP R-1 • CJENTRY COURT HIGHLANDS REnAM __J '--- 7 R-3 = MULTI-FAM ILY RESIDENTIAL C = LIMITED LOCAL COMMERCIAL ED St. Joseph Charter Township Master Plan /' I I OPEN SPACE (FLOOD PLAIN) EROSION HAZARD DISTRICT NOT PART OF VILLAGE PRIVATE ROADS I~ I I ---I ESTATE RESIDENTIAL SUBURBAN RES IDENTIAL R-2 ________! OS(RP) f/ d//J'.1/1//41 = I 100 YEAR FLOOD PLAIN HICKORY CREEK FLOODWAY ~~ii~~ ~~~a~~st 0th~eiiffici:a~; ~/~g isM~~~ ZJo,tg, t,af9jgp~~e:;rt ~~dthe Zoning Ordinance of 1991, U.S. amended Village of Shoreham, Michigan. President Clerk Date of Adoption Amended: 01-06-81 12-03-91 07-07-92 On May 10, 1995, by official action of the Village Council, the following change was made of the Official Zoning Mop: Approximately 27 acres of section 9 from C to R-1. 1-12-01 MAP 6 VILL AGE OF SHO REH AM OFFI CIAL ZON ING MAP N.W. corner of Maiden Lane and Lakeshore Drive changed to R-3. t I I ABONMA~~! B<iMDING· AIOfl~ · MA!IN,\/WATBJIONT SUCM"fl<; • w.csc:»EAR":'fCiCl'..A( • PI..AAltlNG �St. Joseph Charter Township Master Plan FUTURE LAND USE PLAN RESIDENTIAL COMMERCIAL OPEN SPACE VILLAGE OWNED PROPERTY HIGH RISK EROSION AREA r;@;& Y :?d POTENTIAL VILLAGE AREA MULTI-FAMILY PRIVATE ROADS ❖=a:❖;•;❖j 100 YEAR FLOOD PLAIN HICKORY CREEK FLOODWAY I LOW IMPACT COMMERCIAL Appendix MAP 5 VILL AGE OF SHO REH AM FUT URE LAN D USE PLAN IIABONMA!f.~! ENQ~•.-..o; ir~'f • MAP.lf,V,,IW'AfERfRONT SLIRVEYING• L,U,OSCA.1>£ARCMtiCI Ll!E ·PLAN.....0 f 55 �APPENDIX C. EXPENDITURES PER PERSON ACTUAL & PROJECTED The overarching goal of the St. Joseph Charter Township Master Plan is to have “A community of healthy living opportunity connected to nature.” The individual goals in Chapter 3, detail paths to achieving the overarching goal by taking advantage of opportunities and overcoming obstacles. Accomplishing those individual goals represents a degree of change in the community. What is the driving factor behind that change? It is the need to have sufficient revenues to support the operation of the Township in terms of facilities and personnel to provide services to the residents. Consider the following table. It shows actual expenditures expressed as dollars per person. During the six-year period from 2010 to 2016 annual General Fund expenditures increased from $1.13 million to $1.39 million. This $256,000 increase represents a 22.6% change in annual expenditures. With a very stable population the expenditures per person increased from $113.26 to $140.90. This is not an unexpected or excessive change. Munetrix, an independent private sector firm, evaluates critical financial metrics from Township and Michigan Department of Treasury data and provides a rating of the municipal fiscal health. St. Joseph Charter Township received an “excellent” rating. Quite simply while the Township manages its resources well, the cost of operating government does increase. 56 Appendix The following graph illustrates what the projected expenditure in dollars per person is likely to be under three scenarios. 1. Stable – the population remains virtually unchanged during this period 2. 2% Growth – the overall population grows 2% annually 3. 3% Growth – the overall population grows 3% annually An assumption is the cost of Township government is independent of growth in population. In a township that is almost built-out this is a supportable assumption. The area to be maintained is not going to change. Municipal services do not have to be extended. Therefore, a built-out municipality can provide services more efficiently through a higher density of population than a more rural, developing municipality. Year 2016 2015 2014 2013 2012 2011 2010 Population Expenditures 9,879 9,879 9,923 9,934 9,970 10,011 10,027 $1,391,980 $1,244,958 $1,095,171 $1,198,540 $1,212,442 $1,058,117 $1,135,648 Expenditure per Person $140.90 $126.02 $110.37 $120.65 $121.61 $105.70 $113.26 While the “burden” of operating government is spread out over more persons, the underlying driving factor is the increase in taxable revenue that an expanded population represents. To fund the increasing cost of government, the three options for enhancing revenue are to increase the tax rate, increase the number of taxable entities, or increase the taxable value. The latter two options are inherently more supportable. In an established area, supporting a larger population is best accomplished through “infilling” where possible. Since multiple large tracts of land for traditional single-family homes are not available, what land remains needs to have a higher density and associated higher valuation to generate additional revenues. This supports the concept of providing “missing middle housing” in selected areas of the Township. It will provide for a larger population and increase the tax base while also affording alternative housing types that many in the next generation are seeking. This will keep St. Joseph Charter Township an attractive and desirable community. In summary: • The costs of operating government is increasing and the Township, despite its “excellent” rating and efficient use of resources, is not immune to the aforementioned fiscal pressures. • Increasing the number of taxable entities and taxable value is more supportable than raising the tax rate. • High quality and compact development is key because it leverages and aligns the economic and demographic opportunities. St. Joseph Charter Township Master Plan �$180 Expenditures per Person Based on a Stable, 2% Growing and 3% Growing Population $170 Stable Population $160 2% Growth in Population $150 $140 $130 3% Growth in Population $120 $110 $100 $90 Projected $/Person Actual $/Person $80 2010 2011 2012 2013 2014 ....... St. Joseph Charter Township Master Plan Actual 2015 ....... 2016 Stable 2017 □ 2018 2% Increase 2019 ....... 2020 2021 2022 2024 2026 3% Increase Appendix 57 �Lo Esse x C Carley Kevin example could be implemented. Grant Ansley Miller Lattimer Clemens Vineland Maple 07 E asy Kim PARKING B-2 B-2 Sherid an Me ade Waden1a 3 R-3 Lincoln Carrie Field McLi n PARKING Locust Celina Ventnor Lincoln Tr a il Tanbark Hi l Est ates Estate s r Nash K e d zi e Chapter 4. Future Land Use Anthony 4 2 Va 58 M e adow Westwo od 5 Nelson e B-2 A Planned Unit Development Overlay R-5 Tu cke r District is one scenario in which this Height s E s t at e s i ew ll e y v Aurilla O a kr i d g Jean Ann Aurilla Old Hick ory Tr a f a Family Homes in a connected, amenity-rich environment are desired by young and old Trebor alike. in se La Valley Vi e w D Trail George 0 05 Fairlawn C i r cl e R-1 smaller Single 4 Cottage Courts, Duplexes, land ga H i cko r y Washing ton Cleveland M a r i l yn ic LINCOLN ROAD C ko Sa re ry nd ek ra k on G ar den View Attractive Mansion Apartments, Rowhouses AcoMissing rn and similar Middle Housing types O u te r can respect and better transition into existing Briarcliff residential neighborhoods. 03 Susa n OA r ve Mixed-use building(s) with active storefront frontages can include commercial or office alleresidential space belowVand above. y SR Ri 02 LE s R-2 Wedgewood Va lley A pedestrian-oriented streetscape and high quality mixed-use environment can be desirable both for existing neighborhoods and new development. Streetscape may include bike lanes, on-street parking, street trees, landscaping, sidewalks, seating, etc. NI R-2 ile 01 Brow n School Vine wood h ep R-4 Yu Willow N It does not represent an exact plan to be implemented nor is it site specific. Rather, its purpose is to promote conversation, Karen understanding, and identification of opportunities that may be appropriate or exist elsewhere in the Township. ew lvi 6 ExistingZoning ve rb en os R-4 R-1 J nt B-2 B-2 Ri i Sa I-1 Manor stol R-5 I-1 The Illustrative Plan is a conceptual example to support Chapter 3. Goals, Objectives, and Actions, Chapter 4. Future Land Use, and more specifically, the types of land use development and character proposed in the areas designated as Neighborhood MixedUse (page 32). Bri H Hawth orne Lu Al ra E nt APPENDIX D. ILLUSTRATIVE PLAN EXAMPLE B-1 ra Royalton Heights re Fo Lo P oi Pin e nt Po i le ag Marvin M an i t o u OAKRIDGE ROAD WI9 4 St. Joseph Charter Township Master Plan Lo Royal Crest �1 2 6 6 The existing is provided an additional building to hold the corner, sidewalks, landscape improvements, and crosswalks. 3 7 The existing frontage includes a large setback dominated by a driveway and a parking garage. 7 The existing garage is converted into additional living space as a two-story structure built over the existing driveway. 7 A new wing is added, creating an entry courtyard and preventing the garage and driveway from dominating the street view. 4 5 7 4 5 St. Joseph Charter Township Master Plan 7 A detached outbuilding is built in the The garage is removed altogether, front yard, creating a private interior in its place sits a one-story addition delineating the street. A garden is in courtyard. the backyard. Source: Sprawl Repair Manual, Galina Tachieva et al, Island Press, 2010 Appendix 59 �APPENDIX D. COMMUNITY VISION DOCUMENT Reserved for St. Joseph Charter Township Community Vision 60 Appendix St. Joseph Charter Township Master Plan ��I I - WIGHTMAN & ASSOCIATES, INC. lliiil ENGINEERING ♦ SURVEYING ♦ 230PipestoneRoad BentonHarbor,MI4902 (269) 927-0100 www.wightman-assoc.com ARCHITECTURE � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context St-Joseph-Charter-Twp_Master-Plan_2017 Creator An entity primarily responsible for making the resource St. Joseph Charter Township Planning Commission, St. Joseph Charter Township, Berrien County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 2017-07-10 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for St. Joseph Charter Township was prepared by the Planning Commission with assistance from Wightman & Associates, Inc. and was adopted on July 10, 2017. Contributor An entity responsible for making contributions to the resource Wightman & Associates, Inc. Subject The topic of the resource Master plan reports St. Joseph Charter Township (Mich.) Berrien County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/d1b8ea2e351834f48e33fca8a8353f26.pdf 85173b75151ba36fe1e867dc2945bfc3 PDF Text Text S~OCK3~~JGE TCW\SHI? I ng:1c.::1 Coun: ·.1 !'12.ch:.ga:1 , •· prepared fo:::: Planni:19 Commission Stockbridge Township prepared by: Ro bert 8. Hotaling, PCP#2 Planning Consultant Re v ised: Feb::-uary 19:1 0 �1989 AMENDMENTS to the MASTER PLAN BACKGROUND INFORMATION Fifteen years ago the Stockbridge Township Planning Commission prepared and adopted the 1975 Master Plan for the Township. A 1985 review of this Plan and the Zoning Ordinance in effect were reviewed and it was determined both needed updating. The amendments contained in this report update the Master Plan and form the basis for updating both the Zoning Ordinance Text and Zoning District Map. This amending report contains the following updated information: Page No. Social Characteristics Population Trends Population Projections Age Composition Table No. 2 - Age Composition Households Social Characteristics Education Labor Characteristics Occupations Income Table No. 3 Industry: Employed Table No. 4 Occupational Category 5 & 10 6 7 9 9 & 8 & 10 & 10 13 10 13 12 12 14 11 11 Natural Resource Base General Characteristics of Soils Agriculture Woodland Resource Development Wetlands Residential and Other Development Table No. l -Potential Areas of Conflict over Land Uses Based on Soil Characteristics Map No. l - Major Soil Associations found in Stockbridge Township P. A. 116 Acreage 1975-1985 15 15 17 17 18 18 20 16 Traffic Volume Trends in the Stockbridge Township Area 1958-1985 Surrounding Major Urban Areas 30 29 Planning Standards for Roads and Highways 36 19 �1975 MASTER PLAN TABLE OF CONTENTS PREFACE . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 INTRODUCTION . . . . . . . . . . . . . . . . . • . . . • . . . . . . . . . . . . . Policy Planning Figure 1 - Profile of the Planning Process 2 2 4 BACKGROUND . . . . • . • . . . • . . . . . • . . . . . . . . . . . . . . . . . . • . 5 Population Growth & Housing Trends Population Projection Chart Land Use Patterns Transportation Figure 2 - Existing Land Use Environmental Considerations Figure 3 - Traffic Figure 4 - Open Water Figure 5 - Wetlands Figure 6 - Vegetation Figure 7 - Open Water, Wetlands, Vegetation Figure 8 -Topography Figure 9 - Land Capability POLICIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Land use Environment PLANNING STANDARDS Guidelines for Growth Environment Streets & Highways Land Use: Residential Schools Commercial Industrial Parks 5 7 27 29 28 20 31 24 23 22 25 21 26 32 32 33 35 35 35 35 35 37 38 38 38 MASTER PLAN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 IMPLEMENTATION . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $$ �Page No. Development Standards for Land Use Categories 39 Rural Land Uses Agricultural Land Uses Resource Conservation & Development Land Uses 39 39 39 Urban Land Uses 40 Urban Residential Land Uses Community Service Commercial Land Uses Light Industrial Land Uses Zoning Memorandum: Critique of the Stockbridge Township Zoning Ordinance 40 41 42 46-55 �PREFACE Stockbridge Township is located in the southeastern corner of Ingham County, Michigan, and surrounds the Village of Stockbridg~. The Village, located at the intersection of Highways M-52 and M-106, had a population of 1,190 in 1970, and 1,213 in 1980, less than that of the Township which was 1,336 in 1970 and 2,840 in 1980. Stockbridge Township is located almost In the center of a triangle formed by Ann Aber, Jackson and Lansing between the two major east-west Interstate highway~ which traverse the state, 1-9~ and 1-96. those working in the Townsh i p is agriculture. The major occupation of However, many residents commute to Chelsea, Jackson, Lansing and Ann Arbor to work In blue collar skilled trades, and professional jobs. Farming in the Township is very productive. and muck is found throughout the area. A great deal of black dirt Onions and mint have been good crops, and recently the growing of lettuce has become more popular. Sod farming has probably become the dominant soil crop ln the past four years. However, In addition to these crops, there are significant amounts of corn and beans, as well as dairy farming. Al 1 but a smal 1 portion of the Township 1 ies within the Stockbridge School t M l �INTRODUCTION The mast e r planning process is the main way for citizens to guide the growth of their community. Planning is an investment in the future, and with up-to-date zoning, it is insuraance against problems created by haphazard growth. Unguided urban invasion of a rural township wastes tax dollars, farm land, and water. It results in land use conflicts such as those arising when businesses and residences are established next to each other. Often, it impairs farming. This in turn impairs local businesses that serve farmers. Planning for a township, like planning for an individual or family, i? nothing more than wise use of foresight. Experienced planners foresee future problems, needs and objectives, and chart their courses years in advance. The planning process moves through four basic steps. The first step is to collect background information or facts concerning present township resources and characteristics. Often in con- junction with this step, or as the second step, development policies are determined. These policies set the style and direction for step three, the Plan. The final step in the plan - ning process is to implement the Plan. There is no point in conducting planning if no effort is made to implement the plans. The chart which follows illustrates the steps of the planning process. POLICY PLANNING Policy statements have come into widespread use as decision-making tools in government as well as private industry. The policy planning process is based upon the assumption that some kind of community-wide concensus of planning goals and development policies must be arrived at before realistic plans for future growth can be prepared. It further assumes that once growth goals have been agreed upon, a master plan for future growth will be more readily used by community leaders because it reflects previously accepted policies and goals. 2 �Policy plans can also serve as new instruments which guide the evolution of a particular community by brining the social, . physical, economic and political considerations into more . meaningful focus. In addition to their function in Master Planning, policies have many other practical advantages as deicision-making guides. Some advantages of complete policy statements are: I. Aid to Public Understanding and Participation: The straight-forward character of the pol icy statement aids public understanding of the planning process and how goals for the cornnunity are to be achieved. 2. Consistency: Clearly stated policies covering all concerns of compre- hensive planning can do much to minimize the possibility of arbitrary planning decision-making. 3. Efficiency: When a growing community is frequently confronted with problems of a recurrent nature, clearly stated policies may reduce the amount of time spent on an individual project without lowering the quality of planning recommendations. 4. Coordination: The Pol icy Plan creates a single framework within which all aspects of government may act in concert on development proposals. S. Stability: A Pol icy Plan is general by nature and thus provides an element of stability as specific proposals of the master plan are rrodlfied over time. 6. Guide to Decision-Making and Review: The Pol icy Plan is helpful as a guide in adopting land use controls, and to the courts In judging the fairness of specific controls in the context of an overal I goal structure for community development. 3 �PROFILE OF PLANNING PROCESS BASIC STUDIES • I• BACKGROUND STUDIES A GENERAL REVIEW OF LOCAL SITUATION-PROBLEMS, NEEDS, POTENTIAL, HIS TOR· ICAL PERSPfCTIVE,ETC. • DATA INVENTORY 1 2 3 4 POPULATION STUDY ECONOMIC BASE STUDY LAND USE STUDY TRANSPORTATION STUDY ·5 OPEN SPACE, RECREAT•ON, CONSERVATION STUDY 8 GOV'T'L I COMMUNITY FACILITIES STUDY t • GOALS 1 2 3 4 5 POLICIES OBJECTIVES ASSUMPTIONS PRINCIPLES STANDARDS IMPLEMENT PHYSICAL PLAN POLICY PLAN t • DESIGN 1 GENERATE ALTERNATIVE SOLUTIONS OR PLANS 2 EVALUATE ALTERNATIVES 3 SELECT IDEAL t • IMPLEMENTATION 1 ESTABLISH PRIORITIES 2 FINANCING 3 TIMING • ADMINISTRATION 1 PUT PLANS INTO EFFECl 2 RE-EVALUATE, SUGGEST REVISIONS • ANALYSIS-SYNTHESIS 1 DATA EVALUATION 2 SPACE NEEDS 3 FORECASTING PLANNING CONSUL TANT SERVICES INCORPORATED 520 CHERRY STREET LANSING MICHIGAN 489JJ �SOCIAL CHARACTERISTICS BACKGROUND A wide variety of background information has been collected and analyzed which relates to Stockbridge Township. This includa.s data on population growth, general demographic characteristics, housing characteristics, and natural resource or environmental conditions. • POPULATION GROWTH AND HOUSING TRENDS The population of Stockbridge Township increased by onlv 2.7 percent from 1960-1970, a growth rate less than any of the surrounding townships except White Oak on the north. The same holds true _if growth figures for the Village of Stockbridge are combined with those of the township. In such case growth occurred at about 4 percent from 1960-1970. Over the same period Ingham County grew 23.5 percent. Stockbridge Township growth contrasts with that of adjacent.townships as shown in the following Table. Between 1970 and 1980 Stockbridge Township and all other townships in the area accelerated their growth over the 1960-1970 decade. 1975 TABLE 1 STOCKBRIDGE AREA GROWTH 1960-1970 1960-70 % Change 1970-80 % Change 23.5% 2.7 8.5 13.9 11. 6 -12.5 5.5% 15.4 1. 9 22.5 31. 8 25.3 Jackson County Waterloo Township 8.5% 9.2 5.7% 36.7 Livingston County Iosco Township Unadilla Township 54.2% 15.9 47.5 70.1% 75.8 Washtenaw County Lyndon Township 35.8% 32.4 13.1% 49.8 Ingham County Stockbridge Township Village of Stockbridge Bunker hill Township Ingham Township White Oak Township All indications are that growth is coming to Stockbridge Township from the east, from Detroit and Ann Arbor most likely. Since road access to Stockbridge Township from the east is not as efficient as it is to many communities lying along I-94 or I-96, this may be one reason for the less than dramatic growth. However, this past trend appears to be making a significant shift in the 1970's based upon recent construction activity. However, between 1970 and 1980 there was a significant increase in population growth from the Lansing-East Lansing area to the northwest as indicated by the traffic pattern changes. s �Assuming a growth rate of 5% per year, Stockbridge Township must begin to plan for the Introduction of 215 new households between 1970 and 1980. Year Births • 1970 1971 1972 25 43 44 ,915' TABLE 4 NATURAL INCREASE OF POPULATION Deaths Change/1000/Poeul. Net Chan9e 4 +21 +15.7 +34 +25. 1 9 4 +40 +28.9 % Change +1 .2% +2.5% +2.9% (Average 2.2%) 5 ANNUAL MIGRATION RATE INTO STOCKBRIDGE TOWNSHIP Determined by calculating growth based upon building permits and subtracting natural increase. 4.46% 1970 1971 0.89% 1972 0.99% 4.46% 1973 (Average 2.7%) TABLE I 51 , 868,000 Un i ted States 6,407,000 Mich igan 172,941 Ingham County 1,044 Stockbr idge Township 1,098 Stockbridge Village 19 15' TABLE 6 POPULATION TRENDS 1960 1970 179,975,000 203,805,000 7,834,000 8,901,000 2 1 1, 290 26 1 , 039 1,363 1,336 1,097 1, 190 1950-70 % Change +34.2% +38.9% +51.0% +28.0% + 8.4% -- 1980 220,099,000 9,207,000 270,520 2,840 1,213 Population Trends in Stockbrid9e ToMn9hip 1960 Stockbrid9e InC3ha■ 1970 'l Change 1980 " Change 2,460 2,526 2.7 2,914 15.5 211,296 261,039 23.7 275,520 5.5 8,875,083 13.4 9,262,078 4.4 County l1ichi9an ~ Pogulation Trends - I'-<:.~ Stockbrid9~ Township has experienced a steady increase in population since 1960 when the population was 2,460. Bet..,.en 1960 and 1970, the Township's population 9rew by only 66 person9 (2.7~>. Over the next 10 years, however, the population increas•d by 15'1 or 288 persons. Durin9 the 1970's, Stockbrid9e 9rew at a rate 3 ti~•s faster than In9hn County and the State. 6 1.9 �141.~ TABLE 2 STOCKBRIDGE TOWNSHIP BUILDING ACTIVITY 1970 - 1973 Type Unit S i ng 1e Fam i 1y Two Fam i 1y Mu 1tip I e Fam i I y .!1ZJ... 1970 21 10 1972 14 2 O 0 0 O O 1973 27 0 0 As can be seen from Table 2 above, as of last January there have already been This is an increase of about 5% per 74 new houses constructed since 1970, year, almost twice the growth rate each year as occurred in the last ten years together. In 1970 the number of persons per household in Stockbridge Township averaged 3,839, Thro~gh the use of this figure and projecting construction trends it is possible to estimate future population. 1975' TABLE 3 POPULATION PROJECTION - STOCKBRIDGE TOWNSHIP Year Popu 1at ion Households 1970 1971 1972 1973 1974 1975 1,336 1,416 I ,462 I ,516 l ,620 1,700 348 369 381 395 422 443 6.0% 3.25% 3.68% 6.85% Aver. 4.95% 1980 1985 2, l 63 2,754 563 717 4.95% 4.95% 1990 1995 3,501 4,457 I, 161 912 4.95% 4.95% 2000 5,673 I ,478 % Chan5e Buildin5 Permits 21 12 14 27 N.A. N .A. 4.95% Developed based upon projecting growth rate from 1970 to 1974 and population population per household (3.839) in 1970. Based upon the information contained in Table 3, the average annual growth rate in the Township since 1970 has been approximately 5% per year. If this trend continues at the same pace, the population of the Township will be approximately 1,700 in 1975, and 2,163 in 1980. Such rapid growth may result in increased costs for services and land. The natural increase makes up about 45% of the growth while migration into the area accounts for about 55% of growth. (See Tables 4 and 5. ). The actual 1980 population count in Stockbridge Township was 2,840, which was a 112.6% increase over 1970. �STOCKBRIDGE TWP. POPULATION PROJECTION sooo------------------------------------Z00<.. 4000 1----.....-------.....-------+--------+--------1-------l'~"""-~b\ •,,, = I"'~· 3_,3ofi /&f9o fl 0 -,c f 1/ 30001---_._--------1----------+-------1----------+---,-.....,.::;.._.....-L-_..,_ •••• ♦ /ls ......,...,.~-+-'---------- 20001---.....-------+-------+-------+--......,.... 1( ,ooob~~=t-+--+ 1940 1950 1960 1970 1980 1990 Peculation Proj1tctions - 198-9 Dftlo9raphic statistics 9ath•r.d aver the last two decades have shown that people havl! been aovin9 to rural areas and Ctffllaunities. The economic conditions during the early 1980's slowed dawn this 1t0vnent; but, th• last several years has seen a r•surgenc• o-f this pattern. Stockbridge Township with easy access to the Ann Arbor area and only a slightly lon9•r distance to Detroit business centers is an attractive plac• to live. In- ■ i9ration should continue for the next decade (a reason.able ti ■- period). The rate of growth will depend an a nuaber of factors includinq availability of land for haNt sites in environm•ntally appealing areas, accessibility to public services, and econ011ic opportunities within a reasonable driving distance. A reasonable usuaptian would be that the population will continue to increase at a rate between 10 and 1~ percent. At this rat•, 291 to 436 would move into the ToMnship during the 1980's and by 2000, the population could reach approxi ■ately 3,800 persons. 8 �1 975 TABLE 7 POPULATION BY AGE AND SEX (. 19 7v) Vi 11 a9e On 1:t Under 5 Years Old 5 - 9 Yea rs O1d 10 - 14 Years Old 15 - 19 Years Old 20 - 24 Years Old 25 - 29 Years Old 30 - 34 Years Old 35 - 39 Years Old 40 - 44 Years Old 45 - 49 Years Old 50 - 54 Years Old 55 - 59 Years Old 60 - 64 Years Old 65 - 84 Years Old Over 84. Years Old Townshie Onl:t M F M F 49 49 65 67 46 37 33 22 29 38 31 36 26 35 54 54 67 43 28 28 25 35 37 26 39 24 86 24 71 96 89 72. 43 39 34 48 41 37 29 36 22 42 2 52 83 83 75 38 39 44 38 34 26 36 26 17 37 1 so 13 1989 Tabl• No. 2 (1 C}8v) F@fflal• T. Fe111ale A91t Total <5 239 123 51 5 - 9 276 144 52 10 - 14 280 123 46 15 - 19 300 162 54 20 - 24 200 106 53 25 - 29 223 114 51 30 - 34 198 100 51 35 - 39 199 104 52 40 - 44 161 86 53 45 - 49 141 63 45 50 - 54 128 63 49 55 - 59 129 62 48 60 - 64 116 54 47 65 - 69 112 60 54 70 - 74 72 44 61 > 140 89 6~ ~ 9 �t The ■edian ag• in th• Township in 1980 was 28.4, higher than the county's •edian age of 2,.3. N•arly 34i o+ the Township's population is under the age of 18 and another 11\ are 6~ years and over. The population distribution is displayed in Table 2. In all but four age groups, the number of fntales slightly exceed the number of •ales. The population appears to be well balanced in that there does not appear to b• an out-•i9ration of young people. The Township will need to provide a ■ ix of services (schools, health service9, and recreation, for exa■ ple> to ■ eet the comaunity's population. Social Characteristics -1~a9 Exaaination of social characteristics assists in understanding the stability of a com■unity, its ability to adapt to change and identifying future land use needs. According to the 1980 census, 69\ of the Township's residents were born in Michigan. This is approxiaately equal to the state average of 78\. Of the person 5 years and over, 58\ lived in the same house since 1975 and an additional 18\ have liv•d Nithin Ingha■ County but ■oved to Stockbridge between 1975 and 1980. Only 3\ of the residents ca■• fro• outside the State of Michigan. These figures suggest that the Township's population is relatively stable. Approxiaately 111 (84) of the households with children were headed by fe■ales. Over half o+ th•s• hous•holds, the children Mere over the age of six. Of the 324 p•rsons over 65, only a fe" were living alone. The re•aining population characteristics suggest that this is a very fa■ ily oriented coaaunity and the social organizations reflect this arran9eaent. 10 �1g1< TABLE 8 LABOR FORCE 14 YEARS OLD AND OVER BY SEX Township Including Vil !age M In Armed Forces In Labor Force, Employed Profes~ional, Technical Managers, Administrators Sa 1es Workers Clerical and Kindred Workers Craftsmen and Kindred Workers Operatives, Except Transport 1'ransport Equipment Operatives Laborers, Except Farm Farmers and Farm Managers Farm Laborers and Farm Foremen Service, Except Household Private Household Workers Occupation Not Reported In Labor Force, Unemployed Not in Labor Force Under 65 Years Old Over 65 Years Old F 0 0 648 347 41 25 58 6 23 4 23 116 6 92 149 32 50 6 7 4 44 78 0 17 23 38 499 388 61 58 12 40 254 186 68 13 111 '. ~ ~ j Table No. 4 Occupational Cat~ory t1anac,er i al and Prc-fe5sional -"190 _!_ 18 Techn i c:al, Sales, Adnti n. Support 274 2~ Sef'vic:t Oc:c:upations 102 9 91 8 Prtch ion Production, CraH. 1,1 14 Op•rators, Fab.-icato.-s 27~ 26 Far ■ in9 19 99 Table No. 3 Industry: Employed ...!L ___Af3r i c:u 1ture Construction Nanu-facturin9 Transportation Co11■unic:ations Whal•sal• Trad• Retail Trad• 78 43 401 23 24 19 126 -L 7 4 37 2 2 2 12 ...!L Finance, Insurance 44 Business 42 Racreation 29 Pro.fessional 229 <Education 122 Health 65) Public Ad ■ inistration 22 11 _!_ 4 4 3 21 2 �t~1S TABLE 9 PLACE OF WORK Township Including Vil !age • Clinton County Eaton County Ingham County Lansing City Ce n t r a 1 Bu s i n e s s Di s t r i c t Remainder of Lansing City Rema in der of Ingham County Other Counties 0 0 632 50 0 50 582 289 Occ:upa ti ans - 1 <, Sj . Workers living in Stockbridge Township Nere e•ployed in a variety of industries, as listed in Table 3. The lar9est industrial group was ■ anu+acturing (37~> folloNed by professional (211> with the educational services the predominate ntployer and retail trade c12,>. Agriculture is a •ajor sector with 78 persons eflployed in that industry. The census also categorizes workers by the type of work being per+ormed. This information (Table 4) provides insight into how balanced the eaployflent base is Nithin th• co~ ■ unity. The co•■ unity is not coflposed of a li•ited number o+ occupations; rather, a 900d ■ ix exists. Stockbridge has a solid econo•ic base fro■ which to build for the future. The average driving time to work in 1980 Nas reported as 21 ■ inutes. People in this C019fflunity appear Nilling to drive so■ e distance to Nork. This pattern r~lects the pattern of ■ i9ration to rural areas by urban-suburban work force Labor Characteristics - r; =J The strength of the co1111unity can be ■easured by the number of people in the labor force, household incc■ e, and the dyna■ ics of the econo■ ic base. Based on census fiqures for 1979, 70~ of the ■ en and 4~ of the Noaen, over the age of 16 participated in the labor force. Only 13' of the families had no members NOrking in 1979. Nearly 43' of the faJ1ilies had two or More sage earners. The une111ploy ■ ent r"atet in Stockbrid<3e was 9.1'1 in 1980., The figure for NOmen was lower at 6.4~. Thn• figures were ■uch loNer than the statewide avera9e of 111.. 12 �1,p; TABLE I 0 EDUCATION, BY SEX Township Including Village M F Persons Over 24 Who Have Completed 0-8 Years Grade School 1-3 Years High School 4 Years High School 1-3 Years College 4 Years Co 11 ege Over 4 Years College 222 117 207 56 26 29 177 101 228 68 21 9 Education Sixty-nine (691 percent of the Township's residents ov•r the age of 25 have high school and 111 have co•pleted four years cf college. These figures are very sinilar to the statewide avera9es of 681 and 14~, respectively. co■ pleted \91S' TABLE II POPULATION ANO HOUSING TRENDS, 1940 - 1970 Stockbridge Village Population Percent Change Male Fema 1e Housing Units Owner Occupied Renter Occup i ed Vacant 1940 852 * * * * * * 1950 1098 28.9 541 557 291 181 75 35 1960 1097 1970 1190 8.5 585 605 380 290 69 21 -•I 537 560 346 265 62 19 \9 7 5 Stockbridge Township 1940 763 * * * * * * 1960 1363 30.6 709 654 343 235 80 28 1950 1044 36.8 549 495 329 242 79 8 1970 1336 -2.0 707 629 400 280 63 52 TABLE 14 HOUSING UNITS Vi I !age Only Renter Owner Occupied Units in Structures With 1 Unit 2 Units 3-9 Units 9 or More Units Mobile Home 42 17 0 9 l Township Only Renter Owner 280 58 .8 5 0 0 0 2 0 5 Vi l. Vacant Year-Round Units For Rent For Sale Only Rented or Sold Not Occup i ed For Occas i ona 1 Use Other Vacant 245 1 0 a 34 Twp. 2 4 I 3 0 0 2 18 5 2 Hauseholds - 19€ j The nu ■ber of households in th• Township was 900 in 1980. The average number of p•rsons per household was 3.18. In fiUlily situations, the average size was 3.48. 13 �1'}7r' TABLE 12 SELECTED POPULATION CHARACTERISTICS 1960 - 1970 STOCKBRIDGE TOWNSHIP (INCLUDING VILLAGE) 1970 1960 10,213 5,369 Median Family Income 12.0 10.3 Median Yea r s Education 1,073 867 Labor Foree 648 605 Employed, Male 347 213 Fema 1e 818 995 Total 40 4-1 Unemployed, Male 38 8 Female 78 49 Total l'j1:> TABLE 13 INCOME (TOWNSHIP INCLUDING VILLAGE) Unrelated Individual Under S1 , 000 S 1 , 000 - $ 2,999 43 32 S 3,000 - $ 4,999 S 5,000 - $ 6,999 S 7,000 - S 8,999 S 9,000 - $11,999 $12,000 - $24,999 Over $24,999 21 9 13 4 4 0 Family 7 46 49 69 67 140 193 26 Th• 1980 ••dian fa•ily incc•• for th• Town5hip Wa!I S21,836 or a per capita inca•• of 97,5~9 (all fi9ur•s reported in 1979 dollars). The median family incone is higher than the state"id• ■ edian income of Sl9,223 reported for the 5ame period. It Mas estimated that 111 of the population were below the established 1979 poverty level. This corresponded to 10~ of the families. Nearly all th• faailies under th• poverty line had children and 42~ of the units were headed by a fe■al• single parent. While the socio-economic profile indicates a robust co•■unity, these does exist a low incoae 9roup who may require . certain services fro• th• con11t1nity. 14 �1')8'7 NATURAL RESOURCE BASE Soil charact~ristics provide information on the type of land that are appropriate, or not appropriate for a particular area. Data obtained from the 1979 Ingham County Soil Survey by the Soil Conservation Service CU.S.D.A.> indicate that Stockbridge Township has soils that are suitable for agricultural production, forest management, and residential/commercial dev•lopment. There are s o i l s ~ , however, best left undeveloped because of high water tables. uses A general overview of the soil patterns for the township can be obtained by exaainin9 the major soil associations. A soil association is a group of _soils which share very similar characteristics. Four ~ajor soil associations are found throughout the township with the Oshtemo-Houghton-Riddles association C4 on Map 1> being the major association. The Marlette-Capac-Owosso association <2> can be described as nearly level - to rolling, well drained to somewhat poorly drained soils. This association is mainly used for cropland with major limitations being soil erosion and excess water. In general, other ~ajor land uses that are appropriate for this association include woodland, recreation, and for sanitary facilities and building sit.es. Wetness is the major limitation for some soils in this series which would reduce the potential for these soils to support recreation or development activities. The Houghton-Palms-Edwards association (3) is primarily composed of muck soils that are poorly drained. These soils are common around lakes and in drainageways. This association is primarily used for cropland, woodland, or wildlife habitate. Wetness, flooding, and unstable soil material are the major limitations to the use of these soils. Many of these soils are often in areas that are considered to be wetlands because o+ peer drainage. In placed in cultivation, these soils are particularly suited for specialty crops. These sci ls have very poor potential for development. While scattered throughout the township, these soils represent a small proportion of the total township's acreage. The Oshte~o-Hou9hton-Riddles association (4), the most comm~on association within the township, can be described as level to hilly, well drain•d to poorly drained, sandy, loamy and Muck soils. In other words, a combination of a wide variety of soils possessing a range of characteristics. this association is best suited for cropland and woodlands. The major limitations facing farmers are erosion, wetness, and in some cases drou9htiness. The Houghton portion of the series is lar9•ly woodland but if properly drained can be productive. Oshtemo soils 9enerate better yields if irrigated. Only the Houghton soils face major limitations +or recreation and development. Oshtemo and Riddles soils have good potential for development with proper santitary facilities incorporated in the site development. The final association, the Marlette-Oshtemo-Capac (6), only appears in a limited area in the northwest port.ion of the township. 15 �'P.A. 11'- Ac.u11e,,: Pu.tl"I.I 0 ANO W"t-tAIM. -os: · ~ 'GIP I iO 811\twC~ \'tiS - IC\ 8S' lbO . 0 ll'iSiilii:"~:;;,:=m ~~l!IJl!lll~~~~-f-- ~ ~ ~ - . - . - - , - . ,. 1, : .· _ , .- , O , ~;;"} '-~Jtf\_·: _J .· 3 2-, 0 / ~f< ~ill; / 0 ; _.,..- , ,/ ~~ :7.t ' · ... . _., ~ -----s . c~~~it ---- ccmDrLETi g,y ... .. 16 _..,_ - P. CAUlNCK.. �This series are considered to be level to steep, well draine<i to poorly drained loamy and sandy soils. Cropland is the major use for these soils with some areas suitable for woodlands. The major limitations are erosion, wetness, and in some cases, drou9htiness. Recreation and buildin9 sites are appropriate for selected soils with the Cap~c soils presentin9 the bi99est limitation to more intensive devlop,nent or uses. Each series is composed of specific soil units. Each of these units display sli9htly different features. Thus, some soils within an association may be more suitable for a particular use than another. Each soil's potential for different types of uses were mapped separately. The accompanying maps identify land suitable for wetlands, agriculture, woodland mana9ement, and residential development. AGRICULTURE - 1989 Soils have been rated in terms of their productivity (yield) under proper management without regard to costs. Proper management refers to operator actions which serve to overcome natural soil limitations such as high water through drainage. Four catagories have been desi9nated en Map 2. Areas where a9ricultural production is very limited er should net take place have been le+t blank. These areas are primarily lands adjacent to the rivers or low lands or have been altered by man for developMental purposes. Areas that are designated by slanted lines have below average productivity and are seriously affected by high water tables and infertile soils. Land marked with dots are considered average to above average yield areas. These areas are located throughout the township but are in close proximity to the soils highly suitable for agricultural production. The most · productive farmland, desi9nated by the solid black area9, is found throughout the township with the highest concentration of acreage in the southwest sections, upper middle sections, and the eastern sections. The potential for agricultural production is very 900d. However, the decision to cultivate these soils is dependent on economic conditions and the m•n•gement level the farmer is willin9 to inj@Ct into his/her operation. Agriculture has been a depressed sector of the .conomy during ~uch of the 1980'5. With returns low, the costs of maintainin9 this land in production may exceed returns for some farmers. New soil erosion le9islation may also in+luence how some farmers operate their farms in the future. WOODLAND RESOURCE DEVELOPMENT-l587 Production of various species as ccmaercial trees is possible throughout parts of the town5hip. Areas designated in black on Map~ are not suitable for production purposes. Areas marked with slanted lines have several major limitations while dots indicate soils with minor limitations for woodland production. In 5ome parts of the Township the major management concerns are hi9h seedling mortality, erosion, and equipment inaccessibility. 17 �Uncolored areas have few limitations for woodland production. Generally the conifers are the best species to plant. Some areas are more suited for planting of hardwoods including ash, red maple, s~camore, and walnut. The darkly colored areas on Map 4 serve to identify lands highly suitable for wetlands. Some of these areas may have been drained for a9ricultural purposes; but left unmanaged could possibly revert to wetland habitat. These designated areas extend beyond the true wetlands (standing water for all or part of the year> because of the hi9h water table, in some areas. The majority of these lands are adjacent to the streams and lakes, but are spread extensively throughout the township. These lands are subject to severe restrictions on development according to the State wetland protection act. RESIDENTIAL AND OTHER DEVELOPMENT- 1~99 Flooding and the high water table present the biggest limitations for building sites without going into high additional costs to overcome these major limitations. Steep slopes also pose a problem in some areas. Two soil characteristics are important when considering development. The ability of the soil to support buildings (bearin9 capacity) and septic tanks. The suitability of soils for foundations is basically a characteristic of its substratum. Critical soil features include frost heave, depth-to-groundwater, and shrink-swell potential. In rural areas, septic tanks are the primary method of disposing of household and commercial wastes. Soil permeability and depth-togroundwater are important features to consider in permitting development. Soils with high water tables or slow permeability are poor sites for development because septic tanks do not properly function in these type of soils. The problems center on the soil's ability to absorb the effluent. Steep slopes can cause lateral seepage, resulting in effluents emerging on the surface. High water tables can cause effluent to runoff into surface water rather than be absorbed. If the soils are draughty, then effluent can be absorbed too quickly, causing pollution to groundwater. Septic tank failure can lead to surface and groundwater pollution. With public concern over pollution expressed in terms of environmental laws, serious attention must be given to the suitability of soils for septic tanks. Many of the problems can be mitigated through a lowering of the ground water table or altering the size of the absorption field, for example. Regardless, there are soils which should not be developed at all. These factors have been combined in order to classify soils as to their suitability for development. Solid colored areas on Map S indicate areas that are suitable for all types of development. This means that the soils can support both buildings and septic tanks. While these areas are spread throughout the township, there are a number of areas that could be developed. Dotted areas face only moderate limitations Hith regards 18 �to foundations and septic tanks. The areas designated with the slanted lines face only moderated building limitations but may have severe limitations for septic tanks. All other areas are not suitable for development because of severe soil limitations have been left white. Because of the extent of unsuitable soils, development in the township is somewhat restricted unless large capital outlay9 are made to correct the problems. To summarize, soils in Stockbridge Township can be put to a variety o+ uses. In some cases different uses will compete for the some land areas. Uses which are likely to compete are woodland management and agriculture. There is little competition between a9riculture and development, assuming no substantial economic investment to overcome major limitations for development purposes. Table 1 hi9hli9hts the competition between various uses st ictly from the perspective of soil characteristics. The larger the circle. the more suitable the soils are for competing uses. 1989 Potential Areas of Conflict over Land Uses Based on Soil Characteristics TABLE 1. AGRICULTURE T A .B WETLANDS FORESTRY SI SIM HP P , ,, / , Belo-;/ / / / ,/ / Poor WETLANDS 0 ~ C 0 FORESTRY 0 Slight 0 SI /Md • O· 0 Moderate Poor • 0 0 DEVELOPMENT Sli9ht Moderat@ (J 0 Sev/Mod 0 Sever@ 0 0 0 0 Q 0 0 0 0 • 0 0 0 19 0 0 0 �MAP 1. MAJOR SOIL ASSOCIATIONS FOUND IN STOCKBRIDGE TOWNSHIP -!~89 ~ -.......J6.~+-~101.\ --.-__,;Ill . -· 2 - MARLETTE-CAPAC-OWASSO 3 - HOUGHTON-PALMS-EDWARDS 4 - OSHTEMO-HOUGHTON-RIDDLES 6 - MARLETTE-OSHTEMO-CAPAC ENVIRONMENTAL CONSIDERATIONS - 197..S- With the use of infrared aerial photographs several critical environmental factors were mapped. This information is particularly valuable considering the fact that modern soils information is not readily available. Our mapping highlights open water, wet lands, and vegetation of significance. Having identified these critical areas it may be possible to restrict development to insure their preservation or at least carefully managed use. As is shown In Figures 4, 5 and 6 these areas of wetland and vegetation cover a broad expanse of Stockbridge Township. By combining this information onto one map (Figure 7) it is possible to see the total area of land which warrants special atten- tion due to its environmental condition. A visual field inspection reveals that much of the wet land is farmed as soils are largely muck and peat. Therefore a dual purpose exists in protecting these lands, namely that of encouraging agriculture as wel 1 as sound environmental planning. The topography of the land has also been mapped to determine drainage patterns and relative slope. (See Figure 8, Topography.) Constcuction should be control led on excessive slopes to avoid soil erosion problems. A careful study of drainage patterns and topography will reveal those areas which must naturally be developed as units. 20 �F ,, tc:: 4) 0, :► •C ~ •. < a: i., ~ ~ I Q 0 ~ 0 ~ 1 ••c:. ,:, 0 a: ~ ~ -- II Q. c,, :2 ,_ · - cC: .0 .i= C: •J .:.: en C (.) ~ -r ~ 0 .., (J) / ~ ~ l a, Q. > ~ '0 -0 =- C: ::l - ! :I : ~ ; I/} --/ 1- 21 t~f-l <_S' . --:r-_- ) ~ i - ~-J t~ ,,~ 1= �22 �fi r C1) 1, C) :2 0. a, .,_ • - C • •C - J ;I ;! c (I) C CJ C .! oJa.,.. 0 ,::,i::, j .!! l I -'I:: ] ,:, ! .ll .C ~ en~ i~ m -in le:: '1 -: -! ~ -I i! J ~ i t=mi ;:• ,-..,. ( f~ ' / $-..s- . '-----1"l _,, ·~~ I .,.__;, 'WE.TLAld>.S 23 It) ~ t 7 ----'t l f-i �ji Cl) a> ... .! 3 ! C l 0• ~ :52 C. g, ..0 .Cc ~·- J • A .::,(. U, C (J 0 C ca ~ Q. > i:, -0 u5 ~ ;.: JI - a, ·~ 1, 1, ,: i :I •/ i - • ?.,,. ;. ¥ ~~ t ..H. ~ OPEN WA""TER. 24 l !I . {-i �l J -•~ v--::,,·-:;' -,_ ·- -•• J... . I C.oR.f:..EL/\flON of V cC.c.1AriCHJ Wf:.TLA.N05 25 OPt::._. WATc"-. �- -· ec Q) ·- C') .a e ~Q. -o "C a. C, ·.: ·- .5 .Q.J: C >• <> • > -=-: ~Q C ._ •o _,_ ~ "C co CC. ca "' ~u 1 j F IC:: i, (I) 1; c- t)~Q.> 0 0 ._. □ "C "C C::, Cl)~~~ ij ,i 1! i' ,: p ,: ~ r:J 1 !G .~~ (-&--..., ~ ,.______ 1,- _,. ..........- ., .-.••w. :-·-:, ..:.,-;-: CO.~ELA TION ANA.LY51..S;. LA.IJ. D 26 i - a, CAPAe. i 1... 1Ty 0 C �LAND USE PATTERNS - I9 7.J.The predominant land use character of Stockbridge Township Is rural residential, agricultural, and open space. Single family homes and mobile homes are scattered through the Township, however the greatest concentrations are in the vicinity of the Village in the southeastern quadrant of the Township. There are no mobile home parks or large multiple family projects, however an area has·been zoned for mobile homes on the east side of the Township. If this area develops It should relieve pressures on the Township government to permit mobile homes indiscriminately throughout the Township. There are several smal I lakes in the Township which in some cases have developable shore! ine. It can be expected that these areas will come under increasing pressure to develop in the near future. While there are presently no apartment structures in the Township, activity of such nature is increasingly common in rural townships. Steps should be taken to cope with these developments properly when they occur. The generally scattered development currently present is not conducive to the economical development of pub! ic utility systems in al 1 areas of the Township. It is 1 lkely that continued development adjacent to the Village will enhance the feasibil lty of a joint Vil !age-Township system. See Figure 2, Existing Land Use. 27 �. 'i : I C j "'C Q. •~ • ~ ._ ] .Q Ill I (I) C ,. I,. ..,. • ji 0 ,, ,, .-oc:::s en F :! .!! 4; ~ 28 ,: t H s c (,.)JQ.>- CJ I ~ Cl C .:.:. c~ .I :, ,, _,• I al "' !]J • l i I l I 1 l I ii I I □ ...• .,• i 'i G) C') - i IN .f-1 �TRANSPORTATION - 1975"' All publ le roads In Stockbridge Township are maintained by the Ingham County Road Commission except State Highways M-52, M-36 and M-106 which are main• tained by the State Highway Department. No new major roads are planned by either agency. As subdivisions develop it is likely that more minor local roads will be built. The transportation system focuses on the Village area where M-52 and M-106 cross and where most of the north-south and east-west traffic intersects. In addition to road transportation, Ingham County and the State of Michigan have proposed non-motorized trails which wil 1 pass through the Township. 1999 1958-1985 Trattic Volume Trends frQm Sur:-ounding Major Urban Areas Along MI.Jor Toutes to the Stockbridge Towshi~ Are& - Yeu From Jackson From F?'Qm Ann Arbor u. s. 23 (Chelsea) (Pincmey} F?'Qm !..&nSinll From Muon (:iAnsville) l958 l,400-2,600 900-5,000 400-1,400 900-1,200 600 1962 l,400-2,200 l,J.00-3,000 500-2,000 l,200-1,500 500 1967 l,200-2,400 1,400-4 1 100 400-2,600 l,lOO-l,700 500 1971 l,500-7,000 2,300-8 ,800 350-4,ooo l,300-2,100 500 1975 l,700-7,200 2,400-10,200 400-5,100 l,500-2,500 500 1979 l,850-7 ,940 2,400-12,100 400-9,000 l,900-2,800 600 1983 2,600-5,100 2,700-14,600 800-5,000 2,600-3,100 1,000 1985 29 �The most recent traffic counts taken by the Ingham County Road Commission and the State Highway Department are depicted in Table 15 below: \975" TABLE 15 TRAFFIC VOLUMES, 1973 I q75' Route A.D.T. M-52 (North of Vi 11 age) M-52 (South of Village) 1800 2300 1800 1200 1204 673 751 918 525 391 M-106 (South of Village) M-106 (East of Village) Morton Road (W. Stockbridge Road) Dexter Tra i 1 (West of M-52) Dexter Tra i 1 (East of Brogan Road) Parman Road (South of Heeney) Bro'gan Road (South of Milner) Brogan Road (North of Milner) 1987 A.D.T. 3200 2 7 00 2900 2500 NA 1000 NA NA NA NA See Figure 3, Tr.affic. i ·189 1958-1985 Tnttic Volume Trends in Stockbridge To..mshit, Area M-52 - e North ot M-52 South ot M-106 Southvest ot M-106 East ot Village M-106 South ot Juncture With M-36 M-36 ot Juncture With M-106 North M-36 East ot M-36 and M-106 Juncture Village Village 1,200 1.300 1,400 700 700 700 900 1962 1,500 1,500 1,400 1,200 1,200 1,100 800 1967 1,700 1,400 l,500 1,000 800 980 700 1971 2,100 2,300 1,800 1,200 Boo 900 900 1975 2,500 2,400 2,000 1,600 1,200 1,000 l,300 1979 2,800 2,400 2,000 l,700 1,200 l,300 l,400 1983 3,100 2,700 2,700 l,900 l,700 l,800 1,800 Year Village 1958 30 �• • ...... 111 .. HIGHWAYS ._,. -STATE HWY .... co. PRIMARY _co. LOCAL r1 ("\ SUBDIVISION t"\ ,· . , .. v,c,,d~ " I••• 312- 1973 AOT '•~; ' ·-·i · rJ ~ .... w rn "I<- - r l,-. --1 _,,z Stockbridge Township T'1 C, )> D V • rI - I'. :r ~ l> '< ~ if•l~J- land planning study ---._-,=-~~ , ! l-1 - h - -. • ~ r::r- 1---· ,--.. . .--;( I "" ',_ \ . ,\;-., ~,.~~~:>;;..,, 1_ I ,_.,i,.J.:o,.\;c!~ '! t1 00:-.;1-;."'l:.!'r,l(;:•~:.:.:.--.:l.:..-:......~\! ,,.p111c - f•aooo· lnJlJl ~ ..... --3 �P OL I C I E S The following pol icy statements and explanations form the rationale and basis for the physical plan for the future Stockbridge Township. Careful analysis of the physical characteristics of the Township and application of these • development principles wit l result in an understandable and defensible land use plan. Stockbridge Township is concerned about scattered, uncontrolled, and disorganized growth. The results of such growth if it continues will be waste of land, unnecessary costs for public services, and reduced agricultural activity in the Township. The Township recognizes that rrobile homes can provide . economical shelter for local residents particularly young families and elderly persons. However, due to their physical characteristics and general ty tempo- rary nature it Is felt that mobile homes should not be indiscriminately scattered throughout the Township. Instead specific areas should be provided exclusively for mobile home 1 iving. Land Use Goal: Stockbridge Township desires a well-balanced land use pattern capable of meeting present and future community needs in an efficient, economical and aesthetically pleasing manner. Land Use Policies: 1. The Comprehensive Development Plan wil 1 serve as a guideline for decisionmaking by elected township officials, township planning commissioners, and township property owners. 2. The Stockbridge Township Zoning Ordinance will be based on the adopted Comprehensive Development Plan and will serve to enforce the land use policies of the Plan as a local ordinance. 3. As development densities increase it may eventually be necessary to construct public sewers to avoid ground water pollution. It is Impractical to provide publ tc sewers to the entire Township, therefore development should be related to the Village and to the eastern half of the Township which 1 ies within the Huron-Clinton River Basin. 32 �4. The Township will encourage development of desirable new commercial and industrial activities in a safe, convenient, and attractive manner In order to Improve the tax base of the corrrnunlty. S. Certain lands in the Township are well suited for agricultural purposes. It shal 1 be the pol icy of the Township to discourage development on prime agricultural lands. 6. Subdivision regulations should be adopted to guide the quality of new residential growth in the Township. 7. The Township will promote the orderly development of attractive residential areas and supporting services, establishments and institutions. However, such growth shal 1 not be allowed to occur in a manner which results in scattered, sprawling, haphazard suburban development and its ugly, costly, wasteful aftermath. 8. The Comprehensive Plan should incorporate a plan for providing an additional 215 new households between 1970 and 1980. This planning should recognize that a variety of housing types exist and can be properly located In the Township. 9. Residential areas should be protected from activities which produce excessive noise, dirt and odors, or wh i ch generate heavy traffic. High density housing should be prevented un l ess public sewers can be provided. 10. The basic residential character of the Township should be preserved and protected from excessive development of incompatible uses. 11. The Comprehensive Plan wi 11 incorporate a streets and highways plan and specific standards for setbacks from al 1 streets and highways within the Township. ENVIRONMENT - \ 9 <SStockbridge Township conta i ns a wide variety of land and natural resource features. Specifically, there are wide variations in soil types suitable for development or for agricultural purposes. There are several small lakes which have not yet experienced development along their shores. There are large areas of wetlands and areas with high water table, as well as desirable . 33 · �woodlands. ·~ Topography varies considerably resulting in an Interesting land- scape, with potential for soil erosion if not carefully managed. Environmental Goal: Stockbridge Township wishes to prorrote the wisest possible use of her natural resources In preserving the environment for present and future generations. Envl ronmental Policies: 1. The Township will prevent development on or filling of marsh or wetland areas In order to preserve them for ground water conservation purposes and to maintain a refuge for natural wild! ife species comrron to the area. 2. The Township wi 11 carefully regulate development in areas of marginal soils, high water table and near lakes in order to protect unwary land purchasers and the pub! ic from development which may cause surface water and ground water pollution. 3. The Township will assist the Soil Conservation Service in any way possible and practical in their efforts to complete a modern soil survey of the Community. 4. The Township should take steps now to preserve scenic recreation resources, such as lake frontage and woodlands, by planning for a long term acquisition program. S. The Township should discourage indiscriminate cutting of woodlands or their development for uses other than recreation and open space. 6. Local owners of land of environmental significance should be informed of the provisions of and encouraged to participate in the Farm Land and Open Space Preservation Act. ]. Objects of environmental blight such as billboards and junk yards should be carefully control led to avoid destruction of the natural beauty of the Township. �P LArl ti I tl G STANDARDS GUIDELINES FOR GROWTH There are several basic criteria which will dictate to a large extent the shape of the future Stockbridge Township. The natural characteristics of the Township must be respected, and the population growth must be provided for in an economical and efficient manner. In the preceding sections of this report and especially in the pol icy section, several facts have become apparent and assumptions made. This information will form the basis for the plan. Environment The topography of the Township dictates that the most efficient utility system planning must reco;nize the existing village facilities. Therefore any development of sufficient density to require sewers must be located in the Huron-Clinton Drainage Basin for the forseeable future. This means that al 1 dense development wi 11 occur on the east side of the Township and particularly near the Village. The natural wetlands, lakes, trees and best farm land should be maintained in its natural state or farmed. Streets and Highways As development continues it wil 1 become increasingly necessary to require substant ial building setbacks along Township roads. This is necessary for safety reasons primarily, however it may save right-of-way acquisition costs in the long run. The fol lowing standards are applicable to the highway map (Figure 3) contained in this report. No additional major streets are anticipated as needed in the next 25 years. STREET SETBACK PLAN REQUIREMENTS rem Centerline Type State Count Cou s U. i' e,cc.-,(e J : Sc-~ p4 1e. .3b feet Land Use-19,SBased upon population projections found in Table 3 it is possible to anti- cipate the number of new residential 1 iving units which can be expected In 35 �I ',d9 Pla.nning St&nd&rd.a taz. Roads and Higl::twa.y"s Planned T-,a,e of Road/High-way R.o.w.• vidtb { teet) A. Major Arterials Pl&nned rBlz:fltihg Setbacks trom R.o.w. 150' 80' 120' 60• 90' 50' K-52 K-106 ( SW ot Village) B. loc&l Arterials K-106 (E. ot Village) . M-36 c. Collectors &nd Connectors Dexter Trail Milner Catholic Church lli. O'Brien-Cbap.man-Mcrton Roads Combination Ada.ma ?.d. Heeney Rd. Brogan Rd. Main St. Z...echel and Heeney P.oads Combination Green and Shepper Rods Combination Base Line Rd. She~per Rd. betveen Green &nd K-106 Oakley Rd. {E.& W. ot M-52_ D. Miner Roads 50' All other roada in the Township 36 (teet ) �the next 25 years. ~ In the years 1974-1980 there will be a need for 141 new homes, and by the year 2000 there will be a need for 915 new homes. Many of the homes will be in subdivided areas on relatively small lots of fram 1/2 - 1 ayre. It is recorm,ended that the following proportions be used as guidelines: RESIDENTIAL STANDARDS Number of Units 1980 ~ - Single Family, 1/2 Acre Per Unit (Possible Multiple) (R-1) S i ng 1e Fam i 1y , 1 Ac re P•e r Un i t. Rural Residential Single Family, 20 Acres Per Un i t Min i mum, Agricultu ra 1 Total Required Acres Number of Units 1980-2000 Required Acres 64 32 412 206 63 63 412 412 14 280 91 1,820 141 375 915 2,438 Other types of land use should also be provided for in the plan including schools, commercial, industrial. and park land. Based upon the assumption that each ne 1J househo 1d wi 11 produce 1 1/2 schoo 1 chi 1d ren it is poss 1b 1e 1 to see that by the year 2000 there will be a need for 1 1/2 additional elementary schools, a new middle school. and an addition of 50% to the high school. Such projections do not take into account any of the other popula- tion growth expected in the School District only that of Stockbridge Township. Method of Calculation: 1056 New Households 1974-2000 ,75 elementary pupil/HH = 792 new pup i ls by 2000@ 25/class • 32 teaching stations@ 20 T.S . /School = 1.5 elementary schools .375 middle school pupils/HH s 396 new pupils by 2000 at 400-500 pupi 1~/sc~ool = 1 middle school .375 high school pupils/HH • 396 new pupils by 2000 (high school can be expanded by 50% therefore= expand high school to maximum capacity of 1200 pup i ls. 37 �*Schools: Land required for new schools will be 15 acres per elementary school and 20 - 25 acres per middle school. Standards generally recognized for providing commercial and industrial land suggest a need for 4 acres of commercial per 5000 population (the 2000 population Is projected to be 5673) and a need for 2 acres of 1 ight industrial per 1000 population. *Commercial/Industrial: Land required for commercial uses will be at least 4 acres by the year 2000. Land required for 1 ight industrial uses could amount to at least 10 acres ·by the year 2000. Standards generally recognized for providing park land suggest the need for 1 .5 acres of playgrounds per 1000 population at a minimum size of 2 acres, and 3.5 acres of community parks per 1000 pc~ulation at a minimum desirable size of 40 acres. *Parks: Land required for playgrou~ds wi 11 be approximately 8.5 acres by the year 2000. It is possible that if elementary schools are conveniently located these facilities could be provided in cooperation with the schools. Land required for community parks wil 1 approximate 20 acres by the ye~r 2000. The standards expressed in this section have been utilized in preparing the following master land use/development plans for the years 1980 and 2000. 38 �1')89 Development Standards tor Land Use Categories A. Rural Land Uses l. l <,e 9 Agric:uJ,turaJ. Land Uses - t 9a~ a. The purpose ot this land use category is to proTide tor the compatible arrangemeIIt. and deTelopment ot parcels ot land tor residential building purposes in a pastoral• agricultural, woodland or open land sett inc• vhich vill remain unaerTed by public water distribution and vaatevater disposal systems in the toreseeable tuture, but vbic:h are suitable tor large lot residential purposes, vhic:h can accommodate healthful on-site water supply and vastevater disposal, but vhich reserTes and conserves that land vhic:h is most adaptable tor present and ruture agricul1.ur&l, voodla.nd, natural resource and other extensive land uses. b. Planned land uses and general conditions: (l) All present principal agricultural operations and their accessory uses including home occupations on at least tventy (20) acres ot land. (2) Agribusinesses that serve the present agricultural operations either as a princ:ipa.l use or a home occupation on at least ten (10) acres ot land. (3) Nontarm, single family residences and their accessory uses, including home occupations on at least t£n (10) acres or land area or O teet vide, or as large a land area or width as is necessary to accommodate on-site septic tanks and vells. (4) Special uses and their accessory uses, including natural resource extraction and use, public and private utility and communication's tacilitiea, public and private institutions tor human ca.re, religion, education, recreation, and other hWll&ll social purpose on at least tventy (20) acres ot land. (5) Planned Unit DeTelopmenta ot at least twenty (20) acres in area. ( 6) 2. On-ai te septic tanks and wells• it they meet County heal th and •~i~a1;ion _atand&r11s. Resource Conservation and Development Land Uses a. l ~~9 Purpose: The purposf! ot this laud use area is to provide for the .arrangement ot land uses thAt are compatible vith the conservation, preservation and non-intensive development of lar8e tracts of land presently having a most desirahle nl\turt\l environment that sho':1ld not be intensively disturbecl, except minimally- tor natural habitat tor wildlife, native tlora, natural vater features, including extensive wetlands and high water table soils, and other extensive land uses which retain the natural character ot the area. Single 39 �b. • Pl&.Dned land uses and genera.l conditions: (l) Single tamily homes and their accessory uses, including home occupations, on at least one (l) acre ct land area 200 feet vide, or as large a land area or vidth as it necessary to accommodate on-site septic tanks and wells, or on lots of at l.east l.5 ,OOO square :teet in area and 100 feet ride providing either public or canmon water supply and/or l111.&tevater disposal systems on an area project basis. (2) Specia.l uses and their accessory uses• including public and private organizations, education, recreation and other tacilities and areas serving only the immediately surrounding residential area. (3) On-site septic tanks and wells, it they meet County Health and sanitation standards or public or common water supply and wastewater disposal systems. ((4) • Planned Unit Developments (PUD's) consisting of the land uses planned for this land use area. B. Urban Land Uses - l'H3'j l. Urban Residential land Uses - 1c,a9 a. PUrpose: The purpose ot this land use category is to provide for single family housing nei8hborhoods free from other uses, except those which are (l) normally accessory and (2) compatible, supportive and convenient to the residents living vithin such a land use area. The size of lots and parcels in this area should be planned to be of such e.n area and width and density so that on-site water supply and wastew.ter disposal systems are not to be permitted, e.nd development can only- be allowed if e.ncl vhen public water supply or vastewater sanitary sever systems are available as a direct abutting service to each lot or parcel planned to be used tor housing or other permitted uses. b. Planned land uses &nd general conditions: (l) Single family and their acc~ssory uses, including home occupations, on at least 15,000 square feet of land area 80-100 teet and an average ot 100 feet wide and ser,,ed by public sever and water systems including fire hydrants. (2) Special uses and their accessory uses, including public and private organizations, education, recreation and other facilities and areas serving only the immediately surrounding residential area. (3) Planned Unit Developments (PUD's) consisting of the land uses planned in this land use area • • 40 �• Community Service Commerci&l. I.and Uses 2• a. • Purpose: 'I'he~; purpose ot thia land use category has the intent ot proTiding areas wherein retail trade and serrice outlets can be located vhich are conTenient to the residents of several. neighborhoods and the ovners, employees, guests &nd customers ot ottice, other commercial, industrial and agricultural uses and actiTities in the Tovnship and &4,J&cent municip&lities. b. • -1'}8 '-) PJ.anned land uses and general conditions: (l) Businesses, including certain types ot specialty shops, and otticea that need. a more central- location 1n an assembly ot businesses tor economic reasons. These retail and ottice types ot commerci&l serrice establishments are desigrted to otter goods senices to the public on a community-wide trading area basis. The minimum lot area on the average is pla.nned to be about 40,000 square teet per business, vith the ratio ot three (3) square feet of land to one (l) square toot or total principal and accessory building and structure area ot ground CO"Verage. It is pla.~ned to serTe thesee land uae areas vith public sewer and water systems, including tire hydrants. Othervise, it on-site septic tanks and veils are to be used, the buildings and structures are planned to be located on at least one (l) acre ot land area 200 teet vide, or as large a lot area and width necessary to accommodate them • (2) Community Service Commercial land uses are planned to serve an area vith goods and services on a weekly basis well beyond the immediate neighborhoods for their trading area support. They are pls.nned to be located- at major highway and road intersections (4-vay required) that generally have their roads extending veil beyond the local neighborhoods, a.nd which carry the heaviest daily traffic volumes so as to provide the satest, most convenient accessibility tor the community it is designed to serve. (3) On-site septic tanks which meet the County health and sanitation standards. (4) Special uses and their accessory uses~ including public and private organization, education and recreation and other facilities and areas serving only the immediately surrounding community commercial service uses and their clientele. (5) Planned unit dev-elopmenta consisting ot the uses planned tor this land use area . 41 �Light Industria.l I.and Uses - ~ 9 87 e a. Purpose: It is the intent ot this land use category to provide tor the development ot sites ot industrial plants in vhich the manutacture ot goods in the torm ot finished or semi-finished products or the uaembl7, compounding, or treatment ot product parts or ingredients, 1n order to create finished or semitinished goods tor sa.le to other induatria.l ma.nutacturers, or to bulk or vholeaa.le comaercial purchasers. It is the turther intent ot this land use category to permit onl:, those industrial ma.n~acturing uaea b&Ting,uae, performance or activity characteristics vhich em.it a minimum &mount ot discernible noise, vibration, smoke, dust, dirt, glare, toxic materials, ottensiTe odors, gases, electromagnetic radiation, or any other physically adverse ettect to the extent that they are abnormally discernible beyond the lot lines ot the parcel or site upon which the industria.l manufacturing activity is located. b. Planned land uses and conditions: (l) Light industrial manufacturing and heavy commercial types ot land use activities are planned tor this area. This includes open land uses and uses that are conducted within buildings and structures, and located on parcels ot land ot at least tive (5) acres and having a width ot about 300 feet or as large a lot area and width necessary to accommodate them. (2) Light industrial land uses are planned to be in locations that have direct access to the regional highvay systems, preferably the limited access highways, and rail and other tor.ma ot regional transportation; so that they can be convenient to the regional labor pool, as vell as regional wholesale markets or other regionally located industries vith vhich they integrate their manufacturing and distribution ot manufactured goods. These land uses are planned to be located on year'round heavy duty truck routes, and ott tront ro&d.a which are limited by aeasona.l restrictions. (3) On-site septic tanks, it they meet County healgh and sanitation standards or public or common water supply and vasteva.ter disposal systems. (4) Special uses and their accessorj uses, including public and private organizations, education and recreation and other facilities and areas serving only the immediately surrounding industrial and he&T"'J commercial uses and their clientele. (5) Planned Unit Developments ( PUD' s) cons is ting of the uses planned for this land use area. 42 �..... •• --u • -· • :a E 0 0 0 Oo e~ N ~ •E . 2,.i -a. -; .. . e ~c u eo OIQ. 0 ._ C ftl .,ca - ► 0. - ~-- ; ' g::- ~'""-i"-,---:-~~ ~~~-+---_:_~~¢;:;,~ I g 1 .;' Nl -~ S i' E: R P L p,,, IJ Io YEA ll 1. 0 0 43 O �IMPLEMENTATION This plan wi 11 be a successful guide for the future development of Stockbridge Township only if it is continually used in the decision-making process of citizens, developers, and the Township. This plan should be officially adopted by the Township Planning Commission and recognized by the Township Board. The Board has the power to implement the Plan through the passage of ordinances and the expenditure of public funds. There · are basically five steps to take in implementing the Plan, which are generally: land use controls, financial aids, general government programs, intergovernmental cooperation, and citizen participation. The Plan should be implemented through the use of Zoning. The adoption of a revised Zoning Ordinance is essential as the present ordinance is seriously outdated and provides 1 ittle protection for township property owners from new development, or little guidance to developers desiring to build within the Township. Consideration should also be given to adopting Subdivision Regula- tions for regulating the design of new subdivisions which can be expected in the years ahead. The Township, through its participation in federal grant programs and its expenditure of funds for public improvements, can encourage certain types of development in the desired areas of the township. For example, several federal grant programs provide for acquisition of park and open space land desired by township residents. Thirdly, the township can implement the Plan through its local programs, such as the Capital Improvements Program. for, usually, 6 years ahead. The C.I.P. is a capital budget extending Based upon the Development Plan, the Township Board can foresee the need for improvements in certain neighborhoods or can encourage development through the expenditure of public funds. Another important aspect of local government programs is the ongoing planning program. The Plan must be constantly used in making decisions, it must be re-evaluated often, and kept up-to-date from the most current information. The Township must recognize its role in the region and the County and continue to cooperate with other governments conducting programs affecting township �residents. • To this end, these governments and agencies should be provided with copies of the Plan and consulted concerning implementation of the plan . Finally, the Plan will only be successful if Township residents get behind it and support i s goals and suggestions for improved corrmunity living conditions. Residents can help through their willingness to contribute their talents on committees or their ideas at public meetings or hearings. To involve town- ship residents in corrmunity decision making will require a commitment of the Planning Corm,ission and the Township Board to disseminate information to the people on a regular basis through the news media and various public forums, so that the public will have the necessary background information to make rational decisions about how they want their corrmunity to develop . • • 45 �Zoning Memor&ndum Critique ot the Stockbridge Tovnshiu Zoning Ordinance Suggestions tor improving its • organization, content a.nd et:tectiveness . preP4-"d tor: Pla.nning Commission and Tovnship Board Stockbridge Township Ingham County, Michigan by: 46 Robert B. Hotaling, PCP Zoning Consul t&nt �- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -- l C)a ~) ZONING MEMORANDUM TO: Planning Commission and Tovnahi p Board Stockbridge Tovnahip Stockbridge, Michigan FROM: Bob Rota.ling, PCP Planning a.nd Zoning Consultant SUBJECT: Critique or Zoning ordina.nce A. • Genen.l Comments . l. Need tor additional. definitions. 2. Need to separate •aen.eral Provisions" and "Supplementary Regulations" into separate Articles. 3. lleed tor a Planned Unit Development Article. 4. Beed tor a Noncontorming Use Article (separate from General Provisions). Need tor a Parking a.nd Loading and Un.loading Article (separate rrom "Generai Provisions. 11), B. 6. !eed tor a Sign Article (separate rrom "General Provisions"~• 7. Need tor a Site Plan ReTiev Article (nev Article). 8. Need tor an Improved Administntion and Enforcement Article ( Particularly Enforcement ot Violations). 9. lieed tor a Zoning Board or Appeals Article ( separate trom. "Administration and Enforcement") • Specific: Comments l. Mobile Rome Parka should be handled by Special Use Permit &lld Site Plan ReTiev Procedures rather than as a Zonillg District. 2. Definitions to be added: Agribuainesa Airports Apartment a: (l) Etticiency unit. (2) One bedroom unit. (3) Two bedroom unit. (4) Three or more bedroom unit. Ailtomobile car wash Automobile repair 47 �• Automobile service Automobile , Junk Billboard Block Board ot Appeal.s Building u-ea Building, tar2 Building 'permit Building, principal. Buildillg setback line Building, temporary Camper Campgrounda Clinic , animal. Cl.ini C I human Com.me re ial. • Common open spaces Conval.escent or nursing home CUstcm&:ry DeTel·opment Domestic anim&ls Drive-in use Dwelling, !arm Dwelling, group Dvelling, mobile home Exc&Tation Exception zoning Existing land use Floodpl.ain Foster care home Fronta.ge, road Frontage access road Garage, commercial Garage, private General veltare Greenbelt or pl.anting area Group hou.sing llighva:, Historical building, site or area Rome, motor Roapital. Ratel Induatri&.l Industrial park Institutional. Laboratory I.&ke I.and activity I.and uae Land uae • existing Lighting, source ot I.ct, coverage tot, double tront&ge I.ct • va tert'rcnt I.ct line, vatertrcnt lob bile Rome Park lobbile Home Commission 48 �!it)tel • Noncontor:id~ building or structure Nonprotit Nursing home Occupied Ottice On-site Open air 'business uses Open space Open space, common Open storage Outdoor advertising signs Parcel Park1~, ott-atreet Parki~ lot, ott-street Parking spac•, ott-street Patio Permitted uses Pet ' Planned unit development (PUD) Pl&nning Commission Pl&nning Commisaion/Z.Oni~ Board Plat Pond Porch, enclosed • Porch, open Pottable vater Practical di1"1"icult7 Prohibited uses Project Public he&l. th Public s&tety Public veltare Public utility Recraation vehicle Right-ot-vay lin& Right-ot-vay-, public Right-ot-vay, private Road, collector or connector Pio&d, trontage access Road, bard surtac e Road, major arteria1 Road, minor Road, private Road, public Roadside stand Sanitary landtill Semi-public Setback Shopping center Shoreline • 49 �• Sign, lighted Sign, outdoor advertising Sit e pl.all Site pl.an rn-iev Speci&i uae Story , Structural alteration Svilmlling pool • Temporary building Tempor&ry use Tent Tover Travel trailer or Recreation vehicle Trailer coach Unnecessary hardship Use Use, &ec:essory Use, agricultural. Use, c:cmmerc i&l Use, exception Use, existing Use, industri&l Use, institutional Use, land Use, nonprofit Use, permitted Use, prohibited Use, public: Use, residential Use, temporary Use, variance Variance, zoning Vested right Waste dispoaa.l Waatevater Water supplyWatertront line Waterfront lot Waterfront y&rd Wetland Yard, vatertront. • Zoning Zoning Zoning Zoning Zoning Zoning Zoning Zoning Zoning Zoning Zoning administrator appe&i Board ot Appeals diatric:t exception interpretation map, ottic i&l pendt regulations ticket variance 50 �• • 3. Page l. Atter "Preamble" insert nev entitled paragraph entitled "Declaration ot Necessity" 4. Page 2. Atter "Declaration ot Necessity" add another paragraph entitled "Relationship to Master Plan~ 5. Page 15. Cb&z.\ge Article III trom •Zoning Districts and Ma:c" to "General Provisions". In addition to Sections under Article III &dd the tollcving: (a) llev Section entitled "PrOTision tor Ottic:ial Zoning l-kp." (b) Nev Section entitled "Method tor Changing Otticinl Zoning MIL'D ". ( c) 1fev Section entitled "Autbori ty ot the Ottic ia.l. Zoning M&'C." (d) Nev Section entitled "Ap-olication and Intenretation or the Regul.ations". (e) llev Section entitled "Sco'Ce ot Regulations". (t) !ev Section entitled "Relation to Contlictin~ Regulations". (g) lev Section entitled "Zoning Not a Vested Right". (h) 1fev Section entitled "District Boundaries in Undevelo"Ced Areas" • (i) Nev Section entitled "Site Plan Reviev Procedures". (J) Bev Section entitled "Zoning Per'!ll.its in Relation to Building Permits." (k) Nev Section entitled "Per'!ll.itted Zoning District Uses a.nd Other Provisions." (l) lfev Section entitled, "Continued Conformance vith Zoning Ordinance". (a) Bev Section entitled "DevelO'Cment in Flood'Cla-ins and Wetlands" (See 401.8). (n) !ev Section entitled, "Public Street Frontage Requirements tor All Lots and Parcels". (o) !ev Section entitled, "Contornance to Other Public Lavs, Rules and Regulations". (p) Bev Section entitled "Project Planning and Plan Information trc:a Other Public: Agencies and Otticia.l.s. 11 ... • 51 �(q) • 6. 7. Pa3ea 41-43. lev Section entitled "Conformance ot Lots and Parcels to the u:it S-olitti.ng and Platting Requirements ot the SUbd.iTision Control Act." McTe the tolloving "SUpplementary Regulations" to "General ProTisiona". (a) 401.3 "Variance ot Requirements tor Lota of Record" (b) 401.4 "Lot Area can be Allocated Cllly Once" (c) 402.2 "Access to a Street" (d) 402.2 "One Princit>al Building on a Lot" (e) 402.) "Unsafe Buildings" ( t) 402.4 "!uilding Guides" (g) 402.5 "Required Water Su1>ply and Sanitary Sewerage Facilities" ( h) 402. 6 "M::>Ting !uildings" Pages 41 • 42. Change Article Four to "Sup1>lementary Regulations" and include the tolloving under it: • 8. Pag1! 43. (a) 401.l "Accessory Buildings" (b) 401.2 "Fences, Walls &nd Screens" (c) 401.5 "Yard Encroacbmenta Permitted" (d) 401.6 "Accessory Buildings" (e) 401.7 "Height Requirements Exceptions" (f) Add a number ot additional "supplementary Regulations" vllich deal vith a number ot special specific situations and cccditions. (These are not in the Ordinance at the pre sent t ille ) • Cha.nge Section 403 "Nonconforming Uses" to a Nev Article removing it trc:a "General Conditions". by Ch&np Section 404 "Parking Requirements" to a Nev Article by remoTing it trom "General Conditions 11 and add "u:iading and Unl.oading Require:menta 11 to the same Article. • 10. Page 47 ll. Paps 43-45 "Nev Article tor "Noncontorming Uses": Cha.nge Section 405 "Sign Regulations" to a Nev Article by remcving it trc:a "General Conditions" and expand. (a) Add nev Section tor "Noncontonn.ing Structures" 52 �(b} • 12. 13. Pages 45-47. • llev Article tor "Parking Requirements: (a} Add a nev section tor "Leading and Unloading" (b) !!xp&nd uaea included in present listing under Section (c} Expand 404.5 tc include additional. requirements tor surfacing, drainage, lighting, angles ot parking, tencing and 1creening, etc. 404. 4. Pages 47~8. Bev Article tor "Sign Regulations". This Article aa written is entirely too briet a.nd too limited in the types ot signs listed and regulations covering them. !itich needs to be added. Pages 49-56. Special Use Permits • 15. Section 403.5 "Restoration ct Daa.ge", add exception "It the va.lue ct the residual. usetu.l part ot the buildings, structures and other en-site improvements" exceed a specified percentage ct the assessed T&l.ue or -rk.et Tll.lue ( chcose one}. Pages (a) This Article needs to be separated into an Article vhich lists the various Special Uses and their conditions tor getting permission to develop on one hand and on the other the parts which deal. vith "Site Pla.n Reviev" should be rel9Cated trca the Special Use Perm.1 t Article and placed in a nev "Site Plan Reviev Article". (b} The listing of potential Special Uses to be permitted could be expanded and conditions, especially, added to many io the list which have no conditions. (c} The oev "Site Plan Reviev Article" wuld have to be expanded considerably in order· to· adequately cO'Ter ·' enough ot the procedura.l. requirements not nov in the Ordinance. (d) Section 506 "Other Special Uses" as vritten is too loose. Ao a;panded list ct criteria and conditions to be met should be added. 57-64 "Article Six, "Ad.ministration and Enforcemetrt" (a) Should ban the Zoning Board ot Appeals portions of it removed and placed in a nev Article tor the ZBA, because the ZBA is a quasi-Judicial body and not a part ct Administration and Enforcement. (b) The ad.ministration portions of this Article should be spelled out more comprehensively- and clearly to tu responsibility • 53 �(c) • 16. The entorcement portions ot this Article should be expanded to include a clear a.nd concise procedure tor correcting Tiolations • including the use ot "1.oning Tickets" a.nd the uae ot "District Court". Comments about the Various Zoning Districts (a) Delete !wbbile Rome Park District a.nd list MR Parka as a Speci&l. Uae specitying caiditions. (b) AG District - Detine and list Agribusinesses to be permitted in this District and specity conditions. • (c) Residential Districts - vhen single tam.ily dwellings . &re permitted in a 1.oning District multiple family dvelling structures should not be and Tice Tersa. (d) Speci&.l Uses should be thought through as to vhether or not it would be advisable to put them aJ.l. under their ovn Article, "Special Uses" ( alre&dy provided tor in the Ordinance) vhen they are permitted in more than one district or vhen they are permitted in onl7 one district. (e} Airports and la.nding strips are a special problem &.nd should not simply be listed as a permitted or a special use vi thout the condition that they meet allot the requirements ot the Michigan and l"ederal Aeronautics Commissions. A-lot ot liability potential • (t) Quite a tev Temporary and Transient Uses could be better handled through Supplementary Regulations rather than the lengthy Special Use Permit and Site Plan Reviev Procedure. (g) The uses in each District abculd be thought out in terms ot (l) vbat uses are nov existing in the area a.nd vbich ot these should be planned a.nd zoned to continue to be encouraged to denlop in the Township, (2) those uses vbicb are in the surrounding area and could be legitimately added to the ones to be encouraged to develop in the Tovnsbip, (3) those required by State lav and (4) those additiona.l uses that do not tit any ot the aboTe but which vould be acceptable. (h) I.iTestock, other than those found on legitimate farming operations should meet certain m.inimum lot or parcel require•ats and ao much additional area (acreage) tor additional animals. • ( i) In vater:tront areas there sbculd be more requirements than tor nonvater:tront lots and parcels. (J ) Side yards in a spacious area like Stockbridge Tovnship should require that the side yard sh&l.l. be equal to at least the height ot the structure located nearest to a aide lot line. 54 �• l 7. (k) Page 30 "Site Pl.an ReTiev" tor lik>bile Rome Parka should. be in the Article tor Site Plan Review and. get the same treatment aa other Special. uses • (l) ot Principal Uses are to be located in one d.evelcpment the proJect becomes either a "Special. E!!_" or a "Planned Unit DeTelopment" ~ Provisions tor thi.s it included in the Ordinance, should. be made under "Generai ProTiaions". (examt>le: "Fireto.x Stockbridge.") (m) Frontage access road.a should be considered tor inclusion in the Ordinance tor all 111\1.ltiple tamily, commercial &lld. industrial land uaes located along ~52. (n) Ottice, Commercial and Industrial Park projects may va.nt to be included under a Planned Unit Development (POD) Article. (o) Some ot the mere extensive and large land. holdings, particularly a.long K-52 may want to be designated by the Tovnahip as PUD Districts tor Ottice, Commercial, Indu.strial and Multiple Family proJect.s ot minimum. acreages so as to prevent "strit>" developments and. keep M-52 & better and aater route. Whenever a combination Section 604 ( page 64) Changes and Amendments: This Section needs to be mad.e a separate Article. · • 67 - Section 606 "Vested Right" should. be a part of "General Conditions." 18. Page 19. The Zoning Map needs to be at a larger and. more accurate sea.le vith the Otticia.l Zoning Map located in the Township R&.ll in the Tow ship Clerk's Ottice. A Section by Section Atlas ot existing land use vith clear acetate overlays shovi~ the planned land uses on one and the Zoning District boundaries on the other. This latter should be made trom the Assessor's Section Ma.pa vbich are at a larger scale and shov lots and pa:cels tor more accuracy. i:!!; Robert B. Hot g, PCP Planning and Zoning Consultant • 55 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Stockbridge-Twp_Master-Plan_1990 Creator An entity primarily responsible for making the resource Robert B. Hotaling, PCP#2 Date A point or period of time associated with an event in the lifecycle of the resource 1990-02 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for Stockbridge Township was prepared by Robert B. Totaling, PCP#2 and was revised in February 1990. Subject The topic of the resource Master plan reports Stockbridge Township (Mich.) Ingham County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/f8a3271ee0471c154224d9beab958a8f.pdf 5d7f0b302301489ffbc3afacb3dcb3a6 PDF Text Text �MASI~r~ City of ~-.bj~ Wail_~, Oakland ciill"lty; ~a~e ich~an n I l. ., Prepared by: McKenna Associates, Incorporated Farmington Hills, ·chigan Transportation Analysis Prepared by: Ann Arbor Planning Associates in consultation with McNamee, Porter & Seeley Ann Arbor, Michigan l , Date of Public Hearing and Adoption by the Planning Commission: April 10.1 1990 . . \.1 ~ Reproduced on recycled paper. �""' ''.';. •. , ACKNOWLEDGEMENTS MAYOR William T. Roberts CITV COUNCIL James D. Clifton, Mayor Pro-Tern Linda S. Ackley Wil 1i am I. Burke Diane Cartter Heather F. M. Hill Rebecca Williamson I , , . ,--.. . _ ,..._ PLANNING COMMISSION Helen Foss, Chairperson William Compton, Vice-Chairperson Thomas Bailey Peter Lalic Bruce Lloyd David Ridley Lillian Spencer Wil 1i am Teri an Kenneth Tucker ADMINISTRATH>N J. Michael Dornan, City Manager-Treasurer Ruby Lewandowski, City Clerk Kurt L. Fenske, Building Official Julie Fritz, Planning Commission Secretary �TABLE -OF CONTENTS Tit1e Page Acknowledgements Table of Contents List of Tables Li st of Figures List of Maps iii iv iv MASTER PLAN GOALS Introduction 1 1 POPULATION ANALYSIS General Demographic Trends Population Characteristics Summary of Major Trends Future Population Growth Population Projections 7 7 10 EXISTING LAND USE General Overview Residential Land Use Commercial and Office land Use Industrial land Use Public and Semi-Public Land Use Rights-of-Way Vacant Land 22 22 24 14 15 19 26 27 28 28 28 ECONOMIC ANALYSIS Existing Commercial Facilities Commercial Development Potential Existing Industrial Facilities Industrial Development Potential Fiscal Impact of Economic Growth 29 29 35 41 44 46 TRAFFIC AND TRANSPORTATION STUDY INVENTORY AND ASSESSMENT OF EXISTING CONDITIONS Introduction Existing Road Conditions Existing Intersection Conditions Traffic Volumes and Turning Movements Accidents Levels of Service Planned Transportation Improvements Summary of Findings RECREATION ANALYSIS Description of Planning Process Administrative Organization Inventory of Existing Facilities Parks Classifications 50 50 50 53 55 60 64 68 73 76 76 76 77 82 - i - �I , I~ r ! ,,--.- ', rI ! ( - r ~ l - :::::::----. Table of Contents Cont. PAGE RECREATION ANALYSIS (Continued) RecreaDion Deficiencies Residents' Preferences and Ne~ds Long-Range Goals Parks and Recreation Objectiyes Five-Year Action Program COMMUNITY FACILITIES ANALYSIS City Administrative Services Utilities 83 87 89 90 91 95 95 98 TRAFFIC ANO TRANSPORTATION STUDY EVALUATION AND RECOMMENDATIONS Summary of Transportation Problems Proposed Alternative Actions Overview Recommendations to Improve Traffic Flow Evaluation Methodology Overview The Computer Model The Network Model Application of Model to Walled Lake The Walled Lake Network Imputs Assignment Calibration Model Results for the Proposed Actions Overview Impacts of the Separate Actions Impacts of Combined Actions Conclusions and Recommendations Overview High Priority Road Improvements Second Priority Road Improvements Control Access and Future Development Summary FUTURE LAND USE Introduction Future Land Use Map Residential Land Uses Commercial and Office Uses Industrial Land Uses Parks and Recreation Public and Semi-Public Land Uses Road Network ~ - ii - 102 102 103 103 103 105 105 106 106 110 110 111 114 115 115 115 116 122 124 124 128 129 130 132 134 134 135 136 139 141 142 143 144 �.,,_ I\ LIST OF TABLES I' PAGE I l. i NUMBER f7 1 , ' 2 3 4 5 6 7 8 9 10 11 12 13 \ , 14 15 !' . l , l • 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 TITLE Total Population Population Age Structure Future Age Structure Composition of the Labor Force Annual Household Income Residential Acreage (1989) Population and Household Projections Land Use Acreage Number of Commercial Uses by Type Types of Businesses within Each Commercial Area Location of Various Types of Commercial Uses Projected Growth within the Potential Trade Area Projected Growth in Household Income within the Potential Trade Area Property Value History - Walled Lake and Neighboring Communities Value of Classes of Property Value of Classes of Property (1989) Existing Road Conditions Existing Intersections Traffic Volumes Access Points onto Pontiac Trail Level of Service and Delay at Signalized Intersections Level of Service and Delay at Unsignalized Intersections Level of Service at Intersection During P.M. Peak Period Haggerty Road Connector Estimated Traffic Volumes for 1987, 1995 and 2010 at Crossroads with Haggerty Road Parks and Recreation Facilities Comparison to Published Recreation Standards Recommended Recreation Facility Standards Trip Purpose Distributions by Time-of-Day Average Daily Traffic in the Haggerty Road Corridor Impacts of Proposed Actions - Base Year Impacts of Proposed Actions - 2010 Impacts of Proposed Actions - Base Year (Combined Actions) Impacts of Proposed Actions - 2010 (Combined Actions) - iii - 8 10 11 13 14 16 20 23 31 32 32 36 37 47 47 49 52 54 56 62 65 65 66 70 81 85 86 112 114 117 118 123 125 �LIST OF FIGURES i__ r-, I ,_, ' NUMBER Population Trends in Nearby Communities Population Projections Property Value History Parks and Recreation Program Organizational Structure 1 2 3 4 -- TITLE ,- LIST OF MAPS L, NUMBER 1 2 3 4 ' - : C - 9 21 48 78 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 PAGE TITLE Existing Land Use Existing Commercial Areas Existing Industrial Areas Average Daily Traffic Increase in Traffic Volumes Intersection Traffic Volumes During P.M. Peak Mid-Block Traffic Accidents Intersection Traffic Accidents Levels of Service During P.M. Peak Regional Parks and Recreation Facilities Parks and Recreation Facilities Proposed Parks and Recreation Facilities Sidewalk and Safety Path Plan Transportation Zones Traffic Impact Analysis Screen Display of the Network Base Year ADT with the Maple Road Connector Base Year ADT Upon Closure of E. Walled Lake Drive ADT in 2010 with No Changes to the Road System ADT in 2010 upon Implementation of All Recommended Actions Future Land Use APPENDICES A. B. Haggerty Road Connector Alternatives Parameters and Ratios Used in Transportation Model - iv - 25 30 43 57 58 59 61 63 67 79 80 94 101 107 108 109 119 121 126 127 146 �MASTER PLAN GOALS Introduction, This chapter sets forth goals which provide the overall direction for the Walled Lake Master Plan. These goals resulted from discussion with the Planning Commission and department heads early in the planning process~ They address the general development of the City, land use, housing, the environment, economic development, transportation, community facilities, and recreation. General Goals I. Neighborhoods: Foster strong, vital neighborhoods to ensure that Walled Lake continues to be recognized as a stable community where families and individuals reside, work, and shop. 2. Master Physical Planning: Maintain complementary land use relationships which promote a harmonious, attractive community; preserve natural resources; promote a sound tax base; and provide for manageable traffic volumes. 3. Roads and Transportation: Develop an orderly program for improvement, maintenance, and expansion of the road system in order to meet increasing traffic demands, provide smooth traffic flow, and provide proper access to all property within the City . 4. Property Maintenance: Recognize that the City and its physical resources are dynamic, and aggressively encourage property maintenance and reinvestment. 5. Fiscal Stability: Promote the development of a financially secure community which can continue to provide all necessary services to its residents and businesses in an efficient manner. 6. Land Use: Promote efficient use of the land and encourage assembly and orderly redevelopment if appropriate land use plans are presented for: new development .on vacant lands; underdeveloped areas; areas isolated among more intensive uses; or areas which are declining or negatively impacted by nonresidential traffic or incompatible land uses. 7. Urban Design: Promote development that is consistent with the urban design concept that is defined and described in the Master Plan. - 1 - �8. Planning Innovation: innovation would: Permit innovation in land use planning where more effectively implement the goals set forth in the Master Plan, achieve a higher quality of development than would be possible under conventional regulations, result in better use of land in accordance with its intrinsic character, result in development that is compatible with surrounding uses, and produce recognizable and substantial benefits for the community that would not otherwise be achieved. \ L, Residential Goals r· 1. Single-Family Neighborhoods: Retain single-family residential areas as secluded and quiet neighborhoods through the promotion of safe and efficient internal pedestrian and vehicular circulation systems, maintenance of citywide public services, and protection from nonresidential encroachment. 2. Multiple-Family Development: I Recognize that multiple family housing satisfies the needs and lifestyle of many · residents. Accordingly, seek a balance of housing types and densities that can be adequately accommodated by the road system, recreation facilities, schools, and other public facilities. l. High- and medium-density housing should be located only where there is access to major thoroughfares, and only where it can be adequately served by public and private services without unreasonable disruption to the level of services enjoyed by other residents. f. Future multiple-family housing should be constructed of the highest quality materials. Buildings and other improvements should be placed on the site with sensitivity to natural features and the need to create a stable and secure living environment. Maintain the quality of existing multiple-family developments through strict enforcement of City ordinances, security, housing inspections, and beautification promotion. L 3. Density Relationships: High- and medium-density residential developments should be separated from lower-density developments. Exceptions to this policy would be where a higher-density residential development serves as a transition between commercial development and lower-density residential development, or where housing of varying densities is contained within a planned development. 4. Housing and the Environment: Consider the impacts of various types and densities of housing on the environment, taking into consideration the need - 2 - �to protect sensitive wetlands and woodlands, the potential impact on the lake, and the impact on transportation. ,--I iL:' 5. Housing for Elderly Residents: Provide a sufficient supply of affordable housing • alternatives for elderly residents which will encourage them to remain in the community, balancing and diversifying the population . 6. Housing Maintenance: Encourage housing rehabilitation and require a high standard of property maintenance to perpetuate a high quality of housing among residents. Recognize that, in order to maintain high quality housing, some deteriorated homes or residential areas may need to be redeveloped. .-,1 Economic Development 1. Economic Development Initiatives: Continue to develop and apply economic development tools (such as formation of the DOA, tax increment financing, tax abatements, sharing in the cost of utilities, and special assessment districts) in a prudent and efficient fashion to enhance and maintain a balanced, healthy mixture of business and industry, provided that such programs are consistent with the overall development and financial goals of the City. 2. Criteria for Offering Incentives: Economic development incentives should be used chiefly to promote development of light manufacturing, research firms, and other types of development which: 1) are compatible with the City's goals concerning protection of residential areas and the environment 2) generate new employment opportunities, particularly for residents, and 3) increase the tax base. I. Commercial Development Goals 1. Lakeshore Business District: Recognize the lakeshore business district -- the original downtown -as the focus of specialty retail, restaurant, entertainment, and office activity, in a mixed use setting. Work toward improving the function and appearance of the l akeshore business district, using the 1982 Downtown Improvement Program as the primary guide. · Recognize that improvement to the downtown must be a shared responsibility involving the City and business/property owners. l., 2. Pontiac Trail and E. West Maple Road: Recognize that the center of retail and service activity in the City -- the new downtown -- is along Pontiac Trail and E. West Maple Road. Promote development that will improve the diversity and quality of business activity along these corridors. Furthermore, work with the business community to improve the appearance and function of the commercial districts. 3. Neighborhood Commercial Districts: Provide convenience commercial services within planned shopping centers in accessible locations at intersections of major roads throughout the City. - 3 - �I • 11 i 4. Planned Deve 1opment vs. Li near Shopping Districts: The deve 1opment of planned multi-tenant shopping centers or office buildings should be encouraged along commercial corridors, instead of unplanned strip deve 1opment where one use is 1ocated on each parce 1 . Con so 1i dat ion of individual uses on separate parcels should be encouraged. 5. Revitalization of Aging Conunercial Districts: and redevelop aging business structures deteriorating conditions and the aging cycle. 6. Appearance: The design of commercial uses in Walled Lake should reflect thorough and careful analysis of the site and a sincere effort to improve aesthetics, consistent with the urban design guidelines set forth in the Master Plan. · f~ I' ., Maintain, upgrade, expand, and sites, anti ci pat i ng I I • r . L r-· Architecture should be clean and uncluttered, and excessively large or garish signs should be prohibited. Loading and storage areas should be screened, preferably with landscaped screening or a combination of landscaping and walls. Parking areas should be landscaped to provide visual relief to large paved areas. Landscaping and setbacks should generally convey a sense of spaciousness and compatibility with the underlying natural features. 7. Office Development: Provide sites primarily in the downtown area and along Pontiac Trail for both large and sma 11 er seal e office uses which wi 11 enhance the City's tax base, be attractively developed, and create employment. Industrial Development Goals 1. r. Promote the location of new high technology, research and light industrial parks in attractive settings, recognizing that the City's industrial districts are centrally located and must co-exist harmoniously with the rest of the community. 1 L ..J I ' Industrial Design Standards: Future industrial development within planned industrial parks should be encouraged. Planned industrial parks should include an internal circulation system, needed supporting facilities, and adequate land use transitions to other parts of the City. - 2. Industrial Diversity: Continue to promote diversity in the City's industrial base through recruitment of high-tech, research, light manufacturing, and warehouse uses. - 4 - �3. Utilities and Public Services: Future industrial development should be permitted only in accordance with the ability to provide required utilities and public services, including public water and sewer services, adequate road construction and maintenance, police and fire protection, and general municipal administrative and regulatory services. The ongoing costs of providing such services should be considered, as well as the costs related to initial construction. Environmental Goals 1. Walled Lake: Recognize that the lake is the City's most significant natural 2. Protection of Natural Features: Promote the preservation of significant wooded areas, wetlands, and floodplains through the review of development plans and utilization of environmentally sensitive areas for storm water control and low intensity uses (such as recreation uses), recognizing that a balance must be achieved between natural resource goals and other planning and development goals. 3. Pollution Control: Continue to encourage land planning, development patterns and effluent treatment techniques which promote energy conservation and minimize noise and pollution of the air, soil, and water. rH feature. Promote development that will: 1) preserve the natural lakefront environment, and 2) maximize visual and physical access to the lake for all residents. l. I' I I Transportation I 1. Transportation Planning: Promote transportation improvements consistent with· efficient access to community goods and services, public safety and convenience, and consider the capability of the transportation system to accommodate increased traffic produced by development. 2. The Need for New Roads: Identify locations and work toward installation of new roads where needed, such as the extension of E. West Maple Road, to make vacant land accessible for development in accordance with the Future Land Use Plan and to alleviate traffic congestion. 3. Limit development within the existing or planned rights-of-way as indicated on the Master Thoroughfare Plan, anticipating the eventual upgrading of the entire road system within these rights-ofway. 4. Road Hierarchy: 5. Roadway Aesthetics: •4· i !I '- Right-of-Way Widths: Develop a road system that provides access to all parts of the City, yet restricts the use of neighborhood streets by trucks or extraneous through traffic. Roadways should be visually pleasing to motorists, pedestrians, and persons who view the roads from adjoining land. Frontage along roads should be amply landscaped. The construction of boulevards or parkways should be encouraged. - 5 - �6. n Pedestrian/Bicycle Transportation: Safety pathways should be required in conjunction with all new construction. Safety pathways should link residential areas with schools, recreation areas, commercial districts, and other attractions throughout the City. LI Corranunity Facilities f ., 1. Municipal Services: Develop a system of quality municipal services which is responsive and necessary to maintaining the attractiveness and vitality of the City's residential, business, and industrial population. 2. Maintenance and Replacement: Provide for system completion, ongoing maintenance, and replacement programs based on a continua 11 y updated capital improvement program for roads, streetlights, sewers, water mains, and other infrastructure elements. Recreation Goals 1. Level of Service: Provide the maximum level of neighborhood and communityoriented recreation facilities feasible to meet the needs of all residents, within the physical and financial capabilities of the City. 2. Enhancement of Existing Facilities: Consider enhancement of existing recreation facilities as a higher priority than acquisition of new properties. Accordingly, develop the City's recreation system based on the multiple-use concept, whereby each community park serves a large section of the City with facilities for active and passive recreation, competitive sports, facilities for children and adolescents, and picnic and nature study, providing a total recreation experience. 3. Coordination with Other Agencies: Continue to cooperate with other public and private organizations, such as the school district, Oakland County Parks, and the Huron-Clinton Metropolitan Authority, in providing recreation services and facilities to avoid unnecessary duplication. 4. Privately-Owned Recreation Facilities: Encourage privately owned and commercial recreation facilities to locate in the City, provided the type and location of such facilities is consistent with the City's recreation goals. 5. Recreation Facilities Outside the City: Provide expanded access to important recreation resources outside of the City to increase recreation opportunities for City residents. 6. Lake-Oriented Recreation: enjoy the lake. I • L, Work to enhance opportunities for resident to - 6 - �\ J POPULATION ANALYSIS General Demographic Trends The first census in which Walled Lake's population was recorded -- 1960 -revealed that the City had 3,550 residents. Almost thirty years later, in 1987, Oakland County estimates indicated that the population was 5,703, an increase of over sixty percent (see Table 1). [ \ l. The most substantial growth over the past three decades occurred since 1970. Between 1970 and 1980 the population increased by 989 residents, an average annual increase of 2.36 percent per year. The population has increased at an even faster rate since 1980, with an average annual increase of 2.65 percent per year. Evidence indicates that residential development Lake has been affected by five key factors: residential environment, economic opportunity, housing construction. Each of these factors paragraphs. and population growth in Walled regional growth patterns, the improved public services, and is examined in the fo 11 owing Regional Growth Patterns. Regional patterns of growth have affected population growth in Walled Lake over the past three decades. The population boom following World War II launched a period of continued growth in Oakland County. In the first two decades fo 11 owing the war modest growth was recorded in the area surrounding Walled Lake. By 1970, the Walled Lake area was at the leading edge of development in southeast Michigan, and residential construction and population growth surged. Figure I clearly illustrates this pattern of regional population growth, as reflected in the population figures for Walled Lake and surrounding communities over the past several decades. Figure 1 illustrates that, in comparison to surrounding communities, Walled Lake's population has grown at a steady rate. In contrast, the growth surge in the region since 1970 is dramatically reflected by the population figures of two neighboring communities, Commerce Township and Novi. l_ . Quality of the Residential Environment. The desirability of the residential environment has affected population growth in Walled Lake. The early settlement of Walled Lake in the early 1800's was related to the desirability of living and working near the lake. In essence, the lake was looked upon as a vital economic resource. Recreational and residential benefits of the lake replaced economic benefits in the 1900's, and Walled Lake came to be recognized as a choice summer rec re at ion area. Over the years, seasona 1 homes have been converted into permanent residences and new housing has been built to accommodate people's desire for greater enjoyment of the lakes. Concurrently, over the past several decades, the City has gone through a transition from a summer recreation-oriented community to a permanent year-round residential community. - 7 - �TABLE 1 TOTAL POPULATION Year Population 1960 1970 1980 1986 1987 3,550 3,759 4,748 4,850 5,703 Numerical Change Percent Change '. ,-- \ i Sources: +209 +989 +102 +853 +5.9% +26.3% +2.1% +17.6% Bureau of the Census, U.S. Department of Commerce. 1986 Estimate Reported in East North Central 1986 Population and 1985 Per Capita Income Estimates for Counties and Incorporated Places, Bureau of the Census, 1988. 1987 Estimate from the Oakland County Planning Division, Based on Census Conducted by the City of Walled Lake. r, 'L, r - l I I • '-· Economic Opportunity. New economic opportunities have attracted residents to the Walled Lake area in recent years. It is no longer a certainty that living in western Oakland County requires a long commute to work or to shop. Over the past five years, Farmington Hills, Novi, and West Bloomfield Township have been among the leading communities in Oakland County in terms of commercial and office growth. Consequently, residents of the Walled Lake area now have a broader range of shopping and services available nearby. With the growth in employment in the area, people have migrated to the Walled Lake area to live closer to their place of work. Improved Public Services. A fourth factor affecting population growth is the improvement in public services, which has made it feasible to permanently settle and enjoy the community. The completion of 1-96 and other improvements to the road system have made it possible for residents to live in a secluded residential environment, yet have access to the work opportunities and other amenities available in more populated parts of the region. Other public service improvements have been implemented in recent years, including expansion of the sewer and water systems, betterment of the school system, and advancement of the governmental system. With these and other ongoing public service improvements, the City has gradually upgraded the quality of life in the community. Housing Construction. Housing construction is the final key factor in the City's population scenario. Since 1970, the number of housing units has more than doubled, largely as a result of multiple family housing construction. There were 1,101 year-round housing units in the City in 1970, of which 283 were renteroccupied units. By 1987, the number of housing units increased to 2,347, of which 1,216 were renter-occupied units. Thus, renter-occupied units increased from about 26 percent to almost 52 percent of the total housing stock. - 8 - �c--i ~ :. -7 _! NOVI 30,000_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _........_ _ _ _ _ _ _ _ _ _ _ _ ___,...___ 2 5 , 0 0 0 , - t - t - - - - - - - - J - - - - - - + - - - - - - - + - - - - - - - + - - J { __ _.!--_J COMMERCE TOWNSHIP 20,000 I I I I I / I :;,....c: I I 15,000_._-1----------'--------.f---------+--...,,C.---#-----.f--------+----1 10,000 I I I✓ I V I I I WIXOM z W1LLED LAKE 5,000 WOLVERINE LAKE 0 t- c{ _J ::> ~-~ ~-•:~:• _::::::l: { 1 Cl. 0 Cl. 1940 19·50 '::::::::::/=::.:_:_:_:_·_;! ':~_ul1:1_:8!=::::::::::::::::::::::: ·::·:~--- __________ _::::::::::I::::::::::: : : : ~=-= ~---~ 1970 1960 1980 19"87 f990 (Est.) FIGURE 1 POPULATION TRENDS IN NEARBY COMMUNITIES Source: Bureau of the Census, U.S. Departr.icnt of Cor,11,1 erce Walled Lake Master Pl an �', .' f' Population Characteristics ' Age Composition. Although the median age of Walled Lake residents increased from 22.2 years in 1970 to 27.4 years in 1980, the population is still relatively young, compared to the population of certain surrounding communities and the County as a ~hole. For example, the median age of residents in Commerce Township is 28.4 years; the median age in Novi is 29.4 years. The median age for Oakland County is 30.3 years. Among surrounding communities, the lowest median age in 1980 was recorded in Wixom, at 25.7 years. Ir ' , I ; IL.' Between 1970 and 1980, numerical increases in population were recorded in every age group except the youngest age groups (under 15 years). As indicated in Table Z, the most substantial increases were recorded among young adults and the elderly. The number of residents between 25 and 34 years of age increased by 416, an increase of almost 78 percent. The number of residents 65 years or older increased by 225 residents, an increase of over 136 percent. TABLE 2 POPULATION AGE STRUCTURE Age Category 1980 Number Percent Numerical Change 1970-1980 427 11.4% 389 8.2% -38 5 to 14 years 888 23.6% 787 16.6% -101 15 to 24 years 690 18.4% 919 19.4% +229 25 to 34 years 535 14.2% 951 20.0% +416 35 to 44 years 464 12.3% 513 10.8% +49 45 to 54 years 398 10.6% 418 8.8% +20 55 to 64 years 192 5.1% 381 8.0% +189 65 and older 165 4.4% 390 8.2% +225 Under 5 years l 1970 Number Percent J l .. Source: Bureau of the Census, U.S. Department of Commerce. The population age structure is in part a reflection of the type of housing that has been constructed in the City. Typically, multiple family units appeal to oneand two-person households consisting of either young adults or elderly residents. The SEMCOG Small Area Forecast Version 84 indicates that the most substantial growth over the next twenty years will be in the age categories over the age of - 10 - �,-, 35 years (see Table 3). The SEMCOG forecast appears to be based on the natural aging of the existing relatively young population. The projections in Table 3 indicate that residents over the age of 35 will comprise over half of the total population by the year 2005. The median age of the population is projected to increase to 36.3 years. TABLE 3 FUTURE AGE STRUCTURE ,-I i ' L·._; r., I I I Age Category 1980 Number Percent 2005 Number Percent L. r- Numerical Change 1980-2005 389 8.2% 427 7 .1% +38 5 to 14 years 787 16.6% 850 14.2% +63 15 to 19 years 394 8.3% 436 7.3% +42 20 to 34 years 1,476 31.1% 1,150 19.2% -326 35 to 44 years 513 10.8% 931 15.6% +418 45 to 64 years 799 16.8% 1,521 25.5% +722 65 and older 390 8.2% 656 11.0% +266 Under 5 years Source: SEMCOG Small Area Forecast Version 84 There are two factors that could affect this forecast of continued aging of the population. First, the potential for new housing construction could result in an influx of younger families into the City. Second, because of the abundance of multiple family housing in the City the population is likely to be more mobile. Residents in multiple family housing are less likely to remain in the City for their entire lifetime. Household Size and Composition. Broad changes in household composition have been observed in Walled Lake in recent years. Of greatest significance is the change in household size, from an average of 3.72 persons in 1970 to 2.63 persons in 1980. According to the SEMCOG Small Area Forecast, average household size is expected to decrease to 2.34 persons by 2005. The decrease in household size can be attributed to the following three factors: 1. The Trend Toward Smaller Families. The trend toward smaller families is reflected in Census data for Walled Lake. In 1970, the average family in Walled Lake was composed of 4.09 persons. By 1980 the average family size had decreased to 3.24 persons. - 11 - �2. ~· I The Aging of the Population. The increase in the proportion of one and two-person "empty-nester" households composed of elderly residents has had the impact of lowering the average household size for the City as a whole. i I • 3. The TyP.e of Housing Constructed. The type of housing constructed over the past two decades is another determinant of household size. As indicated earlier, the number of rental units in the City more than tripled between 1970 and 1987. Most rental housing is in the form of multiple family units designed to accommodate small households. In 1980, the average multiple family unit in Walled Lake had 2.18 persons per household, compared to an average household size of 2.97 persons for single family units. In summary, the combination of smaller family size, the aging of the population, and sma 11 er housing uni ts produced a 29 percent decrease in household size between 1970 and 1980. The decrease in household size has had a substantial impact on total population. If not for the influx of residents due to new construction, the decrease in household size between 1970 and 1987 would have resulted in a population loss of about 1,200 persons. If SEMCOG estimates prove accurate and household size decreases to 2.34 persons, the impact on total population could range as high as 740 persons by the year 2005. 1 i ~. I t - l.. I J J ' '- Employment. Between 1970 and 1980, the labor force in Walled Lake grew by 771 persons, increasing from 1,422 to 2,193. Furthermore, the size of the labor force grew as a proportion of the total population, from 37.8 percent in 1970 to 46.2 percent in 1980, suggesting that a number of households have more than one wage earner. Similar increases in the size of the libor force have been recorded in other Oakland County communities. For example, among surrounding communities, residents in the labor force comprise 50.2 percent of the total population in Novi, and 57.3 percent of the total population in Wixom. Managerial, professional, and technical workers comprise the largest segment of the labor force, accounting for 26.8 percent of all resident employment in 1980 (see Table 4). The next largest segments of the labor force consist of operators, fabricators, and 1aborers ( 17. 5 percent of a11 emp 1oyment) and administrative support (15.0 percent). In general, the employment data show a trend toward a greater proportion of employees in "white collar" occupations, such as managerial, technical, sales, and clerical positions. Employment in these occupations more than doubled between 1970 and 1980 and constituted over eighty percent of the growth in the labor force as a whole. These occupations now constitute over 53 percent of the total resident labor force. Income. On the whole, the incomes of Walled Lake residents have continued to increase over the years. Per capita income, for example, increased by over 56 percent between 1979 and 1985, reaching a high of $12,385 per person. However, the per capita income for Walled Lake residents is somewhat less than the per capita average for the County as a whole, which was $15,485 in 1985. - 12 - �TABLE 4 COMPOSITION OF LABOR FORCE 1970 Number Percent Number Percent Mangerial, professional, technical 280 19.7% 588 26.8% 79 5.6% 251 11.4% Administrative support 191 13.4% 330 15.0% Service 130 9.1% 312 14.2% Precision production, craft, repair 285 20.0% 315 14.4% Operators, fabricators, laborers 438 30.8% 384 17.5% li 1.3% 11 0.6% Sales L I I • Other 1,422 Source: r. 1980 Occupation 2,193 Bureau of the Census, U.S. Department of Commerce Although the incomes of Walled lake residents have increased over the years, income levels are still lower than most surrounding communities. For example, the 1979 median family income for Walled Lake and surrounding communities (Commerce Township, Novi, Wolverine Lake, and Wixom) ranged from $19,902 to $30,289. Among these five communities, Walled lake recorded the second lowest median family income, $20,159. Walled lake has a greater proportion of households in the lower income brackets than the County as a whole (see Table 5). In 1979, 36.8 percent of all Walled Lake households had an annual income of less than $15,000, compared to 25.3 percent for the County. The incomes of 7.6 percent of all Walled Lake families placed them below the po~erty level. Walled lake's comparatively low ranking on the income scale can be attributed to three factors: 1. In comparison to most surrounding communities, Walled lake has fewer residents employed in managerial, professional and similar high paying occupations. 2. Walled lake has a higher proportion of elderly residents, many of whom are on fixed incomes. - 13 - �TABLE 5 r I ANNUAL HOUSEHOLD INCOME < i ., Oak.land County Walled Lak.e Number l: 1970 Percent Number 1980 Percent 1979 Percent less than $5,000 66 7.3% 192 10.8% 6.6% $5,000 to $14,999 594 65.3% 462 25.9% 18.8% $15,000 to $24,999 222 24.4% 494 27.8% 23.9% $25,000 to $49,999 22 2.4% 596 33.5% 38.2% 6 0.6% 36 2.0% 12.6% r. $50,000 or more Source: Bureau of the Census, U.S. Department of Commerce 3. Walled Lake has a relatively high proportion of rental housing units. People who are in their prime income earning years typically own their homes, rather than rent. · Although the rate of income growth in Walled Lake has lagged behind the rate of income growth in surrounding communities, in recent years the rate of income growth has outpaced the rate of inflation, as measured by the Consumer Price Index. Between 1979 and 1985, per capita income increased at average annual rate of 7.7 percent in Walled Lake. During the same period, the Consumer Price Index increased at an average annual rate of about 3.5 percent. L. I. I Education. The 1980 Census revealed than 67.6 percent of Walled Lake residents 25 years of age and older had completed four years of high school, and 32.l percent had some college education. Thus, 32.4 percent of the City's residents had not completed high school. In comparison, the educational attainment of residents of the County as a whole was higher than for Walled Lake. For example, 77.8 percent of all residents 25 years of age or older in the County had completed four years of high school, according to the 1980 Census. Almost 43 percent of the County residents had completed some college. Summary of Major Trends This analysis has shown that Walled Lake's population has grown at a generally steady rate since World War II, although the most substantial growth occurred since 1970. Population growth in Walled Lake is attributed to five key factors, - 14 - �including regional growth patterns, the quality of the residential environment, new economic opportunities being created in western Oakland County, improvements to public services, and the availability of new housing. The median ~ge of the population has increased in recent years, reaching 27.4 years in 1980. Compared to surrounding communities, though, the population of Walled Lake is relatively young. Nevertheless, substantial change in the age structure is projected over the next two decades, resulting in a much older population. SEMCOG estimates indicate the median age will increase to 36.3 years by the year 2005. This estimate could be affected by in- and out-migration, as well as new housing construction in the City. I" t. I l ., The decrease in household size is one of the most significant trends affecting Walled Lake's population in recent years. Household size decreased by 29 percent between 1970 and 1980, resulting in an average household size of 2.63 persons. Continued decrease in household size is projected through the year 2005. The changes in age composition and household size are due in part to national and regional trends related to marriage and family characteristics. Also, the types of housing being constructed in the City has had a partial impact on population characteristics; apartments typically appeal to smaller households, young adults, and elderly. The employment data show a trend toward a greater proportion of Walled Lake residents in "white collar" occupations, such as managerial, technical, sales, and clerical positions. However, compared to the surrounding region, a smaller proportion of Walled Lake's residents are employed in these occupations. Income levels of Walled Lake residents have increased at a steady rate over the past three decades, although the data reveal that the average family income in Walled Lake falls below the average incomes for surrounding communities. Nevertheless, in recent years income levels have increased at about twice the rate of inflation. Future Population Growth The level of growth of Walled Lake's population will be determined chiefly by four sets of variables: 1. Physical Parameters. Several physical variables will affect future population growth in Walled Lake, including the amount of vacant land available for residential development, the zoning restrictions placed on such land, the capacity of the sanitary sewer treatment facilities, the capacity of the road system, and the type of housing that is constructed in the future. 2. External Variables. The economic health of the region is the most significant external variable that affects population growth. - 15 - �f7 r 3. Characteristics of the Population. Characteristics of the population, such a age structure, household size, and propensity to move will affect population growth in Walled Lake. 4. Preferences of Residents. Existing and prospective residents' preference in terms of a living environment will have an impact on population growth. The type and affordability of housing, characteristics of the environment, and availability of public facilities and services affect people's desire to live in a community. n f Each of these sets of variables are discussed in detail in the following pages. ( " I i I I I • Physical Variables. Vacant land on which new housing units can be constructed is a key variable that determines the absolute maximum population, or "holding capacity" of the City. A land use survey completed in the spring of 1989 revealed that 36.4 percent of the City's land area is currently occupied by residential development. A total of 369 acres, or about 25 percent of the City's land area is still vacant. Of this total, 265.5 acres are zoned for residential use. A summary of the occupied and vacant residential acreage is provided in Table 6. TABLE 6 ' - I / :'. ,· RESIDENTIAL ACREAGE (1989) Development Vacant Total Single Family R-IA Zone R-1B Zone 422.2 acres 127.7 acres 105.4 22.3 549.9 acres Multiple Family RM-I Zone R-3 Zone MH Zone RD Zone 120.2 Total 542.4 acres 137.8 110.4 91.3 19.4 258.0 42.8 56.5 36.6 1.9 265.5 acres Vacant Buildable Acreage* 103 . 6 32.9 52.4 16.4 1.9 807.9 acres 214.0 * Vacant Buildable Acreage i$ vacant residentially-zoned land not located in wetlands. Source: February 1989 Land Use Survey by McKenna Associates, Incorporated. The development potential on the vacant and buildable residentially-zoned land can be computed based on the density standards set forth in the Zoning Ordinance for each zoning district. These computations reveal that the opportunity exists to develop another 2,270 housing units in the City. The RM-3 zoned property west - 16 ,- �of Pontiac Trail could accommodate up to 1,575 housing units, according to current density standards. Thus, the opportunity exists to almost double the 2,347 housing units currently existing in the City. Based on current household size levels, the construction of 2,270 new housing units would' add approximately 5,300 residents. Under this development scenario, the total population of the City would almost double to 11,000. These estimates do not account for recommended changes in the density of development that may be set forth in the future land use component of this master plan. Rezoning of land to R-lA or R-18 to facilitate new single family development would decrease the holding capacity of the City. I . I , t, ' i . I . I . ! •, ' These estimates also do not take into account possible limitations on holding capacity, such as the capacity of the wastewater treatment facilities. Development has been held up in recent years because the lack of capacity at the existing treatment facility. In early 1989 the cities of Walled Lake and Novi joined together on a two-year project to expand the treatment plant. This expansion is expected to create additional capacity for the entire City. The capacity of the transportation system could also limit residential development opportunities in the City. Certain roads, such as Pontiac Trail, already operate at an unacceptable level of service because of excessive traffic. Planning studies are underway to identify solutions that wi 11 a11 evi ate the traffic congestion, but implementation of any major improvements--such as the extension of West Maple Road -- is several years distant~ In the interim, the congested road network could be a deterrent to new residential development in the City. External Varfables. Certain variables are largely beyond the control of the City and its individual residents, yet these variables have a tremendous impact on population growth. The general state of the economy and regional patterns of growth and development are related external variables that work in conjunction to affect population growth. Cycles in the economy have been cited as one of the key determinants of population change in Michigan, because of the effect of the economy on migration patterns. In general, a lackluster economy results in a reduction in the number of families that purchase new homes or relocate. Thus, a poor economy tends to preserve the status quo · or, in certain communities, results in reduction in population. r . ' The impact of the recovery of the regional economy in recent years is most evident in western Oakland County, including the Walled Lake area. Resurgent growth pushed the leading edge of urbanization well beyond the boundary that seemed so permanent in the recession years in the early 1980's. If the economy continues to expand, it is likely that housing demand in Walled Lake will increase, resulting in new construction and possibly even redevelopment. Characteri sties of the Population. The earlier review of SEMCOG forecasts revealed that substantial increases are expected in the number of residents 35 years of age and older. The expected increase in this segment of the population - 17 - �is due largely to natural aging of the existing population, and to a lesser extent, due to inmigration of older families . The increase in the number of residents in the older age groups foretells an increase in the number of one and two-person households, including "empty-nester" households consisting of parents whose children have grown. i i f7 i • I. ;·- \L.., Migration patterns may alter the age structure projections. Because apartment dwellers tend to be more mobile than homeowners, it is likely that many residents will move before they reach an elderly age. The age structure projections could be further altered by the extent to which regional population trends affect Walled Lake. The demand for new housing in many surrounding communities is being created by young families. This trend is reflected in the Walled Lake School District enrollment projections, which indicate that enrollment will increase to a fifteen year high in the 1992-93 school year. lnmigration of new residents, in'cluding young families, is needed to offset the projected decrease in household size. As noted earlier, SEMC0G projections for the year 2005 ca 11 for an average household size of 2. 34 persons. If this projection proves accurate, the impact on total population could range as high as 740 persons by the year 2005. I[· l . 'f . Preferences of Residents. Variables related to people's preferences in terms of housing and the environment in which they live will affect population growth. Residents have been drawn to Walled Lake by a variety of features, including the following: - proximity to the 1ake, - the "small town" environment, - the quality of the school system, availability of housing and building sites at relatively low cost, - stable neighborhoods, - nearby employment opportunities, - nearby shopping and service facilities, and - well-maintained public services. The ability of the City to maintain these qualities will affect the stability of neighborhoods, and accordingly, the growth in population. Maintaining quality housing, good public services, and other qualities of the community becomes increasingly difficult as neighborhoods and housing ages. Continued investment in maintenance and replacement by the City and individual property owners will be required. Implementation of workable solutions to the transportation problem will have a substantial impact on people's perception of the quality of life in Walled Lake . - 18 - �Population Projections Current population statistics indicate that Walled Lake's population continues to grow at a steady rate. The information presented on the previous pages reveals a ~umber of events that are expected to generate additional population growth in future years. These events include continued economic expansion in western Oakland County, new housing development facilitated by expansion of the sanitary sewer treatment plant, the desire to live near the lake, and the general appeal of the community and its neighborhoods. One of the most precise population project i ans for Wa 11 ed Lake and other communities in the region have been prepared by SEMCOG as a part of its Version 84 Small Area Forecast. The Small Area Forecast is based on local land use plans and policies, modified to account for sewer service, protection of environmentally sensitive lands, planned transportation improvements, and similar considerations. I~ l '. I • I t.; SEMCOG projections indicate that the number of households in Walled Lake will increase to 2,555 by the year 2005. The SEMCOG projections further indicate a 26 percent increase in population, resulting in a total population of 5,975 by the year 2005 (see Table 7 and Figure 2). This increase is projected even though the number of persons per household is expected to decline from 2.63 to 2.34 persons. Thus, the net increase of 749 persons must be attributed largely to the projected increase in the number of households. Review of these projections reveals the importance of accurate estimates of household size. If household size were to remain steady instead of decreasing, the population could reach 6,720 by the year 2005, assuming that the number of households increases as projected. The SEMCOG estimates are based on a slower rate of growth than in the recent past. Between 1980 and 1988, an average of 60 units were added per year to the housing stock in Walled Lake. In contrast, the SEMCOG estimates call for construction of an average of 13 units per year over the next sixteen years. Data concerning growth in population in past years can be used to derive an alternate projection of future population. This statistical method of forecasting is called linear regression and involves fitting a straight line to a series of data points. The linear regression formula indicates that, based on past growth, the population of the City will reach 6,908 by the year 2005. l i l . I • A third method of projecting future population is to assume that the current rate of growth will continue. Based on the current rate of growth, 2.65 percent, the population of Walled Lake is projected to reach 9,132 by the year 2005. All three projections indicate that the population of Walled Lake in the year 2005 will fall short of the estimated holding capacity of 11,000. The SEMCOG projection of 5,975 residents probably will be reached earlier than the year 2005. SEMCOG's conservative estimate appears to have not taken into account the impact of the rebounding regional economy on growth in western Oakland County. - 19 - �TABLE 7 POPULATION AND HOUSEHOLD PROJECTIONS Percent Change I 1980 1990 2005 1980-2005 Population SEMCOG Linear Regression Current Growth Rate 4,748 4,748 4,748 5,743 5,704 6,169 5,975 6,908 9,132 +25.8% +45.5% +92.3% Household 1,806 2,150 2,555 +41.5% Persons Per Household 2.63 2.67 2.34 -11.0% • ,) l. . Sources: Southeast Michigan Council of Governments (SEMC0G) Small Area Forecast, Version 84 Computations by McKenna Associates, Incorporated I i i , I At the other end of the spectrum, it is likely that the estimate based on the current rate of growth is too optimistic. In the development of a City, the parcels of land that are easiest to develop are generally built upon first. The lands that remain vacant commonly have features which limit or deter development. For example, many vacant parcels in Walled Lake have wetlands on them. As the pool of vacant parcels diminishes, the pace of development slows because of the need to address unique circumstances on the remaining parcels. Thus, it is unlikely that the current rate of growth could be maintained far into the future. To conclude, the linear regression formula appears to provide the best estimate of future population in Walled Lake. The linear regression formula projects an increase of 1,205 persons over the next sixteen years, resulting in a total population of 6,908 by the year 2005. In comparison, over the past seventeen years the population of the City has increased by 955 persons. I L t - - 20 ; . �i r·--·. ' - _ _, J • ,. J l j --.... -·-· PROJECTION BASED ON CURRENT GROWTH RA TE 10,000 9,000 8,000 LINEAR' REGRESSION PROJECTION 7,000 6,000 6,000 SEMCOG PROJECTION 4,000 3,000 z 0 .,_ <( ...J ::> 2,000 1,000 0.. 0 0.. 1960 1970 1980 1990 2000 2005 FIGURE 2 Sources: 1960-1980 u.s. Census POPULATION PROJECTION SEl1C0G, Small Area Forecc1st, Version 1904 Walled Lake Master Plan Linear Regression Analysis �EXISTING LAND USE General Overview (" I I ' f~ I I The general pattern of development in Walled Lake has been influenced by three key parameters: the lake, major thoroughfares, and the railroad. The lake was the dominant focus of most early development. The original downtown was developed near the intersection of Pontiac Trail and Walled Lake Drive, facing directly onto the lake. Although the original downtown is no longer the primary center of business activity in the City, a few retail and service businesses still occupy buildings which date from the turn of the century. The original downtown eventually expanded to encompass about 10 to 12 blocks north of the lake. Whereas retail uses concentrated close to the lake, the northerly part of the downtown contained primarily institutional uses (such as churches and schools) and residential uses. A few historic structures still exist in this part of the City, including the "Stonecrest" school building, which was constructed in 1860. Some of the oldest housing in the City was constructed on land surrounding the original downtown and east and west along the lake. The construction or improvement of thoroughfares led to growth away from the 1ake. Pontiac Tra i 1, a state terri tori a1 road that was constructed in the 1830's, became the primary axis of development north of the lake. The City's business center eventually moved to the intersection of Pontiac Trail and E. West Maple Road, which is the City's major east-west thoroughfare. The City's most intensive commercial and service development is now located along E. West Maple Road. '-- ( . A third major transportation axis -- the railroad -- also affected the early development and general form of the City. The Michigan Airline Railroad, now known as Coe Ra i1 , was constructed in 1883, separating the north and south portions of City. Over the years most of the City's industrial growth occurred along the railroad, resulting in two distinct industrial districts on opposite sides of the City. As described in the previous paragraphs, the most intensive development in the City occurred near the lake and along the major transportation corridors. In general, the remainder of the City has been reserved for various types of residential deve 1opment. Aside from the l akefront resident i a1 deve 1opment, there are three distinct residential districts in the City: north of the railroad, east of Pontiac Trail, and west of the lake. Although growth has been recorded in every decade since Walled Lake was first settled in the early 1800's, almost a quarter of the land remains vacant. Thus, the opportunity still exists to shape the City to the form desired by residents and community leaders. A more detailed review of each type of land use follows. - 22 ' . �i~ I TABLE 8 i I LAND USE ACREAGE 1976 Acres Percent ' I t .r ·, ,. I ~ 1989 Acres Percent Change 1976-1989 Acres Percent Residential Single Family Multiple Family 377 .o 25.3% 542.4 422.2 120.2 36.4% 28.3 8. l +165.4 +43.9% Commercial Retail, Service Office 60.0 4.0 87.2 72.3 14.9 5.8 4.8 1.0 + 27.2 +45.3 Industrial 61.0 4.1 77. 7 5.2 + 16. 7. +27.4 75.0 53.5 21.5 5.0 3.6 1.4 90.l 58.3 26.l 5.7 6.0 3.9 I. 7 0.4 + 15.7 +20.l 143.2 9.6 161.4 10.8 + 18.2 +12.7 10.6 0.7 10.8 0.7 + 0.2 +l.9 147.8 9.9 151.6 10.2 + 3.8 +2.6 615.4 41.4 368.8 24.8 -246.6 -40.l 1490.0 100.0 1490.0 100.0 Public and Semi-Public Public Semi -Pub 1ic Ut i1 ities Street Rights-of-Way Railroad Rights-of-Way Water Vacant Total Source: (l} (2} February 1989 Land Use Survey by McKenna Associates, Incorporated. 1982 Master Plan for the City of Walled Lake. - 23 - �Residential Land Use The amount of land used for residential purposes increased by about 165 acres, or about 44 percent, between 1976 and 1989 (see Existing Land Use Map and Table 8). Currently, about 542 acres, or approximately 36.4 percent of the total land area is occupied by housing. ,·'! I_ _: Much of the residential development in recent years has consisted of multiple family housing. Multiple family complexes occupy over 120 acres of land, or about eight percent of the City's total land area. There are four large concentrations of multiple family development: along Pontiac Trail in the southwest corner of the City (Walled Lake Villa); at the intersection of Decker Road and Fourteen Mile Road in the southeast corner of the City (Lake Village); west of Decker Road north of the railroad (Dover Hill); and, at the intersection of S. Commerce and Decker Roads in the north end (Walnut Ridge Apartments, Hidden Meadows, and Place on the Park). The most recent large-scale single family development occurred on the east side of the City off of Decker Road, where the 98-lot Lakeland Hills Estates No. 2 subdivision was developed in the mid-1980's. Scattered single family development occurred in various locations throughout the City in recent years, such as along Pontiac Trail near the western boundary of the City, and in the vicinity of Arvida and Leon Streets near the lake. t - The predominance of multiple family construction in recent years is reflected by building permit data collected by the Southeast Michigan Council of Governments (SEMCOG). As indicated in the chart which follows, SEMCOG records for the decade between 1979 and 1988 indicate that permits for construction of 576 residential units were issued. Three-quarters of the units constructed during this period were multiple family units, and only about 19 percent were single family units. Housing Construction, 1979-1988 Units Percent Single Family Two Family Multiple Family 112 32 432 19.4% 5.6% 75.0% Total 576 100.0% The opportunity for substantial new residential development still exists in the City. The most extensive development opportunity exists on the land commonly referred to as the "Foster Farm" parcel, located west of Pontiac Trail and north of the railroad. Over 55 acres of land in this area is currently zoned for intensive multiple family development, of which approximately 52 acres are buildable. - 24 - �) ) . T - I., i •.>., l=t===.1!•••11.•W.HL:•===: 0 • 0 . ~ 4 J ., .... '.: ··7 .~: .. / VILLAOf o, WOLV(tllllNl L Alll ~ ____, ~ ~ ~ ~ ~ - l ' b!.\...\ \\ '0 WALLEO LAKE I ly ' I I i]! I CITY f',vilUl@:1 Of NOVI - ---, ■ □ SlN<li: FAMILY RESIDENTIAL ■ k?J E~~ i tv'U_TlPLE FAMILY RESIOENTIAL ::JM~ . PlBUC ~.;rz:,.·1 UTILITIES COMMERCIAL ~ ~ VACANT OFFICE SEMI-PUBLIC RAIL~OAD ~ INDUSTRIAL MAP 1 EXISTING LAND USE LAKE CITY OF WALLED MICHIGAN OAKLAND COUNTY ■ M£Kenna Associates. Incorporated Community Planning • Urban Design Farmington Hills, Michigan north scale 3001 60· 120011760 feet 1/3 mile �Large scale residential development opportunities exist in two other areas: [""' I ' l. In the center of the City, east of Pontiac Trial and south of E. West Maple Road. A plan for construction of 128 condominium units (Winwood) has already been ap~roved for 22 acres of land, but additional vacant land that is zoned for single and multiple family use exists in this part of the City. Between W. West Maple Road and Pontiac Trail in the southwest corner of the City. Vacant land in this area is zoned for single family use. The following chart indicates the amount of vacant residentially-zoned land in the City. Some of these vacant lands are occupied by wetlands. Vacant Residentially-Zoned Land Buildable Vacant Acreage Zoning Classification Vacant Acreage Single Family Multiple Family Low Density High Density Mobile Home 127.7 110.4 42.8 56.5 32.9 52.4 16.4 36.6 Commercial and Office Land Use The amount of land allocated for commercial and office use increased by about 27 acres between 1976 and 1989, an increase of about 45 percent. The 1989 land use survey revealed that about 87 acres of land are used for commercial purposes. Most of the commercial acreage -- about 72 acres -- is occupied by retail uses. Office uses occupy only about 15 acres of land. The general boundaries of the commercial district have not expanded significantly in recent years. Most of the increase in commercial acreage is a result of infill in the existing commercial district, conversion of buildings on Maple Road that were previously used by industry, and new construction on vacant lands at the edges of existing commercial districts. Most new commercial development has had the effect of solidifying E. West Maple Road's status as the center of business activity in the City. One other area where new commercial construction took p1ace in recent years was near the intersection of Pontiac Trail and S. Commerce Road. Significant loss of commercial activity was recorded in one location, at the intersection of E. West Maple Road and Pontiac Trail, were a supermarket ceased operation and was eventually torn down. - 26 - �The opportunity for new commercial development exists in various locations on the City's major thoroughfares: Commercial redevelopment is likely to eventually occur on the parcel vacated by the supermarket at the intersection of E. West Maple Road and Pontiac Trail. This is an important site in terms of the overall character and function of the City's primary commercial district. Commercial redevelopment is also likely to occur on the four-acre parcel of land located adjacent to the City Hall, which is currently occupied by a vacant, rundown commercial structure. ,. .. The opportunity for new commercial development exists on the west side of Pontiac Trail , north of the rail road, on vacant land that is zoned for commercial use. J ' The potential for development in these areas provides the opportunity to change the profile and function of the commercial district so that it better serves the needs of residents. Currently, the commercial district is heavily oriented toward service-type uses. A need exists for more community-oriented retail businesses and office uses. Industrial Land Use Industrial land uses occupy about 78 acres, or about five percent of the City's total land area, according to the 1989 land use survey. The amount of land occupied by industrial use increased by almost 17 acres between 1976 and 1989, amounting to a 27 percent increase. There are two distinct industrial districts in the City, both of located adjacent to the railroad. The east side industrial district on both sides of Decker Road. Among the industries in this area Fabricating, Hughes Manufacturing, V-Line Precision Products, Hansen C. F. Long, and Armalay Sponge Company. which are is located are S & H Marketing, The west side industrial district is located on both sides of Ladd Road and on the north side of W. West Maple Road. Among the industries in this area are Textron, Dedoes Industries, Ebinger Manufacturing, McCord Heat Transfer, Lawson Manufacturing, and American Plastic Toys. Vacant industrial-zoned land provides the opportunity for new industrial growth in the City, particularly in the center of the City on land located north of the railroad and east of Pontiac Trail. Lack of direct access to this industrial property is a key consideration, however. Properties located adjacent to the railroad are landlocked, and the only access is across commercial or residential property. A few vacant industrial-zoned parcels are located in the City's two existing industrial districts. However, wetlands occupy much of the vacant industrial - 27 - �acreage on the west side. Also, several vacant industrial parcels along W. West Maple Road and Ladd Road are partially in Commerce Township. Only a few vacant industrial parcels remain in the existing industrial district on the east side. Within the timeframe of this plan, redevelopment of existing aging industrial sites can be expected. Public and Semi-Public Uses Public and semi-public uses occupy approximately 90 acres of land, or about six percent of the City's total land area. Of this total, uses classified as "public", such as public schools, the City Hall complex, parks, and cemeteries, occupy about 58 acres. Uses classified as "semi-public", s_uch as parochial schools and churches, occupy about 26 acres. The amount of land allocated for public and semi-public uses increased by almost 16 acres between 1976 and 1989, amounting to a twenty percent increase. Rights-of-Way The continued development of vacant lands resulted in construction of new roads throughout the City. Genera 11 y, about twenty percent of the 1and area in developed urban areas is occupied by street right-of-way. The land use survey revealed that street rights-of-way now occupy about 161 acres of land, or about 10.8 percent of the City's total land area. The amount of land occupied by street rights-of-way increased by about 18 acres between 1976 and 1989, amounting to approximately a 13 percent increase. The amount of land occupied by the railroad right-of-way remained essentially unchanged since 1976. Vacant Land A decrease was recorded on only one land use category between 1976 and 1989: the vacant land category. Forty percent of the land that was vacant in 1976 had been developed upon by 1989. Currently, almost 369 acres of land remain vacant, amounting to about 25 percent of the City's total land area. About 68 acres of vacant land are occupied by wetlands, leaving about 300 acres (20.2 percent of the total land area) that can eventually be built upon. - 28 - �ECONOMIC ANALYSIS One of the p~rposes of the Master Plan is to accommodate desired economic growth that will create employment, shopping, and income-producing opportunities for residents. To achieve this objective, it is first necessary to become knowledgeable about the income and employment characteristics of residents, and to achieve a thorough understanding of business and industrial development patterns in the City. r: The growth and development of Walled Lake's commercial and industrial base is influenced by a number of factors including the City's location in the region and the extent to which this setting has affected economic development. Other factors influencing commercial and industrial development patterns include transportation systems, the availability of land, and the characteristics of the City's population, including the number of households and their income levels. This chapter of the Master Plan evaluates the commercial and industrial characteristics of the City. By offering a composite picture of the City's economy, this analysis will help identify opportunities and constraints relative to future commercial and industrial development opportunities and as such, can he 1p provide the foundation upon which a comprehensive economic development strategy can be based. Existing Commercial Facilities Most commercial facilities in Walled Lake are concentrated in seven (7) locations (see Map 2): 1) in the waterfront district along Walled Lake Drive; 2) along E. West Maple Road, from Pontiac Trail to the east City boundary; 3) along Pontiac Trail, from Northport Road to S. Commerce Road; 4) at the intersection of S. Commerce Road and Pontiac Trail; 5) at the intersection of S. Commerce Road and Decker Road; 6) a1ong Ladd Road, between W. Wa 11 ed Lake Road and Pontiac Trail; and 7) along Pontiac Trail, from Decker Road to the east City boundary. Other commercial facilities servicing Walled Lake residents are located along Pontiac Trail west of Walled Lake Villa in the City of Novi. I - ' . As reflected in Table 9, the City's commercial areas contain five (5) major types of commercial uses. · Convenience - Convenience goods are those that are consumed or used on a daily basis such as groceries, drugs and hardware items. Comparison - Comparison goods are those that are purchased less frequently than convenience goods and usually only after people have compared prices and quality of competing stores. Comparison goods include clothing, appliances, jewelry, furniture and similar items. Office - Office uses include medical, legal, financial, professional services. - 29 - and other �,......, 27 L ,-lfE 'f!A PERCENTAGE OF LOCATION/DESCRIPTION l!i1 l!I .m ~ Iii mm B ~ ~ COMMERCIAL TYPES E. WEST MAPLE ROAD CONVENIENC PONTIAC TRAIL S. COMMERCE ROAD at PONTIAC TRAIL COMPARISON S. COMMERCE ROAD at DECKER ROAD LADD ROAD PONTIAC TRAIL EAST - - - • AREAS ZONED COMMERCIAL OR OFFICE PONTIAC TRAIL WEST (CITY OF NOVI) EXISTING COMMERCIAL AREAS CITY OAKLAND ------- SERVICE OF WALLED COUNTY • MAP 2 LAKE MICHIGAN �i ,-= I Service - Service uses are commercial uses that provide a specialized or unique service, such as repair shops, hair care facilities and dry cleaners •. • Specialty Retail - Specialty retail uses offer a specific type of product or unique goods not commonly found in a majority of stores and shops. Specialty retail uses include gift shops, craft shops, art dealers, coin dealers, and antique shops. ,....,. I TABLE 9 l.: NUMBER OF COMMERCIAL USES BY TYPE I _, I Convenience i. No. _L 49 29.9 Comparison No. 18 Office i No. i 10.9 47 28.7 Service Specialty Retai 1 No. _L No. _L No. % 39 23.8 11 6. 7 164 100 Total Of the total number of commercial businesses in Walled Lake, approximately 29.9 percent are convenience uses, while 28.7 percent are office uses. A much smaller percentage of the City's businesses -- 10.9 percent -- market comparison commercial or "shopper" goods. Service and specialty retail uses represent 23.8 and 6.7 percent of all commercial uses, respectively. f • The convenience retail and office businesses in Walled Lake serve primarily the local market. In contrast, the comparison goods, service, and specialty retail businesses serve both the local and a regional market. ! I l The Walled Lake commercial sector is distinguished by a high proportion of service and specialty retail businesses, and a small number of comparison retail stores. The number of convenience and office uses is consistent with the size of the community. J A detailed review of each commercial district follows: Waterfront District - Area #1. The waterfront district is located along Walled Lake Drive at the north end of the lake. This district includes the original downtown, located at the intersection of Pontiac Trail and Walled Lake Drive. Many of the older commercial structures in the City, some of which were constructed before the turn of the century, are located in this district and are still occupied by commercial uses. Convenience commercial uses are the most prevalent types of businesses in the waterfront business district (see Table 10). Of the 26 businesses located in the waterfront district, 42.3 percent are convenience goods businesses, including gas stations, restaurants, party stores and an ice cream shop. This district also contains 5 specialty retail businesses and 5 service uses. - 31 - �Approximately 46.0 percent of all specialty retail uses in the City are located in this district (see Table 10). This district contains only a few comparison goods and office-type businesses. There is no vacant commercial zoned land in this district. r-· I I TABLE 10 ' I 'I : r-, r-· ''I TYPES OF BUSINESSES WITHIN EACH COMMERCIAL AREA Convnercial Type Area #1 Area #2 Area #3 Area #4 Convenience 42.3 23.6 25.0 41.9 Comparison 11.5 16.4 7.5 Office 7.8 32.7 Service 19.2 Specialty Retail Area #5 Area #6 Area #7 Area #8 0.0 33.3 33.3 54.5 9.7 0.0 0.0 0.0 0.0 32.5 12.9 100.0 66.7 66.7 27.3 25.5 30.0 25.8 0.0 0.0 0.0 18.2 19.2 1.8 5.0 9.7 0.0 0. 0 0.0 0.0 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% 100.0% l. r. I I ' TOTAL Source: McKenna Associates Inc. Survey, July 1989 TABLE 11 LOCATION OF VARIOUS TYPES OF COMMERCIAL USES ' ' Area No. Convenience Comparison Office Service Specialty Retail 12.0% ~§@ ~ l. 1 20.0% 17.6% 2 z~u. ::-:-:~--~;:;:::»;; 4.SHl. 33;g 3 18.0 24KO. :::::»:-:.;.:,c.:..-;A. 0.0 2.0 2.0 10.0 17.0 17.0 0.0 0.0 0.0 0.0 27.5 7.8 11.8 3.9 5.9 5. 9 100.0% 100.0% 100.0% 4 5 6 7 8 TOTAL Source: ·.-.•.w:-.•.-.❖.,_,. 3.9% .......... •. • ·:.t McKenna Associates Inc . Survey , July 1989 - 32 - 2119 29.0 20.0 0.0 0.0 0.0 5.0 9.0 18.0 27.0 0.0 0.0 0.0 0.0 100. 0"/4 100.0% �n ti E. West Maple Road District - Area #2. The E. West Maple Road business district contains the greatest number of commercial uses and the greatest variety of convenience, comparison, office and service businesses in Walled Lake. This district extends from Pontiac Trail to the east City boundary, and is interspersed with some industrial and public uses. This corridor has been the focus of new commercial development in recent years, resulting in the construction' of a new strip shopping center, several fast-food restaurants, and several offices. Compared to the other commercial areas in the City, this district contains a broad range of convenience, comparison, office and service uses. Almost half of the limited number of comparison commercial uses in the City are located along this corridor. t •• I I I. I • Even though the E. West Maple commercial area is the City's most diverse business district, it does not provide the full range of goods and services needed by residents. Noticeably absent are certain comparison goods businesses, such as a department store, furniture store, appliance store, clothing store or sporting goods store. Pontiac Trail District - Area #3. Businesses in this district extend along Pontiac Trail from Northport Road to S. Commerce Road. Commercial uses in the Pontiac Trail district are concentrated on both sides of Pontiac Trail but are separated by a variety of residential, public and semi-public uses, particularly along the west side of the road. Some of the residential uses that existed along this corridor have been removed or converted to commercial or office use. Convenience, office and service businesses are predominant along Pontiac ·Trail. This businesses corridor contains the second largest number of office and service uses in the City . Several businesses along this corridor, particularly the older uses, have poor accessibility and limited parking facilities. This may discourage some City residents from shopping at some of the businesses along this corridor. The development challenge in this district will be to encourage replacement of obsolete businesses on undersized lots with, at a minimum, businesses that can serve the basic needs of surrounding residents. Gradually, the residential uses in the Pontiac Trail business corridor are giving way to more appropriate retail or office uses, and variable development standards have been replaced with upto-date standards designed to assure quality development. ' ., \. A continued orderly transition of uses is required in this district in order to improve the districts economic viability, appearance, access, parking and traffic conditions. S. Conunerce Road/Pontiac Trail District - Area #4. This district includes businesses located at the intersection of S. Commerce Road and Pontiac Trail. Although this district does not cover as much area as the E. West Maple Road or Pontiac Trail corridors, it contains the same number of convenience commercial uses as the E. West Maple Road district. The intersection of two of the City's major thoroughfares and the proximity of this district to existing single family residential development to the north and east of this area, makes it an attractive location for convenience commercial uses. - 33 - - - --- - = - - �'·•· Over 41 percent of the businesses in this area are convenience commercial uses. Most of these businesses are located in the three shopping centers at the intersection of S. Commerce Road and Pontiac·Trail. f: j J i. I I ) ' . . r: 'I I Although the S. Commerce Road/Pontiac Trail district is a center of convenience commercial activity, the district does not contain a full range of convenience goods businesses. For example, the district does not contain a supermarket or drug store. The availability of vacant land in this area provides the opportunity to change the function of this commercial district so that it better serves the needs of residents. The opportunity for new commercial development exists to the east and west of this area along Pontiac Trail and to the south, on vacant land zoned for commercial use. Extension of Commerce Road to E. West Maple Road would make additional commercial land accessible for development. Vacant land to the west along Pontiac Trail provides the opportunity for commercial development at a larger scale. S. Convnerce Road/Decker Road - Area #5. Only office uses are located in this district. These include two real estate agencies, a travel agency, a dental clinic, a medical clinic and a gynecologist. All have attractive sites with good access, adequate parking, and site landscaping. l, I I. The majority of land in this district is developed. However, there is a limited amount of vacant land along S. Commerce Road zoned for office use that is suitable for development of neighborhood and professional offices. The development challenge in this district is to continue limited office use in scale with the existing office development. · Ladd Road District - Area #6. Businesses in this district are concentrated in the shopping center plaza located along Ladd Road, north of the intersection of Pontiac Trail. This district contains three commercial uses, a supermarket/food center, a Michigan Department of Social Serv~ces office, and a medical clinic. Although the number of commercial uses is limited, the supermarket/food center facility contains a broad range of additional convenience and service commercial uses including a restaurant, pharmacy, flower shop, convenience store, video rental store, and postal service. The location of these uses under one roof provides for a complete and convenient neighborhood commercial center for residents in this part of the City. Pontiac Trail, East of Decker Road District - Area #7. This district is located along the north side of Pontiac Trail, east of the intersection of Decker Road. The businesses in this district include a gas station located on the northeast corner of the intersection, a medical clinic, and a dental clinic. A site plan for a 16,500 square foot neighborhood shopping center has been approved for the northeast corner of the Decker Road/Pontiac Trail intersection. Future commercial development in this district will depend on the demand for additional neighborhood commercial goods and services or for small freestanding office buildings. A small amount of vacant commercially-zoned land exists along Pontiac Trail which could accommodate limited new development. - 34 - �l - Commercial Development Potential Projection of commercial development potential in the City of Walled Lake is a process involving the following steps: Step 1: Delineate the potential trade area. The potential trade area includes not only the City, but also portions of surrounding communities. Step 2: Determine the trade area sales potential. Step 3: Determine local allocation of total sales. The purpose of this step is to determine what portion of potential trade area actually is or could be served by City businesses. Step 4: Convert sales potential estimates into floor area requirements. p I I I i ., ,·. II l Step 5: Convert floor area estimates into land area requirements. Delineation of Trade Area. The first step in projecting the potential for future development involves delineation of the potential trade area from which customers are most likely to be drawn to Walled lake businesses. Distance is the most important determinant of trade area, since most people will generally travel to the nearest businesses that serve their needs. Other factors that affect trade area include travel times, quality, service, variety of merchandise, accessibility, and socioeconomic differences between neighborhoods or communities. The trade area for convenience goods is generally limited to the residential areas immediately surrounding the business districts. People generally will not travel great distances for groceries, drugs and other convenience goods that they purchase frequently. In built-up areas such as the City of Walled Lake, the trade area radius for convenience goods generally ranges from 4 to 8 blocks. However, because of the location of commercial districts, some residents of Walled lake must travel up 3/4 to one mile for convenience goods stores. l • t I • Comparison purchases are made relatively infrequently, and usually involve comparisons on the basis of quality, service, price, and variety of selection. Hence, people will travel great distances to make comparison goods purchases. In urban areas, the primary trade area for comparison goods ranges from 10 blocks for a clothing purchase to 3 miles for a department store purchase. Because of the limited number of comparison goods businesses within Walled Lake and the lack of a major department store, clothing store, furniture store and other comparison commercial uses,. the primary trade area for comparison goods could encompass an area within 25 to 30 minutes driving distance. This would include all of Commerce Township plus portions of all the surrounding communities including the City of Novi, which is the location of a number of comparison goods businesses including a major regional shopping mall complex. The secondary trade area for comparison goods could encompass an area within 60 minutes driving distance, which includes the remaining portions of the surrounding communities. - 35 - I -- - - -- �n I 1 I The trade are for service businesses is similar to the trade are for businesses that market comparison goods. In fact, residential growth in surrounding communities provides the best opportunity for expansion or new development of service businesses in Walled lake. Trade Area Sales Potential. Trade area sales potential is calculated using projections of change in the number of households, household income data, and data concerning household expenditure patterns. I' j ' ( ' j ' - I: I I; Retail sales are closely related to the number of households in a trade area. In the potential trade area for Walled lake, there were 18,250 households in 1980. According to SEMCOG projections, the number of households will increase to 30,613 by the year 2005, a 67.7 percent increase {see Table 12). Western Oakland County is a high-growth area and it is expected that the City of Walled Lake and surrounding communities will experience steady growth in the number of households. The new development is expected to be in the lake areas, near major transportation corridors, or on the outer fringes of existing suburban development. The population of the potential trade area is also expected to increase, from 51,180 to 73,804, a 44.2 percent increase. While number of households is useful for predicting retail sales and demand for certain services, total population is useful for projecting the need for certain professional services, such as doctors or dentists. TABLE 12 PROJECTED GROWTH WITHIN THE POTENTIAL TRADE AREA Population 1980 2005 City of Walled lake City of Novi Commerce Township Village of Wolverine lake TOTAL 4,748 22,675 18,789 4,968 51,180 5,975 38,092 24,731 5,006 1,806 8,705 6,163 1,576 2,555 16,472 9,626 1,960 73,804 18,250 (+67.7%) 30,613 (+44.2%) Source: I-• Households 1980 2005 1980 figures are based on U.S. Census data. 2005 figures are based on projections made by the Southeast Michigan Council of Governments {SEMCOG). Income estimates for communities in the trade area are set forth in Table 13. These estimates are expressed in 1985 dollars, based on 1985 U.S. Census figures and SEMCOG Household Data. Table 13 indicates that total annual household income will increase from an estimated $956 million in 1985 to $1.4 billion in 2005, an increase of 51.3 percent. - 36 - �n l ·' f7 ! 1 Data collected by the U.S. Census indicates that about 39 percent of all personal income is spent on retail goods, with about 10 percent spent on durable goods and about 29 percent on nondurable and convenience goods. Another 39 percent of personal income is spent on services, including medical care, auto repair, beauty or ba.rber services, and other personal, professional, and repair services. Local Allocation of Total Sales. From review of the types and variety of businesses in Walled Lake, it appears that residents are only able to make a portion of their purchases in the City. Residents of the trade area may take their business outside of the City for a number of reasons, including convenience, accessibility, price, quality, or variety of selection. The "capture rate" indicates the portion of total trade area sales actually captured by Walled Lake businesses. TABLE 13 PROJECTED GROWTH IN HOUSEHOLD INCOME WITHIN THE POTENTIAL TRADE AREA 1985 i I . City of Walled Lake City of Novi Commerce Township Village of Wolverine Lake TOTAL $ $ $ $ 60,066,243 462,763,587 351,577,212 81,101,502 $ 955,508,544 2005 $ $ $ $ 75,119,555 750,777,288 523,153,848 96,867,120 $ 1,445,917,811 (+51.3%) Source: I ' 1985 Figures are based U. S. Census Data. 2005 figures are based on projections made by the Southeast Michigan Council of Governments. The most reliable method of determining capture rate is to complete a shopper survey. In the absence of such a survey, the capture rate must be estimated by analyzing the specific types of businesses in the community and the competing businesses and commercia·l districts in surrounding communities. The capture rate for convenience goods businesses is usually close to 100 percent in neighborhoods near the businesses, but the rate declines sharply at a driving distance of only 10 to 15 minutes from the businesses. It is estimated that 90 percent of the convenience goods market within the City is captured by City businesses, with about 10 percent going to businesses in Novi, Wolverine Lake and Commerce Township. Alternately, it is estimated that Walled Lake businesses capture a portion ( up to ten percent) of the convenience goods market from surrounding communities. Convenience goods businesses derive additional market support from the volume of through traffic on Pontiac Trail and other thoroughfares. - 37 - �r; [ r....-.. l i ( ..' The capture rate for comparison goods businesses in the City is estimated to be only about 15 percent. Walled Lake contains only a few comparison goods businesses; these businesses do not provide sufficient variety to permit comparison of major purchase items. Consequently, it is estimated 85 percent of the compari9on market is captured by shopping districts or centers in surrounding communities, particularly Novi and Farmington Hills. A few Walled Lake comparison goods businesses draw market support from outside of the City. These businesses include a lumber company, boat sales, floor covering store, plant nursery, auto dealer, and hardware store. It is estimated that between 5 and 10 percent of the comparison goods market in surrounding communities is captured by Walled Lake businesses. .. ' Figures presented earlier revealed that services are an important part of the City's economic base, accounting for almost one quarter of all businesses. Service businesses in Walled Lake include repair services, heating and cooling installation, printing, furniture refinishing, landscaping installation and maintenance, and personal services. The capture rate for service businesses is not nearly as limited as for convenience and comparison retail businesses for two reasons: 1) The market for service businesses is expanding because of residential growth in surrounding communities, and 2) The amount of land allocated for use by certain types of service businesses in surrounding communities is severely limited. In short, the opportunity exists for Walled Lake businesses to capture a substantially greater proportion of the service market in surrounding communities. Based on the capture rates and househo 1d income figures cited earlier, the current and future potential retail sales volume in Walled Lake is estimated as follows: Potential Retail Sales Volume $51,500,567 $77,920,358 1985 2005 These estimates represent the market for retail goods only. Based on a conservative estimate, these figures should be increased by at least 30 percent to reflect the potential sales of service and specialty retail businesses. Thus, the total potential sales volume in 1985 is $66.9 million, increasing to $101.3 mill ion by 2005. Retail Floor Area Requirements. Retail floor area requirements can be determined by dividing the sales volume estimates calculated above by sales per square foot information for existing businesses. The Urban Land Institute provides information concerning sales per foot in its annual publication Dollars and Cents of Shopping Centers. In community shopping centers, the median sales volume per . square foot of gross leasable area ranges from under $60 for certain low sales volume businesses, such as laundries, arcades, cinemas, and bowling alleys, to over $200 per square foot for high sales volume tenants, such as supermarkets, jewelry stores, and liquor and wine shops. The average sales per square foot is $125.00 for comparison goods businesses and $225.00 for convenience goods - 38 - �businesses. Based on these averages of sales per square foot, the total retail floor area needed to serve the potent i a1 Wa 11 ed Lake market is estimated as follows: 1985: 263,933 square feet 2005: 399,330 square feet ,. i . These figures should also be increased to reflect the existing and continued presence of service and specialty retail businesses in Walled Lake. Based on the 30 percent figure used earlier, the total floor area needs are estimated at about 343,000 square feet in 1985, increasing to about 519,000 square feet in 2005. Office Floor Area Requirements. Office space requirements for professionals who provide services directly to residents are based on the average number of office workers or office professionals that can serve a population of a given size. Finance, insurance, and real estate operations typically provide one office worker per 63 people with an average of 160 square feet of office space per worker. Medical and dental standards call for one physician per 565 people and one dentist per 1,778 people with an average office size of 1,300 square feet. Legal office standards call for one attorney per 473 people with an average of 800 square feet of office space per attorney. Mi see 11 aneous office services include engineers, architects, bookkeeping services, business education, and similar services. Typically, two square feet of miscellaneous office space are provided per person in the service area. These office space requirements do not take into account the needs of corporations or businesses where office workers do not provide a direct service to residents. Office needs related to operation of a corporation or business are included in the industrial base analysis which follows. Based on these standards, office space needs in Walled Lake are estimated as follows: 1985 2005 Finance, insurance, and real estate 26,916 sq. ft. 32,401 sq. ft. Medical, dent a1 32,134 38,683 Legal 17,925 21,578 Miscellaneous office services 21,196 25,516 Total 98,171 sq.ft. 118,178 sq. ft. These office floor area estimates include portions of the surrounding communities within the assumed service area. Consequently, the estimates are based on a service area population of 10,598 in 1985 and 12,758 in 2005. These estimates of office space needs do not reflect the potential demand created by the district court. A court building generates the need for various legal services, which often require nearby office space. - 39 - �l , .J r:.... I·.., Land Area Requirements for Retail and Office Development. A general standard for shopping centers is that the total site area should be about four times the gross building floor area. This floor area ratio would provide room for parking, open space, pedestrian and traffic circulation, and landscaping. Walled Lake's Zoning Ordinance does not contain maximum lot coverage standards for commercial development. Instead permitted lot coverage is based on compliance with other site and building standards. In practice, developments are usually provided with a larger site area than is required by the zoning ordinance. Certain high intensity uses, such as convenience stores, medical offices, and beauty shops require more parking and consequently more site area, than the average commercial uses. Consequently, for the purposes of computing a conservative estimate of retail land area needs, a reasonable floor area standard would be 6 to 1. __ Based on this floor area ratio, the total land area needs for retail and office uses are estimated as follows: Total 1985 2005 I L 49.9 acres 75.5 acres I ' These figures should be increased to account for service and specialty retail businesses in Walled Lake. Based on the 30 percent figure used earlier, the total land area needs are estimated at about 65 acres in 1985, increasing to about 98 acres in 2005. Currently, 87.2 acres of land are occupied by commercial and office uses in Walled Lake. Another 75.5 acres are vacant but zoned for commercial or office use. Thus, the existing commercially-zoned land should provide adequate area for the commercial development needs of the City through the year 2005. The excess commercially-zoned acreage provides alternative locations to meet the specific site requirements of new development. I. Sunvnary. This analysis revealed that the convenience goods market is particularly well-served by existing businesses in Walled Lake. The convenience goods businesses serve the local market, portions of surrounding communities, and through traffic on Pontiac Trail and E. West Maple Road. Opportunities still exist to fill certain niches in the convenience goods market. The Planning Commission identified the following business needs: a variety store, apparel stores, shoe stores, and mini-department store. ' . I ' This analysis further indicated that Walled Lake contains a reasonable number of office uses for a community of its size. Opportunities for new office development exist to provide higher quality office space for the professionals who serve Walled Lake residents. The presence of the district court presents additional office opportunities which developers have not yet acted upon. The Planning Commission also identified the need for more banks or financial institutions in the City. Several attractive sites are zoned for office use along Pontiac Trail, east of Commerce Road. - 40 - �,7 ' ; -· I . : . i ' -· I \. L Residents are clearly under-served by existing businesses in the comparison goods market. Few Walled Lake businesses sell "durable goods", such as furniture and appliances. The opportunity to address this deficiency with new development in Walled Lake is limited for two reasons: 1) Households in Walled Lake provide insufficient market support for many types of comparison goods businesses, and 2) Existing commercial districts in surrounding communities would provide strong competition for new comparison goods businesses in Walled Lake. The analysis revealed that Walled Lake's commercial sector is particularly strong in two areas: services and specialty goods. The presence of a large number of specialty goods businesses is associated with the lake environment and the historic downtown. An increase in the number of specialty goods businesses in the waterfront district may occur, but the market niche served by the waterfront district must first become better-defined. Also, certain functional problems must be resolved, particularly the parking deficiency, before any significant growth can occur in the waterfront district. The service sector represents a cl ear-cut opportunity for substantial new business development in Walled Lake. The analysis revealed that Walled Lake service businesses, such as repair and installation services, already serve residents in surrounding communities. The market base for service businesses is expanding continuously because of non-stop residential growth in these communities. Unlike the comparison goods market, surrounding communities have not made an effort t ,o deve 1op a strong service sector to compete with existing and future Walled Lake businesses. The viability of the commercial sector is not just related to the total number of each type of business. Of equal importance is the location of competing and complementary businesses, the appearance of the businesses, convenience of access, and similar issues. The existing commercial district does not function as well as it could. Retail businesses on Pontiac Trail or E. West Maple Road that would benefit from being located near each other are separated by unrelated residential, industrial, or service uses. In many instances, vehicular access and parking is poorly defined and pedestrian access is nonexistent. There is a need to bring together complementary business uses into planned shopping centers or districts. Redevelopment of a few old obsolete commercial buildings and sites is also needed. Existing Industrial Facilities An objective of the Master Plan is to provide for development that will generate emp 1oyment and strengthen the tax base. A balanced approach to meeting this objective includes industrial development, as well as commercial and office development. A regional perspective is required to determine the potential for industrial growth. Present-day standards for industrial development are very selective, calling for large amounts of land area, immediate access to highways and rail, - 41 - �I. availability of utilities, and other criteria. These rigorous standards limit the locations that could be considered appropriate for new industrial development. Consequently, new industrial development tends to be concentrated in just a few communities which serve the industrial needs of the entire region. According tb the 1989 land use survey, 78 acres or about five percent of the total City land area is occupied by industrial uses. As indicated on Map 3, most industries in Walled Lake are concentrated in two distinct industrial districts located adjacent to the railroad. r. i I._ East Industrial District. This district includes industrial uses on the east and west sides of Decker road, both north and south of the railroad. Approximately sixty percent of the industries in this district are of a light industrial nature and the remainder would be classified as heavy industrial. Among the industries in this area are the following: - I.., I {._ Armalay Sponge Company Hansen Marketing Hughes Manufacturing S & H Fabricating Wolverine Foundry Supply Company Leeman Oil Company Distribution Center Fastdecks Incorporated Davis Iron Works V-Line Precision Products C.F. Long & Sons Fisher Fuels It appears that this industrial district is older than the district on the west. Buildings show signs of wear and deterioration. Many of the sites do not comply with modern industrial design standards, which call for ample loading/unloading space, abundant landscaping, and so forth. A substantial amount of industrially-zoned vacant land exists in this district, along the railroad, west of the existing industrial development and south of the railroad, east of Decker Road. This vacant land provides the opportunity for new industrial growth. The challenge in this district will be to encourage development of new industries, particularly in the center of the City west of the existing industrial development and to encourage the redevelopment of existing aging industrial sites. However, lack of direct access to the vacant industrial-zoned property is a key consideration with regard to future industrial development. The extension of S. Commerce Road would provide access to this area. West Industrial District. This district is located on the east and west sides of Ladd Road north of W. West Maple Road. The industries in this district are light industrial uses and include: - Dedoes Industries - Ebinger Manufacturing - Steinberg Sales J & B Meter and Pump Service - 42 - �i ' r. AREA □ ■ ■ LOCATION/DESCRIPTION EAST AREA- DECKER ROAD WEST AREA- LADD & WEST MAPLE INDIVIDUAL INDUSTRIAL SITE LOCATION AREAS ZONED 1-1 LIMITED INDUSTRIAL DISTRICT EXISTING INDUSTRIAL AREAS CITY OAKLAND OF MAP 3 WALLED COUNTY ■ LAKE MICHIGAN r;, "·t::1 �n ' LJ - Digital Devices Incorporated American Plastic Toys Incorporated - Textron - Dedtru Grinding Incorporated - Lawsons Manufacturing McGord Heat Transfer - Nu-Way Supply Company - Pure-Pak, Inc. Most of the industrial uses in this district have limited outside storage, good access, and basically well maintained properties. Almost all of the industrially -zoned land in this district is developed with the exception of a few small vacant parcels along the railroad and along W. West Maple Road. The planning challenge in this district will be to engage in cooperative efforts with Commerce Township to facilitate expansion of existing industries and development of new facilities, to upgrade public facilities such as sewer, water, and roads, and to maintain the quality of existing industrial development. The proposed extension of Maple Road is currently planned to bisect this district and may result in redevelopment of some industrial sites. L r. Individual Industrial Site Locations. Within the City there are also a number of individual industrial site locations. These industries are located outside of the two primary industrial districts in Walled Lake on land currently zoned for commercial use. Individual industrial uses include Husky Envelope and Fisher Fuels Distribution Center located on E. West Maple Road, Erin Industries located on Pontiac Trail, and Specialty Cabinet and Furniture Manufacturing on Market Street. Industrial Development Potential I I i'\ I .I C Industrial developers cite five major considerations which determine suitable industrial locations: transportation, labor supply, energy and other utilities, availability of land, and public policy. Additional considerations that are relevant when selecting a specific site include topography and soil conditions, the direction and composition of population growth, and the types of industries that are expanding or moving into the area. The following analysis reveals that, when measured in terms of these considerations, certain portions of the City are suitable for certain types of industrial development . Access to Transportation. The primary industrial location determinant is convenient access to freeway transportation. Over three-quarters of all land developed for industry is within 2.5 miles of an interstate freeway interchange. A freeway location provides industries with substantial transportation savings, an expanded labor market, and an expanded market area. Direct and convenient access is not an asset that can be claimed by Walled Lake's industrial district. The nearest freeway which serves Walled Lake is 1-96, an east-west corridor, located 3 to 4 miles south of the City. Interchanges with 1-96 are located at Wixom Road, Beck Road, Novi Road, and at Grand River and 1275. 1-275 is a major north-south highway that connects 1-96 with 1-94, the state's most important industrial corridor. The planned Haggerty Road Connector, - 44 - �located east of the City boundary, will provide additional freeway access for the Walled Lake area and should help to improve the transportation system for City industries. The City is also served by the Coe Railroad. Most of Walled Lake's initial industrial growth occurred along the railroad, although existing industries are no longer dependent on the railroad for transportation. Wayne County Metropolitan Airport located in the City of Romulus and Willow Run Airport located in Van Buren Township are the nearest airports served by major carriers. These two airports are located on I-94 within two miles of I-275. Oakland-Pontiac Airport is the nearest airport. Although it is a tower-controlled public use airport, it is not served by major carriers. I - l. I I L_ i I '-· I • Although the existing transportation system appears to be adequate to serve the needs of existing industries, it is not the City's most important industrial location asset. The transportation system must be improved to attract new industrial development. Labor Supply. The availability of a trained labor force is an important need that is adequately met in Walled Lake. Over the years, employees have relocated in Walled Lake and nearby communities to live near the industries where they work. According to the 1980 Census, the City's labor force numbered 2,432 of which 702 were in manufacturing. Although the labor supply exceeds total employment in the City, the number of residents employed in manufacturing is less than the number of employment positions available in City-based manufacturing plants. The City's labor supply, will continue to grow somewhat as more people move into the City in future years. Energy and Utilities. Industry requires a reliable supply of energy and adequate utility services, including water supply and sanitary sewerage. The City receives electrical service from Detroit Edison. In the past, these energy services have been provided adequately without serious or prolonged interruption. Public water and sanitary sewer lines exist throughout the community and appear to adequately serve the needs of existing industry, although there currently is a moratorium on new sewer taps. A new sanitary sewer treatment pl ant currently under construction will provide additional capacity upon completion within two years. Availability of Land. The need for large amounts of land, both for the initial construction and for later expansion, has been one of the key reasons that industries have moved out of cities. Limited land area has been one of the most severe constraints faces· by existing industries that have proposed expansion in Wa 11 ed Lake. Walled Lake currently has 43.1 acres of vacant industrial-zoned land. Approximately one-third of that land is located in the west area industrial district on property owned by Textron, much of which is occupied by wetlands. Most of the remaining two-thirds is located in the center of the City, north of the railroad . Wetlands are only located on a small portion of this land, so that with proper storm water management , adequate drainage can be attained. However, accessibility problems to this area will have to be resolved prior to future industrial development. - 45 - �r I - l l@ r~-, ',_,; rr, i Public Policies. Research in recent years has documented the relationship between public policies and the ability to successfully operate a business or industry. Public policies with the greatest impact on industry in Walled Lake are reflected in adopted planning and zoning standards. Review of these documents reveals that the City ha.s made an effort to accommodate industrial growth. The City has retained several acres of vacant land in the center of the City to accommodate future industrial growth. Furthermore, the City has worked with existing industries to facilitate expansion plans, even where it was necessary to resolve zoning nonconformities. The preceding analysis revealed that conditions in Walled Lake are not conducive for large scale industrial growth, although the City can accommodate limited 1ight industrial development. There are two key constraints to industrial growth: 1. There is little vacant industrial land remaining in the City. Land assembly would be required, since much of the remaining land is divided into small parcels. Wetlands occupy some of the vacant industrial land. l. I ' . 2. The transportation system serving the industrial area is inadequate. The industrial district does not have convenient access to freeways, and severe congestion exists on surface roads, particularly during peak periods. Notwithstanding these constraints, the potential for new industrial development or expansion of existing industries does exist. To counterbalance its 1iabil ities, the City offers a central location within the fastest growing county in the state, proximity to attractive neighborhoods and residential communities, attractive industrial sites which are located near to other commercial services (unlike many newer isolated industrial parks), adequate public utilities, and receptive public officials. Industries that would benefit most from Walled Lake's assets include small manufacturing, design or fabricating shops, or research or administrative facilities. In contrast, heavy manufacturing concerns or industries that require frequent truck shipments would be inappropriate in Walled Lake. I l .• Fiscal Impact of Economic Growth t . Property values provide one of the best measures of economic growth. Oakland County has been heralded as the county that has led the economic revitalization of Michigan in the 1980's. Table 14 reveals that economic growth in the last five years produced a 52.7 percent increase in property values in the county. Walled Lake nearly kept pace with the county, with a 46.4 percent increase in property values over the five year period. The surrounding communities of Commerce Township and Novi produced more substantial increases, the result of development of vast amounts of previously vacant land. Table 15 and Figure 3 provide a more detailed look at property value trends in the City of Walled Lake. Figure 3 reveals that growth in State Equalized Value - 46 - �r--: - -7 7 rr-·\. ~ J .,-- ,l el -.. ~J TABLE 14 PROPERTY VALUE HISTORY1 WALLED LAKE AND NEIGHBORING COMMUNITIES % Change ___1985 -- _ ___1986 City of Novi s s Coomerce Township2 $ s s s Oakland County $15 , 319,946,55'2 COOIIUlfil __ City of ~alled Lake 60,853,700 478,852,000 311,742,450 1987 519,393,700 s s 377,576,800 $ 63,078,400 S16,513,811,361 _1982 1988 593,307,950 s s 401,728,700 $ 68,889,500 $18,372,321,924 1985-1989 82,529,350 s 89,059,700 +46.4 759,338,200 $ 909,829,100 +90.0 434,869,850 $ 532,525,100 +70.8 S23, 395,403, 757 +52.7 S20,834,957,169 1 Total State Equalized Value, Real and Personal Property 2 Includes Village of Wolverine Lake. TABLE 15 ~ -...J VALUE OF CLASSES OF PROPERTY1 X Ch~e Land...!!filL_ 198_1-1989 1981 1982 1983 1984 1985 1986 1987 1988 1989 Coomercfal S13,687,800 $12,378,700 $12,048,500 $12,494,100 $12,966,500 S13,044,000 S13,575,800 S15,016,300 $16,215,700 +18.5 Industrial S 4,388,700 S 4,761,400 S 4,951,900 S 5,286,500 S 6,056,700 S 6,045,900 S 6,088,000 $6,262,700 S 6,368,600 +45.1 Residential $25,302,900 $29,636,750 $30,857,700 S40,698,700 $51,420,800 $56,229,300 +122.2 s 272,800 s $ 95,300 S33,988,000 $ 95,300 S35,897,9QO Developmental $27,515,400 $ 90,600 s s s $ TOTAL $43,652,200 $44,746,100 $46,732,450 S48,n1,600 $53,106,500 $55,083,100 1 95,300 State Equalized Value, Real Property Source: Oakland County Equalization Division 95,300 94,700 S60,457,200 99,800 sn,799,600 99,500 +63.5 $78,913,100 +80.0 --, �---------- ---, • ··--- r··---, ' ' -·-, - -- l --~] ~ -·1 100 -. 90 - 70 0 0 0 0 0 0 fh w :::> 80 ~ A 60 _J 1 - ~ ~....,,:._.:.:::::::l < > +:>, 00 C 50 w N _J < ::, 0 w 40 30 20 TOTAL EQUALIZED VALUE r·:: : :·:·: : : : 1!~~li -- - ·- ,• : EQUALIZED VALUE·RESIDENTIAL REAL PROPERTY 1 :-·:: L>.:ti : :,:r:r~,::::;; :;1;::;::!:t:: ::::m<4 Ilt:i;;::;;; ' 1:1:: :: : 1:11: ::: :::::1 :!:!;::::: :::;;;1i\iHi1ll!l!!H!Hil!l!!ii!!I <•..·*.•••· . I B l!ll l !l l!l !l l l ll !l!l l l l l!l l!l ll!l!l l!l l l l!l!l!l!l ll l!l l!l!l!l!!!l!l!l !lll l!l!l!l!l!l l l l!l ll l l!l l l l l!l l!l l!i'! :i::j :::::;!:::;::: :::;::::::::::: ;::;:;;::;:;::: ;:;~;;:;:::::::; ::::;::;;:;;;:; § : ::: EauArzED VALUE-COMMERCIAL REAL PROPERTY 10 ::;:;:;:;::::::::::~::: :::1:1:1::;1;:;;;;;;;; ;;;;~;;;;;;;;:;:;:;;;;; ;;;;;;;;:;:;:;:;:;:;:n :;:;:;:;:;;;:;:;:;:;: ;;;;;;;;;;;;;;;;;;;;;;; ;;;;;;;;;;;;;;;;;;;;;;; ;;;;;;;;1;;;;;;;;;;;;; EQUA,IZED VALU E•INDUSTRIAL REAL PROPERTY 0 1981 1982 1983 1984 1985 1986 1987 1988 1989 Figure 3 ' PROPERTY VALUE HISTORY . CITY OF WALLED LAKE Source: Oakland County Equalization Divis ion �1.• parallels the increase in years. The slopes of the real property are al most commercial and industrial the value of residential property over the past nine lines depicting total equalized value and residential i dent i cal . On the other hand, the lines depicting real property are nearly level. In 1989, residential property accounted for about 63 percent of the total value of property in the City (see Table 16). Commercial real property accounted for about 26 percent, and industrial and utility property accounted for 10.8 percent of total SEV. In terms of land value per acre, commercial land is by far the most valuable, $142,174 per acre. Industrial and residential properties are almost equal at over $69,000 per acre. ( . L TABLE 16 r I VALUE OF CLASSES OF PROPERTY (1989) '' TOTAL SEV $23,145,900 26.0% 162.8 $142,174 Industrial Utilities 9,585,000 10.8% 137. 9 69,507 Residential 56,229,300 63.1% 804.5 69,893 Total 89,059,700 iI l ' ACREAGE AVERAGE (Vacant & SEV PER Developed) ACRE PERCENT OF TOTAL SEV Commercial & Source: Oakland County Equalization Division Land Use Survey by McKenna Associates, Inc. (1989) ' l ' - '. In summary, increases in residential land values accounted for most of the growth in SEV in Walled lake during the past decade. Accordingly, the residential sector was the primary source of increased property tax revenues which were used to maintain or increase public services during the past several years. In order to maintain the level of public services over the long term, increases in the value of commercial and industrial properties will be necessary during the next two decades. - 49 - J . -~-iiiiiiiiiiiiii~~iiiiii.ii.-;;;;;;;;;;;;;.~===:==~--=======---..:: �r . I, l p r I TRAFFIC AND TRANSPORTATION STUDY: INVENTORY AND ASSESSMENT OF EXISTING CONDITIONS n Introduction l, r, i Traffic and transportation are vital concerns of the City of Walled Lake. The ability to move goods and people throughout the City is necessary to assure the continued viability of the business district. People's perceptions of a City are affected by their ability to travel on its roads and highways. Traffic congestion, accidents, noise and air pollution created by traffic affect the City's image and have a direct impact on the economic health and quality of life in the City. Transportation improvements required to accommodate future traffic levels can be determined through appropriate land use and transportation planning. Based on factors such as projected changes in land use and trends in traffic patterns in the City and surrounding regions it is possible to forecast traffic volumes over the next two decades. Such information allows the City and other agencies to take appropriate actions, such as road construction or widening, or other measures to meet the transportation requirements of the future. I I I l - 'I i L~ I • il . The first step in transportation planning involves the analysis of the existing system of roads and patterns of traffic. This includes undertaking a field reconnaissance to determine existing roadway conditions, determining historical and existing traffic volumes, reviewing traffic accidents, analyzing intersection capacity and levels of service and developing a list of problem areas. The second step involves determining the effect of currently committed highway projects in the region on the traffic in Walled Lake. This includes collecting and compiling information about such projects and assessing their impacts on the traffic in City of Walled Lake. The next step includes the development of an initial list of roadway improvements based on the list of existing traffic problems. Traffic impacts of each are then evaluated in light of projected population growth and proposed land use in the City and surrounding areas. This report documents the first two steps in this process, i.e., the inventory and assessment of present conditions and the compilation and assessment of currently committed highway improvements in the area. ; ( - Existing Road Conditions Information about the existing conditions on the identify physical and institutional parameter which future transportation recommendations. Accordingly, of the existing conditions on each major roadway in - 50 - City's roadways helps to affect the feasibility of the following descriptors the City were compiled: �I : L_. t • - Roadway Designation Number of Traffic Lanes Pavement Widths Speed Limit Roadway Alignment and Geometry Adjacent Land Use Roadway Jurisdiction Right-of-way (existing and planned) This section describes the major roadways in the City of Walled Lake. Table 17 summarizes these parameters for the roadways. Decker Road - Decker Road is a two-lane arterial which provides a north/south route along the eastern border of the City. The City of Walled Lake has jurisdiction over Decker Road. The land use abutting Decker is in part residential. The alignment and geometry of Decker are for the most part straight and flat except at the northern end of Decker where it curves sharply before intersecting with South Commerce Road. South Commerce Road - South Commerce Road is a two-lane road under the jurisdiction of the Oakland County Road Commission. The east half of the road is located in the City and the west half is in Commerce Township. South Commerce changes direction several times, and has some sharp curves near Wolverine Lake. South Commerce serves both residential and commercial land uses. Ladd Road - Ladd Road is a two-lane road under the jurisdiction of the City of Walled Lake. Located at the western boundary of the City, Ladd provides a south/north connection between Pontiac Trail and Wolverine Lake. It eventually connects with Benstein Road and other roads which meander northward between the lakes to connect with M-59. Ladd Road is a collector with a straight alignment in flat terrain. E. West Maple - E. West Map 1e ,. east of Pontiac Trail is a County road which provides a west/east connection from the City of Walled Lake eastward. E. West Maple is a part of a major west/east arterial in the northern suburban area of Detroit, running from Kensington Metro Park in the west to St. Clair Shores in the east. The only physical discontinuity of this arterial is in the City of Wa 11 ed Lake. E. West Map 1e within the City 1i mits is a three- 1ane arterial located in a commercial W. West Maple - W. West Maple, west of Ladd is a two-lane City road which provides a westward connection from the City of Walled Lake to Kensington Metro Park. Only a small portion of W. West Maple is within the City. A larger portion of W. West Maple is in the City of Wixom and in Milford Township. The alignment is straight on a flat terrain. The existing right-of-way is 66 feet. Walled Lake - Walled Lake is a narrow curvilinear two-lane road on a 40 to 66 foot right-of-way, running along the northeastern shore of Walled Lake, and then westward to intersect with Ladd Road. Walled Lake, a City roadway, is the narrowest arterial in the area. It has a pavement width of only 20 feet. Walled - 51 - �., , .J ' .. ) I --.--- ... ' J t)I TABLE 17 EXISTING ROAD CONDITIONS ROADWAY n v DESIGNATION NUMBER OF LANES ROADWAY WIDTH SPEED LIMIT ROADWAY GEOMETRY ABUTTING LAND USE JURISDICTION Decker Arterial 2 22' 35 Straight Flat Residential City S. Commerce Arterial 2 22' 25-40 Some Changes In Direction Flat Residential Commercial County Ladd Collector 2 20' 35 Straight Flat Light Industrial City W. Maple {east part) Arterial 3 33' 35 Straight FJat Commercial County W. Maple {west part) Arterial 2 22' 25 Straight Flat Residential Undeveloped City Walled Lake Arterial 2 20' 25 Curvilinear Flat Residential City Recreational Pontiac Trail Arterial 2-4 22'-44' 30 Some Changes In Direction Flat Residential Commercial Sources: AAPA Field Study * Based on Zoning Ordinances of Walled Lake ** From Master Plan Right-of-way Plan of Oakland County County ROW WIDTH. . 66' 66-120' 66' 66-120' PLANNED ROW WIDTH 86'* 120'** 120'* 120'** 66' 86' 40' -60' 86'* 50-120' 120'** �.' I),--,- . :' 17 ' . r • l I l • !'-.. :l ' l, Lake abuts resident i a1 , rec re at i ona 1, and commerc i a1 1and uses. Much of the east/west movement along the southern edge of the City, between 14 Mile Road in the east and Pontiac Trail in the west moves along this narrow road, which is crossed by pedestrians and vehicles for recreational activities at the lake. Pontiac Trail - Pontiac Trail is the major and the most heavily used arterial in the City of Walled Lake. It carries the bulk of the through-traffic from north to south during the a.m. peak period and from south to north during the p.m. peak period. Traffic is heavy during the peak periods and tends to "backup" for several blocks. Pontiac Trail is a County road, running diagonally in the City from the southwest to the northeast corners. It is an old route through Oakland County which due to the County's growth now carries heavy volumes of through-traffic. In the City of Walled Lake, Pontiac Trail runs through both commercial and residential districts. The numbers of lanes on Pontiac Trail varies from 2 to 4 within the City. The pavement width changes from 22 to 44 feet and the right-of-way varies from 50 to 120 feet. Because Pontiac Trail runs diagonally, none of its intersections with the west/east arterials are at 90 degree angles, the preferred geometric-design configuration for intersections. Local Streets - A common characteristic of the local streets in the residential deve 1opments of Wa 11 ed Lake is the 1ack of connecting routes between the developments. Typically, there is only one, sometimes two access points from the development onto a major arterial. Thus, local vehicle trips within the City must use the major arterial roads to get from one point within the City to another. Existing Intersection Conditions A field reconnaissance was made to determine the conditions of the intersections in the study area. Intersection types are denoted by the number of legs and angles. For example, a "T" intersection is a three-legged, right angle intersection. "Y" denotes a three legged, non-right angle intersection and "X" denotes a four-legged intersection of any angle. The intersection type is a physical parameter which affects the feasibility of future recommendations. The type of traffic control, signal phasing 1 , and the number of turn lanes and approach 1anes affect the capacity of an intersection and can be re 1at i ve ly easily modified, if necessary. The following characteristics have been verified and noted: - Type of Intersection - T, X, or Y - Type of Traffic Control - Stop Sign or Signal - Signal Phasing (where applicable) - 2 or 3 Phase Turn Lanes and Intersection Approach Lanes Table 18 summarizes these characteristics for all intersections between arterials, and between arterials and collectors in the study area. 1 A signal cycle is divided into phases. Each phase accommodates a specific movement of traffic. Two phases are the minimum for a regular traffic signal, allowing traffic to flow along one street while stopping the cross street traffic. - 53 - �- ...._.. - l l - r ~--- -~ t))) J -·-- • _j - -- -- -- ... -·-, ., • .. ' J ~ - l TABLE 18 EXISTING INTERSECTIONS INTERSECTION TYPE JRAFEIC CONJROL TRAFFIC PHASING TURN LANES Signal 2 Phase Left-WB, NB Right-EB Left-EB,NB Right-WB Left-EB Right-WB,SB,NB Left-WB,SB Right-WB,NB Left-EB, SB Right-WB Left-NB,SB,EB,WB Right-EB APPROACH LANES NORTH/SOUTH EAST/WEST Pontiac Trail West Road y Ladd Road T Signal 2 Phase Wa 11 ed Lake X Signal 3 Phase y Signal 3 Signal 2 Phase Signal 2 Phase E. West Maple S. Commerce y Decker Road X Phase J1 ~ 2 2 2 2 2 2 2 2 2 2 2 2WB, 3-EB West Maple Road Ladd Road Decker Road T X 4-Way Stop Signal 2 Phase Left-NB,SB,EB,WB 2 2 Left-NB,SB,EB,WB 2 2 1 1 1 1 1 1 2 2 Walled Lake Road Ladd Road X Stop on Ladd Angle Road y 3-Way Stop 14 Mile Road T Stop on 14 Mile y Stop on Decker S. Commerce Decker Road Source: Ann Arbor Planning Associates Field Study Left-SB Right-EB,WB �Traffic Volumes and Turning Movements I ~ I Information on traffic volumes was obtained in several ways. Most of the recent and historical traffic volume information was obtained from the Oakland County Road Commi~sion (OCRC) records. Some volume information was obtained from the Southeast Michigan Council of Government's (SEMCOG) files. The traffic volume on Walled lake Road was counted by an Automatic Traffic Recorder by the OCRC during April, 1989 at the request of the City of Walled lake. The intersection turning movement counts were recorded by the Consultant on mid-week days in April and May, 1989 during the afternoon peak period (4:00 p.m. to 6:00 p.m.). Table 19 shows the most recent traffic volume information available for Walled lake. The heaviest flow of traffic in the City of Walled lake is on Pontiac Trail between South Commerce and Walled lake Roads. The highest traffic flow occurs on this segment of Pontiac Trail during the afternoon peak period (between 4 p.m. and 6 p.m.). Table 19 also shows that the afternoon peak period has higher traffic volumes than the morning peak period (7 a.m. to 9 a.m.). Map 4 portrays this traffic volume information graphically . I - 't J . Map 5 shows the changes in traffic volumes on Pontiac Trail and E. West Maple in the City of Walled lake and just east of the City between 1976-77 and 198687. During that decade the traffic volume on Pontiac Trail inside the City of Walled lake increased by an average of 31 percent, and by 11 percent on E. West Maple Road. Just east of the City the increases in traffic volumes were 64 percent on Pontiac Trail and 48 percent on E. West Maple Road. Map 6 shows the turning movements of traffic at the intersections in the study area during the afternoon peak period. Not surprisingly, heavy turning movements were observed at the Pontiac Trail and E. West Maple intersection. The pattern of turns indicates that the segment of Pontiac Trail between S. Commerce and Walled Lake Roads serves as a major link in the route of east/west throughtraffic in Walled Lake. l_ More than half of the north bound traffic on Pontiac Trail turns onto north bound S. Commerce during the p.m. peak period. This indicates that Pontiac Trail also serves as a major link in the north/south route of through-traffic in Walled lake. The turning movements at the Walled Lake Road and Pontiac Trail intersection, and the traffic count ·on Walled Lake Road at 14 Mile Road imply that a substantial number of vehicles turn right onto north bound Pontiac Trail from west bound Wa 11 ed lake Road by cutting through on Liberty or Withera 11 and Nicolet Streets. This was confirmed by field observations. Observation of turning movements at the W. West Maple, Ladd, and Angle Road intersection shows that a substantial number of vehicles enter W. West Maple from Angle and north bound Ladd Road. This indicates that W. West Maple is also used as an east/west route to the developments west of Walled lake. - 55 - �r----- -:-··-• - -- __...._,__ .--- - ---- -. r--, .J •. ; -~-;-: - ---, J J TABLE 19 TRAFFIC VOLUMES ROAD BETWEEN ADJ {BI-DIR) 1 YEAR 8-9 AH 5-6 PH E. West Maple Haggerty and Welch East of Decker EastJiLPont i ac Tr . 15226 11358 12658 1986 1985 1986 895 825 1148 1259 OCRC* 1038 OCRC 1016_~ OCRC Decker North of Pontiac Tr. South of Pontiac Tr. South oLE._ West Map 1e 7838 10896 14502 1987 1987 1987 498 713 1053_ 793 1044 1458 Pontiac Tr. East of Welch West of Welch East of S. Commerce West of S. Commerce South of E. West Maple South of Walled Lake 10166 11450 10015 19677 23565 14221 1987 1987 1987 1987 1987 1987 737 712 621 1010 1302 900 1011 1130 865 1633 1948 1230 __ OCRC OCRC OCRC OCRC OCRC JKRC Walled Lake Angle and Pontiac Tr. at 14 Mile 9139 10611 1987 1989 463 821 748 864 OCRC OCRC Lad{J South of Anql e 5383 1988 451 687 CRC S. Commerce Asher and Pontiac Tr. 10000 1987 840_ __ _ _8_40 __ _SEMCOG ~ 1 ADT (BI-DIR) - Average Daily Traffic (Bi-directional) Sources: * Oakland County Road Commission ** Southeast Michigan Council of Governments SOURCE OCRC OCRC OCRC ~, .. J �,---1 ' ~ -~ 1· I ,..J c::7 _,,.I ~ •· ·) t!!r!!&ix;;;,;,:;tfA c::::;~~ 11-------1 'lQ Oakland Coooty Road Conmisston Southeast Michigan Council of Goverrvnenu ~ AVERAGE DAILY TRAFFIC CITY OF WALLED LAKE pl.,.., llcKENll4 UIOCIUEI, INCOIIPOAU[D cOffltnUnfty wban dH lgn I.HNAIIIO",u"-',.OUSOQAT~ 1armanat011 _., An,tA, . . . . . c:HgM mlehlg.n t,aAtpo,••--.,,_, ... • OAKLAND COUNTY MAP 4 • MICHIGAN lfLfl n I -- - �t· - ·- - ""'""I ) , --,~---.. '• - -- ; -1 I LEGEND •t··· 00,000 (87) Average Dally Traffic In 1987 00,000 (77) --- Average Dally Traffic in 1977 +00% - --- percent increase c:::J~ ,, . . ......... . .... ..,27 _ _ ._J ~ n-~~nl~Q I 111' I 36 I ,," , I JI IIII , IC, I -~~ " , _ d j ~ , c ;•- - - - ~ . .r~ I 11 i . mNP.~-,-;· .. u ..., ' Source: INCREASE IN TRAFFIC VOLUMES CITY OF WALLED LAKE llcKENNA AISOCIATES, INCORPO~ATED CM'lfnuntt)' plf.lWng fwmlngton hM11 Wben dHlgn m~hlgan - ~N 4AIOJI ~ . i Q .UIOaATD Tr.-.•~•••on ,.,,..,11, M11A,..,II~ • OAKLAND COUNTY Oakland County Road Coomfufon MAP 5 • MICHIGAN m..nn �r--- ·-- l .... :- r ·- 7 ..... 'I - ' LEGEND ® ---------- Vehicles/Hour Turning Left Vehicles/Hour Through Vehicles/Hour Turning Right __.. INTERSECTION TRAFFIC VOLUMES DURING P.M. PEAK CITY OF WALLED LAKE ......,..,.Q AIIOCIAlD McKfNHA ASSOCIATES, ttCOIIPORATEO NfH AAM>A cotntnunit)' p14tn1a r~Of'lhlll Mf!IAfNfMcHglifl ..t,;an Cleatgn ,nkhfgatt T1 anepM ■■ -.~r.i• • OAKLAND COUNTY • MAP6 MICHIGAN lJlfl n .-- - �'I . Accidents Accident summaries for the City of Walled Lake were obtained from the Oakland County Road Commission for the years 1985 through 1987. Accident records for Walled Lake Road were obtained from the Traffic Improvement Association of Oakland County. The accidents were classified as either "intersection" or "midblock" accidents, depending on where they occurred. "Intersection" accidents include all accidents occurring on any intersection approach roadway within 200 feet of the middle of the intersection. All other accidents are considered to be "mid-block" accidents. Accident rates were calculated to permit comparison of accident experience at different locations. "Mid-block" accident experience is summarized by: Total number of accidents in three years (1985-87) Number of accidents with injuries (1985-87) Accident rate (accidents/year/mile) r, I !, r. I- "Intersection" accident experience is summarized by: Total number of accidents in three years (1985-87) Number of accidents with injuries (1985-87) Accident rate (accidents/million vehicles) The number of accidents with injuries is provided to denote the severity of accidents at a particular location. Injury accidents are those in which at least one person, but perhaps more, was injured or killed. Note that the accident rate for "mid-block" (accidents/year/mile) is different than the rate for "intersection." The latter does not involve distance, but is normalized by the number of vehicles traveling through the intersection. Map 7 shows the mid-block accident experience in the City of Walled Lake for the period between 1985 and 1987. In general, the road segment with the worst midblock accident record is Pontiac Trail between Walled Lake and Decker Roads. During 1985-87 this segment had 242 mid-block accidents. The second worst segment is Walled Lake Road between Pontiac Trail and 14 Mile Road, which had 66 accidents during the same period. In contrast there were no accidents on Decker Road from 1985 through 1987, and only 3 accidents on Ladd Road in the same time period. The accident rate (accidents/year/mile) takes into account the length of a road segment and provides a comparative measure. The worst rate, 72. 44 accidents/year/mile was on Pontiac Trail between Decker and South Commerce Roads. This road segment also had one of the worst records in Oakland County. The OCRC ranked it as the 13th worst segment, out of more than 1000 segments in the County. For comparison, Ladd Road, with rate of 1.07 accidents/year/mile was ranked 1081st. Pontiac Trail from South Commerce to Walled Lake Road had an accident rate of about 55 accidents/year/mile, and Walled Lake Road from Pontiac Trail to 14 Mile Road a rate of about 30 accidents/year/mile . The severity of the accidents on Pontiac Trail is greater than that on other roads in the City. On Pontiac Trail between Decker and S. Commerce , 46 of 113 accidents (40.7 percent) involved injuries, while on other roads within the City only a quarter to a third of the accidents involved injuries. - 60 - �j ;--1 . .J II'---~---+-- LEGEND ~ - All Accidents - Accidents with Injuries - Accidents/Year/Mile c::)~ d·1 r- ( 'ic'> , I I 'j Source: Oakland Cou,ty Road Conmissfoo ~ MID-BLOCK TRAFFIC ACCIDENTS CITY OF WALLED LAKE McKEHNA AISOCIATH, INCORPOIIATEO comMUNty ~ fwft'Wngton hilt nan dHlgn m'ch'91n AHN AAIOR PLANNMO AHOCIATH Ttanapot\lllon An1lpjt Ann NW, .. chlg,in • 1985-1987 OAKLAND COUNTY • MAP 7 MICHIGAN lJlJ7 - n .-- �r !: Two factors contribute to the accident experience on Pontiac Trail. The road carries a high volume of traffic and serves as an arterial for through traffic while also providing direct access to the abutting land, taking on the functions of both a collector and local street. Table 20 gives the number of access points (curb-cuts, 'driveways, and other access points, excluding streets) onto Pontiac Trail between Decker and Ladd Roads. TABLE 20 ACCESS POINTS ONTO PONTIAC TRAIL r . I ·, Section Decker - S. Commerce S. Commerce - Maple Maple - Walled Lake Walled Lake - Ladd Length (mile) .52 .27 .51 .40 South Side North Side 16 8* 17 10 28 13* 21 9+ * includes some long undefined access areas + includes lake access area i. , Source: Ann Arbor Planning Associates Field Study The conflict between merging traffic from the residences and businesses on Pontiac Trail and heavy through-traffic contributes to accidents. A contributing factor to the accidents on Walled Lake Road is the fact that the road serves through-traffic as well as providing access to the abutting recreational and residential land. Residents from nearby neighborhoods walk to the lake, generating a great deal of pedestrian traffic along Walled Lake Road. l, Map 8 summarizes accident experience at intersections in the City of Walled Lake for the years 1985 through 1987. The worst accident experience in the City was at the intersections of Pontiac Trail between Walled Lake Road and Decker Road. During the period 1985-87, there were 61, 70, and 65 accidents at the intersections of Pontiac Trail with S. Commerce, Maple, and Walled Lake respectively. The corresponding accident rates at these intersections were 2.79, 1.97, and 2.24 accidents per million vehicles. Another intersection with high accident rate was at Decker and 14 Mile, with a rate of 2.11 accidents per million vehicles. Of the 61 accidents at the intersection of Pontiac Trail with S. Commerce during 1985-87, 27 (44.3 percent) were severe with injuries. The rate of 2.79 accidents per million vehicles was 59th in Oakland County. For comparison, the intersection of Ladd and Maple with an accident rate of 0.12 accidents per million vehicles was ranked 592nd in the County. - 62 - �r-·-·· t r:7 J ! ~-:-- 1 LEGEND • Total Accidents - Accidents with Injuries - Rate (Accidents/Million Vehicles ~ Source: Oakland County Road Commission ~~ " -~~lll ] r :.J_ 3Q Source: ~ INTERSECTION TRAFFIC ACCIDENTS CITY OF WALLED LAKE McKENNA ASSOCIATIES, INCOAPORATED communn, ~ v wb•n d . . lgn fannlnglOfl twit mk:Ngan ANH ARBOR PLANNIHO ASSOCIATES y,...,.,_.-.,.,. .,,.,,_. ~""'-... ch'a-" • 19as-19a1 OAKLAND COUNTY • Oakland County Road Conmfufon MAP 8 MICHIGAN lJlJl .-- .. - n �The contributing factors to the accidents at these intersections include the volume of traffic, the skewness of the intersections, and the number of access points near the intersections. Angle parking near the intersections of Pontiac Trail at Walled Lake Road, and Pontiac Trail at E. West Maple are also undesirable .from a safety perspective . Levels of Service Levels of service (LOS) were determined for all study intersections and arterials for the p.m. peak hours using standard methodology documented in the 1985 Highway Capacity Manual 2 published by the Transportation Research Board. Existing traffic conditions and existing traffic volumes were used in this analysis. This methodology determines a Level of Service from A through F, with A providing the best service and F, the worst. The following is a description of the Levels of Service for arterial roadways and intersections. Definition of LOS on Arterial Roadways Il , i ' L i l . Level of Service A describes primarily free flow operations at average travel speeds usually about 90% of the free flow speed for the roadway class. Vehicles are completely unimpeded in their ability to maneuver in the traffic stream. Stopped delay at intersections is minimal. Level of Service B represents reasonably unimpeded operations at average travel speeds usually about 70 percent of the free flow speed for the roadway class. The ability to maneuver within the traffic stream is only slightly restricted and stopped delays are not bothersome. Drivers are not generally subjected to appreciable tension. Level of Service C represents stable operations. However, ability to maneuver and change lanes in mid-block locations may be more restricted than in LOS B, and longer queues and/or adverse signal conditions may contribute to lower average travel speeds of about 50 percent of the average free flow speed for the roadway class. Motorists will experience an appreciable tension while driving. f C Level of Service D borders on a range on which small increases in flow may cause substantial increases in approach delay and, hence, decreases in arterial speed. This may be due to adverse signal progression, inappropriate signal timing, high vo 1umes or some combination of these. Average trave 1 speeds are about 40 percent of free flow speed. Level of Service Eis characterized by significant approach delays and average travel speeds of one-third the free flow speed or lower. Such operations are caused by some combination of adverse progression, high signal density, extensive queuing at critical intersections, and inappropriate signal timing . 2 Highway Capacity Manual, (1985). Special Report 209, Transportation Research Board, Washington, DC. - 64 - �l..; Level of Service F characterizes arterial flow at extremely low speeds below onethird to one-quarter of the free flow speed. Intersection congestion is likely at critical signalized locations, with high approach delays resulting. Adverse progression is frequently a contributor to this condition . Definition •of LOS at Intersections The level of service at intersections is characterized by the delay experienced by vehicles going through the intersection. Table 21 describes the LOS at signalized intersections in terms of stopped delay per vehicle. TABLE 21 [ LEVEL OF SERVICE AND DELAY AT SIGNALIZED INTERSECTIONS Level of Service {LOS) Stopped Time Delay per Vehicle (seconds) less than 5.0 5.1 to 15.0 15.1 to 25.0 25.l to 40.0 40.l to 60.0 more than 60.l A B C ! D E F I i.,. Source: ,. 1985 Highway Capacity Manual Levels-of-service at unsignalized intersections are stated in somewhat more general terms. Table 22 gives the level-of-service at unsignalized intersections in terms of delay. I; TABLE 22 LEVEL OF SERVICE AND DELAY AT UNSIGNALIZED INTERSECTIONS r . I j l - Level of Service (LOS) A B C D E F Source: I ,_ Expected Delay to Minor Street Traffic Little or no delay Short traffic delays Average traffic delays Long traffic delays Very long delays Queues and extreme congestion 1985 Highway Capacity Manual - 65 - �L. Levels of Service E and Fon arterials and at intersections are considered to be unacceptable conditions. The level of service on the arterial segments during the p.m. peak period was calculated using the travel time along the segments and intersection delays to determine the LOS3 • Travel time along the corridors was determined in April 1989 using the floating car technique, (i.e. study vehicle maintains the travel flow without passing). The resulting LOS on the arterial segments are shown on Map 9. I_ I t - The existing LOS during the p.m. peak period for signalized and unsignalized intersections is presented in Table 23. These results are also shown on Map 9. TABLE 23 I ' I LEVEL OF SERVICE AT WALLED LAKE INTERSECTIONS DURING P.M. PEAK PERIOD SIGNALIZED INTERSECTIONS I-, I Pontiac Pontiac Pontiac Pontiac Pontiac Pontiac E. West Trail Trail Trail Trail Trail Trail Maple at at at at at at at LEVEL-OF-SERVICE West Road Ladd Road Walled Lake E. West Maple S. Commerce Decker Decker Rd. B B C D C B B UNSIGNALIZED INTERSECTIONS I W. West Maple at Ladd Rd. Walled lake Rd. at 14 Mile S. Commerce at Decker Rd. B B C L Source: Ann Arboi Planning Associates I, An unacceptable level-of-service (LOSE) was found on Pontiac Trail between E. West Maple and S. Commerce Roads. Furthermore, most of the rest of the Pontiac Trail corridor between Walled lake Road and S. Commerce including the intersection with E. West Maple, was at LOS D, the lowest acceptable LOS. With these conditions, small increases in traffic volume could deteriorate the level of service and push it into an unacceptable level. - 66 - �~ ·7 -- ~ J - i . -, LEGEND @ C Level of Service at Intersection Level of Service on Roadway ~~ l -nlnd I ~i'··(.l1 1 ; 11 i 1 11 1rfl / z~' >-----------< 36 ~I I I I I I 1111 I I l..[I 1111 11111 1 ''" "I"" ((iJ!'.:'<~ . ~~/ \\I LEVELS OF SERVICE DURING~, .~ :_ ~\~=-=::j P.M. PEAK CITY OF WALLED LAKE lkK£HHA Al80CtATES, INCORPORATED c.ommunNy ,lfMlne "rba,n lk•lgn lemwtvton hlk mlch!Qan ... IMH .UM>R ~ .. O Alac:JCIATD ,,_,,., ""...,_,~.,, AnnN..., .. d,lgM • OAKLAND COUNTY • MAP 9 MICHIGAN lIITTH ) J �-. t j r i . I It should be noted that the LOS was calculated for the afternoon peak period, which in Walled Lake is the time of day with the highest traffic volumes. At other times of day the level of service is better . • Planned Transportation Improvements This section describes plans for transportation improvement projects committed or planned by the Michigan Department of Transportation (MOOT) and Oakland County Road Commission (OCRC) in the vicinity of the City of Walled Lake. The magnitude of traffic impacts of these projects on the City of Walled Lake is assessed. I ' Michigan Department of Transportation J lt • ( ' I . Haggerty Road Connector: The MOOT project with the most direct impact on the City of Walled Lake is the Haggerty Road Connector (HRC), M-9. The HRC will provide a higher capacity south/north connector between the intersection of 1-696/1-96 and Pontiac Trail at Haggerty Road. The HRC project is committed, though the final decision concerning the alignment had not been reached at the time this chapter of the plan was completed. In July 1987, the MOOT proposed the following four alternative alignments for the HRC to be studied. - Alternative 1 - No action. - Alternative 2 - Improve Haggerty Road from 8 Mile Road north to Pontiac Trail with no additional access to the freeway system. Alternative 3 - Provide access to existing Haggerty Road from the I-96/ I696/1-275 interchange. The connection with Haggerty Road would be just north of the intersection of 13 Mile Road and Haggerty Road. This alternative would include improvements to the existing Haggerty Road from the point of connection north to the vicinity of Pontiac Trail. i (_ ' l .. - Alternative 4 - Provide a new road on a new alignment west of the existing Haggerty Road with freeway access provided at the I-96/1-696/1-275 interchange. Pontiac Trail would be the northern connector to Haggerty Road. Maps showing the alignments of alternatives 2, 3 and 4 are in the Appendix. The Draft Environmental Impact Statement (DEIS) 4 , which provides an assessment of the four alternatives, was released in May 1989. The process of selecting preferred alternative involved a series of public hearings, the last of which took place on June 7, 1989. It is expected that the decision on a final 4 Michigan Department of Transportation, and the Federal Highway Administration (1989), "Draft Environmental Impact Statement for the Haggerty Road Connector, Oakland County , Michigan," Prepared by Envirodyne Engineering Inc. - 68 - �' I.• • alignment will be made by the Fall of 1989. However, it is quite clear that either Alternative 3 (a new interchange and westerly alignment up to 13 Mile Road, plus improvements on Haggerty Road from 13 Mile Road northward), or Alternative 4 (a new interchange and a new facility in a westerly alignment) will be selected. , Alternative 1 (do nothing), and Alternative 2 (no additional interchange connection) have been found to be unacceptable in the analysis of the Draft Environmental Impact Statement. Alternative 4-A, one of two variations on Alternative 4, was recommended by the Technical Advisory Committee during their May 1989 meeting. Accordingly, this alternative, which calls for a new roadway west of the existing Haggerty Road, currently has the highest probability of being selected. ''· . Both Alternatives 3 and 4 propose a controlled access boulevard, with three or four lanes in each travel direction, separated by a median with a minimum width of 84 feet. The right-of-way will be 410 feet at minimum. Alternative 3 would have service roads in each direction, with the existing Haggerty Road serving as one of these service roads. The existing Haggerty Road would remain unchanged and function as a service road under Alternative 4. With both alternatives, the HRC would be connected to the Interstate system via a new interchange located at I-96, midway between Haggerty Road and Meadowbrook Road. The cross roads will be widened on the approach up to five lanes at the intersection. There are two variations to both Alternative 3 and 4, 3-A and 3-8, and 4-A and 4-B, respectively. Alternatives 3-8 and 4-B deviate slightly from the linear south/north alignment of 3-A or 4-A in the vicinity of Black Spruce Bog, midway between 13 Mile and 14 Mile Roads (see Appendix). Table 24 shows the Average Daily Traffic (ADT) and the Design Hour Volumes (DHV) for E. West Maple Road and Pontiac Trail for the current year (1987), for the year when construction ends (1995), and the design year (2010). These volumes are from the DEIS. I • The DHV is the hourly volume on which the design of a facility is based. Typically, for existing facilities the DHV is the thirtieth highest hour volume recorded in a year. In urban and suburban areas the thirtieth highest hour volume usually corresponds to that for a normal peak hour. The DEIS indicates that daily traffic volumes on E. West Maple Road and on Pontiac Trail in the vicinity of Haggerty Road are expected: 1. To grow by about 75 percent by the year 2010 if the HRC is not constructed (from 18,100 to 31,400 vehicles per day, and from 13,400 to 23,300 vehicles per day respectively, under Alternative 1). This traffic growth is attributed to future land-use developments in Oakland County. - 69 - �TABLE 24 HAGGERTY ROAD CONNECTOR ESTIMATED TRAFFIC VOLUMES FOR 1987, 1995 AND 2010 AT CROSSROADS WITH HAGGERTY ROAD Alternative Road f ' !. '-· 1987 DHV 18,100 13,400 1,620 1,210 ADT 1995 2010 DHV ADT na na na na 31,400 23,300 2,800 2,100 Alternative 3 E. West Maple Pontiac Trail 21,600 16,330 1,720 1,500 26,600 21,800 2,170 2,000 Alternative 4 E. West Maple Pontiac Trail 20,300 21,700 1,880 1,900 31,600 35,400 2,930 3,100 Alternative 1 E. West Maple Pontiac Trail ADT DHV r .., I f • ADT - Average Daily Traffic DHV - Design Hour Volume na - Not Available l. t <.., Source: Mi chi gan Department of Transportation, Draft Environmental Statement Haggerty Road Connector Im12act 2. To grow more moderately under Alternative 3 than under Alternative 4. ADT on E. West Maple near Haggerty in the year 2010 is estimated at 26,600 under Alternative 3, versus 31,600 under Alternative 4. ADT on Pontiac Trail at Haggerty is estimated at 21,800 under alternative 3, versus 35,400 under alternative 4. 3. To be lower by the year 2010 under Alternative 3, than under the "do nothing" alternative. ADT on E. West Maple at Haggerty under Alternative 3 is estimated at 26,600, versus 31,400 under Alternative 1. ADT on Pontiac Trail at Haggerty is estimated at 22,800 under Alternative 3, and at 23,300 under alternative 1. 4. To remain virtually at the same level on E. West Maple . at Haggerty in the year 2010 under Alternative 1 ("do nothing") and Alternative 4 ("construct a new roadway"). ADT for E; West Maple is estimated at 31,400 under Alternative 1 and at 31,600 under alternative 4. - 70 - �,...... 5. To increase on Pontiac Trail at Haggerty by about 165 percent in the year 2010 under alternative 4. AOT is estimated to increase on Pontiac Trail at Haggerty from 13,400 in 1987 to 35,400 in 2010. I • l" , Impacts on Walled Lake: It is important to note that these traffic volumes are bi-directional, and estimated east of the City of Walled Lake, at the intersection with Haggerty Road. In the p.m. peak period much of this traffic at the intersections of Pontiac Trail and Haggerty and E. West Maple and Haggerty will be coming from Haggerty and proceeding north or turning east. In the a.m. peak period most of the traffic will be coming from the north and east onto the HRC. In both cases most of the traffic is moving away from Walled Lake since the HRC as proposed by either Alternative 3 and 4 will provide a good south/north route, east of the City of Walled Lake. Without the HRC (or other changes) much of the future southwest/northeast traffic would attempt to travel through the City of Walled Lake. It should also be noted that the HRC will probably stimulate more development just west of Walled Lake. In that case, there will be an increase in east/west traffic from the HRC to the areas west of the City, probably via E. West Maple, Pontiac Trail, and then W. West Maple Roads. However, this traffic will be in the direction opposite of the present peak flows on these roads. Alternative 3 which is estimated to generate less growth in traffic on Pontiac Trail and W. Maple than Alternative 4, is the preferred alternative for the City of Walled Lake. I• Completion of 1-696: MOOT is expected to complete the last rema1n1ng section of 1-696 in southeast Oakland County, from Telegraph Road eastward to 1-75, in late 1989. This will provide a continuous east-west corridor along the southern tier of Oakland County, south of the City of Walled Lake. This project will provide better connectivity between the City of Walled Lake, western Oakland County, and Macomb County. However, it is not expected to affect traffic in the City itself. New Interchanges on I-96/I-696: MOOT will construct two new interchanges on I-96/I-696, one in the vicinity of Haggerty Road as part of the HRC, and the second at Inkster Road. Construction of another interchange in the vicinity of Drake Road is also being considered, but is less certain at this time. These improvements will provide better access to I-96/1-696 south of the City of Walled Lake. Only the interchange at the Haggerty Road Connector will have an impact on the City by diverting through traffic from Pontiac Trail/E. West Maple Roads onto the Haggerty Road Connector. Other New Interchanges: MOOT proposed constructing new interchanges on M-59 at Squirrel Road to serve the Oakland Technology Park and the new Chrysler headquarters, and at 1-75 and Featherstone Road. These interchanges are expected to have little direct impact on the City of Wa 11 ed Lake. However, the new "Oakland Technology Park" could generate additional southwest to northeast traffic, with a small portion of it, possibly, going through the City of Walled Lake. - 71 - �,-· i The Corridor of Opportunity: The •corridor of Opportunity• is part of a longterm MOOT study, and is still conceptual at this time. The corridor is envisioned as a location for •high-tech• and research industries along M-59 from 1-96 (near Howell) easterly to 1-94 (near Mount Clemens). If this idea becomes reality, it _will create new jobs north of the City of Walled lake, and could add to the through-traffic through the City. Proposed Oakland County Road Commission Improvements i I\.. .""' The Oakland County Road Commission (OCRC) prepared two policy statements~6 in 1988-1989 which provide guidance for road development in Oakland County from the County's viewpoint. There are no definite commitments of funds for these proposed projects. Proposed Trunklines: The "Draft Report on Proposed State Trunkline Additions• prepared in 1989, lists three categories of trunklines in the Oakland County: I. Existing or committed trunklines 2. Proposed new trunklines with specific proposed alignments I L 3. Proposed new trunklines with no specific proposed alignment (just general area). f, 1 1 l • '. ; I I t .. From the view-point of the City of Walled lake, the most important proposed state trunkline with a specific alignment is the improvement of E. West Maple Road from the eastern border of the City eastward and the reclassification of this segment to State Trunkline. The report proposes that this trunkline be connected to Northwestern Highway (M-10) which currently ends at 14 Mile Road. The report also proposed a north/south trunkline west of the City of Walled Lake aligned along Milford Road between 1-96 and M-59. This proposed trunkline, would most likely eliminate the possibility of constructing a north/south connector along Benstein Road, between M-59 and 1-96. The Benstein Road extension would be a more desirable alternative for the City of Walled lake. The report further proposed a north/south trunkline, with no specific alignment as yet, north of the City of Walled lake from Elizabeth Road at M-59 northward, connecting to a new east/west trunkl ine at the northern borders of Oakland County. This northern · trunkl ine would probably generate more residential development north of the City of Walled lake and more traffic through the City. 5 Oakland County Road Commission, Planning & Development Department (1989), "Draft Report on Proposed State Trunkline Additions: Future Trunkline Conversion Projects•. 6 Oakland County Road Commission, Planning & Development Department (1988), •Report of the Oakland County Roads Commission Strategic Planning Process: 1988•, Volume I, October 1988. - 72 - �The "Report on Proposed State Trunkl ine Additions" does not represent the official policy of the OCRC. The Commission reviewed the draft but decided not to adopt the report. Capacity Improvement and Construction Needs: As part of its strategic planning process, the OCRC summarized its future needs for capacity improvements, paving, and construction during the next decades, including a series of maps indicating the specific locations. ,·\ Both West Maple Road and Pontiac Trail in the City of Walled Lake are included as needing capacity improvements. Benstein Road from West Maple to Pontiac Trail, and the Maple Road extension are included as needing new road construction. I I - Summary of Findings The City of Walled Lake is experiencing several inter-related transportation problems, the symptoms of ,which are congestion and traffic accidents. The contributing factors to these problems have been identified by this study as: 1. Lack of Road Hierarchy The system of roads in City of Wa 11 ed Lake does not have an adequate hierarchy. A well developed road network includes several "layers" -- a categorical hierarchy of roads -- each of which serves a specific level of traffic - local, sub-regional, regional, state or interstate. The foremost distinction among categories of road is between local streets and through-traffic roads. This distinction is made because of the substantially different street design required to serve local and non-local traffic. To eliminate conflicts among levels of traffic carriers, it is desirable to separate them as much as possible. All categories of roadways should be carefully integrated into a balanced circulation plan for the system to function well. The following is a definitions of common roadway classifications: !: ''I , Local or Minor Street - These roadways provide access to adjacent land and make up a large percentage of the total street mileage of cities while carrying only a small portion of the overall vehicle miles traveled. Local streets should provide access to collector streets. Ashtan is an example of a local street in Walled Lake. Collector Streets - Collector streets provide access to local streets or directly to abutting properties. Their purpose is to collect vehicles from local subdivisions and distribute them to local destinations or to arterials. Collector streets can provide internal circulation and access to nonresidential areas such as industrial parks and major shopping centers. Ladd Road is an example of a collector street in Walled Lake. - 73 - �. \ I I !· I I ; Arterials - Arterial roadways provide continuity over long distances. Arterials carry traffic from collectors to major activity centers, freeways, and other townships and cities. These roads serve through traffic and may provide access to abutting properties and minor intersecting streets. Some access control is desired, e.g., minimizing curb cuts and providing parallel marginal access roads for strip commercial development. Arterials can be further classified into major arterials and minor arterials. Generally, major arterials carry over 10,000 vehicles per day, and minor arterials carry between 5,000 and 15,000 vehicles per day. Residential lots are generally not given direct access to arterials, even minor arterials. Pontiac Trail is an example of an arterial in Walled Lake. A basic problem in the City of Walled Lake is the lack of a hierarchy of roads and the inadequate separation of local traffic from through-traffic. The arterials through the City also function as residential/local streeti. This contributes to traffic accidents and to deterioration of the adjacent residential environment. ! L Walled Lake severely lacks the second tier of roads, namely the "collectors," which play an intermediary role between local streets and arterials. Solutions to this problem involve the development of a circulation plan for the City. This would include connectors between subdivisions and between subdivisions and arterials and would provide for an orderly and controlled movement between the major and secondary networks, while allowing flexibility of individual development proposals. 2. Through-Traffic Most of the traffic flow in the City of Walled Lake, particularly during the morning and afternoon peak periods is through-traffic, generated by residents of surrounding communities, who use the City streets in their daily work commutes. The lakes area north of the City of Walled Lake has been experiencing continuous residential growth. At the same time employment centers have been growing in the communities south, west and east of the City, along the 1-96, 1-696, 1-275, and M-14 corridors. This growth pattern leads to a south-bound morning commuting flow through the City, and north bound commuting flow during the afternoon peak period. L , r .. I I I , Because of the existence of lakes and wetlands in the area north of Walled Lake, the prominent grid pattern of arterials of southeast Oakland County changes to diagonal and meandering alignments in this part of the county. Without other alternatives, the north-south commuter route penetrates the City along Pontiac Trail, and along Walled Lake Road. The physical discontinuity of the West/East W. Maple Road in the City also contributes to through-traffic by adding some of the east/west traffic onto Pontiac Trail. The City of Walled Lake is located in the midst of a commute route. It is affected by the residential and commercial growth in surrounding areas, over which it has no control. - 74 - �3. Lack of Road Network r~ !I •\ A good road network minimizes the travel distance between any two points in the system. A grid pattern is suitable for a road network in flat terrain. Because .of the geographical constraints of the wetlands and lakes, described above, the road system in the vicinity of the City of Walled Lake has evolved into a shape of a funnel, rather than a network. The inefficiency of the funne 1 system is that a movement between two points requires a movement through the funnel, which in the case of Walled Lake is Pontiac Trail. Traffic from most arterials, and many local roads are channeled into this funnel. In order to relieve the pressure on Pontiac Trail, and to move toward a more efficient road network configuration, east/west and north/ south links should be added to the existing road system. This could be achieved by constructing the Maple Road Connector to allow for east-west movement, and by extending Benstein Road to Pontiac Trail to allow for a direct north-south movement. 4. Excessive Number of Access Points ..' Because the City of Walled lake lacks a road hierarchy, and in particular collector roads, residents and shoppers access the arterials almost at any point. There are a large number of access points (and strips} along the major arterials of the City. In contrast to other transportation problems over which the City has very limited control (i.e. through-traffic), solutions to this problem are within the City's jurisdiction and control. The City could reduce the number of access points through restrictive ordinances and through the development of a system of control points. Control points are points of entry and egress from different land areas (e.g., access to an industrial or commercial areas or groups of subdivisions). 5. Capacity on Pontiac Trail .L I' i The essence of the transportation problem in the City of Walled lake is Pontiac Trail. Pontiac Trail (within the City}, together with Walled lake Rd. ( a1ong the lake), and West Maple (east of Pontiac Trail} carry the largest traffic volumes, and exhibit lower levels of service and the highest accident rates. Historically, Pontiac Trail evolved from a non-motorized route into a major arterial required to carry large volumes of throughtraffic. Most of the through-traffic in Walled lake follows Pontiac Trail because of the lack of east/west and north/south network links. In order to reduce traffic problems in the City of Walled lake, and to make the transportation system more efficient, efforts should be focused on relieving pressure on Pontiac Trail. This could be achieved by increasing the capacity of Pontiac Trail itself, by creating a fully developed road network, which would divert some of traffic currently channeled onto Pontiac Trail, and by developing a good circulation system which would reduce the local traffic on Pontiac Trail. - 75 - �r, I i 1 RECREATION ANALYSIS I, ,...., l I ' I • .' . '. I Descriptio11 of Planning Process This analysis is the most recent of several planning documents pertaining to parks and recreation that have been prepared for the City of Walled Lake since the 1960's. The previous Master Recreation Plan was approved by the City Council and the Michigan Department of Natural Resources in 1978. This plan was subsequently updated in 1982, and again was re-submitted to the MDNR for approval . This analysis, which will be separated out as the 1990 Master Parks and Recreation Plan, was prepared by the City's Planning Commission in conjunction with preparation of an overall master plan for the City. The Planning Commission is responsible for planning the physical development of the City, including community and parks and recreation facilities. The plan was prepared with the assistance of McKenna Associates, a planning consulting firm, and with the active involvement of the City administration. Following initial review of the plan by the Planning Commission, the plan was submitted to the Parks and Recreation Commission and City Council for further review and refinement. Throughout the process, all meetings were open to the public. Notices were posted beforehand as required by the Open Meetings Act. Since 1982, the City has worked to complete several projects proposed in the earlier plan, including the following: I • I ·-· Project Year Source of Funds 1982-83 Installation of fitness trail at Sims Park. General Fund 1983-84 Installation of fitness trail work stations at Sims Park. General Fund 1986-87 Paving of Sims Park parking lot; installation of General Fund swimming area buoys and new signage at Mercer Beach; Installation of playground equipment and fencing at Marshall-Taylor and Pratt Parks. 1988-89 Installation of grills, picnic tables, and a swing set at Mercer Beach. I. l. General Fund Administrative Organization Parks and recreation services are provided by the city government and the Walled Lake Consolidated School District (see organization chart, Figure 4). The City owns and maintains a number of parks sites, and hires part-time staff in the summer to assist in recreation and special events programming. The School - 76 - �r i ! I District maintains three school sites in the City, and has a full-time staff in charge of community education and recreation. A Parks and Recreation Commission has been established by ordinance to act as an advisory • body to the City Council (Chapter 32 of the City Code). The Commission consists of seven members as follows: one member of the Planning Commission, one member recommended by the Wa 11 ed Lake Consoli dated School District, and five members who are residents of the City. The Parks and Recreation Commission meets one a month or as necessary. All meetings are open to the public with notice posted beforehand at City Hall. [ The Parks and Recreation Commission principally advises the City Council on matters re 1ated to parks facilities and operation and seasona 1 programming. The City Manager and Director of Public Works share the responsibility for implementing the parks and recreation program. The responsibility for recreation programming in the Walled Lake Consolidated School District rests with director of the Community Education Department. In addition to recreation and leisure activities, this department is responsible for community service programs, adult high school completion, special events programming, and other community education programs. Recreation facilities owned by the schools are maintained by school district maintenance staff and part-time seasonal employees. Inventory of Existing Facilities Overview There are currently five City-owned parks in Walled Lake: Sims Park, Pratt Park, Marshall-Taylor Park, Mercer Beach and Riley Field (see Maps 10 and 11). There are also indoor and outdoor recreation facilities located at Walled Lake Elementary and Decker Elementary Schools and Walled Lake Junior High School. Nearby regional facilities include Proud Lake State Recreation Area, Commerce Township Park, Highland State Recreation area, Kensington Metropolitan Park, and Bloomer State Park. Six golf courses, a campground and a number of lakes are also within close proximity to ' the City. Private and commercial recreation facilities within the area include two gun clubs, a roller skating rink, a batting cage facility and the Multi-Lakes Conservation Club. r 'I Municipal Facilities Municipal and public school recreation sites within the City of Walled Lake and their facilities are described in Table 25. In terms of total acreage, the City government is a minor provider of recreation facilities when compared to the local school district. The five municipal parks in Walled Lake range in size from O. 25 acres to over 15 acres. They include a community wide park, two neighborhood oriented parks, a little league ball field, and a beach with picnic areas and play equipment. The City parks are locally oriented and are designed to serve a variety of outdoor recreational needs for the residents of Walled Lake. - 77 - �Figure 4 r-. II ,I I CITY OF WALLED LAKE PARKS AND RECREATiON PROGRAM n ORGANIZATIONAL STRUCTURE r ., RESIDENTS OF WALLED LAKE [ ' ' ------- I MAYOR AND CITY COUNCIL WALLED LAKE SCHOOL BOARD I I· ! l_ PARKS AND RECREATION COMMISSION ._ ___ ■ CITY MANAGER SEASONAL RECREATION STAFF SUPERINTENDENT DEPARTMENT OF PUBLIC WORKS PARKS MAINTENANCE l __, - 78 - ' COMMUNITY EDUCATION DEPARTMENT LEISURE AND RECREATION PROGRAMING SCHOOL BUILDING AND GROUNDS MAINTENANCE �r-· i~ I♦ r-: I, HIGHLAND ' ., i : C04MERCE BLOOMER STATE 1----PARK NO. 1 4-<:ficf~Jl¥-i PROUD 1 LAKE STA~E RECREATION AREA . ,.._a,~;;~. ' . • ,,:,,.►o.~~ ~r.~~~:; · ,~ ~:k~ :-<: WI.VERINE l. rm ~"- r·• I < I .c .i FARMINGTON HILLS I - I , L LYON ' ..' L :r ; '~ l._. ~ REGIONAL RECREATION FACILITIES '. ~ REGIONAL P.ARKS & RECREATION FACILITIES CT) MAP 10 M~Kenna Associates, lncorpOfated Community P1aming • Urban Design F~rmington Hills. Michigan �,·- I • I l V . "........... _ _ _ __J - 21 L, i1.., I \' WALLED LAKE JUNIO RK -~=·=····-t - WALLED LAK ELEMENT AR I·• ! II ,. PARKS & RECREATION FACILITIES CITY OAKLAND Ml!iK.,._ Aqoc;.ialea, lncOl'POf&led ~ "'--g . t>~ °"91 Fwnwtg1:an ..._ Mocnoan OF MAP 11 WALLED COUNTY • LAKE MICHIGAN _,,, ~ �TABLE 25 PARKS AND RECREATION FACILITIES ,--, I ii Site Size (Acres} Type a. Sims Park 15.10 Community Park (3) Basketball Courts; (1) Tennis Court; (1) Ballfield; Fitness/ Jogging Course; Play Areas with Equipment; Picnic Areas with Grills; (1) Pavilion. b. Pratt Park 0.25 Mini-Park Play Area with Park Equipment; Picnic Area. c. Marshall-Taylor 1.30 Mini-Park (1) Ballfield; Park Play Area with Equipment; Picnic Area. d. Mercer Beach 0.08 Special Use Park Beach Area; Picnic Area with Grills; Play Area With Equipment. e. Riley Field 1.10 Special Use Park (1) Little League Baseball Field. a. Walled Lake Junior High School 14.90 Neighborhood Park (1) Football Junior High Field and Track School (lighted with bleachers); (1) Soccer Field; (1) Baseball Field; (1) Strengthening Gymnasium; Multi-Purpose Room. b. Walled Lake Elementary School 8.50 Neighborhood Park (2) Ballfields; Elementary (2) Basketball School Courts; Play Areas with Equipment; Gymnasium; Multi-Purpose Room. c. Decker Elementary School 7.60 Neighborhood Park (2) Ballfields; Elementary (2) Basketball School Courts; Play Areas with Equipment; Multi-Purpose Room. Park/Faci 1i t:t Facilities 1. City Owned Facilities i • L ! I i ( J . '' . 2. School Owned Facilities 1 i . L~ Source: City of Walled Lake Recreation Plan, 1982 and McKenna Associates, Inc . Survey, April 5, 1989. - 81 - �L School Facilities The three school facilities located in the City, Walled Lake and Decker Elementary Schools and Walled Lake Junior High School, range in size from 7.6 acres to almost 15 acres. These properties account for over 63 percent of the . total acreage of recreation facilities within the City. They mainly serve the residents of the neighborhoods in which they are located, although the facilities which are intended to serve the recreation needs of all residents of the Walled Lake Consolidated School District. I., Recreation Programs r, L ,..... (' I . '· I L - The Walled Lake Consolidated School District conducts a complete recreation program for all age groups. Individual programs include baseball, softball, basketball and volleyball leagues, organized activities for children including a youth summer day camp, golf and fishing tournaments, special programs such as trips to plays and sporting events, dance and swimming classes, and a variety of adult and senior citizens programs. These programs are available to all School District residents, with some registration and activity fees required. Recreation programs are provided by the school district's Community Education Department recreation programming staff. The school district maintains recreation facilities and conducts its programs at the two high schools, two junior high schools and five elementary schools within the district. The school facilities contain a variety of indoor and outdoor recreation facilities all of which are available to school ·district residents either for no charge or for a nominal fee. Use of these facilities is first available to school athletic teams and for scheduled programs and then open to the general public on a request basis. Private Facilities L, Several privately owned recreation facilities are also located in Walled Lake. Although use of these facilities is limited to those who can afford the fees, they do address certain recreation needs. Private recreation facilities include West Oakland Rollery, Detroit Gun Club, and the Batting Complex. There are also a number of private recreation facilities located within local condominium complexes and at common areas associated with a few residential subdivisions within the City. Private access to the lake and dock areas are also provided for several residential developments and complexes around the lake. Parks Classifications For planning and management purposes, recreation professionals classify park and recreation facilities based on the type of facility and expected usage. The following classifications are applicable in the City of Walled Lake: • Mini-Parks. Mini -parks are small, specialized parks, usually less than an acre in size, that serve the needs of residents in the surrounding neighborhood. A mini-park may contain a children's play lot, or serve as a - 82 - �greenbelt, or provide a sitting area for senior citizens. Marshall-Taylor Park function as mini-parks . ' _,' • Neighborhood Parks. Neighborhood parks are typically multi-purpose faciliti~s which serve as the focus of recreation activity for an entire neighborhood. Neighborhood parks are generally 15 acres or more in size, and typically contain areas for active recreation, such as ball fields, play lots, and tennis courts, as well as areas for quiet recreation activity, such as walking, sitting or picnicking. The junior high school and two (2) elementary schools within the City function like neighborhood parks, although they are deficient in terms of size. • Community Parks. Community parks typically contain a wide variety of recreation facilities to meet the diverse needs of residents from several neighborhoods. Community parks are generally 25 acres or more in size. These parks typically contain areas for active and quiet recreation, plus other facilities not commonly found in neighborhood parks, such as nature trails, gardens, or a nature interpretive center. Sims Park functions like a community park, although it is deficient in terms of size. • Regional Parks. Regional parks are typically located on sites with unique natural qualities which are particularly suitable for outdo·o r recreation such as picnicking, boating, fishing, swimming, camping and trail uses. Such parks generally exceed 200 acres in size. Regional parks typically serve several communities, although most users are within one hour driving time. There are no regional parks in Walled Lake, although Proud Lake State RecreatiQn Area is located in close proximity in Commerce Township . • Private and Special Use Facilities. Private or special use facilities are typically single-purpose recreation facilities, such as golf courses, nature centers, marinas, conservatories, ski areas, and facilities for the preservation or maintenance of the natural or cultural environment. Mercer Beach and Riley Field are both special use facilities in Walled Lake. Private recreation facilities in the City were identified earlier in this section. i , r-· I L, ' 1 I I L, ,. : ' I I ' ' - Pratt Park and Recreation Deficiencies Table 26 ' compares the City's park land acreage to recommended standards, based on current and projected population. Comparison of Walled Lake parks and recreation resources with the published standards reveals that certain aspects of the system could be improved. The figures indicate that if the school sites are counted in the park acreage figures, the City has adequate mini-park and neighborhood park acreage for the current and projected population. Continued residential growth will create the need for additional mini-park and community park facilities in the future. The system is deficient in the amount of acreage allocated for community parks. According to accepted standards, the City has about 15 acres of community park land; eventually community parks should occupy about 40 acres in the Citys. - 83 - �The City is also deficient in regional park acreage, but due to the limited size of the City, it would be impossible to develop a regional park of adequate size with the appropriate facilities within the City. Proud Lake State Recreation Area in adjacent Commerce Township is one of several nearby regional parks which serve City residents. The raw numbers do not address the quality of existing parks and recreation facilities. Upon closer examination, deficiencies or limitations are apparent because of the location, useability, level of development and individual size of existing park lands. These include: r~ i l.., r .. I 1. Limitations on Site Size. Most of the existing City parks are deficient in terms of size based on accepted standards. As the population increases, these parks could be subject to overuse because of their limited size. 2. Reliance on School Sites. The neighborhood parks within the City are all located at local schools sites. The cooperation between the City and School District provides for efficient use of the land. Nevertheless, there are limitations associated with having all of the neighborhood park facilities on school sites. 3. Closure of Walled Lake Junior High. Walled Lake Junior High School is scheduled to close in the fall of 1992. This action could possibly eliminate one of three neighborhood parks in the City and reduce the total acreage of parks in Walled Lake by 30 percent. f ' I l • I L- 4. Distribution of Park Sites. Park sites in Walled Lake are not evenly distributed throughout the City. Thus, accessibility to park facilities is not equal for all residents. 5. Types of Parks. Some areas of the City are not served by certain park types such as mini-parks and neighborhood parks, particularly in the east and southeast portions of the community. Continued growth in Walled Lake could eventually result in portions of the City being underserved. Table 27 addresses concerns about the quality of recreation facilities by comparing the actual facilities available to recommended standards, based on a projected population of 8,000. The table reveals that tennis courts and picnic facilities will be needed. The table further reveals that Walled Lake residents are not currently provided with various facilities, such as an outdoor community swimming pool, a fishing pier and nature or hiking trails. This evaluation, which is based on recommended standards, must be considered in relation to local conditions and needs. For example, many communities conform to the numerical standard for baseba 11 fields, but the fields are not in satisfactory condition for organized league play. The residents of each community express an exceptional interest in a few specific recreation activities, creating a greater need for certain recreation facilities than is specified by the recommended standards. - 84 - �TABLE 26 I ;~ COMPARISON TO PUBLISHED RECREATION STANDARDS MiniParks Neighborhood Parks Co11111unity Parks Private and Special Use Facilities Minimum Acres Per 1000 Population 0.25 2.0 5.0 Variable Estimated Existing Acreage 1.6 31.0 15.1 1.18** {: Acres Needed for Existing Population (5,703) 1.4 11.4 28.5 Existing Acreage as a Percent of Desired Minimum 114.3% 271. 9% 52.9% Acres Needed for Projected Population {8,000) 2.0 16.0 40.0 Existing Acreage as a Percent of Desired Minimum 80.0% 193.8% 37.8% [. ' (** Does not include acreage of private recreation facilities within the City). Based on National Parks and Recreation Standards - 85 - �TABLE 27 RECOMMENDED RECREATION FACILITY STANDARDS I I r" ! ! I Facility ,.. I I I ReCOll'l'llended Facilities per 1,000 Population Existing Facilities Facilities Needed For Projected Population of 8,000 Projected Deficiency Ball fields 1/5,000 9 2 Adequate Basketball Courts 1/5,000 7 2 Adequate Football Fields 1/30,000 1 1 Adequate Tennis Courts 1/2,000 1 4 3 Courts Soccer Fields 1/10,000 1 1 Adequate Volleyball · 1/10,000 3 1 Adequate Playgrounds 1/3,000 7 3 Adequate Fitness/Jogging 1/10,000 1 1 Adequate Beach 1/25,000 1 1 Adequate Picnic Areas None Published 5 Picnic Tables None Published 10 Outdoor Swimming Pools 1/40,000 0 Boat Launches (parking) 1/400 0 Fishing Piers 1/100,000 0 1 1 Pier Hiking/Nature Trails (miles} 1/5,000 0 2 2 Mil es of Trails ' Source: Adequate Continued Improvement Required 1 1 Pool Provide Parking When Required Based on standards published by the National Parks and Recreation Association and the Michigan Department of Natural Resources. - 86 - �Residents' Preferences and Needs r• I I . • l In order to assess local recreation needs, the Planning Commission was consulted to obtain their perception of the need for parks and recreation facilities. In general, the Commission indicated that existing recreation facilities are · generally adequate for the existing population but that new facilities must be developed to serve future population growth. While recognizing the recreation deficiencies that currently exist and those that are anticipated in the City due to population growth, the Planning Commission identified certain specific recreation needs as follows: r, - New parks are needed to service all areas and residents of Walled Lake, in particular the southeast s~ction of the City. l - Every new residential development in the City should provide park facilities, requirements of which should be provided for in the master plan and zoning ordinance. Residents in areas surrounding new residential development should be surveyed to determine if they want new parks and, if so, what type of facilities are desired. I' I l. The Planning Commission and City staff offered the following additional comments concerning City and school district recreation facilities: City-Owned Facilities r. a. ; I ,_ Mercer Beach 1. The beach is the most valuable and unique recreation resource within the City. Every effort should be made to make it more useable, convenient, and enjoyable for more residents of Walled Lake. 2. There is purchase purchase piece of 3. A concession stand and permanent restroom facilities are needed. These could be developed in conjunction with the additional parking. 4. There is a need to acquire and develop additional public beach property. ',I __ l., b. a need for additional parking. The City once attempted to a parcel for parking but could not reach an agreement to the property. It is still felt that the City should buy a property and develop it as additional parking for the beach. Sims Park 1. Alternative access is needed to the site. The current park design does not provide adequate access to the north end of the property. Alternative designs could include access off Decker Road and a culde-sac to the rear of the park. - 87 - �i. ' [~ n c. f'. 2. The construction of a comfort station at the park should be considered . 3. The existing ballfield has not been adequately maintained. It could possibly be upgraded for league play if redesigned. However, due to the close proximity of surrounding residences, any upgrading should not include the installation of lights. Riley Field 1. There is a need for a substantial number of additional parking spaces. 2. The ballfields needs to be re-graded, drainage should be installed, and the fields should be re-seeded. 3. The installation of permanent drinking fountains facilities should be considered. I , I d. and restroom Marshall-Taylor Parle 1. This park site could be better designed to serve as a safe play area for children. For example, and a crosswalk should be installed, and additional facilities constructed. 2. The obsolete well house on the site could be removed to provide for expansion of the park. Additional facilities that could be added include a tennis court and off-street parking. ,· I l e. Pratt Parle 1. Tennis courts are needed in the City and could be developed behind City Hall. Additional parking may be required. School-Owned Facilities I I'. Even though the three school sites in the City function like neighborhood parks, they are currently inadequate with regard to site size, types of equipment and facilities, and accessibility to some of the City's neighborhoods. Consideration should be given to development of these recreation sites with more neighborhood park type facilities such as picnic areas. As previously discussed, a key concern with regard to the continued provision of recreation facilities by the public schools is the impending closure of Walled Lake Junior High School. If the school is closed, the City will lose an important neighborhood park facility and will be deficient in terms of overall park space. Alternative plans for the development of a new neighborhood park to replace the junior high school facility should be considered. - 88 - �In order to obtain another perspective of recreation needs, a survey of City department heads was completed by McKenna Associates, Inc. in June, 1989. City staff indicated that the total number of park sites, indoor recreation facilities, and the majority of outdoor recreation facilities were adequate. The staff further indicated that most recreation needs not provided by the City · are address~d by the school district programs and facilities. The department heads did identify the need for additional mini-parks for residential neighborhoods and subdivisions, baseball fields, boat launches, fishing piers, and restrooms and a concession stand for Mercer Beach. r L ; In an effort to more thoroughly assess recreation needs of the citizens of Walled Lake, it is recommended that the City conduct a rec re at ion needs survey to determine the precise leisure interests and needs of residents. A survey conducted by the City would provide results that could be used to develop a locally-based set of recreation facility standards. The Planning Commission verified the need for such a survey, indicating that the needs may be changing as the population rapidly grows. Long-Range Goals ' (. I 1... Walled Lake is embarking on a new era in recreation planning, caused by continued residential growth, the possible closure of a major recreational facility in the City, and the need for additional parks and recreation sites to serve all residents. Based on the analysis of existing facilities and local recreation needs, the following long-range goals have been established for the City of Walled Lake (see Map 12): 1. Expand Recreation Opportunities. Increase recreation opportunities, particularly outdoor park facilities, that meet the needs of all segments of the population including youth and young adults, the elderly and the handicapped. 2. Address Residents' Preferences. Provide parks and recreation facilities and programs that are based on the preferences of residents in Walled Lake. 3. Maintain Fiscal Responsibility. Develop parks and recreation facilities and programs based on a sound fi seal po 1icy. Consider the use of volunteers, state and federal funding programs, and other funding sources. 4. Natural and Aesthetic Qualities of Parks. Provide parks and recreation facilities that not only satisfy recreation needs, but also complement the topography and natural terrain and contribute to the aesthetic quality of the City. 5. Cooperate with the School District. Cooperate with the Walled Lake Consolidated School District in the planning and programming of parks and recreation facilities. Written agreements of cooperation should be entered into when appropriate. l " l _, ,- - 89 - �...., i l .,......_ 6. Reduce Duplication of Services. Strive to reduce duplication in recreation services. Overall recreation planning should consider existing facilities and programs offered by the school district and other agencies . 7. Consider Maintenance Needs. Consider the cost of maintenance and operation in designing new recreation facilities. Projections of costs should be compared to future revenue projections for the life of the facilities. 8. Upgrade Existing Facilities. Maximize the use of parks and recreation facilities by upgrading existing facilities. 9. Improve Accessibility. Improve the accessibility to parks and recreation facilities and programs, particularly for youth, young adults, elderly and handicapped residents. 10. Continue the Planning Process. Maintain the ongoing parks and recreation planning process. The parks and recreation plan should be reviewed and updated annually. r" r ( : ,-'. i I ;- r Parks and Recreation Objectives Following are the City's objectives for the development of parks and recreation facilities in Walled Lake: I. Comunity Parks. Continue to develop Sims Parks as a community park. Emphasis should be on improving accessibility to the rear (north) portion of the park and installation of new facilities. The City should also explore opportunities to acquire a new site for a community park to replace the Junior High School Site. Possible locations that should be explored include the seven-acre fill site east of Pontiac Trail and north of the railroad, or wetland areas located west of Pontiac Trail and north of the railroad. 2. Neighborhood Parks. As the remaining vacant land in the City is developed make certain that adequate land is set aside for recreation use. Require developers to set aside a portion of each residential site that is developed for residential use. 3. Waterfront Development. Explore opportunities to acquire additional lakefront property for public beach use. Also, acquire adjacent land to expand Mercer Beach if the opportunity arises. 4. Additional Recreation Facilities. Expand the range of recreation facilities available to City residents. Facilities which are needed include tennis courts, picnic facilities, outdoor swimming pool, a fishing pier, exercise trails, and ball field improvements . Construction of adequate support facilities, such as restrooms, concession stands, offstreet parking, and barrier-free facilities, are also very important to make the best use of the parks. ( I 'L. !" i '' - 90 - �.. '' . I , 5. Optimize Park Use. Optimize the use of all parks and recreation facilities through multiple use of park space, adequate maintenance, and timely repair and replacement of facilities. 6. Recreation Programs. Continue to support and expand recreation programs in cooperation with the Walled lake Consolidated School District. 7. Acquisition and Expansion. Consider purchasing additional land for parks and recreation use before the price of land escalates to a level that would make acquisition infeasible. Land acquisition efforts should be guided by two principal objectives: the need for uniform geographic distribution of facilities and the need for adequately-sized parks. With respect to acquisition and expansion, consideration should be focused on the following: !'"' i l . ,-~ ... .'' , t I l a. Possible utilization of obsolete well sites and stormwater retention areas for recreation purposes. b. Possible acquisition of land in the southeast part of the City to serve the recreation needs of existing residents. c. Possible utilization of wetland areas for recreation purposes. (. 8. Needs Survey. A recreation needs survey should be completed within the next three years to determine with greater accuracy the recreation needs and desires of residents. 9. Parle Design and Landscaping. Enhance the appearance of a11 parks, recognizing the significance of parkland to the overall character and image of the City. A five-year landscaping/tree planting and lighting program should be developed for all parks. I '! t. Five-Year Action Program Specific projects under consideration included in a five-year plan include the following: 1. f - ! r· I . Improvements to Mercer Beach. This project would include construction of permanent restrooms, a concession stand, and acquisition of land for construction of a parking lot. Expansion of the park should be considered, should additional land become available for purchase. Timeframe: 1990-1991 Cost: $55,000 (Costs of possible acquisition of land for beach of parking to be determined.) Anticipated Sources of Funding: Quality of life recreation bond funds, LWCF, city general funds. - 91 - �2. Improvements to Sims Park. This project would include acquisition of land for a new access road, construction of an internal drive to provide vehicular access to the back portions of the site, construction of a comfort station, and installation of new recreation equipment . • Timeframe: 1990-1995 Cost: Anticipated Sources of Funding: Quality of life recreation bond funds, LWCF, city general funds. r--~ L, r·~ $185,000 3. L r~ ' Acquire Land for Replacement of Junior High School Site. This project wQuld include acquisition of land plus preparation of a design plan for the new park, grading and seeding, installation of recreation equipment, and installation of fencing and landscaping. Timeframe: To be undertaken when the Junior High School is vacated in 1992. The actua 1 construction would occur over severa 1 years, extending beyond 1995. Cost: $217,000 (plus land acquisition costs to be determined when a potential site is identified) Anticipated Sources of Funding: Quality of life recreation bond funds, city general fund. 4. Improvements to Riley Field. This project would include construction of additional parking, grading, drainage, and re-seeding of the ballfield, and construction of restroom facilities. Timeframe: Cost: 1993 $56,000 Anticipated Sources of Funding: Quality of life recreation bond funds, city general fund. 'l, 5. Improvements to Marshall-Taylor Park. This project would include installation of fencing around perimeter of site, construction of tennis courts and parking, and installation of a cross-walk. Timeframe: Cost: 1993 $91,000 Anticipated Sources of Funding: Quality of life recreation bond funds, city general fund. - 92 - �6. 1- L Prepare Design Plans for New Park at Former Well Site. Timeframe: 1990-1991 (Actual construction would occur over a period of several years, extending beyond 1995.) Cost: I I. .. $8,000 Anticipated Sources of Funding: r L., r-- 1 I \ ., i ( . I. l l . - 93 - City general fund. �27 \ I . ' · ~ LL E D L A KC ~ ] - IMPROVEMENTS TO EXISTING PARKS & RECREATION FACILITIES Ill- NEW PARKS & RECREATION FACILITIES PROPOSED PARKS & RECREATION FACILITIES CITY OAKLAND M!iK.,._ Aa.-oc.JM e a. lnco,oo,et.O C~ y P1air--o • Urban 0.--o,t F" arnw,gtOft..,.,frlillct-oa,n OF MAP 12 WALLED COUNTY • LAKE MICHIGAN _. ~ �ri - ' . t. COMMUNITY FACILITIES ANALYSIS r I • I L , ... i L. The responsibility for providing public services to residents of Walled Lake is shared by several public entities, including the City government itself, various Oakland County departments, various state offices, the Wa 11 ed Lake schoo 1 district, and other agencies. In recent years, the public service base has expanded in response to continued growth and demand for additional services. Anticipated future growth and residents' desires for improved quality of life are likely to create_additional future public facility needs. This chapter of the master plan addresses certain community facility needs which are provided in part or in full by the City. City Administrative Services City government provides essential services for the residents of Walled Lake. These include: fire and police protection; public services such as monitoring of public water facilities and maintenance of City facilities including parks, roads, buildings, and utilities; and the administration of these various functions. The following section describes the public services provided by the City of Walled Lake. City Hall. The City Hall is the center for administrative and legislative functions in Walled lake. The City Hall facility located at 1499 E. West Maple Road was put into use in 1966. The building has approximately 6,000 square feet of floor space on one level. The City Hall houses the City administrative offices including the Manager, Clerk, Treasurer, Building Department, and the City Police Department. The City Hall building shares a 6.54 acre site with a 4,200 square Department of Public Works building, a 2,000 square foot Volunteer Department Building, a 1,800 square foot library building attached to the Hall building on the west side, a small trailer currently used to house the Fire Department offices, and the 0.25 acre Pratt Park site. foot Fire City City Expansion of the City Hall building is required as a result of continued growth in Walled Lake. Space is currently needed for offices and storage areas and will be required for new employees and staff who will be needed to administer and support a larger population. In addition, space will be required to accommodate equipment, such as computers, terminals, and printers which will be needed to efficiently manage the City government. Additional file cabinets, print files, and other type~ of record storage will also be needed. ,_ It is important to look beyond short-term needs and consider possible building space needs in the next two to three decades. The City has outgrown its existing City Hall building after only about twenty years of use. Based on this past rate of growth, it is projected that expansion of the City administrative facilities will be required one or two times during the next twenty to thirty years. It is recommended that the City embark on an in-depth study of the functions of the City to precisely determine the future City Hall building and land area needs. - 95 - �('" i I ' I l' '- ' [ ' Police Department. The Walled Lake Police Department functions from the City Hall. The department maintains 24 hour coverage and currently includes a police chief, 4 sergeants, 1 corporal, 13 sworn officers, and 4 full-time civilian dispatchers .• All officers work on a full-time rotation basis. The Police Department has mutual aid agreements with pol ice departments of adjacent communities including Novi, Wixom, Wolverine Lake, and Commerce and West Bl oomfi el d Townships. Supplemental services including research laboratories, forensics, and marine patrol, are provided by the Michigan State Police, Oakland County Sheriff's Department, and the Michigan Department of Natural Resources. The police department, like other departments located in the City Hall facility, is also currently operating with a deficiency of space and is in need of additional office and storage area. Fire Department. Fire service in the City of Walled Lake is currently provided by the Walled Lake Fire Department and the Walled Lake Volunteer fire Department. The City Fire Department functions from the City Hall site in a trailer adjacent to the City Hall building. The department includes a part-time fire chief and 4 full-time fire fighters. The City Fire Department maintains a mutual aid agreement with adjacent communities similar to that which exists for the police department. The City Fire Department is currently operating with a deficiency of space and is in need of additional office area and storage facilities for firefighting equipment. Plans are currently under consideration by the City for construction of a new fire station to house the Fire Department. The new station is proposed to be located on the Civic Center Complex site west of the City Hall adjacent to Pratt Park. This new facility will provide much needed space for the department and a unified facility for fire department offices and storage of firefighting equipment. l l . The Walled Lake Volunteer Fire Department also functions from the Civic Center Complex site. The volunteer fire department is located in a 2,000 square foot building north of the City Hall building. The volunteer fire department includes 15 volunteer fire fighters and 2 firefighting trucks stored in the departments building. The Walled Lake Junior Volunteer Fire Department also functions from this building. The junior volunteers assist with traffic control at fire call sites, but primarily serve as a training group for the volunteer fire department. Department of Public Works. The physical environment of the City is often the most apparent gauge of the quality and effectiveness of the local government. Responsibility for maintenance of City property, facilities, and equipment is charged to the Department of Public Works (DPW). I L.; I I 1 ·, The Department of Public Works currently includes a full time director, 5 full time maintenance staff, 2 water division staff, and 1 clerical employee. The department is located in a 4,200 square foot building on the Civic Center Complex site west of the City Hall building. The DPW building contains department offices and storage area for City maintenance vehicles and equipment. The DPW currently maintains all City parks, ballfields, recreation facilities, and City properties including City Hall. The department also maintains the City library, cemetery, and services all City vehicles and equipment. All road and sidewalk maintenance, repair and construction, and snow removal for City roads - 96 - �is provided by the DPW. The DPW water division staff currently monitors the City's public water system including maintenance of all lines and water distribution facilities. The existing DPW facility is in need of additional office space and area for storage of materials and equipment. As the City continues to grow, the existing building wi1l have to be expanded or a new facility constructed to meet the increasing demand for services. Li brarY. The City of Wa 11 ed lake operates and maintains a public library ( 1 . ! L. . facility. The library is located at the Civic Center Complex attached to the south side of the City Hall building. The library facility was constructed as part of the City Hall building. An addition to the library building was completed in 1982. The library is currently available for use by residents of Walled Lake and Commerce Township. It is also available to members of the Wayne-Oakland Library Federation with a valid membership card. The library facility is maintained by the City DPW and is currently operating near capacity. Additional space will be required as the City continues to grow in order to maintain the present level of service. Post Office. The local post office serving the Walled Lake area is located along E. West Maple Road in the A&P shopping center, behind the First Federal Savings Bank. A post office facility has been in operation in the City of Walled lake since the mid-40's, and from its current location since the early-60's. An expansion of the post office was completed in 1984 which involved the redevelopment of an adjacent retail store for postal use. f I_ i The post office currently serves the residents and businesses of Walled Lake and parts of Novi, Wixom, Wolverine Lake, Commerce Township, and West Bloomfield Township. According to postal officials, the current post office facility is not adequate in size to accommodate the present and anticipated future postal service demand of area residents and businesses. There has been discussion between U.S. Postal and City officials regarding a new post office facility that may be constructed in the City in the future. Cemetery. There is currently one cemetery in the City Of Walled Lake. The cemetery is located on Pontiac Trail at Ladd Road. It is owned, operated and maintained by the City and contains approximately 7 acres. According to City officials, the cemetery is currently 75 percent full. Although there area some plots remaining, most have already been purchased. Cemetery plots are purchased through the City Clerk. I • Sununary. The foregoing analysis indicates that the City of Walled Lake administrative services are in need of additional office and storage space to adequately operate and serve the needs of City residents. Administrative and service functions located in the existing City Hall, Department of Public Works building, and library facility are currently operating at capacity. - 97 - �The City should strive to provide adequate, centrally located administrative facilities. Toward this end, the following recommendations are offered: 1. A professional architect should be retained to study the office, storage space and land area needs of the City government and to prepare an overall plan for expansion of existing or development of new facilities. 2. Retain all "people oriented" functions, such as governmental and legislative functions, police and fire services, and the library facility, at one location to provide for a centralized civic center complex to serve all residents. Storage and maintenance functions including the Department of Public Works facilities, need not be located at the civic center site. 3. Provide for the development of facilities that will not only satisfy office and storage space needs but that wi 11 promote the image of a modern, forward-thinking government and community. 4. Develop facilities that will provide adequate office, storage space and land area that will meet the long-term needs of the City and provide for expansion of those facilities, if necessary. l' l, Utilities Public Water. Walled Lake has contracted with the City of Detroit Water System since June of 1989 to provide public water for the entire City. The DPW maintains the water lines and distribution system within Walled Lake. No capacity, pressure or service problems currently exist and all areas of the City area adequately served. According to City officials, the capacity of the system is adequate to meet the needs of future development in the City. I.. Well Sites. Prior to contracting for water service with the City of Detroit, the City maintained two well sites that provided water for Walled Lake. In light of the recent switch to contracted water service, the former well sites have been abandoned and are no longer in use. City officials are currently considering alternatives for redevelopment of the former well sites including the dismantling and removal of all structures and apparatus and development of the sites for public use. The well equipment at Marshall-Taylor Park could be removed, graded and redeveloped to provide additional recreation facilities or much needed parking. The well site along Pontiac Trail could be redeveloped for residentail use in accordance with adjacent residential development. Storm Sewers. The City of Walled Lake contains both enclosed storm drains and open ditches. Storm water in the north part of the City discharges into Wolverine Lake. Storm water in the south part of the City ultimately drains into Walled Lake. The Department of Public Works is responsible for maintaining the storm sewer system, except for services along Pontiac Trail and E. West Maple Road which are maintained by Oakland County. - 98 - �,~ I I . I According to City officials, the existing storm water system is currently inadequate in meeting the needs of the City. The existing capacity of the system is deficient and improvement of storm sewer lines is needed community wide. Much of the syste~ dates back to the early-40's and as such, lines are now undersized and cannot accommodate the required flow from existing development. The DPW is continuously maintaining and cleaning the open swale ditches. Flooding problems also exist in the Gamma and Omega Street area, along Appleford Street, and along E. Lake Drive and Leeds Street due to the inadequate size of existing sewer lines. A storm water system ana 1ys is and pl an was recent 1y prepared which provided recommendations for development of future storm water facilities and storm water management, including use of the wetlands for stormwater detention. 1~ Sanitary Sewer Service. The entire City is served by sanitary sewers, although some older residential properties continue to utilize individual septic systems. Walled Lake is a partner with the City of Novi in the operation of the wastewater treatment plant located in Novi on West Road. According to City officials, the existing sanitary sewer system 1ines and treatment capacity are currently adequate to service existing development in the City of Walled Lake. However, the lack of additional sewage treatment capacity may prevent future expansion and additional development in the City from taking place. i I l • l '.J I ' . ' . ·• The City is currently involved in a joint project with the City of Novi for expansion of the existing wastewater treatment plant to provide additional treatment capacity. Expansion of the existing plant is intended to provide enough treatment capacity to accommodate the build-out of Walled Lake and the northern portion of Novi. Sidewalks. In order to provide a ci rcul at ion system that will accommodate pedestrians and bicyclists, the non-motorized modes of transportation, the City of Walled Lake contains a number of sidewalks and safety paths. Concrete sidewalks are located in road rights-of-way throughout the City, and range in size from 3 to 5 feet in width. Most of the sidewalks in Walled Lake are located along Pontiac Trail, W. Walled Lake Drive, E. West Maple Road, and in the downtown area. However, individual segments of sidewalk are scattered throughout the City. Asphalt safety paths within the City are also located in road rights-of-way and range in size from 3 to 5 feet in width. Typically, such pathways are provided in areas in lieu of concrete sidewalks chiefly for their safer construction and recreational benefits. Unlike sidewalks that are constructed in segments with expansion joints, safety paths are continuous and have no dividers. Safety paths in Walled Lake are located along W. Walled Lake Drive, E. Walled Lake Drive, and almost the entire length of Decker Road. The development of sidewalks and safety paths can provide pedestrian and bicycle access to key centers of community activity, such as a school, park, or the City Hall. The location of sidewalks and safety paths in areas where pedestrian, bicycle and vehicle conflicts are prevalent provides added protection for pedestrians and bicyclists. According to City officials, a new sidewalk is - 99 - �n i ,., planned for construction along E. Walled Lake Drive from Fourteen Mile Road to the downtown area. A safety path is proposed to be extended along Ladd Road from W. Walled Lake Drive to W. West Maple Road. Additional sidewalks are also currently being considered along Fourteen Mile Road and portions of Pontiac Trail. The existing safety path along Decker Road is currently under consideration for completion along the entire length of the Road. Sidewalks should be required in conjunction with all new development in the City. The City should consider establishing a program to construct missing segments so as to provide a continuous sidewalk/safety path system throughout the City and to replace sidewalks and safety paths in portions of the City where the existing system is deteriorated. Map 13 illustrates the recommended location for extension of the existing system and construction of new sidewalks and safety paths. In addition, this map identifies the proposed Oakland County recreation path planned along the existing railroad line. A system of recreation paths are planned along abandoned and inactive rail lines throughout Oakland County. I' ' I - i II ~ '·· i . I '. - 100 - �L V ............. _ _ _ __J 21 LL£D LAKE L EXISTING SIDEWALK EXISTING SAFETY PATH PROPOSED SIDEWALK 11111111111- PROPOSED SAFETY PATH ••••••••••• PROPOSED OAKLAND COUNTY RECREATION PATH MAP 13 SIDEWALK & SAFETY PATH PLAN CITY OAKLAND Mg(- OF WALLED COUNTY LAKE • MICHIGAN AhOc:lal.._ lncorp(Hled norffl ~ CooTnuwlyPIWWWIO•UrbMDHlo'I F ~ H i l l.. ~ , I 'J �• II II TRAFFIC AND TRANSPORTATION STUDY EVALUATION AND RECOMMENDATIONS , I f7 ' i r ·, · Summary of Transportation Problems in the City An earlier chapter in this Master Plan identified and documented the major factors contributing to transportation problems in the City of Walled Lake. To reiterate, the major problems are: 1. Lack of Road Hierarchy: There is inadequate separation of local traffic from through-traffic. All major streets serve as both arterials and residential streets. This is an undesirable . situation that deteriorates the adjacent residential environment, contributes to congestion and reduces traffic safety. 2. Through-Traffic on City Streets: A large portion of the traffic flow in the City of Walled Lake is generated by surrounding communities and not by City residents. The City is located in the path of a heavily traveled commuter route serving surrounding communities over which the City has no control. Lack of Road Network: The City's arterial system evolved into a shape of a funnel, rather than a more desirable grid network. Most trips within or through the City are funnelled onto Pontiac Trail. 3. ! . \, 4. Excessive Number of Access Points: Owing to lack of restrictive ordinances concerning driveways and access roads, residents and shoppers can enter the City's arterials almost at any point. This contributes to traffic conflicts, accidents, and congestion. 5. High Volumes of Traffic on Pontiac Trail: The essence of the transportation problem in the City of Walled Lake is Pontiac Trail, in particular its downtown section between E. West Maple and E. Walled Lake Road. This section of Pontiac Trail carries about twice as many vehicles as any other City arterials {about 23,500 vehicles per day in downtown). Much of this flow is through-traffic from surrounding communities. This traffic follows Pontiac Trail due to a lack of alternate east/west and north/south links in the road network. These transportation problems are interrelated. For example, lack of road safety as reflected by the large number of traffic accidents, is a result of a combination of these factors. Large traffic volumes generated outside the City are penetrating local streets and competing with local traffic. The City has no effective means to reduce this outside traffic. The lack of a developed road network forces even more traffic than would have been anticipated under network conditions onto collector streets, and "converts" them into arterials. There is no separation of local traffic from through-traffic on these roads. The problem is further aggravated by the lack of local control over access points (driveways) onto the road system which is dominated by through-traffic. - 102 - �• r' ' I I \ n !. r~ I I I. r -- j r I i, Proposed Alternative Actions Overview The transportation problems in the City of Walled Lake are in a large part due · to traffic generated outside the City, over which the City has no effective control. Changes in land use inside the City are expected to have only marginal impact on the overall traffic generation and traffic flow on the roads in the City. Thus, in order to improve traffic circulation and road safety conditions in the City of Walled Lake, the consulting team evaluated a set of alternatives which would improve the channeling of through-traffic. These actions, described below, introduce links into the road network which are intended to divert traffic from existing roadways, and allow for a more efficient traffic flow throughout the City. In addition, the development of a "collector" road system on currently undeve 1oped parce1s of land and the adoption of more restrictive driveway ordinances by the City would enhance the effectiveness of these alternatives. The expected impact of this set of alternatives was evaluated using a transportation network computer model (QRS-II} developed by the U.S. Department of Transportation. The impact _of more restrictive ordinances concerning driveways and collector road system cannot be modeled accurately. However, experience has shown that if adopted they would enhance traffic safety. Recommendations To Improve Traffic i - The following alternative actions were evaluated using a network computer model. These actions are not mutually exclusive. Each alternative was modeled and evaluated separately as well as in combination with other alternatives. 1. Construct a Maple Road Connector \ l_ r - ! -~ ,' ,_ In this alternative, a three lane Maple Road Connector between the intersection of E. West Maple Road and Pontiac Trail on the east, and the intersection of W. West Maple Road and Ladd Road on the west is proposed. The purpose of this Connector is to provide for a direct east/west link, and reduce the pressure of through-traffic on Pontiac Trail. The Connector will consist of one lane in each direction, with a middle turning lane. The Maple Road Connector will enhance the road network by providing a east/west link in the City. The only discontinuity of Maple (Fifteen Mile) Road, between Kensington Metro-Park in the west and St. Clair Shores in the east, is in the City of Walled Lake. - 103 - �, • 2. i This alternative calls for increasing capacity on the downtown portion of Pontiac Trail, between E. Walled Lake and Coe Railroad. It is proposed that t his section be widened to five lanes, from the current four lanes. The additional middle lane would be used as a turning lane. It is estimated that this arrangement could increase the capacity of this section by 15 to 18 percent. In addition, this turning lane is expected to improve traffic safety. I r Owing to regional historical travel patterns and existing land use, it is estimated that Pontiac Trail will continue to serve as the major arterial and focal point within the City in the future, even if some traffic could be redirected to other arterials. This portion of Pontiac Trail will continue to serve as the spine of Downtown Walled Lake. Frequent access and egress trips by local shoppers, general local traffic, and regional trough-traffic are expected to dominate this strip. I l ', ,.. !l , I Increase Capacity on Pontiac Trail ' The new turning lane would help to reduce conflicts between the through-traffic drivers, who wish to pass through quickly, and the local shoppers and residents, who need to make turns and stops. 3. I, I . i l l , Close E. Walled Lake Road to Through-Traffic E. Walled Lake Road surrounding the lake is a narrow road which- abuts residential, commercial, and recreational land. The City of Novi, which has jurisdiction over the southern portion of E. Walled Lake Road, between 14 Mile and 13 Mile Roads, is in the process of closing it to through-traffic within it's city limits. When Novi closes off its portion of the road, south/north traffic diverted from E. Walled Lake Road in Novi could enter E. Walled Lake Road in the City of Walled Lake, via Decker and 14 Mile Roads. Closing E. Walled Lake Road in the City of Walled Lake to through-traffic would be a complementary action. Furthermore, this action would also convert E. Walled Lake Road back to its original function as a collector roadway. Thus, this alternative calls for closing E. Walled Lake Road to through-traffic approximately at its intersection with 14 Mile Road. E. Walled Lake Road will be closed to north/south traffic at the boundaries of the City of Walled Lake with the City of Novi (at 14 Mile Road), and to east/west traffic at the intersection of Decker and 14 Mile Roads. It is expected that the south/north through-traffic that is currently using E. Walled Lake Road would be re-channeled to Decker Road. The east/west traffic will be diverted via Decker Road to E. West Maple Road and the proposed Maple Road Connector, onto W. West Maple Road. It is also expected that some of this through-traffic would be diverted onto the proposed Haggerty Road Connector east of the City of Walled Lake. - 104 - ' \, ii �, • 4. (: i I r --, Extend S. Commerce Road Southward to Intersect E. West Maple Road This action calls for extending S. Commerce Road southward past its intersection with Pontiac Trail to E. West Maple Road. The extension, like the rest of S. Commerce Road, would be two lanes. Currently, S. Commerce Road feeds and receives traffic from the Pontiac Trail funnel. This extension could distribute some of the traffic, which would otherwise use Pontiac Trail, onto E. West Maple Road. It would also help to build the desired road network by adding a north/south link. Furthermore, this link, connected to a new "collector" would open the triangular land parcel north of Coe Railroad, between Pontiac Trail and Decker Road for development. The new collector would facilitate the development of a road hierarchy in the City. I1 .., Evaluation Methodology Overview The four alternative actions to re-channel through-traffic in the City and provide for a more efficient circulation were evaluated with the aid of the QRS- II network-based computer program, deve 1oped by the U.S. Department of Transportation. With the aid of the QRS-II program, the consultant estimated the traffic volumes on the City's arterials resulting from each proposed action. The impacts were estimated in terms of Average Daily Traffic (ADT) separately for each proposed action, and for combinations of proposed actions for two time periods - the present or Base Year, and the future (2010). The input for the present or Base Year conditions was based on information provided by the City of Walled Lake and from the latest traffic counts available from the Oakland County Road Commission (OCRC). Most of these traffic counts were made between 1987 and 1989. Because no major changes occurred in the regional transportation system between 1987 and the present (1989), these data are considered a good approximation for present or Base Year conditions. The year 2010 was selected as a medium-range future point. Experience has shown that a 15 to 20 year time period is the maximum for which estimates could be made with reasonable degree of confidence. Also the year 2010 is the "design year" for the Haggerty Road Connector - the most important transportation improvement project in the vicinity of the City of Walled Lake, and the one with the most profound impact on traffic in the City. It is expected that by 2010 all of the recommended changes in land use in the City, and consequently changes in trip generation, would have been fully realized. On the following pages, estimates are presented in both tabular and in "width-band" graphical forms, and compared against the "bench-mark" of the Base Year daily traffic volumes. Then, the impacts and consequences of the estimated traffic volumes resulting from the proposed actions are discussed, and recommendations are made. - 105 - �, ■ r- t 1· The Computer Hodel The computer model used in this analysis is the Quick Response II (QRS II), prepared for the Federal Highway Administration (FHWA), U.S. Department of Transporta~ion, and distributed by AJH Associates of Milwaukee, Wisconsin. I' I' The QRS-11 is a micro-computer program for forecasting impacts of urban development on highway systems and of highway development on travel patterns. QRS-11 employs a state-of-the-art set of theories and models which are comparable, for the most part, to main frame computer programs such as the Urban Transportation Planning Systems {UTPS). QRS-11 uses the established modeling sequence consisting of Trip Generation (Trip Production and Attraction), Trip Distribution, Mode Split, Conversion of Person Trips to Vehicle Trips, and Traffic Assignment. l ..: The original QRS was first introduced in 1978 as a set of manual procedures to estimate impact of changes in land use on the highway system {and vice versa) in a National Cooperative Highway Research Program (NCHRP) Report by the Transportation Research Board of the National Research Council (NCHRP, 1978). In 1981 the FHWA released the first micro-computer version of QRS, the QRS-1, which simply adapted the manual calculations for micro-computers. f . I i QRS-11 is an entirely new and updated implementation of the original QRS. The main difference is that QRS-11 has become a network-based computer package with a General Network Editor {GNE). The GNE allows the user to draw a transportation network on a computer screen, add descriptive and numerical information to each node and link on the screen, and edit the data as necessary. The combination of the GNE with established modeling procedures makes the QRS-11 a powerful and convenient analytical forecasting tool. The "short-cuts" that QRS-11 uses {and hence the term "quick" response) are that it employs fixed matrices of production and attraction rates (based on national averages) for three trip purposes: Home-Based Work (HBW) trips, Non Home-Based Work (NHBW) trips, and Non-Home-Based (NHB) trips for four categories of population of metropolitan areas {<100,000, 100,000-250,000, 250,000-750,000, and >750,000). It also employs matrices of auto occupancy rates and distribution parameters for "trip-distribution" based on these three trip purposes and four sizes of metropolitan areas. The various rates used in this analysis are included in the Appendix. The Network Hodel: Zones, Nodes, Links, and External Stations L. I I J . ' L.. The QRS-11 is a zonal simulation model. The study area (i.e. The City of Walled Lake) is divided into sixteen transportation zones. Each zone is represented by a centroid, which is a profile of the average socio-economic characteristic of that zone, translated by QRS-11 into vehicle trip production and attraction rates. Traffic from outside the boundaries of the study area is generated by external stations (i.e. Haggerty and Maple Road). The model includes a transportation network consisting of major arterials in the city (i.e. Pontiac Trail, Maple Road, Decker, etc.) Each section of an arterial is bounded by two nodes, and is called a link. Centroids and external stations - 106 - �I ~ -I ---- :---J -7 i~-:·:7 - - 7 ,\ ' LEGEND Zone Boundary @ Zone Number 3Q _ i ! ~'-./,...,....- TRANS PO RT ATION ZONES CITY OF WALLED,._~~ LAKE ....,... ,,..,....,.__ ...,......._..._.,... cH,- McKENHA ASSOCIATES, IHCORPOAATt:D •"'"""""''""""'"" fwmtngton Nit llttoon .. ,19n tnk:hi8an • OAKLAND COUNTY • MAP 14 MICHIGAN m..nn ,- �Ill l ~ .:7 ,)) ~j .----""' .. J ---,..J • ,_7 ,--." ' j LEGEND link Centroid Connector ® - Zone Centroid External Node 119Qll - ,.@. . . . . . ........ ,,, ...... ,, . ; , .., 27 11>\.t.••··'J.tc,,.. , 1,1-at =~--LL.; :3 6 LL{O i IIII ,.....I,I....b:o t ~ . •"' I i Irun L~K{ ~-'J!J.: i ! ~ TRAFFIC IMPACT ANALYSIS CITY OF WALLED ..,...LAKE "·"'·•.._...... WcKE~A ASSOCIATES, IHCORPORATIED cOfflfflUnlly ~ urb.., dH~ ,.,-rNr\glon hlla mlcNgan ........ f,.,....-,,1.1_,. AftatrMe ,._. ......... cht."" • OAKLAND COUNTY • MAP 15 MICHIGAN lJlfl- n .-- - ·.1 �,. • co ,- r I I I I '· , ci ·. i . I • lL I • 0 >- <(~ _Ja: 350 OS zl- - ' I r r tr ... •-1 .- y ■ I • J • .. I I . • -.. I I. ww wZ a:w OJ: Cl)f- �, ■ ,i ' are connected to the network by a "simulated link" called centroid connector. If the network is built to scale, QRS-11 computes travel time on each link. l- r- COMPUTER MODEL INPUTS AND OUTPUTS 1 Required Inputs: Zones - (1) Household income, or (2) Auto ownership, (3) Retail Employees, (4) Non-Retail Employees, (5) Housing Units, and (6) Intrazonal Travel Time. External Stations - {l) HBW Production, (2) NHBW Production, (3) NHB Production, (4) HBW Attraction, (5) NHBW Attraction, and (6) NHB Attraction. Node - Type (real, imaginary, with or without penalty at intersection, centroid etc.). Link - Type (one-way, two-way, real, imaginary, etc.). Optional input includes speed, travel-times, and capacity (vehicles/hour/per direction). Outputs: r, The outputs of the QRS-II model include directional ~olumes on each link, turning movements, production and attraction volumes at each traffic zone, minimum paths, etc. The output sought in this analysis was daily traffic volumes on each link. For detailed information on QRS-II see NCHRP Report 187,(NCHRP, 1978) and the QRS-II Reference Manual, Version 2.3.l and GNE, Version 2.6 (AJH Associates, 1989). Application of Model to Walled Lake The Walled Lake Network The base QRS-II model of the transportation system in the City of Walled Lake Consists of: I !,_ ' . 16 8 88 74 Transportation Zones External Stations links Nodes The boundaries of the 16 transportation zones and the 8 external stations are shown on Map 14. An outline of the road system used in the model network is provided in Map 15, and a screen image of the network is shown in Map 16. The model was drawn to scale, at 96 pixel per mile, so the QRS-II could automatically compute travel time on each link. - 110 - �, • r. The definitions of traffic zones, centroids, and external stations remain identical under all of the alternatives that were evaluated. The number of links varies slightly from alternative to alternative, since connectors and extensions are modeled as links and their addition or exclusion changes the total number of links in a particular run of the model. As noted earlier, the model was used to evaluate impacts of the following actions: 1. 2. 3. 4. L. Construction of the Maple Road Connector Increased capacity on Pontiac Trail Closing E. Walled Lake to through-traffic Extension of S. Commerce Road to intersect with E. West Maple Road Also, the impacts of various combinations of these actions were evaluated. Traffic volumes resulting from these proposed actions were obtained for the Base Year and future (2010). Inputs 1. Zones Base Year. (1987): The following were the inputs sources for the base period Production/Attraction Rates. The model used rates based on national averages, for a city with population up to 50,000. These rates apply to trip production, attraction, car occupancy, and trip-distribution parameters. All rates and parameters used in this analysis are listed in the Appendix. Socio-Economic Characteristics ''· ' . Housing Units - The City of Walled Lake Building and Community Development personnel provided the consultant with estimates of the number of units in multiple housing projects (apartments and condominiums) by each traffic zone. The number of single family units in each zone was estimated by examination of the City zoning map. Employment (Retail and Non-Retail) - The City of Walled Lake Building and Community Development personnel provided the consultant with estimates of the number of retail and non-retail employees in each traffic zone. Income - Income per household, in 1980 dollars, was derived from the 1980 Census of Population, Block Statistics. Auto Ownership - QRS-11 estimated auto ownership internally, based on user-supplied household income. - 111 - �The Future - Year 2010. 2010: I The following changes were assumed for the year Hous i nq and Emo 1oyment. Changes were derived from estimates by McKenna Ass.ociates Inc. for the revised Master Plan. Overall change in intensity of housing and employment is expected to be relatively small. Employment and housing is estimated to remain the same for the year 2010 in 11 out of the 16 zones. • The more significant growth is expected to occur in zones 2, 6 (north of the Coe Railroad, between Ladd and Decker Roads), and in zone 7 (west of downtown, including expansion of Textron and the development of an industrial park). Otherwise, the situation will remain quite the same. 2. External Stations Base Year Average Daily Traffic (ADT) information was converted into daily trip productions and attractions, in vehicle-trips, for the three trip purposes: Home-Based Work (HBW), Non-Home-Based Work (NHBW), and Non-Home-Based (NHB). The ADT information was based on OCRC traffic counts, whenever possible, or derived from 1989 intersection turning counts collected by the consultant. Time-of-day distribution of trips (AM and PM peak, midday, and evening and night) was based on available hourly distributions from the OCRC traffic counts. Table 28 shows the time-of-day distribution by trip purpose. TABLE 28 TRIP PURPOSE DISTRIBUTIONS BY TIME-OF-DAY Time Period AM Peak PM Peak Base (midday) Evening/Night % HBW % HBNW % NHB 90 75 10 10 10 13 45 70 10 12 45 20 HBW = Home Based Work HBNW = Home Based Non-Work NHB = Non-Home Based - 112 - �The Future - Year 2010. Trip production and attraction of the external station for the base year were expanded to account for future growth in intensity of land-use, and consequently in traffic surrounding Oakland County ¼ommunities. ,.-- . ( ! ' l The growth rate was adopted from estimates developed by the Draft Environmental Impact Study (DEIS) for the Haggerty Road Connector (MOOT, 1989). It was assumed that the relative distribution of vehicle-trip production and attraction for the three trip purposes (HBW, HBNW, NHB) for each external station will remain unchanged. ... I At this time it is not clear whether the Michigan Department of Transportation will select the Haggerty Road Connector alternative which generally follows the existing alignment or which follows a new alignment west of the present Haggerty Road. (See previous Traffic and Transportation Inventory chapter for discussion of the Haggerty Road connector alternatives.) Therefore, the average of the growth rate estimates from these two alternatives has been used to estimate the increase in traffic on Pontiac Trail and E. West Maple Road. ,., I • I The estimated growth for Alternative 1 of the Haggerty Corridor Study, namely the "no change from the present" was used for the other extern a1 stations. This growth is attributed to increase in intensity of land use in the vicinity of the Haggerty Road corridor, and not to the improvement on Haggerty Road itself. I. Table 29 shows the estimated changes in ADT's, and the corresponding growth ratios, adopted from the DIES for Haggerty Road. 3. Links I • The road capacity of City links followed, in general, the Highway Capacity Manual (Transportation Research Board, 1985) guidelines for urban arterials at approximately Level of Service (LOS) "C." The consultant assumed these capacities: , a. 550 vehicles/hour/direction on a two-way two-lane street . b. 1100 vehicles/hour/direction on a two-way four-lane street (e.g. Pontiac Trail in downtown) c. 700 vehicles/hour/direction on a two-way, three-lane street (e.g. E. West Maple Road) d. 1300 vehicles/hour/direction on a two-way five-lane road (e.g. improved Pontiac Trail in downtown) In addition, the model assumed a system-wide average travel speed of 20 miles/hour, and a penalty of .25 minute for a left turn . - 113 - �TABLE 29 I ' AVERAGE DAILY TRAFFIC (ADT) IN . THE HAGGERTY ROAD CORRIDOR 1987 AND 2010 , . ' : t, 1987 2010 Growth Ratio AND MAPLE Maple (Alt 3)* Maple (Alt 4)** Maple (Ave. of Alt 3 & 4) 18,100 18,100 18,100 26,600 31,600 29,100 1.47 I. 74 1.61 Pontiac Trail (Alt 3) Pontiac Trail (A 1t 4) Pontiac Trail (Ave. of Alt 3 & 4) 13,400 13,400 13,400 21,800 35,400 28,600 1.62 2.64 2.13 NORTH/SOUTH ON HAGGERTY (ALT 1) 12 Mile to 15 Mile 15 Mile to Pontiac Trail Pontiac Trail to Richardson 26,100 24,400 22,400 41,700 37,900 35,800 1.60 1.58 1.60 CROSSROADS (ALT 1) 14 Mile 15 Mile Pontiac Trail 18,000 18,100 13,400 31,200 31,400 23,300 I. 73 1. 73 I. 73 PONTIAC E. West E. West E. West .. I * Alternative 3 - Haggerty Road follows existing alignment ** Alternative 4 - Haggerty Road follows new alignment, west of the existing road Source: DEIS Haggerty Road, Tables 1-1 to 1-4, pp 1-9 to 1-12. Assignment The traffic assignment module of the QRS-II assigns vehicles trips to each link. In simple terms, the objective of the assignment model is to load the trips onto the network in a way that will minimize the travel time of each trip in the system. The specific model used in this analysis is the "Iterating Capacity Restrained" version of the "Equilibrium Traffic Assignment." "Capacity Constraint" refers to the incorporation of congestion and road capacity into the model. When the system is in equilibrium, travel time between any two centroids on alternate routes is equal (and there is no apparent reason to prefer one route to the other). The equilibrium solution is obtained through an interactive procedure. A 10 iteration assignment process was used, and the capacity/volume parameter was set to a level which simulates congested conditions. - 114 - �Calibration The first step, prior to forecasting traffic volumes associated with each proposed action, involves the calibration of the model. The model was calibrated to match its output of average daily link-volumes with the base year . daily traffic volumes. The calibration allowed for a tolerance of up to 15 percent between the base year volumes and the model results. However, this difference in the final calibrated model was less than 10 percent on most links. In other words, the calibrated model replicates the base year traffic conditions to within 10 percent, which is a very reasonable model fit. Model Results for the Proposed Actions Overview The computer model provides Average Daily Traffic volume (ADT) estimates for the major arteria 1 1inks for each of the proposed actions and for their combinations for the Base Year and for 2010. Results for the separate actions for Base Year and 2010 are presented in Tables 30 and 31. Results for combinations of actions for the Base Year and 2010 are presented in Tables 32 and 33. The results of several alternatives are also presented graphically in "band width" maps. The impact of the alternative actions for the Base Year illustrate what the transportation system would be like if these improvement were in place right now. Results for the year 2010 illustrate what the impact of these improvements would be twenty years from now, after the transportation system adjusted to these and other changes in the region. The left column of Tables 30 through 33 lists the name of the link for which ADT's were estimated. The next column gives the Base Year traffic volumes derived from the latest actual traffic counts by the OCRC. These volumes are shown graphically on Map 4 and are set forth in Table 19, presented earlier in this document. These values of ADT provide the benchmark for comparison with the traffic volume estimates produced by the model. The subsequent columns in Tables 30 through 33 display the model results for the various alternatives. ' . The measure of comparison of the ADT for each link and its value for the Base Year conditions is given as the ratio of the estimated ADT to the "bench-mark" Base Year ADT. This ratio is shown in the second column of each table, and is labelled "Ratio to BY". An overall impression of the impact of an alternative action can be easily made by examining the "Ratio to BY" figures. A ratio of 1.00 implies no change compared to the present. A value above 1.00 indicates an increase in traffic over the Base Year conditions; the decimal places give the percent growth. A value below 1.00 indicates a corresponding decrease in traffic volume on the link. It should be noted that a change in the range of -10 percent to +10 percent could be attributed to modelling error, and not necessarily to real change. - 115 - �Impacts of the Separate Actions The impacts of the proposed actions on traffic volumes is summarized below. Details for each link are shown in Table 30 for the Base Year and in Table 31 for year 20l0. Maple Road Connector t ' '' I ' ' I. i ' ' The estimated ADT's upon construction of the Maple Road Connector for the Base Year are shown in Table 30 and Map 17. The most important change is that the Connector is estimated to carry 12,208 vehicles per day. Most of these trips will be diverted from Pontiac Trail between W. Maple Road and E. Walled Lake Roads. Traffic on this section of Pontiac Trail will be reduced by a third, from 32,565 to 15,760 ADT (ratio of 0.67). Other changes related to this improvement are: 1) a reduction of approaching traffic on Pontiac Trail, between S. Commerce Road and Maple Road, from 19,677 to 16,035 (ratio of 0.81); 2) reduction of traffic on W. Walled Lake, between Pontiac Trail and Angel Street from 9,139 to 6,951 (ratio of 0.76); and 3) a slight increase in traffic on E. West Map 1e Road, about 13 percent , between Decker Road and Pontiac Trail . Slightly more traffic will be attracted to E. West Maple Road because of the direct east/west route provided by the Connector. Pontiac Trail between S. Commerce Road and E. Walled Lake Road is the most critical segment according to the Base Year traffic volumes, accident reports, and Level-of-Service analysis. This section of Pontiac Trail had the lowest Level-of-Service in the City. Thus, reducing traffic volumes by 24 percent on Pontiac Trail between S. Commerce Road and Maple Road, and by 33 percent between Maple Road and E. Walled Lake Road, would be very beneficial. This would reduce congestion, and improve the Level-of-Service and highway safety. Table 31 shows that by the year 2010, without the Maple Road Connector or any other road improvement, traffic on Pontiac Trail from E. West Maple Road to E. Walled Lake Road will increase by 38 percent. In contrast, if the Connector is constructed, the traffic on the same segment of Pontiac Tra i 1 wi 11 remain virtually at the present level . This indicates that Maple Road Connector is highly desirable. Widen Pontiac Trail in Downtown to Five Lanes Widening Pontiac Trail between E. Walled Lake Road and Coe Railroad would increase the capacity of the road by 18 percent. Including this change in the model yielded only slight variations from the ndo nothing" alternatives for both the Base Year and the year 2010. The reason for this is that the model is not very sensitive to small changes in capacity constraints. The ADT results are almost the same as for the Base Year conditions and the do-nothing conditions in 2010, and are not shown in the tables. Nevertheless, the extra turning lane is highly desirable for reducing congestion and traffic accidents on segments where volumes are presently approaching capacity during the peak period, and are expected to grow in the future. The extra lane will improve the Level-of-Service on this segment of Pontiac Trail. Hence it was included in the analyses of proposed combined actions. - 116 - �,_.. ...... -- -- - I.. I .... ) ---~ . j :-7 ~ TABLE 30 IMPACT OF PROPOSED ACTIONS ON AVERAGE DAILY TRAFFIC VOLUMES (ADT} ESTIMATES FOR BASE YEAR INDIVIDUAL ACTIONS Maple Connector Bas:e ACTIOt~ '(ec1r (BY) _____ -----------PONTI AC TRAIL ...... ...... " to BY ------------ ---------- __________ _,. ADT to ElY AOT to BY 10532 10826 16035 ' 15760 -13891 0.92 1.08 0.81 0.67 0.98 10730 12775 17313 27101 15009 1135:3 1265:3 1265:3 139€:6 14350 14350 122(18 1.23 1.13 1.13 13394 18577 na na 10611 913'1 . 10471 0.99 0.76 4349 12927 0.41 6961 14 Mi le t.o E. West Mc1pl,aa 14502 Maple to P. Trail 10896 P. Tr.ail to S. Commerce 7838 116Sl9 11617 asea 0.81 1. 07 1. 13 18917 11552 8347 1.30 1.06 r,a 96=:5 na 0.96 na 10426 S. Co,nmerce to Pontiac Mai:,l e Conne,:tor n.3 Ratio Ratio Ratio 11451) 10015 196TT 2::565 14221 E. ~JEST MAF'LE l~e le h to De,:ker Decker to S. Com,nia-rce- E:i<tend S. Coa1Mt=rceto Maple TraPf'ic: LIN~: Welch to Oe-:ker Decker to s. CommerceS. Co,nrnerce to Maple Maple to w.lled Lake Wal led Lake to Sh,::,rel iM• Clos&E. ~Jal ld Lk to Thro1J9h 18577 0.94 1.28 0.88 1. 15 1.06 1. 18 1.47 1.47 na ROT _... 10674 11546 12314 25276 15228 0.93 1. 15 0.63 1.07 1.07 13722 13168 16843 1.21 1. 04 1. 33 N na W11LLED LA~:E . 14 Mile to P. Trail P. Tr~il to Angle 1.41 10489 13476 0.99 1.47 11373 9966 7849 0.78 0.91 1.00 9502 10920 1.09 DECl<ER S. CC1MMERCE Extension <Maple to P. T na P. Tr.ail to Decker 10001) rt 1.06 na 1.04 na --.J ,... ·-1 �-_-.-:-7 j TABLE 31 IMPACT OF PROPOSED ACTIONS ON AVERAGE DAILY TRAFFIC VOLUMES (ADT) ESTIMATES FOR YEAR 2010 INDIVIDUAL ACTIONS Ba!:e ACTIOH '(e;.,r <B'r') Lrn~~ -------------P0HTIAC TRAIL ...... ...... 00 We le h to De,:ker Decker to S. Commerces• . Co111merce to Maple Maple to Walled lake Wal led Lake to Shorelin•~ FtDT YR 2010 With H,, Ct-,ange in R,,ad Sy:;tem in City of w.alled Lake Ratio to BY A0T ------ -----------11450 1(1015 151677 2::565 14221 Maple Connector AOT 1,16 1.38 1.52 17168 14462 23490 23026 19'~19 1.44 1.44 Ratio to BY ACIT ":atio to BY ---------- ---------- ----- 144E,8 ·22011 .326::0 216(12 16519 Clos~ E. w.allcl lk tc, Thruc,g h Traffic: 1.5(1 1. 44 1,19 0.9E: 1.40 16753 16675 23578 ::22:27 ~:1346 E>,tend S. Commerce to Maple Rcati,, to ____ B'l' _,. ________ _...., AOT 1.46 1.67 1.20 1.37 1.50 1€,340 1€,042 1926'3 . 34037 21710 1.43 1.60 0.'38 1.44 1.53 1.86 1.91 1.91 1. :39 1.57 1. '32 na 21414 1s1a9s 24361) n.:11 E. ~JEST MAPLE Welch to De,:ker Decker to S, Cc,mmerceS. Cornmerce to Pontiac Maple Conne,:tor- 1135:3 1265:3 1265:3 n-:11 21310 207E:7 207E:7 1.88 1.64 1,64 r,a 22301 22146 22146 1. 9€, 1. 75 1.75 na 15635 nc1 ~:1078 24162 24162 na WALLED LA~:E 14 Mile to P. Trail P, Tr.ail to Angle 10611 9139 . 162(16 193E:3 1.53 2,12 15773 11508 1.49 1. 2E, 5451 19162 0.51 2.10 lE,320 21711) 1.54 2.38 0EO:ER 14 Mile to E. West Me1plti 14502 t1apl1t to P. Trail 10896 P. Tr.ail to S, Com,ner·ce 783:3 15234 155=:2 1207'3 1.05 1.43 1,:54 14791 16509 12172 1.02 1.52 1.55 2031)0 15302 12194 1.40 1.40 1.56 15563 1'.::843 11578 •- 1.0? 1 ..,., 1 .48 S. COMMERCE Exten:;ion <Maple to F·. T na 1(1()00 P, Tr-3i l to Decker r,a 13292 na 1.33 na na 1. 31 na 13800 na 13071 1.38 15162 14577 1.46 na • .... I na ---·,J �r •~-- [ \ r· . - ; --] ,·--7 ,-- -··-, '"7 :=--7 LEGEND lii'l):i:!iiMi1\I\\@\~\l 10,000 Vohlclo~Day "''"''' .... ..... ' ...27 ,., ]6 BASE YEAR ADT WITH THE MAPLE ROAD CONNECTOR CITY OF WALLED LAKE lloKEHNA AISOCIATEI, INCORPORATED oOfflfnLWltlw ~ I nan dH~ f.,-.nlnttonhllt 11\khlgM ... ....,. "--'"• A.Ned, .... ,,..,.,.....A,,........ Alwit,.., .,.,_ , • OAKLAND COUNTY • MAP 17 MICHIGAN lJlJl - n .-- �, ■ i. l ,· Close E. Walled Lake to Through-Traffic Table 30 and Map 18 show the estimated traffic volumes in the City if E. Walled Lake was closed to through-traffic this year. Table 31 gives the estimated ADT as a resul t of this closure in 2010. The assumptions of the model for the Base Year and for 2010 are slightly different. For the Base Year the model assumed that the E. Walled Lake through-traffic would be diverted to an adjacent nearby route, such as Decker Road. By year 2010, it was reasoned, other routes would be found and the potential through-traffic would be distributed throughout the road system and not all onto Decker Road. The model results show that the greatest impact of the E. Walled Lake Road closing will be, as expected, a dramatic reduction in traffic on E. Walled Lake Road from 14 Mile Road to Pontiac Trail. It is estimated that this reduction would be 41 percent in the Base Year and 51 percent in 2010. In other words, this action would reduce traffic from more than 10,000 ADT to 5,000 or less, and succeed in converting this street to a local "collector" rather than a regional arterial. i. However, this proposed action will have negative effects on other segments of the road system in the City. Because of regional traffic patterns which result in east/west traffic throughout the City, the closure of E. Walled Lake Road will result in diversion of traffic, first to Decker Road (14 Mile Road to Maple Road) and then to E. West Map 1e Road (S. Commerce Road to Pontiac Trail ) , Pontiac Trail (Map 1 e Road to E. Wa 11 ed Lake Road), and back westward to W. Walled Lake Road (Pontiac Trail to Decker Road). The increase of traffic on these road segments in the Base Year would be 30 percent on Decker, 47 percent on E. West Maple Road, 15 percent on Pontiac Trail, and 47 percent on W. Walled Lake. By the year 2010, the increase of traffic on these road segments is estimated to be 40 percent, 91 percent, 37 percent, and 110 percent respectively. Even though this proposed action is desirable as far as E. Walled Lake Road is concerned, the estimated traffic volumes are too large for either Decker, West Maple, or Pontiac Trail to carry at their present configurations. The ADT on Decker Road between 14 Mile and Maple Roads would increase to about 19,000 in the Base Year, and to 20,000 in 2010. Decker Road currently carries 14,502 vehicles. Widening of Decker Road to three or four lanes from its present two lanes would be required. Similarly, widening of E. West Maple Road to four lanes would be required if traffic increases from the current 12,658 to 24,162 in 2010. i I I ',. Because of the estimated large increase in traffic on nearby roads resulting from the closure of E. Walled Lake, it is recommended that this alternative not be implemented alone. If implemented, this closure should be part of a larger strategy, involving other recommended actions. Extend S. Convnerce Road to E. West Maple Road This action is part of the recommended strategy of building a more complete traffic network in the City. It would have the added benefit of opening up the triangular area north of Coe Railroad, between Decker Road and Pontiac Trail, - 120 - �r-· r-----~ f l I I '<- ~ - ---II---~- - - --:--1 r··:7 C-::7 -------, J +-- - - - - l LEGEND i! i! i! I Ii! !i !ii'!!' ll: 10,000 Vehicles/Day ;1!! ~~ ~ JLJ( .;:~::: rr ri~t//1,· I CD "'-~ & ,/ 36 I l 4~E ·11~ BASE YEAR ADT UPON CLOSURE OF E. WALLED LAKE DRIVE CITY OF WALLED LAKE ,._.,.,_,.......,....., .... McKENNA AS.SOCIATE&, .. COAPOAATEO communHy plfnntng urbtn de•91 ,.,m1ng1on NI• rnlc~an T,w+.,..,-.01-~ ,._A,,._,...,,... • OAKLAND COUNTY • . MAP 18 MICHIGAN lfU7U .-- - ·- �, • for development. The objective is to complete this link of S. Commerce Road, and connect it to a new collector in the triangular area, as part of a strategy for developing a road hierarchy. {; I l . l l - It is estimated that if the S. Commerce Road Extension was in place now, it would carry ,9,502 vehicles per day. In the year 2010 the AOT is estimated to be 15,162. At the present time, this extension could reduce traffic on Pontiac Trail between S. Commerce Road to Maple Road by 37 percent, and divert it onto Maple Road between S. Commerce Road to Maple Road, resulting in an increase of 33 percent on this link. Other impacts would be relatively small. Impacts of Combined Actions t. ' i I l . The individual actions cited above were combined together and evaluated by the computer model for the Base Year and 2010. Since there are 10 possible combinations of the 4 actions and since the analysis of the individual actions identified the Maple Road Connector as having the most positive impact, all combinations tested included the Maple Road Connector. The combinations tested are: 1. Adding the Maple Road Connector and widening Pontiac Trail between Walled Lake Road and the Coe Railroad to 5 lanes. 2. Adding the Maple Road Connector, widening Pontiac Trail and extending S. Commerce Road to E. West Maple Road. 3. · Adding the Maple Road Connector and closing E. Walled Lake to throughtraffic. I, ' 4. Adding the Map 1e Road Connector, widening Pontiac Trail , extending S. Commerce Road, and closing E. Walled Lake Road to through-traffic. Table 32 shows the Base Year AOT on the major road segments in the City. resulting AOT values are compared to the Base Year values. I I \ . The Examination of the results for the Base Year shows that constructing the Maple Road Connector and widening of Pontiac Trail produces extremely good results. Traffic volumes will be substantially reduced on Pontiac Trail. Additionally, the turning lane on Pontiac Trail will enhance the Level-of-Service and traffic safety. Adding the S. Commerce Road Extension to the above two actions does not significantly change the estimated traffic volumes on the major road segments in the City. The merit of this action is in opening up an area of the City for development and for improving local circulation. The combination of the Maple Road Connector and the closing of E. Walled Lake Road to through traffic will produce an increase of traffic in the eastern part of the City on Pontiac Trail, E. West Maple Road and Decker Road. The benefits. of this combination are not as great as from the previous two combinations when traffic volumes are considered. The chief merit of this solution is that it changes the function of E. Walled Lake Road to that of a collector street. - 122 - �0 - -7 ft TABLE 32 --- IMPACT OF PROPOSED ACTIONS ON AVERAGE DAILY TRAFFIC VOLUMES (ADT) ESTIMATES FOR BASE YEAR COMBINED ACrtONS AC:TIOH Bas:e 'teer M.31ple, C,:mne-ct,,r &: J.lidei1 P. Tr·ail Maple Connector ec Widen P. Trail Ix Extend S. Co1T1merce Maple Connect.or Ix Clo:3e E. I.Jal 1ed Lk <B'r') LmK I--N w -----TRAIL POHTIAC Uelc:h to DeckerDecker to S. Commerces. Commerce to Maple Maple to Walled Lake· l~alled Lark~ to Shoreline E. I-JEST MAPLE l~elch to De,:kerDeck er tc, S. Cc,m merceS. Co111(ner-ce to Pontiac Maple Cor,nea:tor· AOT Ratio to BY ------ ----------11450 10015 1~6n 2:::565 14221 10269 10758 16006 16110 13709 0.90 1.07 0.81 0.68 0.96 ADT 1056::: 1168€, 13291 163U:, 1391 ~· 0.92 1~17 0.68 O.E,9 0.98 1.23 1.04 1.33 na o.n 1.08 3734 6333 0.35 0.69 3802 6239 0.36 0.68 181347 111372 8657 1. 3(1 1. 09 1.10 18747 7785 0.74 0.90 0.99 7823 1.29 1.21 1.00 8731 10959 na 1. 10 na 10467 na 1.05 10085 11819 1.18 0.99 0.78 11484 7054 DECKER 14 Mile to E. West Mapl~ 14502 Maple to P. Trail 10896 P. Tr.ail to S. Commerce 783:3 11659 · 117E:9 88€:3 o.ao 1068(1 na 10765 1.20 1.53 1. 68 10493 7141 0.96 to 8'( ----------- ------------- 135"30 19310 21282 12627 10611 9139 na Ratio 1.18 0.1€, 1. 55 na 96::t3 ADT 13438 1•,72 19572 12•,10 13932 1316€1 16891 1182E: COMMERCE Extension <Maple to P. T · n.a P. Tr-.aiil to Oec:ker 10000 Ratio to BV 1091)2 13361 14939 18864 13462 1.25 1.14 1.14 s. FIOT 0.94 1. 30 0.9(1 O. 7E: 0.94 14254 ·14434 144:::4 11929 1.08 1. 13 R.atio ti:> BY ------♦------- 11358 12653 12658 n.a WALLED LAKE 14 Mile to P. Trail P. Tr.ail to Angle lu FIOT Mcipl~ Cc,nnector- ;5c ~Ji den P. Trail & E,.:tetid s. c,,,nn,e-rc~ ~ Clos~ E. W.311le,d Lk '3780 na 12•,97 171576 18445 13423 13140 0.95 1.33 0.76 0.80 0.95 na na ... ~)-·1 �l - The combination of all four actions does not produce significantly different results from the Maple Road Connector and E. Walled Lake Road closing alternative. The merits of this solution include: addition of the Maple Road Connector, the widening of Pontiac Trail to accommodate through traffic, opening up an area for development, and the building of a road hierarchy for better local circulation. Table 33 shows the model results for year 2010. Traffic volumes for the Base Year and 2010 are shown for the "do-nothing" condition. The ratios for 2010 "do-nothing" alternative show the growth in traffic that could be expected if no changes are made. These ratios can be compared to those obtained for combinations of actions. Map 19 shows the "do-nothing" traffic volumes for 2010 in graphic form. r i; \ - Two computer model results are presented in the table: 1) the combination of the Maple Road Connector, widening of Pontiac Trail and extension of S. Commerce Road, and 2) the combination of all four actions. Map 20 graphically portrays the results of combining the four actions. The computer model indicates that the combination of the Maple Road Connector, widening of Pontiac Trail and the S. Commerce Road extension will produce lower traffic volumes than with the combination that includes the closing of E. Walled Lake Road to through traffic. With the closing of E. Walled Lake Road to through traffic, volumes are somewhat higher in the eastern part of the City. However, it should be noted that this combination enhances the road hierarchy system in the City and allows E. Walled Lake Road to function as a collector. Conclusions and Recommendations Overview I !' l.., Analysis of present traffic conditions in the City of Walled Lake, review of regional growth and transportation plans, and modelling and estimating impacts of proposed actions for road improvements indicated that the key contributor to the transportation problems in the City of Walled Lake is the traffic generated outside the City, over which the City has no effective control. Planned changes in land use inside the City are expected to have only marginal impact on the overa 11 traffic on the City roads. However, efforts by the City to contra l access and develop collector streets could have substantial impacts on improving local circulation and traffic safety. In order to effectively address the problems in the City's transportation environment, the following three sets of actions are recommended: 1. Road improvements to relieve through-traffic impacts. 'l__ 2. Road improvements to build a road network hierarchy and improve local traffic circulation. ; 3. Control of access and future development. ' L - 124 - �' I . - ·-·--, J -·- - •1 IMPACT OF PROPOSED ACTIONS ON AVERAGE DAILY TRAFFIC VOLUMES (ADT) ESTIMATES FOR YEAR 2010 COMBINED ACTIONS AC:TIOt~ Base '(ear YR 2010 lHth N,::> Change in R•:>ad Syst.err, in City of w.all e-d Lake- ADT Ratio to E:Y Maple Connector ~, Widen P. Trail ti Extend S. Corr,merc:e (B'r') • LUU< ---------------------- POtffIAC TRAIL Welch to OieckerDecker tc, S. Commerces. CoinmEir·ce to Maple Maph- to WallE.>d LakEt l~a 11 ed Le1k e to S hot"Ei line ..... N u, FIOT ------11451) 1(1015 -lS1677 2::565 14-221 Map l E• C,::>t'\nec t,::>r ~: Widera P. Trai 1 ~< Close, W.al lE•d Lk ~: Exter,d S. Cc,mm•?rce AOT Ratio to B'Y' -------------- -------------- ADT Rdtio to E:Y 16519 144E.8 22811 326::0 21602 1.44 1.44 1.16 1.38 1.52 21310 20787 20?87 2124::: 1973E, 25761 16025 1. E:7 l. 56 2.(14 na 1.88 1.64 1.64 na 287::t na 164S18 16206 19383 1.53 2.12 15549 12124 1.47 1.33 3283 11439 15397' 1. (16 1.24 1.45 202:::1 137:::2 1.26 12914 1.65 16792 16057 1~637' 25552 20l6S1 1.47 l. E,Q l.(10 1.08 1.42 170€,5 180~3 206€,9 25020 196E:9 1.49 1.80 1.05 1.06 1.38 E. ~JEST MAF'LE Welch to Decker· . Oeck,er tc, S. Commerces. Coin~er-ce to Pontic1c Mai:,l e Cor,n,e,:tor· WALLED LAl<E 14 Mile to P. Trail P. Trail. to Ang! e 1135:3 12658 12658 n.:i 10611 S•13'3 DECKER 14 Mile to E. West Mc1ple 14502 Maple to P. Trail P. Trai J. to S. CommEir·ce 15,??.4 1.• 05 1.43 1.54 ~~ 15!i32 12073 n~ 10000 na na 1~06 13292 1.33 14490 L0896 1348E, 11381 209~i8 23825 1.85 1. 88 2. 27 na 0.31 1.25 1. 40 S. COMMERCE Extension (Maple to P. T P. Trail to Decker kl N 1.45 15925 na 16081 1.61 �la] .-,- l -~ J J J LEGEND ljl Ill !~ !!'1!;11::1;\ti;\1::::1:11 10,000 Vehicles/Day }_____fl---· ~ 1 :•:• :•=~1 + - - - + I - - - iI- - · \W? :::•::Jl--, :::::::::::·: :·=·=·=· ~t-'-'-'-'-'-' ~ ',';69J 1'l \'if ·_.1.p II J n g==: : ~ 1 NO . "\i_Hf,!,!~!:::-.~ ·,. · ; _ ~ •, 1 MckEHNA ASSOCIATEI, tr,CORPOftATEO "9~ IM't)Aft dHlgn fennlngton hlle tnlchtga,n tC>fflffllSIH.r ,,....,.. ..............,. . .,,,.,. ........ ,....,,,~.......,1:1 •• , J.rtltA,,l,w, ..dllle,\ • 36 I 5 2 3 4 -; m-1~,~·~~ :~i l~lil ~~~=:=!:::::==::'::====== ADT IN 2010 ·w1fH CHA~GEsT TO THE ROAD SYSTEM CITY OF WALLED LAKE 1 OAKLAND COUNTY • MAP 19 MICHIGAN mnn �-- - "j -- -~ .. J i, . - 1 -~-- l ; LEGEND - 10,000 Vehlcles/Day :!\l\@oomtmn ~r·tr-1.r~ ,I~:: r.: r.:. ~:- c::::;J ~ 36 fl-Ji\\\\\\\;%\\\\ft'• "· "~'·.._·.'\:, · I I I I I I 19689 ::::::: n l":::ll\\\:'' .:: 1111 I 11ITlrlljl1,~. ., ~,:;;::_:\':l\\\\\'.\'" I 1 C•lt ti •·•• I ] ,,,. , .. , di,.; ,j ·- - · ~-b,Vl·irrn:·t:•:•:-:-:-:-:-:111.u.).J.UI~ [) \,~ Un ., ADT IN 2010 UPON IMPLEMENTATION OF ALL RECOMMENDED ACTIONS CITY OF WALLED"""LAKE ..... ,-~,... ,..NW\, .... ,,....... llcKENHA AIIOCIATEI, INCORl'OIIATEO nan .. ,1gn 1••• eommunttr ,..,_.. 1""""'91on- ffllc:hlgen MftAIMt, .. lftltM • OAKLAND COUNTY I -1 I I I Uu • MAP 20 MICHIGAN utn - n .-- ! �High Priority Road Improvements Pontiac Trail in the downtown is the key to the transportation problems in the City. Pontiac Trail has the highest traffic volumes, lowest Level-of-Service, and lowest traffic safety. In order to improve transportation conditions, at •present and more importantly in the future, the City has to first concentrate on Pontiac Trail. Currently, Pontiac Trail between E. West Maple Road and E. Walled Lake Road carries about 23,000 vehicles per day. It is estimated that by the year 2010 and without further road improvements, this road segment will carry close to 33,000 vehicles per day, an increase of about 40 percent. I l .. Already, there is congestion and backup of traffic at the Pontiac Trail intersect ions during the peak periods. Without road improvements to re 1i eve this through-traffic pressure, the traffic situation on Pontiac Trail is expected to deteriorate even further. To address this problem we recommend as high priority: 1. Construct the Maple Road Connector 2. Widen Pontiac Trail between E. Walled Lake Road and the Coe Railroad These two projects are complementary. The greatest reduction in traffic on Pontiac Trail is expected to result from construction of the Maple Road Connector. While an additional fifth lane on Pontiac Trail will not add much capacity, it will accommodate turning movements and thus allow for smoother flow of traffic. Its impacts are expected to be realized in terms of improved Level-of-Service and traffic safety. It should be noted that without reduction in traffic on Pontiac Trail itself, the turning lane alone would not be very effective and both projects are needed together for maximum effectiveness. It is estimated that during the Base Year the Maple Road Connector (alone or in combination with 5 lanes on Pontiac Trail) would carry approximately 12,000 vehicles per day, and about 15,500 vehicles per day by the year 2010. For the Base Year this diversion of east/west traffic from the Pontiac Trail funnel is estimated to reduce traffic on Pontiac Trail between S. Commerce Road and E. West Maple Road by about 25 percent, and between E. West Maple Road and E. Walled Lake by about 33 percent. In fact, the computer model indicates that with the Maple Road Connector in place and in spite of substantial regional growth, traffic on this section of Pontiac Trail in the year 2010 would not be much more than the present level. It is estimated that traffic volumes will remain virtually unchanged, at about 23,000 ADT between E. Walled Lake and E. West Maple Roads, and will increase by only 19 percent to 23,500 between W. Maple to S. Commerce Roads. These two complementary projects are effective on their own merits. However, they are important also as pre-requisites for effective functioning of the other road improvements, namely closing E. Walled Lake Road to through-traffic and - 128 - �'- I extending S. Commerce Road southward to E. West Maple Road. Without the Maple Road Connector/Pontiac Trail Widening, closure of E. Walled Lake would worsen traffic flow in the City, and the S. Commerce Road Extension would not have much effect. . In summary, 'the Maple Road Connector/Pontiac Trail Widening is a high priority road improvement project for relieving transportation problems in the City of Walled Lake - both on its own merit, and as a pre-requisite for the effectiveness of the additional road improvements considered in this study. Second Priority Road Improvements I l. The second priority road improvements will enhance circulation and help to develop a hierarchical roadway system in the City. For effectiveness, however, they need to be implemented in tandem with the widening of Pontiac Trail and the Maple Road Connector. Thus, the following actions are recommended as having second priority: 1. Extension of S. Commerce Road to E. West Maple Road 'I . 2. Closure of W. Walled Lake Road to through-traffic These two projects are independent of each other and do not necessarily have to be implemented together. They will improve local traffic circulation, assist in developing a road network, provide for collector streets, and accommodate future 1and development. However, if implemented with out the Maple Road Connector/Pontiac Trail widening, they will not alleviate the major traffic problem of the City, i. e. the through-traffic. Accordingly, they should be considered as the second part of a staged road improvement plan in the City. South Comerce Road Extension The S. Commerce Road Extension would expand the limited road network in the City by providing an additional north/south link (from Pontiac Trail to E. West Maple Road). More importantly, it could al so serve as a means for opening the triangular parcel of land located north of the Coe Railroad, and east Pontiac Trail for development. It is proposed that this improvement and any 1and development be conditional upon the construction of a collector street in the triangular area described above. The collector street would serve smaller local streets and be connected to Decker Road and Pontiac Trail. The building of the S. Commerce Road Extension, by itself, would not change the overall traffic conditions in the City, and its impact on through-traffic will be marginal. This segment of road will basically act as a localized traffic divertor. It will reduce traffic on the short segment of Pontiac Trail between S. Commerce and E. West Maple Roads by diverting it to E. West Maple Road, and than back onto Pontiac Trail. Closing E. Walled Lake Road to Through-Traffic E. Walled Lake Road, the most scenic road in the City, connects the City to its focal point, Walled Lake. The recreation activities on the lakefront leads to - 129 - �pedestrian movement across the road and to boating related activities near the road. These activities and local traffic conflict with the through-traffic on this narrow curved road, resulting in congestion and accidents. Furthermore, the anticipated closure of the southern segment of this road to through-traffic in the City of Novi is expected to increase traffic on the segment of road .within the City of Walled Lake beyond its present high volume. The objective of the proposed closure is to reduce through-traffic on the lakefront portion of E. Walled Lake Road between 14 Mile Road and Pontiac Trail, and allow it to function as a collector. Currently this segment of E. Walled Lake Road carries almost 11,000 vehicles per day. Closing it at 14 Mile Road will reduce traffic to about 4,000 vehicles per day in the Base Year and to 5,500 vehicles per day in the Year 2010. I ' Implementation of this action alone, will have negative impact on the overall circulation in the City, and is not recommended. Because of strong east/west regional traffic patterns, this closure would divert traffic (from east to west and vise versa) first onto Decker Road (between 14 Mile and E. West Maple Roads), and then, via E. West Maple Road and Pontiac Trail to the western boundaries of the City. This additional traffic would overload these roads and reduce the Level-of-Service. If E. Walled Lake Road was closed to traffic today (with no other road improvements), traffic on Decker Road would increase by about 30 percent from 14,500 to 19,000 ADT, and on E. West Maple Road by about 45 percent from 12,500 to approximately 18,500 ADT. By the year 2010 the traffic volumes on Decker Road would be about 20,000 ADT and 24,000 ADT on E. West Maple Road. Such volumes would indicate a need to widen Decker and E. West Maple Roads to up to four lanes. A way to efficiently accommodate this diverted east/west traffic would be to channel it through the Maple Road Connector/Pontiac Trail widening. Hence, the successful implementation of this closure is conditional upon the completion of the Connector. In summary, it is recommended that Walled Lake should not be closed on its own. It should be viewed as a "staged" project contingent upon completion of Maple Road Connector/Pontiac Trail Widening project. r Control of Access and Future Development To further separate local traffic from through-traffic, provide for a more efficient circulation of local traffic, and to improve traffic safety, it is recommended that the City take the following actions: 1. Control access by a more restrictive set of driveway ordinances, 2. Eliminate on-street angle parking in the City, 3. Develop a collector road system in new developments by exercising stronger leverage on developers, and - 130 - �.. I 4. Limit access to the major •arterials by developing a system of frontage roads. Control of Access Points Access control is one of the few actions the City can take to affect its transportation system, without dependence on outside {regional) forces. Thus, it is highly recommended that the City exercise its power in this area to more effectively control the way vehicles enter its road system. There is a somewhat undefined system of driveways along the City roadways. This is particularly evident on the outskirts of the downtown area along Pontiac Trail and at the intersection of E. West Maple Road with Pontiac Trail. /" It is recommended that the City develop and enforce a good set of City ordinances regarding driveways and curb cuts. A critical time to address the problem of these driveways and curb cuts is before the widening and/or repaving of any roads. However, it is recommended that the City take a more disciplined approach and address this problem as soon as possible. l. Eliminate On-Street Angle Parking Another area where the City has power to affect its transportation system is in the control of parking. In the City there are two locations where angle parking is permitted in the City: on E. Walled Lake at the intersection with Pontiac Trail and on E. West Maple Road near the intersection with Pontiac Trail. I c .. r i' L Angle parking, while providing more spaces per linear foot of curb, has the disadvantage of allowing vehicles to back into traffic and should only be used in very low volume environments. Both of these are high volume intersections and are inappropriate for angle parking. It is recommended that the City eliminate the angle parking on E. West Maple Road and E. Walled Lake Road near their intersections with Pontiac Trail. ! i. Develop Collector Road System in Hew Developments It is recommended that the City develop a Collector Road System by using the site plan review process 0 to encourage developers to construct collector roads. l L Only residential development plans which incorporate a collector road system should be approved. A collector road should collect local traffic in the development, then channel it to an arterial. Direct access/egress from a new developments onto an arterial should be discouraged. This policy should apply to partially or fully undeveloped areas such as: 1. The triangle bordered by the Coe Railroad, Pontiac Trail and Decker Road, - 131 - I-= �I 2. The area bounded by Pontiac Trail, Coe Railroad, Commerce Township, Wolverine Lake and 3. The area between Pontiac Trail, Coe Railroad Ladd, and W. Walled Lake Road, 4. The area in the southwest corner of the City, and 5. The area east of downtown. It is also recommended that for public safety, to accommodate emergency vehicles, the collector system in each of these areas should be connected to at least two different arterials. This configuration would assure alternative access route by emergency vehicles, even if one of the other access points is blocked. Limit Access to Major Arterials by Developing Frontage Road System Pontiac Trail, the major arterial through the City also serves as a residential street from S. Commerce Road to the eastern boundary of the City. Along this segment of Pontiac Trail there are numerous residential driveways which exit directly onto the major arterials. This is a very undesirable configuration. I, I It is recommended that the City consider developing local frontage roads on either side of Pontiac Trail between S. Commerce Road and Decker Roads to provide land access. These · frontage roads would serve as local collectors, reduce conflicts, and further separate the local traffic from through traffic. Summary l • The following three-stage program is recommended to improve the transportation system in the City: 1. Build the Maple Road Connector and widen Pontiac Trail. 2. Build the S. Commerce Road Connector and /or close E. Walled Lake Road to through-traffic. 3. Initiate a program to develop a collector road system, and control access to the road system. Construction of the Maple Road Connector and widening of Pontiac Trail are the most critical projects to relieve impact of through-traffic. These two projects are complementary and should be implemented jointly. Together they are expected to reduce the pressure of through traffic and improve the Level-of-Service in the downtown area of the City. The second set of projects which can be implemented separately or together, but only after the Maple Road Connector and Pontiac Trail widening projects are completed, includes the building of a S. Commerce Road Connector and the closing - 132 - - - - - -- - - - - - - - - -- - �of E. Walled Lake Road to through-traffic. These projects will improve local circulation, assist in developing a good road network, provide for collector streets and accommodate future land development. The third recommendation, which does not necessarily depend on the first two, . ca 11 s for a'.dopt ion and enforcement of a stricter policy on curb-cuts and driveways, eliminating angle parking in the City, and encourage the building of a collector road system in new developments. L References AJH Associates (1987), "Quick Response System II, Reference Manual", Prepared for the Federal Highway Administration, U.S. Department of Transportation. iI • Michigan Department of Transportation, and the Federal Highway Administration (1989), "Draft Environmental Impact Statement for the Haggerty Road Connector, Oakland County, Michigan, Prepared by Envirodyne Engineering, Inc. Sosslau, A.B., A.B. Hassam, M.M. Carter, and G.V. Wickstrom (1978), "QuickResponse Urban Travel Estimation Techniques and Transferable Parameters," NCHRP Report 187, Transportation Research Board, National Research Council, Washington, D.C. Transportation Research Board (1985), "Highway Capacity Manual, Special Report 209, Transportation Research Board, National Research Council, Washington, D.C. - 133 - �FUTURE LAND USE Introduction r Walled Lake .and the rapidly growing suburbs surrounding it are similar in one · respect: they both have vacant buildable lands that are primed for the development boom that has been in progress in western Oakland County for the past several years. Almost a quarter of the land area in Walled Lake, about 370 acres, is still vacant. Walled Lake stands apart from neighboring communities, though, because it also has a historic downtown, older neighborhoods near the lake, and aging strip commercial districts. In short, Walled Lake has a much more diverse land use pattern than surrounding communities. There are neighborhoods and business districts whic~ represent several decades of development, and in some cases are in need of modernization or revitalization. On the other hand, there are lands which have never been built upon, which could be developed with new, modern residential, commercial, or industrial buildings and uses. Early in the planning process, the Planning Commission reviewed and approved a series of goals to help sort out some of the difficult issues related to planning a community with such a diverse land use pattern. Primary goals agreed upon by the Planning Commission include the following: - Neighborhoods: Foster strong, vital neighborhoods to ensure that Walled Lake continues to be recognized as a stable community were families and individuals reside, work, and shop. - Master Physical Planning: Maintain complementary land use relationships which promote a harmonious, attractive community; preserve natural resources; promote a sound tax base; and provide for manageable traffic volumes. I i i - Roads and Transportation: Develop an orderly program for improvement, maintenance, and expansion of the road system in order to meet increasing traffic demands, provide smooth traffic flow, and provide proper access to all property within the City. l .. - Property Maintenance: Recognize that the City and its physical resources are dynamic, and aggressively encourage property maintenance and reinvestment. I . - Fiscal Stability: Promote the development of a financially secure community which can continue to provide all necessary services to its residents and businesses in an efficient manner. Land Use: Promote efficient use of the land and encourage assembly and orderly redevelopment if appropriate land use plans are presented for new development on vacant lands, underdeveloped areas, areas isolated among more intensive uses, or areas which are declining or negatively impacted by nonresidential traffic or incompatible land uses. - 134 - ....u �i - Urban Design: Promote development that is consistent with the urban design concept that is defined and described in the Master Plan. ltt r~ ( L [ [ ,·· I 1. l ' - Planning Innovation and Flexibility: Encourage innovation in land use planning where innovation would achieve a higher quality of development than wduld be possible under conventional zoning. : ' i In addition to these general goals, the Planning Commission reviewed and approved more detailed goals concerning land use, housing, the environment, economic development, transportation, community facilities, and recreation. Future Land Use Map The Future Land Use Map (Map 21) sets forth recommendations for continued use, new development, and reuse of land in the City over the next two decades. The Future Land Use Map is a link between what exists and what City leaders and citizens would like to have. Together, the Master Plan and Future Land Use Map provide a flexible guide to promote informed public and private decisionmaking for the betterment of the community. The land use designations on the map are generalized; they are not intended to be site specific or to follow specific property lines. Although the Master Plan and Future Land Use Map form the basis for the Zoning Ordinance and other rigid legal controls, the Plan and Map are intended to be flexible policy documents and decision-making guides. General Form of the City. Review of the Future Land Use Map reveals that the general form of the City is affected by three key parameters: l l. L 1. Existing land use patterns and recent development proposals. 2. Transportation corridors, both existing and planned. 3. The overriding goal to maintain the quality of the City's residential areas. As a result of the interplay of these three parameters, it is proposed that the development of intensive commercial and office uses be confined to existing business districts along major thoroughfares and near the lakeshore. The map provides limited opportunity for expansion of the commercial/office district to accommodate the needs identified in the Economic Analysis chapter of this plan. The plan further proposes that the two existing industrial districts located along the railroad tracks on opposite sides of the City be retained, but that future industrial development be confined primarily to vacant lands on the north side of the railroad tracks adjoining the easterly industrial district. Aside from this core of intensive commercial and industrial development which builds upon past growth and prevailing development patterns, the plan proposes - 135 - r-::. �r I that most of the rema1n1ng land area be reserved for single and multiple family residential development. Multiple family districts are used as transitional land uses, to buffer the lower intensity single family uses from the more intensive development and traffic along the thoroughfares . . A key element which is displayed on the Future Land Use Map is the proposed transportation network, consisting of several new roads that are intended to alleviate traffic congestion, forestall cut-through traffic in neighborhoods, and provide access to vacant lands. Implementation of the transportation recommendations is mandatory to achieve the goals set forth in this Master Plan and improve the quality of life for residents. Recommendations for each of the land uses identified on the Future Land Use Map are reviewed in the next several pages. Residential Land Uses ( I l. I I. The Population Analysis revealed that Walled Lake has experienced continued population growth over the past thirty years. Since 1980 the population has increased an average of 2.65 percent per year. The growth in population has been attributed to five key factors: regional growth patterns, the quality of the residential environment, expanding economic opportunities in western Oakland County, improved public services, and new housing construction. The population projections anticipate continued impact from these five factors. By the year 2005 the City's population is expected to increase to 6,908, an increase of about 1,200 persons. To accommodate the projected population increase an additional 513 housing units would have to be constructed by the year 2005. Accordingly, about 102 acres of land must be turned over for residential development during the next two decades. I. The type and design of housing is an important concern with regard to future residential development. Over the past twenty years the number of rental units has increased from about 26 percent to almost 52 percent of the total housing stock. The predominance of higher density residential development has affected the character and appearance of neighborhoods, contributed to traffic congestion, and affected the "small town" environment sought by many residents. I l: Although the Future Land Use Map proposes locations for new multiple family development, a high standard of development is desired. The following standards apply to both single and multiple family development: - The creation or enhancement of "neighborhoods" should be a primary residential development objective. There is a need to coordinate housing construction with the development of schools, parks, community services, and neighborhood shopping services. - Improvements to the road network are needed to support large-scale residential growth. Local streets in new residential developments should - 136 - �- r be connected with abutting local streets. Residential developments should generally have more than one point of access to enter and leave the development. New resipential developments should be designed to be compatible in appearance with existing single family housing. With regard to multiple family development, well-designed townhouse units are generally preferred over conventional apartment buildings. - Low density multiple family development (maximum of 10 to 12 units per acre) is considered most compatible with the existing character of the community and planning objectives set forth in this plan. The Future Land Use Map identifies three general areas where single family development is appropriate: - Southeast Part of the City. This area consists of older cottage-style homes near the lake, plus newer housing in the Tri-A and Lakeland Hills Estates Subdivisions. The opportunity for additional single family development exists on vacant land located between Gamma and Leon Streets. Also, large parcels of land located north and south of Leon Street, west of Decker Road, could be split to create new home sites. Attention must be focused is this part of the City, Subdivision. Also, there of a neighborhood park in on maintaining the quality of older housing in particularly in the Welfare Lakeview is a need for recreation facilities in the form the southeast part of the City. - Southwest Part of the City. This area consists of small homes in lakefront subdivisions, plus a few larger homes on large parcels along W. Walled Lake Drive. The opportunity for additional single family development exists in principally two locations: 1. Between W. West Maple and Pontiac Trail, near the City's western boundary. The single family designation is consistent with the existing use of the land, the planned development of land in Commerce Township to the west, and the desire to preserve certain natural resource features. 2. North of W. Walled Lake Drive, where large lots could be divided to create additional home sites. - North Part of the City. The lowest density single family subdivisions are located in the north part of the City. For example, the lots in Supervisor's Plat No. 4 east of S. Commerce Road are up to one acre in size. Unlike other single family areas in the City, the subdivisions in the north part of the City are fairly well insulated from heavy traffic and incompatible land uses. No more vacant land is left for large scale subdivision development in the north part of the City, but there are some opportunities for infill. - 137 - �Multiple family areas are generally located on the Future Land Use Map where they can serve as a transitional use between commercial or industrial development and lower density single family housing. The Future Land Use Map identifies eight general areas where multiple family housing is appropriate: - ln the Qorth end of the City at the intersection of S. Commerce Road and Decker Road. Multiple family development in this location serves as a buffer between the single family areas to the south and east and the more intensive non-residential uses and traffic at the intersection. There is a limited amount of vacant land available for additional multiple family development in this area. - On the south side of Pontiac Trail at the intersection with Decker Road. The multiple family development in this location provides a transition zone between the single family development to the south and the existing and planned non-residential uses at the intersection. A multiple family development is currently under construction in this area. - ln the central part of the City, extending generally between Decker Road and S. Commerce Road, north of the industrial and commercial districts. Existing and planned multiple family development in this part of the City provides a transition zone which separates the single family districts to the north from the industrial and commercial districts along the railroad and along Pontiac Trail. A limited amount of vacant land which has access to Pontiac Trail is available for development to complete this transitional buffer. - On the west side of the City, between the Commerce Township boundary and S. Commerce Road (the "Foster Farm" site). A portion of this parcel is occupied by wetlands, but it is estimated that there are over 40 acres of buildable land. Multiple family development at a density of no greater than 10 to 12 units per acre is considered appropriate in this location provide that: 1. Two or more points of access should be provided. Ideally, access should be provided to S. Commerce Road, Pontiac Trail, and Ladd Road . 2. Consideration should be given to developing a mixture of housing types, including single family housing on the north side of the parcel. Single family development is not considered appropriate for the entire site because of the intensity of existing and planned development on adjacent lands. Industrial uses are planned for the adjacent lands to the west in Commerce Township, and commercial development is planned along Pontiac Trail to the east. However, single family development borders the parcel on the north in Wolverine Lake. 3. Direct access should be provided at the rear of any future adjacent neighborhood shopping facilities developed along Pontiac Trail. i. I I, - 138 - �- On the south side of E. West Maple Road, west of Decker Road. Apartments and a duplex subdivision occupy much of the land in this area, but there are a few remaining parcels where new multiple family construction could occur. Such development provides a transition zone that protects the single family subdivisions to the south from the intensive activity on Maple Road. - East of Pontiac Trail, between E. West Maple Road and the lake. A proposal for construction of 128 attached condominium units (Winwood Place) has been approved for a 21.9-acre site immediately west of the Tri-A Subdivision. Similar development would be appropriate for the vacant land immediately south of the Winwood site, provided that care is exercised so as not to encroach on the extensive wetlands in this area. At the intersection of Decker and Fourteen Mile Roads, in the southeast corner of the City. The Lake Village residential complex occupies about 33 acres of land in the southeast corner of the City. In the long-term, the boundaries of this multiple family district could be squared off, resulting in the reuse of about 4.2 acres of land along Fourteen Mile Road that are currently occupied by single family homes. - In the southwest part of the City, west of the lake. Four areas have already been developed for multiple family use in the southwest part of the City, including Walled Lake Villa Apartments, Maple Hill Apartments, and Shoreline Condominiums. In the long-term, the boundaries of this Walled Lake Villa multiple family district could be squared off, resulting in the reuse of about 2.4 acres of land that are currently occupied by single family homes. No other new multiple family development is considered appropriate in this part of the City. The Future Land Use Map designates one location in the City, north of the railroad tracks and west of Pontiac Trail, for mobile home park development. The existing Fawn Lake Estates Mobile Home Park is located in this area; vacant lands north and east of the existing park are designated for additional mobile home park development. A portion of the area that is designated "Mobile Home Park" is covered by wetlands. Commercial and Office Uses t The Economic Analysis revealed that there is strong potential for additional commercial and office development in Walled Lake, as the population, number of households, and total income in the trade area continues to increase. Research presented earlier revealed that opportunities exist to fill certain niches in the convenience goods market. In addition, there is a need for new office development to provide higher quality office space for the professionals who serve Walled Lake residents. Furthermore, the service sector represents a clear-cut opportunity for substantial new business development in Walled Lake. [_ - 139 - �A description of the commercial and office areas designated on the Future Land Use Plan follows: 0 - E. West Maple Road/Pontiac Trail/Commerce Road. The Master Plan proposes that the most intensive concentration of commercial activity be located in the vicinity of E. West Maple Road/Pontiac Trail/Commerce Road. Accordingly, the Future Land Use Plan calls for additional commercial develo~ment on vacant lands on both sides of Pontiac Trail, between the railroad and S. Commerce Road. A new style of commercial development is desired in this area. Instead of individual businesses on separate parcels, there is a need to assemble lots and develop larger, well-designed commercial developments with ample landscaping, parking, loading, and other site features. New developments must be adapted to pedestrian as well as vehicular transportation. Finally, transportation deficiencies must be addressed if this commercial district is to function properly. Traffic congestion and inadequate access affect the viability of the commercial district. S. Commerce Road should be extended south of Pontiac Trail to E. West Maple Road, and the missing link should be constructed between E. and W. West Maple Roads. - E. West Maple Road. Over the next twenty years, the E. West Maple Road commercial district is expected to continue as a mixed service and convenience retail district, serving residents of Walled Lake and surrounding communities. New development on vacant lands, most notably at the intersection of Decker and E. West Maple Road, is expected. Redevelopment and renovation of aging commercial buildings and sites must also be included in long-term strategy for this district. The continued operation of service-type businesses, such as printers, collision shops, repair shops, and so forth, is generally considered appropriate east of Decker Road. The Future Land Use Map calls for the eventual removal of incompatible industrial uses along this corridor. I I l. I I I l. ll . - Pontiac Trail. The Future Land Use Map calls for continued commercial use of the frontage along Pontiac Trail south of E. West Maple Road. Because of the cramped site conditions in this area, intensive commercial uses that generate a lot of traffic (such as convenience stores) should not be permitted. The Pontiac Trail frontage would be best-suited for low intensity office uses. The Future Land Use Map does provide for greater depth for the commercial frontage wherever feasible, particularly on the east side, to allow for limited expansion as well as improved site design on the existing inadequately-sized sites. - Waterfront District. The historic downtown along the waterfront is no longer a center of retail activity. Continued development of restaurant, entertainment, and specialty goods businesses appears to be the key to long-term economic viability of the waterfront district. However, as noted earlier in the Master Plan, the market niche served by the waterfront district must first become better-defined. Also, certain functional problems must be resolved, particularly the parking deficiency, before any significant growth can occur in the waterfront district. - 140 - �■ I - Ladd Road Neighborhood Commercial District. The business district on the west side of Ladd Road, south of W. West Maple Road, is an excellent example of a properly functioning neighborhood commercial district. The businesses provide for the basic necessities of surrounding residents, yet the intensity of the use is not disruptive to nearby residences. The Future Land Use Map calls for continuation of this neighborhood district, with the ' opportunity for limited expansion to the west on approximately three acres of vacant land. - Pontiac Trail/Decker Road Business District. Currently, the only businesses located in this commercial district include medical offices and a gas station. However, additional retail development is planned for the intersection, with the intent that it become a full-fledged neighborhood commercial district. In fact, a proposal for a neighborhood shopping center was reviewed and approved for the northeast corner of the intersection in July of 1988, but was never built. In addition to the retail development, the Future Land Use Map calls for additional office development on the northwest corner of the intersection. There are five large parcels of land that could be assembled and developed into a planned professional office park. S. Commerce Road Office District. The S. Commerce Road office district consists of several existing office buildings near the turn in S. Commerce Road at the north end of the City. The Future Land Use Map calls for no additional office development in this part of the City. - Maple Road Connector Office/Research Park. One of the most exciting developments on the horizon in Walled Lake is expected to occur upon completion of two major public projects. First, plans and funding proposals are being formulated for the construction of the "missing linkn that will connect E. and W. Maple Roads. Second, the deteriorating Walled Lake Junior High School is expected to be vacated in 1992, upon construction of a new school elsewhere in the district. The combination of these two projects provides the opportunity for planned office/research development on the vacated 13-acre school site, which will have frontage on the Maple Road Connector. Industrial Land Uses The Economic Analysis revealed that conditions are not conducive for large scale industrial growth in Walled Lake, although the City can accommodate limited light industrial or research development. The lack of large vacant tracts of land and transportation deficiencies are the two major constraints to industrial growth. l. To counterbalance its liabilities, the City offers a central location within the county, proximity to attractive neighborhoods and residential communities, adequate public utilities, and receptive public officials. Industries that would benefit most from Walled Lake's assets include small manufacturing, design or fabricating shops, or research or administrative facilities. - 141 - �The Future Land Use Map calls for continued industrial development in the two existing districts on the east and west sides of the City. The west industrial district along Ladd Road consists of the 40-acre Textron research/adm j nistrative complex, and various manufacturing operations which are located partially in Commerce Township. Limited new manufacturing development is expected in this district, but there is vacant land within the Textron complex that could be developed for additional research and administrative uses. The extension of Maple Road would make such expansion more feasible. The continued operation of this stable industrial district is important for the overall well-being of the City. Over the next twenty years the City must continue to make improvements to public facilities serving this area as an inducement for the industries to maintain or expand their operations . . The Future Land Use Map also calls for continuation and expansion of the east industrial, located east and west of Decker Road along the railroad tracks. However, in contrast to previous plans, the new Future Land Use Map does not propose industrial frontage along E. West Maple Road. As noted earlier, commercial service uses are considered more appropriate for the Maple Road frontage on the east side of the City. · A twofold strategy is required to address the development issues in the east industrial district. First, a strategy is needed for revitalization and renovation of a number of existing deteriorated or inadequately maintained industrial buildings. This strategy may involve, for example, investment in public facilities (such as road paving or drainage) or efforts to encourage general site improvements when site plans are submitted for expansion or renovation. · L Second, a strategy is needed to facilitate new industrial development on vacant lands north of the railroad and west of Decker Road. Foremost, plans must be formulated for a new road to provide access to these vacant industrial lands via Decker Road. If the railroad ever ceases to operate, the abandoned railroad right-of-way could be reused as a road right-of-way to provide the needed access to the vacant industrial lands. Industrial traffic should be kept off of Pontiac Trail. Parks and Recreation The Recreation Analysis indicated that the immediate emphasis in terms of parks and recreation planning should be on the development of facilities in existing parks, rather than acquisition. However, the analysis recognized that new park development would be desirable under the following circumstances: 1. There is a need for community park land of sufficient size. According to accepted national standards, community parks should be at least 15 acres in size. - 142 - �2. . 3. 4. There will be a need for additional neighborhood park space in 1992 when the Walled Lake Junior High School closes. The 14.9-acre Junior High School site serves as a neighborhood park . • There is need for greater lake access for residents. Future residential development will generate the need for additional parks. Efforts must be made to assure uniform distribution of park sites. The Future Land Use Map identifies all existing City-owned parks, including Sims Park, Pratt Park, Marshall-Taylor Park, Mercer Beach, and Riley Field. A Five-Year Action Program is set forth in the Recreation Analysis chapter of this plan, which itemizes specific improvements that are needed in each of these parks. In addition, the Future Land Use Map identifies general locations for three future park sites, as follows: 1. A neighborhood park will be needed in conjunction with future residential development on the "Foster Farm" site, west of S. Commerce Road and south of Wolverine Lake. Such a park could be incorporated into the plans for construction of a retention basin on the property for the purposes of stormwater management. 2. Consideration should be given to developing a neighborhood park on the former well site on the north side of Pontiac Trail, east of S. Commerce Road. 3. For the purposes of achieving more uniform geographic distribution of parks, the Future Land Use Map indicates a possible future park in the southeast corner of the City, north of Leon Street. Public and Semi-Public Land Uses In addition to park sites, the Future Land Use Map identifies the following public and semi-public facilities: 1. City Hall Complex. The City Hall complex located on E. West Maple Road is the center for most municipal operations. The City Hall building houses the City administrative offices, the Police and Fire Departments, and the library. In addition, the Department of Public Works facilities and a Volunteer Fire Department building are located on the site. 2. Schools. Two existing schools are identified on the Future Land Use Map: Decker Elementary School (located on Decker Road, north of Pontiac Trail) and Walled Lake Elementary School (on W. West Maple Road, west of Ladd Road). Since the Junior High School is slated to be closed in 1992, the desired use for the Junior High School site -- office/research -- is - 143 - �shown on the Future Land Use Map. The two elementary schools are expected to continue in operation for the foreseeable future, but no new school construction is planned within the City. 3. Other Facilities. Other public and semi-public facilities shown on the Future Land Use Map include churches, the District Court, and sites occupied by utilities. Road Network The Traffic and Transportation chapters of the Master Plan identified several circulation system deficiencies, including: - Lack of a road hierarchy, resulting in inadequate separation of local traffic from through-traffic. - An excessive amount of through-traffic on city streets. - Lack of road network. Most traffic is funnelled onto Pontiac Trail, causing congestion. Where there is a well-developed network the traffic is distributed among several streets. - Excessive number of access points onto the City's arterials, resulting in traffic conflicts, accidents, and congestion. - Excessively high levels of traffic on Pontiac Trail. Recommendations to address many of these deficiencies are set forth in the Traffic and Transportation Evaluation and Recommendations chapter of the Master Plan. To summarize, the Master Plan proposes a three-stage road improvement program as follows: - First Priority: Trail. , I Construct the Maple Road Connector and widen Pontiac - Second Priority: Extend S. Commerce Road from its present terminus at Pontiac Trail to E. West Maple Road. When the Maple Road Connector is completed close E. Walled Lake Road to through-traffic at Fourteen Mile Road. Third Priority: Initiate a program to develop a collector road system, particularly in new developments, and control access to the road system by limiting the number of driveways or curb cuts. The Future Land Use Map identifies general locations for new roads, including the Maple Road Connector, the S. Commerce Road Extension, and access roads needed to serve vacant lands. In addition, the Future Land Use Map serves as a master thoroughfare plan, identifying three types of roads which serve the City: - 144 - �- Arterial roads serve the major centers of activity, the highest traffic volume corridors, and the longest trips. Arterial roads generally should have a 120-foot right-of-way. Arterial roads designated on the Future Land Use Map include Pontiac Trail, E. West Maple Road, S. Commerce Road, and Ladd Road . • - Collector roads provide both access to abutting properties and traffic circulations within residential, commercial, and industrial areas. The purpose of a collector road is to collect traffic from throughout the City and channel it to the arterial system. Collector roads should generally have a 86-foot right-of-way. Collector roads designated on the Future Land Use Map include Decker Road, Fourteen Mile Road, Walled Lake Road, and Angle Street. - Local roads primarily provide direct access to abutting land and to collector and arterial streets. Movement of through traffic is usually discouraged on local roads, which typically have a 60-foot right-of-way. l [ I~ l - 145 - �") '~ w "., C w z ~ w > ., 0 • ~ 0 ., w ◄ ., > " ·:) ·;7 ~.1!1JJ!!:jitS3 MOBILE HOME PARK - - ..... [l FUTIJRE PARK- ~ t,~ -~'-•· ~. ~ {r!.fi:~.. ■ GENERAL LOCATION ROAD CLOSURE ■ RETAIL & OFFICE ~ UTILITY -•- PROPOSED ROADS (GENERAL LOCATION> ■ OFFICE/RESEARCH ffi CITY HALL - ARTERIAL ROADS lj LIGHT INDUSTRIAL l2l CEMETERY - COLLECTOR ROADS = LOCAL ROADS ~ PUBLIC & SEMI- PUBLIC [ ] LAKESHORE MIXED USE DISTRICT MAP 21 FUTURE LAND USE LAKE CITY OF W A LLED MICHIGAN OAKLAND COUNT Y ■ Ml.Kenna Associates, Incorporated C01111TU11ty Plamlng • Urban Design Fannlngton HIiia, Michigan m north scale 3001 600 120011760 feet 1/3 mle �I APPENDIX A Haggerty Road Connector Alternatives L d �I :z LAKE I I MAPLE 0 a:: RD. BLOOMFIELD WEST 14 RD. MILE RO. 0 ~ a: 13 Ml E "RO. \ o} 0 a:: = z ~ ~ 10 MILE 9 MILE LI 0 r-I MILE - [ ( I ~ $.Q..Y.C.C~: 1 SCALE HAGGERTY ROAD CONNECTOR Draft ALTERNATIVE 2 Michigan Department of Transpportation, Environmental Impact Statement, Haggerty Road c_o_n_n_e_c_t_o_r_,_M_a_y_1_9_8_9_ _ _ _ _ _ _ _ _ _ , ! I____ _.J"--------~-= =~-----'- �·--- - - ----- - - ·-- z MAPLE RD ALTERNATNE LAKE RO. RD MAPLE WEST BLOOMFIELD c:i a:: 14 MILE RO. d a:: 0 a:: 13 0 MILE RO • a: i 12 • = ~ ~ NOVI 10 ~ :E a:: f 0 > 0 9 MILE 0 l&J t; ~ < ! 8 L ::z::: D 1 MILE RD [I ' I MILE HAGGERTY ROAD CONNECJOR --~.QJJD;~: Michigan Department of Transpportation, Draft I I Environmental Impact Statement, Haggerty Boad I · SCALE r-;=:= 0 Connector, May 1989 ALTERNATIVE 3A �z MILE ER NATIVE 4A H LAKE I o. BLOOMFI LD 0 c:: 10 14 MILE RO. 13 MILE RO. MILE 0 LaJ ... Cl) ..J 8 MILE RO < :c SCALE 7 I) l I MILE RO . I I~ HAGGERTY ROAD CONNECTOR .S.9..!.lC..«;.e: Michigan Department of Transpportation, Draft Environmental Impact Statement, Haggerty Road Connector, May 1989 ALTERNATIVE 4 �I I APPENDIX B Parameters and Ratios Used in Transportation Model e �PARAMETERS AND RATIOS USED IN QRS-11 MODEL The following tables contain parameter values that are typical of U.S. cities. TABLE 1 TRIP ATTRACTION RATES [l] l Retail Employees Purpose l Home-Based Work \ NonHome-Based Home-Based NonWork • [l) Source: :.~el'l-ing NonRetail Ernployees. ___ ·- · .....uni.ts 1.7 1.7 o.o 10.0 0.5 1.0 2.0 2.5 0.5 NCHRP Report 187, p. 15 . TABLE 2 AVERAGE TRIP PRODUCTION PARAMETERS [l] Size of Urban Area (l,OOO's) >750 <100 250-750 100-250 Parameter I r\ l Average Trip Prod~ction 14.1 14.5 11.8 7.6 Home-Based Work Percent 16.0 20.0 20.0 25.0 Home-Based NonWork Percent 61. 0 57.0 55.0 54. O' NonHome-Based Percent 23 •.0 23.0 25.0 21.0 [l) Source: l. ! I i I if '1 I I NCHRP Report 187 , pp. 13-14. �TABLE - 3 VEHICLE OCCUPANCY PARAMETERS ('AUTOMOBILE ONLY) [ 1] I Size of Ur-ban ·Area ( l , 'O•O'O.,·s <100 . , 10·0-:~s-o 2so--is:O---c:-·-- >7:S.O_ 0 ) Paramett.1r • Home-Based Work Occupancy 1.38 1.37 1. J's Home-Based NonWork Occupancy 1.82 1.81 1. 77 l°.74 · NonHorne-Based Occupancy 1.43 1.43 1.43- 1 ·. 4,3 (1) Source: h ·3 3 . NCHRP Report 187, p. 90. TABLE 4 VEHICLE OCCUPANCY PARAMETERS . (AUTOMOBILE AND BUS) [1,2] ·• ( I I l I I I ( I l - !j I Parameter Size of Urban Area (l,OOO's) >750 <100 100-250 250-750 Home-Based Work Occupancy 1.40 1.44 1.45 . 1.50 Home-Based NonWork Occupancy 1. 84 1.90 1.89 1.95 NonHome-Based Occupancy 1.45 1.51 1.54 1.61 [1] Source: NCHRP Report 187, p. 90 and p. 15. [2] Assumes 10 passengers per bus. �TABLE • 5 TRIP DISTRIBUTION PAru\'.METERS FO~THE POWER FUNCTION: [ l J, S-ize of· Urban [l,rea, ( 1, 0,00 's) Paramete r <100 100- 250 2 59-=-750 Home-Based Work :t . 9 9 l.9'9- ~.•. 08_ 1. 9,4 Home-Based NonWork (2) 2.73 2. 7 3 ~ .. Q9 z~ 9.5 NonHome-Based 2 .68 2.68 2.65 2.91 (1) Source: NCitRP Re port 1 87, p. 55. [2] Unweighted average o f home-based shopping, home~Qa.seg social/recreation, and home-based othe r. TABLE 6 SPEED/VOLUME FUNCTION PARAMETE.RS Parameter s ·tep Size Volume to Capacity Multiplier Volume to Capacity Exponent : I l l l. I >750 ~' ·- - Value 0.25 0.15 4.00 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Walled-Lake_Master-Plan_1990 Creator An entity primarily responsible for making the resource McKenna Associates, Incorporated Date A point or period of time associated with an event in the lifecycle of the resource 1990-04-10 Title A name given to the resource Master Plan Description An account of the resource The Master Plan or the City of Walled Lake was prepared by McKenna Associates, Incorporated with transportation analysis provided by Ann Arbor Planning Associates in consultation with McNamee, Porter & Seeley and was adopted on April 10, 1990. Contributor An entity responsible for making contributions to the resource Ann Arbor Planning Associates (consultant) McNamee, Porter & Seeley (consultant) Subject The topic of the resource Master plan reports Walled Lake (Mich.) Oakland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/2130b43ad7b95e69b6c123da820b4054.pdf 47a1238105366771f33aea234e130c2f PDF Text Text 1 MASTER PLAN WHEATFIELD TOWNSHIP INGHAM COUNTY, MICHIGAN WHEATFIELD TOWNSHIP PLANNING COMMISSION ADOPTED MARCH 25, 1976 l 1 �TABLE OF CONTENTS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GOALS ................................................................ 2 WHEATFIELD TOWNSHIP RESIDENTIAL BUILDING PERMIT STATISTICS ........ 3 WHEATFIELD TOWNSHIP POPULATION AND LAND USE NEEDS ................ 4 WHEATFIELD TOWNSHIP POPULATION ..................................... 5 ROAD NETWORK MAP DESCRIPTION ....................................... 6 ROAD ETWORK MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ACRICULTURE MAP DESCRIPTION ........................................ 8 AGRICULTURE MAP..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 SEPTIC TANK L1MITATIONS MAP DESCRIPTION ............................ 10 SEPTIC TANK LIMITATIONS MAP ......................................... 11 EXISTING ZO I G MAP ................................................. 12 THE MASTER PLAN DESCRIPTION ........................................ 13 IMPLEMENTATION ..................................................... 14 THE MASTER PLAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ACKNOWLEDGEMENTS ................................................. 16 �INTRODUCTION The formation of sets of goals and policies is of the utmost importance in guiding future growth and development in Wheatfield Township. Both goals and policies are expressions of how Wheatfield Township desires to develop and give direction to future land uses. As ideals, they are not necessarily obtainable, hut they indicate a direction to he followed. Policies are statements setting forth means or approaches in obtaining goals. The planning process also offers the opportunity for substantive citizen involvement. Plans cannot he formulated without policies. A basic premise of any Land Use Plan is that the land use arrangements are based upon logical developmental goals. The purpose of this Master Plan is to preserve and use the land of the township to the best of its ability. The greatest resource the township has is agricultural land. This must he preserved for the future of generations to come and not let haphazard urban sprawl clutter or destroy it. Moreover, ill management of development, can only lead to costly consequences. Prime Agricultural Land Maps, as well as Soil Permeability Maps and others should be • used as guides. The potential of good soils exists even though poor management may spoil the appearance. Although some soils may not fit certain types of crops and may not he included on agriculture land maps, research with soil maps should he made before permitting land near or in agricultural areas to be permanently taken out of agricultural use. -1 - �GOALS 1. Efficiency and Economy of Development - To assure maximum benefit to the public expenditures and private investments in the township. 2. Balanced Land Uses - To provide for the best use of the land for immediate and long-range needs. The land use element should permit a well balanced land use pattern capable of meeting present and future agricultural, residential, commercial, industrial, and public needs. 3. Rational Development Pattern - To prevent the misuse and waste of land by e tablishing a pattern lo guide future orderly growth and development. Urbanization should be contained and guided to prevent encroachmenl within prime and good agricultural land. 4. Agricultural Areas - To preserve existing prime and good agricultural lands. 5. Residential Areas - To provide residential areas with a desirable development. 6. Commerce - To provide for commercial development where it is economically feasible to provide goods and services. 7. Industry - To provide for wc> U-Jocated industrial sites with room for expansion. 8. Recreation - To provide recreational areas and facilities. 9. Resources - To protect groundwaters. 10. Environment - To preserve country living. 11. Coordination - To provide coordination between the local plan and plans of adjacent govenmental units. -2- �WHEATFIELD TOWNSHIP RESIDENTIAL BUILDING PERMIT STATISTICS YEAR NEW UNITS TOTAL 1956 1957 1958 1959 8 2 4 4 1956-59 1960 1961 1962 1963 1964 1965 1966 1967 1968 1969 4 5 7 5 9 9 9 17 17 6 1960-69 1970 1971 1972 1973 1974 1975 8 18 + 1 duplex 30 14 13 10 18 88 -3- 1970-75 95 �WHEATFIELD TOWNSHIP POPULATION AND LAND USE NEEDS PROJECTIONS 1975-1985 (BASED ON ANNUAL GROWTH RATE 3.2%) (base year) 1975 1980 1985 1350 1550 1800 400** 460 540 3.38 3.35 3.32 TOTAL ADDITIONAL HOUSEHOLDS REQUIRED 60 85 LOW DENSITY 40 55 MEDIUM DENSITY 20 30 TOTAL ADDITIONAL RESIDENTIAL AREAS REQUIRED 120A 180A LOW DENSITY (ABO VE I ACRE) l00A 140A 20A 40A COMMERCIAL I00A I60A INDUSTRY 130A 180A YEAR 1970 POPULATION 1177* HOUSEHOLDS 325* POPULATION PER HOUSEHOLD 3.8* MEDIUM DENSITY (FRACTION OF ACRE) * Community Profile and Data Book--Tri County Planning Commission ** Building permits records--Wheatfield Township -4- �e 2700 ,, WHEATFIELD TOWNSHIP POPULATION I I I 2500 I I I I I I I I I I 2000 ,, , 1500 , ,, , , , , ,, , , , I JI 2050 , , / ~ JI 1550 ~ 1177 1000 500 0 1950 1960 1980 1970 -5- 1990 2000 �ROAD NETWORK MAP In this map, broken lines were used to denote gravel roads. All gravel and unsurfaced public roads in the township are county local roads. Surfaced roads are county primary roads and are denoted by thick lines. Surfaced roads are county secondary roads when denoted by thin lines. -6- �WHEATFIELD TOWNSHIP COUNTY ROAD -NETWORK - - - -- -~ ·-- -· .\ C&oRR if: I 4 -z ! LINN I 1 2 I /. \ 8 7 I 1-96 9 NOBLE ~ -:....- ;;,r )> r b 18 16 s: 0 z \ Q 1 14 ~ lJ /' 0 / \ HOLT 19 20 21 ;' 22 24 FROST )) N 28 29 ) ' I 27 ••• •1 25 1 •. a. 0 "' ;j WALDO s: m C I_ - CD :0 )> :0 7' 0 )> z ~ CD :0 I 31 ··· ..., ·1 Q · J2 r m -< J) ~ -< )> s: CJ) -7- ~ i I z SECONDARY GRAVEL ( \ PRIMARY - i )b -I 0 ■- () !:: I HOWELL m m r )5 -~~ I �AGRICULTURE MAP All areas inside the solid lines (very best) have been recognized as excellent lands for agriculture. Dark areas have been recognized as good land by the state and Soil Conservation Service. In identifying all of these lands, slope, natural drainage, and natural fertility were considered. As a matter of township policy, prime and good agricultural areas should be reserved for agricultural use whenever possible. -8- �WHEATFIELD TOWNSHIP AGRICULTURE LAND I I '' t ••' I I I t I !I II J1 I I I ~ GOOD PRIME -9- �SEPTIC TANK LIMITATIONS MAP The ratings for this map were based on Soil Conservation Service engineering property interpretations for each soil type. This rating system emphasizes the upper 2 feet of the horizon and the natural topographic setting of the soil. The shaded areas represent moderate limitations for the use of septic tank systems. The open areas represent severe limitations for the use of septic tank systems. Since our township depends heavily on septic tanks for proper waste removal, this map is very important in considering future building. -l 0- �WHEATFIELD TOWNSHIP SEPTIC TANK LIMITATIONS I 8 7 18 '/ J/ HOLT -11- - MODERATE D SEVERE I . - . • �WHEATFIELD TOWNSHIP ZONING -- - -- ·-- ---·• I • .,..-r-,,1.....- . - ~ 1 - - - -1- -~ ~ I • I •' 1-96 10 I ..... . I • • )> ...... I ; ~ ~ I s: 1r J to I lJ 14 I • 16 I f s I ..............------. I I 22 ........ - FROST - • - - I 4'I - - ~ . . . . . . - - - - . ! J1 ::0 ::0 0 J2 7' r m • JJ -< )> z L_ DENNIS to C ~; ~ ~ - -~ -◄ I► • -< ).5 f ~ ffl RESIDENTIAL BLUE I ~ r r )> s: -i 0 ' AGRICULTURE Low density residential ---~---~.------, U) ' '' HOWELL D - .(• I / 'I WALDO m - 25 J 28 s: . --- ' 'I '' z RESIDENTIAL GREEN COMMERCIAL LIGHT INDUSTRIAL -12- s:! ~I 'I �THE MASTER PLAN The Master Plan of Wheatfield Township is based on the numerous criteria previously discussed in this study, including: 1. Development Goals, 2. Population Trends, 3. Existing Land Use, 4. Traffic Patterns, 5. Economic Considerations, and 6. Ecological Constraints. A goal of Wheatfield Township is to encourage the preservation of agricultural land, by discouraging the development of "marginal land" and the splitting of large parcels into small parcels which wast6 land. Therefore, agricultural lands would allow only one living unit per twenty or more acres. Low density residential lands would allow one living unit per one acre or more. Medium density residential lands would allow one living unit per fraction of one acre. -13- �IMPLEMENTATION This plan will be a successful guide for the future development of Wheatfield Township only if it is continually used in the decision-making process of citizens, developers, and the Township. Upon approval of this plan, the Township Board has the power to implement the Plan through the passage of ordinances and the expenditure of public funds. There are basically five steps to take in implementing the Plan which are generally: land use controls, financial aids, general government programs, intergovernmental cooperation, and citizen participation. The Plan should be implemented through the use of Zoning. The adoption of the revised Zoning Ordinance is essential as the present ordinance is outdated and provides little protection for township property owners from new development, or little guidance to developers desiring to build within the Township. Consideration should also be given to adopting Subdivision Regulations for regulating the design of new subdivisions which can be expected in the years ahead. Subdivision roadway frontage and lot sizes should allow cluster plan and townhouse development. Also, living units should not be more than two stories high. The Township, through its participation in federal grant programs and its expenditure of funds for public improvements, can encourage certain types of development in the desired areas of the township. For example, several federal grant programs provide for acquisition of park and open space land desired by township residents. The Township must also recognize its role in the region and the County and continue to cooperate with other governments conducting programs affecting township residents. Finally, the Plan will only be successful if Township residents get behind it and support its goals and suggestions for improved community living conditions. -14- �WHEATFIELD TOWNSHIP MASTER PLAN - C& 0 II R"---- . . ?~:: +zf~-r.c:0·7 .. .... .. ::::::.. ~: :·:: r _,........ •· --t ~: ~ .. - i - - - ... _.___.__..... . 111 I I I I HOLT I I. t Ilic) I .... , I I / I l _! L,,,' .... • ... - I I \ .... .-a i I ~ ... --; WALDO )1 I l EEt3 PRIME AGRICULTURE LAND lLlJ COMMERCIAL D LOW DENSITY RESIDENTIAL - LIGHT INDUSTRY □ MEDIUM DENSITY RESIDENTIAL EE;:) t:Qf" MOBILE HOME PARK RECREATION -15- �ACKNOWLEDGEMENTS The following sources were helpful in developing this plan : Wheatfield Township Land Use Information System, prepared for Wheatfield Township Planning Commission by Roger E. Springman United States Soil Conservation Service, Ingham County District Office, Mr. Larry Tripp Present Wheatfield Township Planning Commission members, Keith L. Haynes, Chairman, Mary E. Price, Secretary, John T. Fryer, Jerome F. Gilles, and James A. Small Past Wheatfield Township Planning Commission members -16- � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Wheatfield-Twp_Master-Plan_1976 Creator An entity primarily responsible for making the resource Wheatfield Township Planning Commission, Wheatfield Township, Ingham County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1976-03-25 Title A name given to the resource Master Plan Description An account of the resource The Master Plan for Wheatfield Township was prepared by the Wheatfield Township Planning Commission and was adopted on March 25, 1976. Subject The topic of the resource Master plan reports Wheatfield Township (Mich.) Ingham County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/882a66178b368f3c0497ddd2c471cec7.pdf c34b05e268b7bcae519de091e05d5776 PDF Text Text THOROUGHFARE PLAN MIDLAW MIQ-IIGAN OF MIDLAND. ADOPTED BY THE PLANNING COMMISION OF THE CITY OF MIDLAND ON JUNE 3. 1997 - L. EXISTING MAJOR THOROUGHFARE - - PROPOSED MAJOR THOROUGHFARE EX ISTING MI N OR (SECONDARY) THOROUG HFARE • - PROPOSED MJNOR (SECONDARY) THOROUGHFARE The Thoroughfare Plan identifies improvements the street system requires to serve future growth. The Plan classifies streets according to their primary function, either moving traffic from one location to another or providing access to properly adjoining the road. The categories and the function of each are as follows : - - EXISTING COLLECTOR STR EET - . ~·-.:··~. - . -~-J.li-...!!"°!.---. -· ----1--------1-+ i !j ..... -. ... Ill l * PROPOSED COLLEC TOR STRE ET •· · ........ Cl..-.,, BOUNDARY - MIDLA ND URBAN GROWTH AREA BOUNDARY INTERCHANGE IMPROVEME NTS Expressway This designation is for limited -access highway facilities whose primary function is carrying long-distance traffic between regions of the State. No access to adjoining property is provided . US- IO. which extends around the norlh and cast sides of the City, is the only thoroughfare in this category. Major Thoroughfare The primary role of major thoro ughfares is moving traffic through the City or area. Providing access to adjoining property is of minor imporlance. Characteristics include : high speed s, high traffic volumes, long roadway length , multiple lanes, turning lanes at intersections, no on -street parking, and limited use of traffic control devi ces. Major th orou ghfare traffic 1s given prefere nce by traffic signalization . L. -i - RO Minor (Secondary) Thoroughfare Moving traffic within the City remain s the more important of the two functi ons for thi s category of roadway, but access to adjoining property is of higher impor1ance than for major thoroughfares . Additionally. traffi c signalizatio n is more fr equent, operating speeds arc lower, and access design stresses minimizing the number of driveways. Ill) Collector Streel Collector street s serve the dual function of mobility and access. They collect traffic from a network of local streets and link the local street network to streets of higher classification, while also providing access to adjoining properties. RD I r, Local Access Street Providing acce ss to adjoining property is the major function of local streets. These streets are designed to carry little or no through traffic . (These streets arc not shown on the Plan.) The Thoroughfare Plan includes the following modifications to the City's major street system: I. New east-wcsl connection from Waldo Avenue to Jefferson Avenue, north of US - IO, utihLing a part of the exi sting Joseph Drive. II. New major arterial street exte nding south from Saginaw Road near Stark Road to M-20 ( Isabella Street ). III. Exten sion of Letts Road between Jefferson Avenue and Eastman Avenue, to improve east/west circulation in the area. IV. Extension of Sugnel Road we st from W. Main Street to Dublin Avenue. Y. More direct connection between the west end of Airport Road at Hick s Road and Stark Road near 1he US-IO interchange. MASTER PLAN (Comprehensive Development Plan) VI. Recon stru ction of the Bay City Road/US-IO interchange. 1997-2007 &Beyond Issues Need for improvements to 1he Eastman Avenue/US- IO interchange. Expansion of the Waldo Avenue/US-IO interchange from a partial to a full interchange. The expansion is projected to occur further in the future , be yo nd the time frame of this plan. INTRODUCTION The City of Midland's Master Plan represents a guide for the City's future physical development. Enhancing Midland as a place to live, work, shop, play, and avoid the problems of uncontrolled development are its primary goals. The plan is based on anticipated future growth. The plan, with goals and policies, has been developed to accommodate and manage the anticipated growth in an effective and efficient manner. Policy/Action: The land-use pauern in the City should provide for contiguity between future growth and ex.isling development. The Land Use Map in this Plan is intended to maintain a compact urban form for the City in the future. The Plan should guide future zoning decisions of the City. Policy/Action: Rezoning land for urban development should only occur when it is contiguous with or near ex.isling urban development. Development of land already served by public facilities should occur before development of land for which ex.tension of public facilities is required. Policy/Action: Coordination of land use plans for the City and neighboring townships should be encouraged. Meetings with township planning commissions will be conducted on a periodic basis to facilitate coordination. FUTURE POPULATION GROWTH AND LAND NEEDS 2. Population Growth The 1990 Census reports the City's population as 38,053, about a 2.2% growth factor over the 1980 population of 37,250. The July 1994 U.S. Census estimates for the City of Midland show a population of 39,568, which is a 4.0% growth factor over the 1990 figures. The Census does not, however, consider population gained from annexations. With the population of areas annexed into the City since the 1990 Census, the Planning Department estimates a current 1997 population of 40,300. Assuming a conservative 0.15% growth rate per year between now and the year 2000, and adding populations from anticipated areas of annexation, the projected population for the year 2000 would be 40,500, and 42,150 for the year 2010. This would be a low estimate, compared to the growth of the City of Midland over the past six years. Assuming a 5% growth rate per decade and adding population from potential annexations would estimate a population of 41,320 by the year 2000 and 43,390 by the year 2010. Land Needs While there is a relationship between the amount of land needed for future development and the anticipated population growth, this is not always a direct relationship. particularly for nonresidential land use categories. The proposed plan provides for ample lands to be set aside for all types of development. This provides alternatives for land owners and developers in locating future development. The Land Use Plan provides for considerable General Commercial land north of US-10 between Jefferson and Eastman. This area has become the focal point for much of lhe commercial development taking place in the City. However, the downtown area still is to be maintained for specialty kinds of commercial and service establishments. Industrial lands are located primarily in the southeast part of the City. This places industrial development down wind from most of the residential neighborhoods in the community. Lands for other kinds of industrial development under controlled conditions are also provided. While detached single-family homes are ex.peeled to remain the predominant type of new housing developed in the future, it is important that the Comprehensive Plan and development regulations of the City provide for nexibilily in the types of housing developed in the future. The Land Use Plan Map provides land for various densities of residential development in order to permit a variety of choices in housing styles and prices, and to permit market nexibility in responding to demand for various housing products. Policy/Action: Continue use of Housing Rehabilitation Program to stabilize neighborhoods and maintain a moderately priced housing stock . Federally funded rehabilitation efforts are an important source of affordable housing, particularly for first-time home buyers. Policy/Action: Encourage stability in residential areas of the City by minimizing intrusions and adverse impacts of incompatible uses. In residential neighborhoods, the stability of housing values and neighborhood quality are sensitive to tbe impacts of surrounding uses. Although it is not always possible to avoid incompatibilities. the potential adverse impacts of nonresidential uses on residential neighborhoods should be minimized through use of appropriate site design and landscape buffering. Policy/Action: Provide for the identification and acquisition of land needed for support facilities, such as schools, parks, and public facilities in close proximity to residential areas. The proximity of these services and facilities contributes to the quality of residential areas and creates a sense of community. Periodic review of needs should be conducted with the entities involved with the planning and development of support facilities. 3. Develop the Downtown Riverfront as a focal point of activity Improve the visibility of Downtown 10 create a better awareness of ils location. Such improvements could include physical improvements, better signage. changes to street patterns, and improved parking. Strengthen characteristics that are unique to Downtown Improve Riverfront access to Main Street buildings Improve the entrances to the Downtown to: Make the Downtown more visible to the public Create gateways that signify a sense of arrival Develop continuity in the physical appearance of Downtown COMMUNITY GOALS AND POLICIES Identification of community goals regarding the future is an important component of the comprehensive planning process. Goal statements aid in defining a common purpose and direction for the community. The following goals were established by the Planning Commission to guide the development of this Plan. Each goal statement is followed by a brief discussion of policies and/or actions intended 10 assist in achieving the goal. 4. GOAL: MAINTAIN A COMPACT DEVELOPMENT PATTERN. The size • • • City of Midland currently benefits from a relatively compact development pattern when compared to many other communities its in Michigan and around the country. Benefits of this type of development pattern are many. They include: Increased proximity and shorter driving distances between residences and places of work More efficient use of public infrastructure, resulting in lower costs Preservation of natural resources, open space and agricultural land Preservation of adequate land for open space in close proximity to residential neighborhoods The compact pattern of growth found in the City has developed, in part, due to 1he lack of potable water and suitable means for disposing of sanitary sewage in areas not served by public utilities. The policy of the City of Midland of not extending municipal utilities 10 areas within a defined perimeter of the Ci1y, unless annexed to the City (the Midland Urban Growth Area or MUGA policy ). has also assisted in maintaining this efficient growth pattern. Policy/Action: The City should continue its use of utility services to help shape the future pattern of growth in the City to a compact "''-~ GOAL: REDEVELOP THE DOWNTOWN AS A UNIQUE CENTER OF ACTIVITY FOR THE COMMUNITY. Policy/Action: The City should emphasize the role of the Downtown as a unique office, retail, service, and governmental center. Actions which should be taken to facilitate lhis policy include: Future modifications to the plan may be necessary to accommodate changes in the manner and direction that development is proceeding. The planning process is one of continuing evaluation of growth trends and community needs. l. GOAL: ENSURE AN ADEQUATE SUPPLY OF LAND FOR ALL TYPES OF RESIDENTIAL DEVELOPMENT. GOAL: PROVIDE LAND FOR NEEDED NEIGHBORHOOD CONVENIENCE COMMERCIAL USES IN LOCATIONS COMPATIBLE WITH AND WITH DESIGN APPROPRIATE FOR RESIDENTIAL AREAS. Policy/Action: Neighborhood convenience uses should only be permitted at intersections of major or secondary thoroughfares, and on sites where adverse impacts on nearby residential areas can be avoided or minimized through appropriate site design and buffering. Policy/Action: Neighborhood convenience commercial uses should be designed with access and circulation systems which minimize the number of accesses, thus maintaining the traffic-carrying capacity of major streets. 5. GOAL: ACHIEVE A HIGH-QUALITY IMAGE AND APPEARANCE IN NEW DEVELOPMENT. Policy/Action: Landscaping of new development should go beyond the use of landscaping to hide undesirable features. Landscaping requirements contained in the zoning ordinance should be modified and expanded to provide a minimum level of quality for all site landscaping, 10 enhan~e ihe appearance of new development. create attractive views from public streets and soften the impact of large Parkin!.:! are:i, 6. GOAL: EXPAND THE RETAIL ECONOMIC SECTOR IN THE CITY OF MIDLAND TO RETAIN A LARGER SHARE OF RESIDENTS' RETAIL SPENDING. Policy/Action: The Comprehensive Plan should provide land in suitable areas for expansion of the City's commercial base. Commercial development should be concentrated in the areas shown for such development on the Land Use Plan Map. Sufficient land for commercial use is provided to ensure a competitive land market and a variely of sile selection choices. 7. GOAL: PROVIDE LAND TO SUPPORT INDUSTRIAL DIVERSIFICATION OF THE MIDLAND ECONOMY. Policy/Action: Future industrial development should be located where characteristics such as noise and traffic will not adversely affect residential areas. Policy/Action: Diversification of the Midland economy should be encouraged by the City and supported by City land-use decisions. Policy/Action: Additional land for industrial use should be provided in proximity 10 lhe Midland Cogeneration Plant. 8. GOAL: MAINTAIN A SYSTEM OF MAJOR STREETS WHICH PROVIDES SAFE AND EFFICIENT TRAFFIC MOVEMENT THROUGHOUT THE CITY, WITHOUT DISRUPTION OF RESIDENTIAL NEIGHBORHOODS. Policy/Action: Commercial development in a linear pattern with shallow depth along arterial streets should be discouraged . Commercial development should be encouraged as planned centers to avoid the negative visual impacls of strip development and maintain capacity of major thoroughfares through coordination of access and circulation systems. Policy/Action: Platting of residential lots with individual lot frontage on major streets will be discouraged. Policy/Action: Access-control regulations will be developed to control the number, location and design o f accesses to major streets. 9. GOAL: MAKE IMPROVEMENTS TO THE MAJOR STREET SYSTEM TO MORE EFFECTIVELY SERVE THE TRANSPORTATION NEEDS OF RESIDENTS OF MIDLAND AND THE TRI-CITIES REGION. Policy/Action: The City should continue to encourage the following improvements to State trunkline highways hy the Michigan Department of Transportation: A new access ramp from US-10 eastbound to Wackerly Street to provide improved access to Eastman Avenue and longer stacking space for vehicles • A full-directional interchange at US - 10 and Bay City Road to improve traffic access to and from the east side of the City and Williams Township Redesign the BR- IO/M-20 overpass al Saginaw Road to create a more safe and efficient traffic pattern for thi s part of the community Improve traffic circulation in the vicinity of the Jefferson Avenue overpass of US-IO Policy/Action: Improve north/south c irculation on the west side of the City through construction of a major road connection between M-20 on the south and Saginaw Road and the US-IO interchange at Slark Road on the north . Policy/Action: The City should develop additional traffic circulation options to alleviate the problem in the vicini,y of US 10/Wackerly Street/Eastman Avenue. An east-west arterial west of Eastman Avenue north of the US-IO Expressway should he developed . 10. GOAL: PROTECT THE NATURAL FEATURES WHICH CONTRIBUTE TO THE DESIRABLE CHARACTER, APPEARANCE AND IMAGE OF THE CITY OF MIDLAND. Policy/Action: Encourage preservation of woodlands as an element in the design of new development. Policy/Action: Discourage intensive development of wetlands and other environmentall y sensitive areas . Development standards should be added to the zoning ordinance which en sure that adequate consideratio n is given to protectio n of sensitive environmental features . ll. GOAL: PROVIDE PARKS AND OPEN SPACE IN PROXIMITY TO RESIDENTIAL NEIGHBORHOODS Policy/Action: Encourage development of common open space to preserve environmcnlally sensitive areas and provide natural . · f · areas for the enJOyment o residents. Policy/Action: Acquire land for neighborhood parks in anticipation of new development and the need for such facilitie s. Policy/Action: Develop and implement plans for a pedestrian and bicvcle trail system in the Citv. to orovide rec re alional �J=ilf --------+,,.,-------------~=c," ,, lMI □ [Q) IL ~ [NJ [Q) -----r -- I ~l " ~ __J _Jl r,, l LOW DENSITY RESIDENTIAL MEDIUM DENSITY RESIDENTIAL s .--------~ lMl □ ~IXl □ @~[N] EB I II I I I I 11 I USE PLAN 21 • ,___________ I__ _ CERTIFICATE: HIGH DENSITY RESIDENTIAL I I THIS IS A TRUE AND CORRECT COPY OF THE LAND USE PLAN OF THE CITY OF MIDLAND, ADOPTED BY THE PLANNING COMMISSION OF THE CITY OF MIDLAND ON JUNE 3, 1997 AND JUNE 24, I 997. CONVENIENCE COMMERCIAL DOWNTOWN COMMERCIAL GENERAL COMMERCIAL OFFICE SERVICE LIGHT INDUSTRIAL ' b--------"r----'"'li,,:.==a=!<"=-=o~-'--==£l " . e' 1 ·, __ ___ _j INDUSTRIAL l, • LIMITED INDUSTRIAL PARK/ OPEN SPACE/ SCHOOL --·-·-·- ·-·-, i i i i I ' i ·"''' "" )61 i MES H. SCHROEDER, SECRETARY PUBLIC/ QUASI PUBLIC '4DlANO t lf' -·- ·- ·- CITY BOUNDARY ----- MIDLAND URBAN GROWTH AREA •••••• •• SPECIAL FLOOD HAZARD AREA BOUNDARY t----------------)Ir= .~ .~ ,: - - - - - - - - - - - · ~ "1Ll!Atf5 111' i _ ,c_, l2 i i PLAN IMPLEMENTATION ~ p !.. , ------ ---- i . . ........--. ~, i tj •••••••• ••••••.•.•••••••.• __,/ The Master Plan identifies goals for the future physical development of the City. The tools listed below represent the primary mechanisms for achieving these goals. It is essential that in utilizing each tool, the Master Plan be considered. Zoning Ordinance Provisions 1: , •• I I __,. 11, ~ i ··-.. \.,·1···· . .... .. 8 .... .. .... i ""'!"-:.,.'fl / .. ~/ '..!.. " I I I I •••• I ·-· ••••Jl ••••••••.• ... I I. •' I Subdivision Controls C."••··, ·- · ~;-:-;;;.,_. . Subdivision controls regulate the division of land in the interest of obtaining orderly and harmonious growth in the community. These regulations can be used to secure good subdivision layout, provide for adequate and coordinated streets, proper sewer and water facilities, and other necessary improvements. A I Access Management The need for costly roadway improvements can be reduced by maintaining the traffic-carrying capacity of existing streets. The number, design , and location of driveways along major roadways affects traffic flow, ease of driving, and accident potential. The use of access-management regulations to ensure proper design and placement of driveways can help limit the number of driveways and encourage access from side streets, serv ice drives, frontage roads, and shared driveways . ll \ /"~ The Zoning Ordinance plays a dominant role in implementing the Land Use Plan. Through it, the land in the City is divided into zoning districts. All uses permitted within the different districts, with appropriate restrictions, are clearly defined for each district. It is important that the mapping of zoning jistricts reflects the recommendations of the Land Use Plan, although minor inconsistencies often exist due to changes in development patterns or zoning practices. It is important that a City's zoning ordinance be updated to reflect new land use concepts and development patterns. The City Council makes the final decision on all zoning matters, with the City Planning Commission playing an important advisory role. - ,_ lf Land Acquisition for Public Facilities r1 As the City grows and expands beyond its current limits, land will be needed for neighborhood parks, new major thoroughfares, schools, and other public services. These needs must be anticipated, and steps must be taken to acquire the land before extensive development makes acquisition difficult and costly. ·1 V Long-Range Capital Improvements Program A Capital Improvement Program lists expenditures for capital expenditures, such as stree ts and sewers, on a priority basis . Projects which further community-wide goals and objectives shou ld be given a high ranking. The goals and desired development pattern outlined within the Plan should serve as a guide in the planning of future capital expenditures. / f Ii - Midland Urban Growth Area (MUGA) ~ ~-=;ff;,....";T '.,aoa"""'-~~ • .:C*-.-ca.--000-.._..,.--~,!-,"""'~ "";.:"~'*~.--_,,l.,"""':::;~~~»""""'"""""caca""°~-~~---i/~"'-"~~---..Y.~""'"""=~..,.-="""~~!'!!!!!!m.l=,_"""~~:.F.!!:!i~~:"\'i'="'-i;:::!llliiilh.~ " '°"'1 Mtlll[1 , ,,,, r,(,(IISO.t. 1~ ·-- ----------------- ----------- ) ---------• L_____i ________________ J__________________ i_ _ I I I I I -... I The City of Midland's policy of ex tendi ng utility service to areas within the Midland Urban Growth Area, only upon annexation, helps to control growth on the City's perimeter by making it a part of the City itself. With this policy, the City of Midland inhibits sprawl and the misuse of land, and encourages development to take place in accordance with the Master Plan. LAND USE PLAN The Land Use Plan is only for the area of the City of Midland and lands within the Midland Urban Growth Area (MUGA) boundary. The map depicts the desired land use pattern for future development in the community. The boundaries between land use categories are not meant to be precise boundaries, as they appear on the map. The purpose of the Map is to show general land use relationships, not the intended use of every parcel in the community. It should be used as a guide to land use planning and as a tool in planning for future public facility needs. The major land use categories are as follows: Non-Urban Development Land in this category is not expected to experience development of a character or intensity requiring urban services. It is anticipated that lands outside of Midland 's Urban Growth Area should remain in this category. However, some land within the MUGA is mapped in the non-urban category, but is expected to be developed to urban densities sometime in the future . Residential Development The Low-Density Residential category includes traditional detached singlefamily residential development, as well as newer forms of low-density housi ng, such as attached single-family condominiums developed at low densities. Density typically does not exceed four dwe:lling units per acre. The Medium-Density Residential category includes residential development having a densi ty between four and nine dwelling units per acre. The High-Density Residential category includes apartment comp lexes and permits up 10 20 dwelling units per acre. Commercial Land Use The Convenience Commercial category includes small commercial centers serving the everyday needs of nearby residents. New convenience commercial centers shou Id be considered on a site-specific basis, where development features will not have excessive adverse impacts on surrounding properties. The General Commercial category includes the full range of retail , dining, lodging, and service establishments which serve the entire community and surrounding area. The Downtown Commercial category includes a variety of compatible and mutually supporting uses, including small retail shops, dining establishments, lodging and conference facilities, high-density housing, and riverfront recreational facilities. This area is the same as the Downtown Development Authority District and the Shopping Area Redevelopment Authority District. Office Service Land in this category includes professional and business offices, business services, and personal services. This category often serves as a transitional buffer between more intensive commercial and residential areas. containing a mix of office, commercial, light industrial, and research uses within a controlled environment. The office and commercial services should provide support facilities for the light industrial uses, incorporating standards governing building size, emissions, noise, and traffic safety. Industrial Land Use Public/Quasi Public The Light Industrial category allows for combining land uses chat are both commercial and industrial in nature. External nuisances, such as noise or odors, are minimal. This category includes higher education facilities, hospitals, airports, fairgrounds, other governmental facilities, and major cultural and recreational facilities in the community. The Industrial category permits all types of industrial and manufacturing uses. These uses, while generating less traffic than Light Industrial, tend to generate more noise, vibration, dirt, odor, and other external nuisances. Park/Open-Space/School Included in this category are public and private school s, major community parks, and greenbelts. Existing small parks are included in this category, but most are not shown on the Map. Parks designated by the green circles include approximate areas designated for future parks and open space. The Limited Industrial category includes planned industrial centers � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Midland_Master-Plan-Map_1997 Date A point or period of time associated with an event in the lifecycle of the resource 1997-06-24 Title A name given to the resource Master Plan 1997-2007 & Beyond Description An account of the resource The Master Plan 1997-2007 & Beyond for the City of Midland was adopted by the City of Midland Planning Commission on June 3, 1997 and June 24, 1997. Subject The topic of the resource Master plan reports Midland (Mich.)--Maps Midland County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/3807b8446534bbe1213a7e2c8801b062.pdf 65ba9af70b4c87554b8f706739227878 PDF Text Text MARQUETTE CHARTER TOWNSHIP MARQUETTE COUNTY | MICHIGAN MASTER PLAN | 2020-2024 Marquette Township Planning Dept. DRAFT: 3/5/2020 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 ACKNOWLEDGEMENTS TOWNSHIP BOARD PLANNING COMMISSION Lyn Durant, Supervisor Randy Ritari, Clerk Ernest Johnson, Treasurer Pete LaRue, Trustee Dan Everson, Trustee Dave Wiegand, Trustee John Markes, Trustee Michael Springer, Chairperson Steve Heikkinen, Vice Chairperson Dave Weigand, Secretary Jim Johnson LeAnne Kachmarsky (through December 2019) TOWNSHIP STAFF Jason McCarthy, Planner & Zoning Administrator Ryan Diederichsen, Staff Planner View from top of Hogback Mountain | Marquette Township “The real voyage of discovery consists not in seeking new lands but seeing with new eyes.” — Marcel Proust Acknowledgements Page | 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 TABLE OF CONTENTS CHAPTER 1 – INTRODUCTION What is a Master Plan? ............................................................................................................................................................................ 1 Purpose of a Township Master Plan .................................................................................................................................................. 1 The Master Plan Update Process ........................................................................................................................................................ 1 Incorporating Sustainability Principles ............................................................................................................................................. 1 Location and Transportation Links..................................................................................................................................................... 3 CHAPTER 2 – SOCIAL AND ECONOMIC CHARACTERISTICS Introduction.................................................................................................................................................................................................. 1 Population Trends ................................................................................................................................................................................ 1 Population Density ............................................................................................................................................................................... 2 Age Distribution ......................................................................................................................................................................................... 2 Race ................................................................................................................................................................................................................. 3 Households................................................................................................................................................................................................... 3 Income......................................................................................................................................................................................................5 Employment ................................................................................................................................................................................................. 5 Housing .......................................................................................................................................................................................................... 7 CHAPTER 3 – NATURAL RESOURCES Introduction.................................................................................................................................................................................................. 1 Climate ........................................................................................................................................................................................................... 1 Geology .......................................................................................................................................................................................................... 2 Topography .................................................................................................................................................................................................. 6 Forestlands...............................................................................................................................................................................................8 Wetlands .................................................................................................................................................................................................. 8 Soils.................................................................................................................................................................................................................. 8 Water Resources ......................................................................................................................................................................................12 Fish and Wildlife Resources ............................................................................................................................................................12 Threatened and Endangered Species .............................................................................................................................................13 Local Food Production.....................................................................................................................................................................13 CHAPTER 4 – EXISTING LAND USE Introduction.................................................................................................................................................................................................. 1 Residential..................................................................................................................................................................................................... 1 Commercial .................................................................................................................................................................................................. 1 Industrial ........................................................................................................................................................................................................ 1 Institutional................................................................................................................................................................................................... 2 Vacant Land.................................................................................................................................................................................................. 2 Woodland ................................................................................................................................................................................................ 2 Water Bodies .......................................................................................................................................................................................... 2 Public Lands............................................................................................................................................................................................2 CHAPTER 5 – COMMUNITY SERVICES Introduction.................................................................................................................................................................................................. 1 Transportation Infrastructure ........................................................................................................................................................... 1 Table of Contents Page | 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Recreational Facilities .............................................................................................................................................................................12 Public Water and Sanitary Sewer Service ..................................................................................................................................15 Solid Waste Management ...............................................................................................................................................................17 Public Safety...............................................................................................................................................................................................17 Educational Facilities .........................................................................................................................................................................17 Healthcare .............................................................................................................................................................................................17 CHAPTER 6 – PUBLIC PARTICIPATION Introduction.................................................................................................................................................................................................. 1 Public Participation ................................................................................................................................................................................... 1 CHAPTER 7 – GOALS & OBJECTIVES Introduction..........…………………………………………………………………………………………………………………………………………………... 1 Goal #1 Encourage Best Management Practices Regarding Land Use ............................................................................ 1 Goal #2 Transportation Enhancement ......................................................................................................................................... 3 Goal #3 Public Services, Facilities and Infrastructure.............................................................................................................. 5 Goal #4 Recreation .............................................................................................................................................................................. 6 Goal #5 Economic Development ........................................................................................................................................................ 7 Goal #6 Housing ........................................................................................................................................................................................ 8 Goal #7 Government ........................................................................................................................................................................... 9 CHAPTER 8 – FUTURE LAND USE & ZONING PLAN Introduction.................................................................................................................................................................................................. 1 Future Land Use Descriptions and Map ...................................................................................................................................... 1 Relationship Between Zoning and Future Land Use ............................................................................................................... 4 Zoning Districts and Zoning Plan ....................................................................................................................................................... 4 Current Zoning Districts .......................................................................................................................................................................... 4 Climate Resiliency & Future Land Use Plan .................................................................................................................................... 7 CHAPTER 9 – PLAN ADOPTION Introduction.................................................................................................................................................................................................. 1 Plan Review ............................................................................................................................................................................................. 1 Distribution of Final Plan ........................................................................................................................................................................ 1 Adoption Resolutions ………………………………………………………………………………………………………………………………...... 2 ` Appendices can be view online at www.marquettetownship.org or by clicking the below links: APPENDIX A – 2018 CITIZEN SURVEY RESULTS APPENDIX B – 2019 TRANSPORTATION PLAN APPENDIX C – US-41/M-28 COMPREHENSIVE CORRIDOR & ACCESS MANAGEMENT PLAN APPENDIX D – 2019 CAPITAL IMPROVEMENTS PLAN APPENDIX E – TEN PRINCIPLES OF SMART GROWTH APPENDIX F – NEW ECONOMY ECONOMIC DEVELOPMENT PRINCIPLES APPENDIX G – MARQUETTE TOWNSHIP RECREATION PLAN 2022 – 2026 APPENDIX H – MARQUETTE COUNTY ENDANGERED SPECIES LIST APPENDIX I – MARQUETTE AREA CLIMATE & CLIMATE & HEALTH ADAPTATION ACTION (MACH A2) FINAL REPORT Table of Contents Page | 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER ONE | INTRODUCTION 1.1 WHAT IS A MASTER PLAN? The enclosed Master Plan relays Marquette Township’s opportunity to gain quality, sustainable, community development by addressing evolving trends, changing demographics, and the mutual benefits of public and private partnerships. This Master Plan update provides guidance for future land use, transportation amenities, and capital spending, economic development and community facilities in a coordinated manner. It also conveys a common vision for the future and denotes achievable goals and objectives to assist with that vision. The materials and concepts presented in the Master Plan will be used to assist Marquette Township officials with making informed decisions regarding all public and private land uses, while also accounting for the provision of public facilities and services. It is a long-range plan that should assist in guiding the Township over a period of 10 to 20 years. The plan is a living document that denotes the community’s vision—what the people of a community desire and support for their collective future. This plan is also designed to be complimentary to other regional plans, thereby setting the stage for regional collaboration. 1.2 PURPOSE OF A TOWNSHIP MASTER PLAN Per the Michigan Planning Enabling Act, P.A. 33 of 2008, the Planning Commission “shall make and approve a Master Plan as a guide for development.” The Master Plan is not an ordinance. It does not change the zoning of anyone’s property and it does not have the force of law. It is merely a set of policies, strategies and goals to enhance and improve the community over a projected period of time. The Master Plan update process also creates a framework for public participation and community involvement which promotes regional cooperation and contributes to our small town quality-of-life. Further, Michigan Zoning Enabling Act of 2006 requires that the zoning ordinance be based on a plan to promote health, safety and general welfare. Zoning is an instrument for adjusting the classification and regulation of land use and it has the force of law. In conclusion, the Master Plan is our community’s vision, while the zoning ordinance governs the path to that vision. With a Master Plan in place, zoning decisions consistent with the plan and zoning ordinance are presumed to be valid by the courts. 1.3 THE MASTER PLAN UPDATE PROCESS For the purpose of updating the Marquette Township Master Plan, Planning & Zoning Department staff assisted the Planning Commission in administering the update, the community survey and with coordinating the open-house work sessions that were also part of the update process. 1.4 INCORPORATING SUSTAINABILITY PRINCIPLES The Marquette Township Planning Commission understands that sustainability is an imperative concept in land use planning. There are many definitions and theories about what sustainability means, but for the Chapter One | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 purpose of this Master Plan, the Township is utilizing the United Nations Commission on Sustainable Development definition which means, “meeting the needs of the present without compromising the ability of future generations to meet their own needs.” This definition is intended to encompass environmental, social and economic concerns. The Department of Housing and Urban Development, Department of Transportation, and the Environmental Protection Agency created sustainability policies that acknowledge the balance needed between housing, transportation, and the environment. These “livability principals” provide a benchmark for Marquette Township as they move forward in developing their own livability principles: • Provide more transportation choices. Develop safe, reliable, and economical transportation choices to decrease household transportation costs, reduce our dependence on foreign oil, improve air quality, reduce greenhouse gas emissions, and promote public health. • Promote equitable, affordable housing. Expand location and energy-efficient housing choices for people of all ages, incomes, races, and ethnicities to increase mobility and lower the combined cost of housing and transportation. • Enhance economic competitiveness. Improve economic competitiveness through reliable and timely access to employment centers, educational opportunities, services and other basic needs by workers, as well as expanded business access to markets. • Support existing communities. Target federal funding toward existing communities—through strategies like transit-oriented, mixed-use development, and land recycling—to increase community revitalization and the efficiency of public works investments and safeguard rural landscapes. • Coordinate and leverage federal policies and investment. Align federal policies and funding to remove barriers to collaboration, leverage funding, and increase the accountability and effectiveness of all levels of government to plan for future growth, including making smart energy choices such as locally generated renewable energy • Value communities and neighborhoods. Enhance the unique characteristics of all communities by investing in healthy, safe, and walkable neighborhoods—rural, urban, or suburban. ECONOMIC ENVIRONMENT SU STAI NAB LE DEVELOPMENT SOCIAL Chapter One | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 1.5 2020 LOCATION AND TRANSPORTATION LINKS Marquette Charter Township is located in the central Upper Peninsula of Michigan in Marquette County, adjacent to the City of Marquette, the most populous city in the Upper Peninsula. Marquette County lies on the southern shore of Lake Superior, and consists of 19 townships and three cities. A general location map is provided as Figure 1-1 and a map showing the location of the Township within the county is shown as Figure 1-2. The Township has a land area of about 54.7 square miles, making up three geographic townships: T48N-R25W, T49N-R25W and T49N-R26W. The Township's northeast edge borders Lake Superior. Powell Township is to the north; Ishpeming Township makes up a portion of the west boundary; Negaunee Township makes up part of the south and west boundaries; Sands Township is to the south; and the City of Marquette is to the east. The Township’s geographic location is relatively remote from large urban areas of Michigan. It is an eighthour drive to Detroit and seven hours to Lansing. However, the City of Marquette is adjacent to the Township, offering amenities found in larger urban areas, such as the university and the hospital. The Marquette area has become a regional shopping hub for much of the Upper Peninsula. Other recreational and resort areas of the Upper Peninsula are in close proximity. The major transportation route in the Township is U.S. Highway 41/M-28. US-41 and M-28 are merged through the Township, and consist of a multi-lane highway running from Harvey through the City of Ishpeming. US-41 is an important north/south corridor connecting the central and northern Upper Peninsula with larger cities in Wisconsin and Illinois including Green Bay, Milwaukee and Chicago. Although M-28 follows US-41 from Harvey to Baraga County, it is an important east/west highway. M-28 traverses the northern half of the Upper Peninsula from the City of Wakefield to Interstate 75 near Sault Ste. Marie. Other major transportation routes include County Roads 492 and 550. US-41 Corridor | Marquette Township Chapter One | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 1-1: General Location Map f ( > \ Powell Township , , Crolg Lal<e Sl•I• p rll Michigamme Township Champion Township \ Ishpeming Township 1 Marquette Township f Alger Mer>omlnce N t Location Map Marquette Township, Ml Source ESRI, UPEA G/S MAB 5 g 2011 Chapter One | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 1-2: Township Base Map 1 I Lake Superior 49N25W Negaunee Township 48N26W Negaunee Base Map Marquette Township , Ml o 4,000 8,000 Feet Legend N I - - Highways - - Marquette Township Roads CJ Town and Range Lines L-=-.=.·] Township Boundary D Section Lines MAB Chapter One | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER TWO | SOCIAL & ECONOMIC CHARACTERISTICS 2.1 INTRODUCTION Social and economic characteristics are essential components to consider in the preparation of a master plan. An analysis of the community's existing and future population and household characteristics provides a foundation upon which a major portion of a plan is based. While an evaluation of a community's current characteristics provides insight into immediate needs and deficiencies, population projections provide a basis for determining future land use requirements, public facility needs, and essential services. This section of the plan examines several elements which are central to understanding a community's overall population and housing characteristics. These items include population growth patterns and population shifts, age/gender breakdowns, racial composition, household size, housing characteristics, income characteristics, educational attainment, and employment patterns. *All demographic date in the plan will be update upon completion of the 2020 U.S. Census. 2.2 POPULATION TRENDS Population growth is the most important factor influencing land use decisions in any community. If the population of a community is growing, there will be a need for more housing, commerce, industry, parks and recreation, public services and facilities, or roads. Figure 2-1 shows the population trends for Marquette Township from 1940 to 2010. Table 2-1 compares the historical population trends for Marquette Township with the City of Marquette and Marquette County from 1940 to 2010. Overall, Marquette Township has experienced fairly significant growth in the majority of the decades studied. The highest percentage growth occurred in the 1940's with an increase of 64.1 %, followed by the 1970's with an increase of 56.7%. The decade of the 1960's was the only period when Marquette Township's population declined. Most recently, the Township has increased in population between the 2000 & 2012 census by over 600 residents. Table 2-1: Historic Population Trends 1940-2010 Historic Population Trends, 1940 - 2010 MQT Marquette Year Population TWP Township Totals 1940 780 1950 1960 1970 1980 1990 2000 1,280 1,880 1,703 2,669 2,757 3,286 3,905 2010 Cityofof Population City % Marquette Totals Marquette Change 1940 64.1% 46.9% -9.4% 56.7% 3.3% 19.2% 18.8% 1950 15,170 1960 17,202 1970 19,824 1980 21,967 1990 23,288 2000 2010 21,977 19,661 21,355 MQT Marquette Population % COUNTY County Totals Change 1940 13.4% 15.2% 10.8% 6.0% -5.6% -10.5% 8.6% 1950 47,144 1960 47,654 1970 56,154 1980 64,686 1990 74,101 2000 2010 70,887 64,634 67,077 % Chang e 1.1 % 17.8 % 15.2 % 14.6 % 4.3% 8.8% 3.8 % Chapter 2 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2.3 POPULATION DENSITY Table 2-2 shows the land area and population density for the local municipalities of Marquette County. As of 2010, Marquette Township has a population density of 77.5 persons per square mile. This places Marquette Township as the second most dense Township in the County with Chocolay (98.9 persons per square mile) being the most dense and Negaunee (73.3 persons per square mile) being third. 2.4 AGE DISTRIBUTION Information on age distribution within a population can assist a community in matching public services to community characteristics and in determining special needs of certain age groups. Analysis of age distribution may also be used by policy makers to identify current gaps in services and to project future service needs for housing, education, recreation and medical care. I 2020 - Table 2-2: Population Density I Land Area and Population Density, Marquette County 2000 to 2010 Unit of Government Marquette County Champion Township ' Chocolay Township 'Ely Township Ewing Township Forsyth Township Humboldt Township City of Ishpeming Ishpeming Township City of Marquette Marquette Township Michigamme Township City of Negaunee Negaunee Township Powell Township Republic Township Richmond Township Sands Township Skandia Township 'Tilden Township 'Turin Township ' Wells Township West Branch Township Land Area in Square Miles ' 1821.3 120.9 59.7 137.7 48.4 175.2 93.8 8.7 86.5 11.4 50.4 133.7 13.8 42.1 154.2 113.2 55.6 70.9 72 94.3 84.2 154.9 35.5 Persons Per Square Mile 2000 2010 35.5 2.5 120.0 14.6 3.2 27.5 5.0 768.5 40.7 1724.6 60.1 2.8 331.6 64.3 4.7 9.8 17.5 30 12.6 10.6 1.6 1.9 46.4 36.8 2.5 98.9 14.2 3.3 35.2 4.9 743.7 40.6 1873.2 77.5 2.6 331.0 73.3 5.3 9.4 15.9 32.2 11.5 10.7 1.8 1.5 45.7 Annual Park Clean-up | National Trails Day Chapter 2 | Page 2 - - �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Age distribution comparisons for the Township, Trowbridge Park, City, and County are presented in Table 2-3. In general, the age distributions for Marquette Township have the highest percentages (39 percent) of people between the ages of 25 to 54 years. Due to the presence of Northern Michigan University within the City of Marquette, the City has much higher percentages of people under the age of 25 than the Township and County. Table 2-3: Age Distribution Age Group Under 5 years 5 to 9 years 10 to 14 years 15 to 19 years 20 to 24 years 25 to 29 years 30 to 34 years 35 to 39 years 40 to 44 years 45 to 49 years 50 to 54 years 55 to 59 years 60 to 64 years 65 to 69 years 70 to 74 years 75 to 79 years 80 to 84 years 85 years and over Total Median Age 2000 Med ian Age 2.5 Trowbridge Park Marquette Township Number 170 170 216 243 340 246 215 181 222 317 347 354 265 183 136 112 103 85 3,905 Perce nt 4.4 4.4 5.5 6.2 8.7 6.3 5.5 4.6 5.7 8.1 8.9 9.1 6.8 4.7 3.5 2.9 2.6 2.2 100 Number 112 84 108 132 241 177 137 121 120 162 210 185 131 74 71 48 40 23 2176 Pe rcent 5.1 3.9 5 6.1 11.1 8.1 6.3 5.6 5.5 7.4 9.7 8.5 6 3.4 3.3 2.2 1.8 1.1 100 Marquette City Marquette County Number Percent Number Pe rcent 788 630 706 2,355 4,661 1,797 1,136 923 912 1,161 1,219 1,315 985 616 565 543 444 599 21,355 3.7 3 3.3 11 21.8 8.4 5.3 4 .3 4.3 5.4 5.7 6.2 4.6 2.9 2.6 2.5 2.1 2.8 100 3,491 3,293 3,472 5,140 7,026 4,328 3,789 3,480 3,811 4,637 5,194 5,333 4,256 2,893 2,269 1,759 1,447 1,459 67,077 5.2 4.9 5.2 7.7 10.5 6.5 5.6 5.2 5.7 6.9 7.7 8.0 6.3 4.3 3.4 2.6 2.2 2.2 100 43.9Years 38.8 Years 29.1 Years 39.4 Years 40.1 Years 38 .5 Years 30.6 Years 37.5 Years RACE Another important characteristic of a community is its ethnic make-up. Understanding the ethnic fabric of a community helps to identify the diverse needs of its population. Marquette Township has remained almost exclusively White. In 2010, 94.6% of the 3,693 persons in the community were White, declining from 95.4% in 2000. Other races in Marquette Township according to the 2010 census include American Indian and Alaska Native (1.9%), Two or More Races (1.9%), Asian, Hawaiian and Pacific Islander (1.6%), and Black or African American (0 .2 %). 2.6 HOUSEHOLDS Since the 1970's, the nationwide trend has been a decline in household size. There are many reasons for this trend including increasing divorce rates: families have fewer children, elderly living alone, and others. Table 2-4: Household Size Average Household Size 2000-2010 Marquette Trowbridge City of Marquette Township Park Marquette County 2000 I 2010 2000 I 2010 2000 I 2010 2000 I 2010 2.5 I 2.24 2.63 I 2.33 2.13 I 2.05 2.35 I 2.26 Chapter 2 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 If the household size of a community is decreasing, this means that new housing units may be necessary to accommodate for more citizens needing places to live. In some municipalities, new housing units are being built to accommodate the demand for housing created by lower household sizes in spite of declining overall populations. Table 2-4 (on the previous page) compares household sizes for Marquette Township, Trowbridge Park, the City of Marquette and Marquette County. All four areas of comparison decreased in household size between 2000 and 2010. Trowbridge Park has the second highest household size at 2.33 in 2010 and Marquette Township is the third highest at 2.24 in 2010. Table 2-5 shows the household characteristics for the Township, City, and County in 2000. The Census Bureau classifies households in terms of the relationships among the persons who share a housing unit. Some households are families, consisting of two or more persons related by blood, marriage, or adoption, while others are non-family households composed of persons living alone or with unrelated persons. In the year 2010, Marquette Township was reported to have 1,734 households. Of these, the majority are family households (1,050), with the majority of family households consisting of married couples (879). However, of these married couples, 584 households didn’t have any children. Of the other non-married family households, over 108 households are female householders with no husband present, about half of whom do not have children less than 18 years. Male householder families exhibit a similar pattern. Slightly over half of these households do not have children (33). Table 2-5: Household Type Household Type Marquette Township, Trowbridge Park, City of Ma rqu ette, Marquette County 2010 Marquette Township Trowbridge Park Marquette City Marquette County Household Type Number Percent Number 1,734 100 931 1,050 60.6 588 100 63.2 W ith own children under 18 years 378 21.8 207 22.2 1,465 17.6 6,442 23.4 Husband-w ife fami ly 879 50.7 470 50.5 2,768 33.3 13,170 47.8 Total households Family households (families) Percent Number Percent Number Percent 8,321 100 27,538 100 3,788 45.5 16, 664 60.5 W ith ow n children under 18 years 295 17 155 16.6 893 10.7 4,419 16 Male householder, no wife present 63 3.6 37 4 271 3.3 1,131 4.1 With own children under 18 years Female householder, no husband present With ow n children under 18 years Nonfamily households Householder living alone Male 65 years and over Female 65 years and over 30 1.7 17 1.8 133 1.6 634 2.3 108 6.2 81 8.7 749 9 2,363 8.6 53 3.1 35 3.8 439 5.3 1,389 5 39 .4 343 36.8 4,533 54.5 10,874 39.5 521 30 218 23.4 3,176 38.2 8,361 30.4 221 12.7 113 12.1 1,360 16.3 4,027 14.6 55 3.2 23 2.5 255 3.1 916 3.3 300 17.3 105 11.3 1,816 21.8 4,334 15.7 182 10.5 49 5.3 720 8.7 2,009 7.3 684 Chapter 2 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2.7 INCOME Three pieces of data are used to measure income in a community (per capita, median household and median family). Table 2-6 compares these three income measures for the Township with the City of Marquette and Marquette County. All of the income levels in the Township, City and County increased from the 2000 Census to the Community Survey compiled by the Census Bureau between 2005 and 2009. Marquette Township leads in all three income levels. 2.8 2020 Table 2-6: Income Income Marquette Township, City of Marquette, Marquette County Income Type Per Capita Income Median Household Income Median Family Income Marquette Township City of Marquette Marquette County 2000 2005-2009 2000 2005-2009 2000 2005-2009 $23,056 $29,887 $17,787 $20,946 $18,070 $22,891 $42,385 $49,325 $29,918 $31,912 $35,548 $43,692 $50,994 $75,543 $48,120 $62,020 $46,281 $60,084 EMPLOYMENT Table 2-7 shows principal employers in Marquette County and their respective number of employees. The largest employer in the County is UP Health System - Marquette with over 1,900 employees, followed by Northern Michigan University (1,200 employees) and Cleveland Cliffs (1,567 employees). Workforce and employment trends in Figures 2-8 and 2-9 are based on Michigan Labor Market information. Figure 2-8 is a comparison of unemployment rates in three reference areas including the State of Michigan, Upper Peninsula of Michigan (U.P.), and Marquette County. Unemployment in the three reference areas peaked in 1992 (high of 11 percent), declined to a low in 2000 (low of 4 percent), then rose steadily until a high spike between 2008 and 2009 (high of almost 14 percent). In 1992, the Upper Peninsula had the highest unemployment rate of the three reference areas. Reversing the trend in 2009, State unemployment rates exceeded other U.P. reference areas due to the decline of the downstate automotive industry. Since 1990, unemployment trends remained stable in Marquette County and the U.P. while rising in the state as a whole. Table 2-7: Principle Employers 2009 PRINCIPAL 2018/19 EMPLOYERS Principal INEmployers MARQUETTE COUNTY SOURCE: MICHIGAN ECONOMIC DEVELOPMENT CORPORATION # OF EMPLOYEES EMPLOYER UP HEALTH SYSTEM - MARQUETTE 1,924 CLEVELAND CLIFFS 950 PENINSULA MEDICAL CENTER 650 UP HEALTH SYSTEM - BELL 380 BELL HOSPITAL 348 RTI SURGICAL 265 ALGER-MARQUETTE COUNTY COMMUNITY ACTION BOARD 250 EAGLE MINE 198 MEIJER 190 WAL*MART 178 NORLITE NURSING CENTER 162 SUPERIOR EXTRUSION, INC. 150 M.J. VANDAMME, INC. 150 OJIBWA CASINO II 140 AMERICAN EAGLE REGIONAL AIRCRAFT MAINTENANCE FACILITY 137 PUBLIC EMPLOYERS NORTHERN MICHIGAN UNIVERSITY 1,200 MARQUETTE AREA PUBLIC SCHOOLS 428 MICHIGAN DEPARTMENT OF CORRECTIONS 365 COUNTY OF MARQUETTE 270 NEGAUNEE PUBLIC SCHOOLS 190 CITY OF MARQUETTE 177 D.J. JACOBETTI HOME FOR VETERANS 175 GWINN AREA COMMUNITY SCHOOLS 140 ISHPEMING PUBLIC SCHOOLS 111 Chapter 2 | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 2-8: Unemployment Trends County, Region, and State Unemployment Trends 16 ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ 14 + - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~ c::::: 12 10 +--~ ie:..__~ ~ , - - - - - - - - - - - - - - - - - - - - - - - - - - ,....,. ~ = 'f ~~ ,,,_,___------.... '--------1 J 2 +-----------------------------------------~ 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 - state 7.7 9.3 9.2 7.4 6.2 5.3 - uppe r Penin su la 8.9 10 11.2 9.6 9.2 8.8 7.5 6.9 6 5.7 5.3 6.3 7.2 7.6 7.4 7 - county 8 8.5 7.6 7.6 7.9 5.9 5.7 4 .7 5. 1 4 .3 5.4 6.8 6.6 6. 1 5.7 8 4.9 4.3 4 3.8 3.7 5.2 6.2 7. 1 7. 1 6.8 6.9 7. 1 8.3 13.6 13 .1 7.1 7.3 8.2 12.2 12.6 5.9 6. 1 6.9 10.3 10.3 Figure 2-9 illustrates employment levels in comparison to total workforce levels in Marquette County for the years 1990 through 2010. Marquette County workforce and employment levels were closely related during this period until a recent divergence when the number employed declined precipitously compared to a slight decline in the total workforce. This indicates rising unemployment levels. Although both the size of the workforce and the number employed in Marquette County has trended upward since 1990, 2008 marked the beginning of a declining trend especially steep in the number employed. Figure 2-9: Workforce and Employment Trends Marquette County Annual Workforce & Employment Trends 38,000 36,000 "' C. 34,000 0 "' a. 32,000 0 ~ "' ..Q E :::, z 30,000 - Tota l Workforce - Numbe r Em p loyed - - Lin ear (Total Workfo rce ) 28,000 - - Lin ear (Number Emp loyed ) 26,000 24,000 OrlNMq~w~oomOrlNMq~w~oo~o m m m m m ~ ~ ~ ~ ~ O O O O O O O O O O rl mmmmmmmmmm o o o o o o o o o o o rlrlrlrlrlrlrlrlrlrl NNNNNNNNNNN Chapter 2 | Page 6 �MARQUETTE TOWNSHIP | MASTER PLAN 2.9 2020 HOUSING A range of housing options is a primary need of any community. Meeting the housing needs of residents in different stages of life and circumstances can help to revitalize rural communities and retain residents. One way to do this is by supporting mixed-use neighborhoods which combine residential and neighborhood commercial uses in an effort to promote walking and a sense of community. This allows greater independence for those who either do not have the opportunity or prefer not to depend on the automobile for transportation. The number of housing units in the Township has increased slightly (about 4 percent) in the past 10 years. According to the 2010 United States Census, there are 1,907 housing units in the Township, which is an increase of 400 units from 2000. While the number of housing units in Marquette Township increased, the number of vacant units decreased. In 2000 it was reported there were 197 vacant housing units, in 2010 that number dropped to 173, with just over half of these units continuing to be seasonal. These numbers suggest that even in the tough economic times of the last few years, there is still a demand for housing in the Township. Table 2-10 below, compares housing data for Marquette Township from the 2000 and 2010 Census. Table 2-10: Housing Occupancy and Ownership Housing Occupancy and Ownership Status Total Housing Units Occupied Housing Units Owner Occupied Renter Occupied Vacant Housing Units Seasonal/Recreational Use Other vacant Source: U.S. Census Bureau 2010 2000 Number of Number of Percentage Percentage Units Units 1,506 100% 1,907 100% 1,309 86.9% 1,734 90.9% 991 65.8% 1,162 60.9% 318 21.1% 572 29.9% 197 13.1% 173 9.1% 123 8.2% 115 6.0% 74 4.9% 58 3.0% 1 High-density Residential Development | Marquette Township Chapter 2 | Page 7 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER THREE | NATURAL RESOURCES 3.1 INTRODUCTION The natural environment plays a major role in land development. The natural environment can significantly hinder land development such as a steep slope prohibiting the construction of any structure. Conversely, the natural environment can be impacted by land development. An example would be the increased water runoff and erosion potential caused by clearing vegetation. Thus, when preparing a Master Plan, it is important to examine the natural environment in order to determine where development is best suited, and where it should be discouraged. In any environmentally sensitive area within a community, development should be prevented. Environmentally sensitive areas are lands whose destruction or disturbance will affect the life of a community by either: • • • Creating hazards such as flooding or slope erosion. Destroying important public resources such as groundwater supplies and surface water bodies. Wasting productive lands and non-renewable resources. Each of these effects is detrimental to the general welfare of a community, resulting in social and economic loss. This chapter has two main goals. First, is to identify areas in the Township that are best suited for development. The focus is on areas that will minimize development costs and provide amenities without adversely impacting the existing natural systems. The second, to identify land that should be conserved in its natural state and is most suitable for conservation, open space or recreation purposes. Climate, geology, topography, woodlands, wetlands, soil conditions, water resources, and fish and wildlife resources are among the most important natural features impacting land use in Marquette Township. Descriptions of these features follow. 3.2 CLIMATE The climate of Marquette County is seasonal, as the region experiences considerable changes in temperatures and precipitation throughout the year. The region's climatic conditions are best described as long cold winters and moderate warm summers. One of the major factors impacting the region's climate is Lake Superior. During the summer months, the cool waters and breezes coming from Lake Superior work to produce mild temperatures as compared to the hot temperatures experienced by other regions at approximately the same latitude as Marquette County. Conversely, during the winter months, Marquette County does not experience as many bitterly cold days due to the moderating effects of the warmer Lake Superior waters. However, winds blowing across these relatively warm waters pick up moisture to produce cloudy weather periods throughout the winter, as well as frequent periods of "lake effect" snow. This seasonal climate is one of the factors contributing to Marquette Township's appeal as a place to live and recreate. The pleasantly cool summer temperatures are ideal for summer tourism while the tempered winter temperatures mixed with lake effect snowfall creates an ideal situation for winter sports enthusiasts. The average annual temperature for Marquette is 43.15° F. The lowest temperature on record was minus Chapter Three | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 24° F on February 3, 1996. The highest recorded temperature was 104° F on July 19, 1977. The average annual precipitation is 29.14 inches, and the average annual snowfall is 119 inches. Projected Future Climate of Marquette Area Many of the observed trends in temperature and precipitation are expected to continue or accelerate in the future. • Average Temperature: Models project average temperatures will continue to rise by 3.5-6°F in the region through midcentury. Temperatures are generally projected to warm faster in northern parts of the Great Lakes region. • Freeze-free season: The freeze-free period is projected to continue to lengthen by an additional 1-2 months under high emissions scenarios. • Total Precipitation: Most models project precipitation will increase overall, though the magnitude of projections varies widely. Many models project that summer precipitation will remain stable or decline. • Declining snow depth: Snow depth will likely continue to decline as winter temperatures warm. Less snowpack and less snow cover during the spring and fall could have implications for local summer water supply and winter insulation against freeze damage. *Additional information on Marquette’s Historical Climatology can be found HERE. 3.3 GEOLOGY Geology for Marquette Township can be described in terms of Quaternary (Surface) Geology and Bedrock Geology. The Quaternary Geology of the Upper Peninsula is shown on the following page. Figure 3-1 depicts the surface features and sediments created by glaciation during the last 15,000 years. Glaciers scoured out the Great Lakes, dumped piles of debris (moraines) along their leading edges and left flat plains of clay-rich soils (glacial till) where the glaciers melted in place. Their melt waters formed vast rivers that built wide, sandy plains of outwash. Many of our inland lakes were created when blocks of ice fell off of the glacier, became covered by debris and eventually left a depression (kettle) when the block melted. Ridges of sand and gravel called eskers show us places where rivers that started under the ice emerged from the front of the glacier. Drumlins are egg-shaped hills that were carved by the bottom of the glacier after it had moved across older deposits. Much of the Marquette area of the Upper Peninsula is composed of thin drift to exposed bedrock or artificial fill (shown in brown). Other surface features in the Marquette area include till, post-glacial alluvium or glacial outwash, and end moraines or ice contact outwash. Although not prominent in the Marquette area, lacustrine deposits, peat, muck or sand dunes (shown in dark blue) cover much of the eastern half and northwest portion of the Upper Peninsula. The consequences of glaciation touch our everyday lives. Soil fertility, erosion, potential drainage, and suitability for agriculture and construction all depend upon the sediments that glaciers left behind. All of our ground water for drinking and irrigation either filters through, or is stored within, glacial sediments. Sand and gravel outwash and dunes are used for roadbeds, building and industry. Clay from lakebeds and till is used to seal landfills and to make pottery and tile. Chapter Three | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 As a result of the geology that formed our landscape, the mining of those earth products have played a major role in the development of communities in the Upper Peninsula, including the Marquette area in the 19th century. Copper, iron ore, silver, and most recently, high-grade nickel, are all by products of the area’s geology and continue to be extracted for consumer products. Marquette County’s Eagle Mine is an underground, high-grade nickel and copper mine located in western portion of the county. It is also the first mine to be permitted under Michigan’s Part 632 Non Ferrous Mineral Mining Law. The mine is expected to produce 365 million pounds of nickel, and 295 million pounds of copper, and trace amounts of other minerals over its estimated eight year mine life (2014-2022). Chapter Three | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 3-1: Quaternary Geology 1982 QUATERNARY GEOLOGY OF MICHIGAN QUATERNARY GEOLOGY Of MIQI IGAN 0 FNtNmudi □ ~~~ □ Dl#la , n □ LK-.-Cllt' tltld •• □ ~&n-- ...... D o.dl!IOUl'IIUl _.,W.,.....Mdpoetgltdll..,..,,.. D ic.cor.c1-,-11 ,n an11~ D l'ft..u..,_gllelllt• Ehd,,..,....,..ol~lncl- 0 ,.._ulndS,.Cill l■ D Bid~--~~• O c--c...,_, gMdal1.11 Ehd ~lllmaw~alind • ,,,..,t•diAmn""-tlllailllU-bedrodl .irrtto.lrl mr~:.::.:::::::~·:::.-::.= ■ =----:-:. - : :-=.".'" :-:-~..::.~= :..~-~•= °"""'"1- •L::,..-;_-:=, s ·--------- Chapter Three | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 3-2: Bedrock Geology 1987 BEDROCK GEOLOGY OF MICHIGAN MHXll'W:BRCOCPo\ IDSSlNC FORM,tr,TION • E3 GAA.DEH ISLAHOFOAMATION 8'SSISt.NDGROUP """"""''" □ SAINT IGHN::EDOl.OMI~ 8 B POINTAUXCHE.NESSHALE 91 GAOOEGAOt.f' MNHTIOUE OAOUP llJ IWTILUFFOAOUP CABOT~ stw.E □ MNITOU.IN DOUNTE 0 QJEENSTON StW.E E3 SfONNGTOH FCRMATION . □ 11 0HUDOLCNTE D 0 unc>.Stw..EMEt.189' ....,.,.,.. ....... <Xlit4GNOOO &tW.£ UEM8ER a.ACKRIVERGAOI.P □ PRAR EOOCHIENGROO P 8 TREMF£ALEAU FORMA.TION 1.UiSIHG FOAMATIOH BEDROCK GEOLOGY Of 't\EITERN 1.PPER PENINSULA WDOIW: IIR:O::"' .wx>9SVUE IWIDSTC>IE 0 Ra::D ASNCISTON:. . NONESU::HFOffMATIOt □ COPPERHAA&ORCON<l.OMEM.~ ■ Ql,ICIIUffFORW,,TIOH 0 E3 POATNJElMEVOl.C1'NCS S EMENS CFtESC FORMATION "'"'""" □W 0 ,,.IESEC fORMAT104 ""-INTRNERGAOll" ■ IWERTON ftON FORMATION ■ B..IIO IRON R>RMATIOH • IEOM.IEE flONFQRIM.TION • IAOHWOOO IAOH P'ORW.llOH □ Ol.f,,IH CAW( FORMAllON • MDWATIR GAEa.sTOIE ■ t.EHON,O,E F<HMTDN 8 8 OOOOAICH QUAATZITE HDol.OO(!'ORMATlOI BEDROCK GEOLOGY OF □ J.EHCMIEE &CHOCOlAYOAOUPS 0 S AMO l!lATE l lJBIKQUAATZITf 0 AEOBE05 1W.Ms10RMo\TION □ aw#J RIYERFORMAT'ION O«>COlAYQROU" D s,.o1KA.WFOflMATION 0&\YPORTUI.EST'Ot£ FW«>VUE DOLOMITE MCHUNUlll'W,IAFI: D LOWER PENINSULA EMPEAOfl vu..c>.HIC COMPWC □ MICHIG#I FORMATION JiRCHEN( GAANTE' Gf<EliSSIC □ MCHEJH VOL I SEO ME.NTARV D 0 WA9W..l FOflMAOON CX>lDNATER SWJ..E SJNIURYlSHJU IEREA SS & 8£DfORO 9-l E!IEDR)fl)SHAI.E l!.UWORrH SHALE """'M 5'W.E TRAVERS<""""' 8EU. ....... o..NDEE LIMESTONE OETROl'r RIVER Gf:01.P ffl.VAHI A SNC>SfOfE MIOOtW:IAECC"' 0 llOIS BLANC F ORW.TION • 8'R CEH ISUNDF<>fNt.TIOH 0 MSSIISt.MOGA00P o ~ .... (fl()l.P SOURCE __ ..,..__.... . . .. ___ 0...,,11_ ® .___...._____ "" ,, , (t::r:::'1',.,..~ t .... - - Chapter Three | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 The Bedrock Geology of the Upper Peninsula is depicted on the pervious page in Figure 3-2. Bedrock is generally concealed by an unattached layer of loose fragmented rock. This loose material may have formed in place by decomposition of the underlying parent bedrock or it may be an accumulation of foreign rock fragments deposited by wind, water or ice (in the form of glaciers). Over most of the state, bedrock is buried beneath glacial deposits (drift). In a number of places, however, especially in the western Upper Peninsula and along the Great Lakes shores in the north, bedrock protrudes through the mantle of drift. The western portion of the Upper Peninsula (including the Marquette area) is underlain by rocks of Precambrian age. These Precambrian rocks are classified as Lower Proterozoic, Middle Proterozoic, and Archean. The Precambrian age involves 85 to 90 percent of all geologic time. The oldest date presently recorded for Precambrian rocks is circa 3900 million years, and it is estimated that the earth originated 4000 to 5000 million years ago. The Precambrian thus begins at some yet undetermined time between 4500 and 3800 million years ago and extends to 500 million years ago. Essentially all of Michigan's metallic mineral resources (iron, copper, copper sulfides, silver, etc.) occur in rocks of the Precambrian age. 3.4 TOPOGRAPHY Topography has very important planning implications. Land use and required maintenance depend to a large degree on slope, although today there are fewer restrictions on development in steep slope areas due to better construction and engineering techniques. Still, while steep slope can provide attractive views and recreational opportunities, building development can be adversely impacted. Due to Marquette Township's extreme variations in elevation, topography plays a major factor in existing and future land use and development. The terrain of Marquette Township is rugged with significant elevation changes and steep slopes. Figure 3-3 uses a digital elevation model with a graduated color scheme to portray the elevations within the Township. Lower elevations are shown as blue, while middle elevations change to green, yellow, and orange colors and the highest elevations are shown in rust. The digital elevation model for Marquette County was obtained through the Michigan Geographic Data Library web site. The lowest elevation in the Township is along the shoreline of Lake Superior, which has an approximate surface elevation of 600 feet above sea level. Elevations rise quickly beyond the shoreline in the form of hills and sometimes steep cliffs. Many of the inland areas of the Township are also very rugged, with steep hills or deep creek beds. In the southern portion of the Township south of U.S. 41/M-28, the terrain is hilly with elevations reaching above 1,300 feet. Along U.S. 41/M-28 and in the more urbanized portion of the Township the terrain is fairly hilly with elevations increasing from the east to the west. In the northern and western portions of the Township, the terrain is hilly and rugged and also features many steep creek and river beds. The highest elevation of more than 1,600 feet is found in this portion of the Township near County Road 510. Within the Township, elevations rise from a low of 600 feet to a high of over 1,600 feet representing a total elevation change of more than 1,000 feet. Such a tremendous range in elevation is considered to be one of area's most aesthetic features. The Township's rugged terrain can be appealing for its scenic beauty and provide attractive views as well as provide an opportunity for outdoor recreational activities such as cross-country skiing, hiking and mountain biking. However, the terrain of the Township poses significant limitations to development. Improper planning and land development can result in soil stability disturbances, altering of established drainage ways, elimination of natural wind screens, land slippage and rapid erosion which adds silt and sediment to downstream waterways. Consequently, development on hills should be conducted in a manner compatible with hillside ecology. Chapter Three | Page 6 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 3-3: Digital Elevation Model Lake Super,or Topography Marquette Township, Ml 0 3,900 I Elevation Model ~ I: - 7 ,&00 Feet I Chapter Three | Page 7 �MARQUETTE TOWNSHIP | MASTER PLAN 3.5 2020 FORESTLANDS Marquette Township contains and is surrounded by extensive forested areas that contribute to the recreation and economic opportunity and industry in the Township. Much of the land in the northern portion of the Township is either State-owned forest or Commercial Forest Reserve land. Cover is mostly upland hardwoods (31 percent), aspen (15 percent), hemlocks (13 percent), red pine (8 percent—mostly over 100 years old), mixed lowland conifers (7 percent—most over 90 years old), and lowland brush (6 percent). Most of the aspen will be left unmanaged (being old and inaccessible) and the pines and lowland conifers are to be managed for old forest conditions. *Additional information on Commercial Forest Lands from the Michigan Department of Natural Resources can be found HERE. 3.6 WETLANDS Wetlands are often referred to as marshes, swamps or bogs. The United States Army Corps of Engineers defines wetlands as "those areas inundated or saturated by surface or ground water at a frequency and duration sufficient to support, and that under normal circumstances do support, a prevalence of vegetation typically adapted for life in saturated soil conditions." Residents of Michigan are becoming more aware of the value of wetlands. Beyond their aesthetic value, wetlands improve water quality of lakes, streams and ground-water by filtering polluting nutrients, organic chemicals and toxic heavy metals. Wetlands are closely related to high groundwater tables and serve to discharge or recharge aquifers. Additionally, wetlands support wildlife, and wetland vegetation protects shorelines from erosion. *Additional information on area Wetlands from the Michigan Department of Environmental Quality can be found HERE. 3.7 SOILS Soil composition analysis is used in land use planning to predict soil behavior for selected land uses and to identify special practices needed to ensure compatibility of land use. Improvements may be needed to overcome soil limitations, depending on the planned use of the land. This information is useful to farmers, foresters, community officials, engineers, developers, and home buyers. Adequate drainage (and the protection of it) is important to minimize stormwater impacts, the efficient operation of septic drain fields and residential drinking water. Adequate depth to the water table is necessary to prevent groundwater contamination from septic systems or other non-point source runoff. The construction of roads, buildings and septic systems on steeply sloped areas or areas with organic and hydric soils require special design considerations. In addition, costs for developing these sensitive areas are greater than in less constrained parts of the landscape. General soils and hydric soils information is provided through SSURGO soils data, which is the County Soil Survey prepared by the Natural Resource Conservation Service (NRCS) in digital format. Hydric soils are soils with poor potential for development. Hydric soils have high water tables and are often located within the floodplains of creeks or rivers. Areas with high concentrations of hydric soils have a wide range of limiting conditions such as seasonably high water tables, fair to poor bearing capacities, and medium compressibility and shear strength. The locations of general soil types are shown in Figure 3-4 and hydric soils on Figure 3-5. In total, hydric soils cover 2,058 acres or 5.8% of the Township. Soil constraints Chapter Three | Page 8 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 discussed in this section should be used as general guides for the planning process. Detailed on-site investigations should be conducted prior to development. Views of the local terrain looking North from Sugarloaf Mountain (above) and of the shoreline (below). Chapter Three | Page 9 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 3-4: General Soil Types Map Lake Superior Negaunee Township - Highways c:::J shore General Soils - MICHIGAMME-CHAMPION-TACOOSH (Ml145) - MUNISING-KALKASKA-KEWEENAW (Ml160) - ONOTA-DEERTON-MUNISING (Ml180) - RUBICON-GRAYLING-ROCK OUTCROP (Ml192) - RUBICON-ROCK OUTCROP-KALKASKA (Ml193) 1 Township Boundary N General Soils I Marquette Township, Ml 0 G "' r.1Ph c Data L ra,y 'JPEA G/3 MAB 4:> 4,000 8,000 Feet "- Chapter Three | Page 10 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 3-5: Hydric Soils Lake Superior Negaunee Township Hydric Soils Marquette Township, MI 0 4,000 8,000 Feet Legend N I - Highways c:::J shore ~ Hydnc Soils r=~J Township Boundary Chapter Three | Page 11 �MARQUETTE TOWNSHIP | MASTER PLAN 3.8 2020 WATER RESOURCES Both human and natural ecological systems depend upon water. Perhaps the most valuable natural resource of Marquette Township is the abundance of fresh water. Having been of historic importance, it is also the resource that will, to a great extent, determine the future of the area. Thus, the management of water becomes a prime factor in planned development. The principal reasons for controlling development on or near water are to protect watersheds, to preserve the quality and quantity of the water supply, and to prevent damaging floods. Marquette Township rests on the shores of Lake Superior. Statistics place Lake Superior as the largest Great Lake in both surface area (31,700 sq. miles) and volume (2,900 cubic miles). Not only is Lake Superior the largest of the Great Lakes, it has the largest surface area of any freshwater lake in the world. Lake Superior is bordered by the states of Michigan, Wisconsin, and Minnesota, and the Canadian province of Ontario and has a total shoreline length of 2,726 miles including islands. Marquette Township's shoreline along Lake Superior totals approximately 11 miles. The shoreline exists as a major attraction for local residents and tourists, and helps to form the overall character and attractiveness of the community. Lake Superior is certainly one of the most important environmental features in the Township given its overall impact on the Township's history, economy, development, and character. In addition to Lake Superior, the Township also contains numerous smaller sized surface water bodies. A large number of streams and creeks flow through Marquette Township, which when combined total more than 60 miles in length. The more prominent streams include Dead River, Big Garlic River, Little Garlic River, Harlow Creek, Nash Creek, Bismark Creek, Compeau Creek, and Morgan Creek. Numerous lakes are also found in the Township, totaling more than 300 acres in surface area. Some of the more significant lakes include Harlow Lake, Dead River Reservoir, Echo Lake, Lake Enchantment and Three Lakes. 3.9 FISH AND WILDLIFE RESOURCES Marquette Township and surrounding environments are enriched by the diverse types and species of fish and wildlife that flourish in its waters and forests. Many fish species abound in the waters of Lake Superior, its tributaries, and inland lakes. Marquette Township, like most rural areas of Marquette County, abounds in wildlife, especially in the forested areas surrounding the developed portions of the Township. The types of local wildlife can be divided into three broad categories: mammals, birds and fish. Mammals include whitetail deer, black bear, pine martin, skunk, raccoon, beaver, muskrat, otter, coyote, bobcat, mink, weasel, woodchuck, snowshoe hare, squirrel, and fox. Representative bird species include a wide variety of songbirds, crow, raven, woodpecker, sandhill crane, hawk, owl, eagle, falcon, and game species of ruffed grouse, woodcock, ducks, mergansers and geese. Fish include brook trout, brown trout, rainbow trout, splake, perch, bass, crappies, northern pike, and walleye. Most of the fisheries and wildlife resources are located in the undeveloped northern portions of the Township on State and corporately owned land. Township residents, as well as numerous annual visitors, are attracted to the woods to hunt for the white tailed deer and small game species such as snowshoe hare, cottontail rabbits and gray squirrels. Sufficient habitat is provided for relatively good ruffed grouse and woodcock hunting. Other game species of importance to trappers are beaver, otter, muskrat, raccoon, skunk and weasel. The reintroduction of non-game species such as the moose, marten and fisher has been very successful. Chapter Three | Page 12 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Marquette Township also provides prime waterfowl habitat, which is supplemented by beaver dams, pothole wetlands and wooded floodplain areas. Additional habitat can be found along the shoreline of Lake Superior and the Township's many inland lakes and rivers and traditional wildlife corridors. Marquette Township, and Marquette County overall, is a major part of the Mississippi migratory flyway. Thousands of Canada geese pass over the area every fall as well as ducks and shorebirds. Marquette Township offers the sport fisherman an abundance of fishing opportunities. Michigan's official state fish, the brook trout, is a native to Marquette Township. German brown and rainbow trout also attract many sport fishermen to the area. Lake Superior is famous for its Great Lakes sport fisheries. The fishery and wildlife are important to Marquette Township which reflects the importance of maintaining a high level of water quality. 3.10 THREATENED AND ENDANGERED SPECIES Marquette County is home to a number of plants and animals that are threatened, endangered or of special concern as identified in the Michigan Natural Features Inventory database, which is maintained by the Michigan State University Extension. A full list of endangered or threatened plant and animal species of Marquette County, which are protected under the Endangered Species Act of the State of Michigan (Public Act 203 of 1974 as amended), is included in Appendix H. This list also includes plant and animal species of special concern. While not afforded legal protection under the act, many of these species are of concern because of declining populations in the State. Should these species continue to decline, they would be recommended for threatened or endangered status. Protection of special concern species before they reach dangerously low population levels would prevent the need to list them in the future by maintaining adequate numbers of self-sustaining populations. 3.11 LOCAL FOOD PRODUCTION Food is often produced hundreds, sometimes thousands of miles from where it is consumed requiring significant energy consumption for handling, transportation and storage and resulting in significant food waste from spoilage during its journey. According to a recent study published in the Public Library of Science, 40% of food is wasted in the U.S. That figure measured waste occurring throughout the entire food system starting at the farm and ending at what ends up thrown away as plate scrapings. Not only is that a huge amount of waste – a tremendous amount of energy, soil fertility and water is squandered. The lack of fresh, local food production also significantly impacts our diet and health. We tend to eat what is available – which has typically been highly-processed food that can handle long distance travel and has a long shelf life. We are what we eat, and the obesity epidemic is one of the most visible and obvious indications that the industrialized food system has had a significant and negative health impact. The Marquette Township Planning Commission realizes the history of food production and the current trends for incorporating new principles and zoning regulations into the community to enable increased production of local food. Moving forward, the Planning Commission will work to improve the accessibility of local food production by reviewing existing limitations and by working with our surrounding municipalities to develop new policies and zoning language that affords our residents better access to local food and a higher quality of life. Chapter Three | Page 13 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER FOUR | Existing Land Use 4.1 INTRODUCTION Land use is impacted by the natural environment, economics, transportation patterns, conservation and preservation interests, land ownership, and the desires of the public. Action at all levels (federal, state, county, and local) plays an important role in land use through regulation and public investment. Public investment in schools, parks, roads, water and sewer extensions, etc. all provide opportunity for development and will often determine what type of development will occur. The natural environment impacts land development because of topography, soil conditions, drainage potential, and tract size. Conservation land placed into public ownership provides recreational uses. Local governments are endowed with the ultimate authority for controlling land use through zoning laws and building and sanitation codes. This establishes parameters within which development can occur. It is important that future land use decisions be realistic in light of the ability of local governments to provide essential public services in a fiscally responsible manner. In order to achieve this goal, it is important to review the current land use inventory of the Township. This chapter will provide the categories of current land uses in the Township and provide the foundation for future land use recommendations. The current land use data presented in Figure 4-1 on page 3 was created in 2018 by the Marquette Township Planning & Zoning Department by using assessment data, Marquette County Equalization Department data and by updated aerial imagery. 4.2 RESIDENTIAL In the Township, residential land is divided into two categories single-family residential and multi-family residential land uses. Marquette Township has a variety of single-family land uses including full-time singlefamily dwellings units, seasonal cabins, cottages, and camps. The highest concentration of single-family dwelling units in Marquette Township is found in the Trowbridge Park area adjacent to the City of Marquette. Lower-density, suburban style single-family subdivisions include Bishop Woods, Oak Hills, Lake Enchantment, Morgan Meadows, Huron Woods, Chapel Ridge and Grandview Subdivisions. Multi-Family development includes a number of duplexes and apartment complexes including the Lost Creek Development and Cedarville Townhomes. Recent changes to the zoning ordinance allow for and regulate a trending land use – Tiny Homes. 4.3 COMMERCIAL The commercial developments land use category is predominantly retail sales and service establishments, located along the US 41/M-28 corridor. Commercial uses include large retail establishments such as Meijer, Lowes, Walmart, Target, Menards, T.J. Maxx, PetSmart, Best Buy, and Kohl’s. Grocery stores, car dealerships, hotels/motels, restaurants and the Thomas Theatre Group Cinema are also found along the corridor. The Township also has small neighborhood commercial establishments in Trowbridge Park, as well as a few along County Road 550. 4.4 INDUSTRIAL The Industrial category includes land occupied by manufacturing industries, processing facilities, and warehouses. This category also includes land used for extractive operations, municipal water facilities, rail Chapter 4 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 yards and communication towers. In the Township, land uses classified as Industrial are WE Energies ash disposal site, N&N Trucking & Recycling, a rail yard operated by Lake Superior & Ishpeming railroad, gravel pits found off of County Road 550 and the towers located off of Morgan Meadows Road. 4.5 INSTITUTIONAL Institutional uses are generally used by the public, whether private or publicly owned. Some examples of institutional land uses include the Township hall, fire station, churches, schools, and cemeteries. 4.6 VACANT LAND Vacant land is land that is currently not wooded or used for any other purpose. Vacant land in the Township is located on Forestville Road and in the Cornerstone Business Park, which is rapidly developing. 4.7 WOODLAND For the purposes of this section, woodland includes upland forests, lowland forests, and all wetland types. As stated in the previous section, this land makes up the majority of the land use in the Township. This land use also includes uses such as timber harvesting and recreational areas. 4.8 WATER BODIES Water bodies are extremely important to Marquette Township and the region as a whole. Water bodies in the Township include Lake Superior, Lake Enchantment, Bishop Pond, Three Lakes, Blemhuber Lake, Echo Lake, Dollar Lake, Club Lake, Harlow Lake, Wetmore Pond, Big Garlic River, Little Garlic River, Nash Creek, Bismark Creek, Harlow Creek, Compeau Creek, Badger Creek, Whetstone Brook, Orianna Creek, Western Brook, Carp River and Morgan Creek. 4.9 PUBLIC LANDS Public land is also an abundant land use in the Township. These lands are actively owned by local, state, or federal government entities and feature a variety of passive land uses. Examples of public lands in Marquette Township include the Lions Field Recreation Area, Schwemwood Park/Iron Ore Heritage Trailhead, the Heartwood Forest property, the Echo Lake Nature Preserve, the Sugar Loaf Mountain area, Wetmore Pond, Little Presque Isle, Harlow Lake, Lilly Pond and Hog Back Mountain. Chapter 4 | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 4-1: Current Land Use POWELL TOWN SHIP - Wlll..l1ll. &9.!Y.!n Slng!e Family 11:ei.ldeflt!ol Commerdol-Retoll A./ Rood Muhl- Family Resldent!ol Commerdol-Servicei ~ s,,eom Woodland Undevelol)ed / NOl'I-Woodlond . . Woter &ody Shop ping Center/ Strip Mo ll - lnsiiMlonal - ~u,triol Parcel r;'°'; /:iJ ~ Public land To-wmhlp Boundary Neighboring Mi.-iklpollty ~ Lake Superior ~ ■ • r NEGAUNEE TOWNSHIP Urban Detail CITY OF MARQUETTE SANDS TOWN SHIP 2018 CURRENT LAND USE MAP MARQUETTE CHARTER TOWNSHIP, Ml 1 ---{--................ ........____ ... ... -...............,._ I US U lJ -.....;:::::i,,--===::::i •-· • , , ,.,_,......,._.,_ .............. .t1.t.. t1w.-.,......,w, _ _ ............. _ ~ , ~ Chapter 4 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 4-2: Urban Detail Current Land Use J i CITY"ITTwU'~7!'!~-':'E-------■--u••••N••N••···--•-N--·,-1 -i I _ _ _ _,_ _ __ ~'ffiN--1-NH■ffl■ -NN ■ Nh• ■ ffll :7" ~ ~ -....._.._"-.: ! iI ..1.-~--h1ll1h1•'5 ~ 11•-11a11i I I t';,e~Urs1~ % ntMl'll\1\ , 1l• •·id~ , ') 9 founl y-Rd·Kl ,,;,,,,,,--....... I I ~' land Use - wh!!ll Singlefcimi1y Reiidentiol Commerciol-Retc,il /"v Rood Mu ltl-Fc,mlly Re1ldenrlol Convnerclol•Servlcei .....,__ Streom Porh/ Re-<:recitlon !.. - Shcipp~ Cen1er/ S1rlp Mcill Woodlond - lmli!utlonol Undevelciped/ Non-Woodlond - lnd11S1riol ~Publlclond • Woter8ody i,? Townihlp 8oundory (ii Neighboring Munlcipolily Porcel 2018 CURRENT LAND USE MAP -URBAN DETAIL- 1.1 U U ~ ---..-,---·-···-.............. ------··-"'"' - = = - - = = =""• -1 ..,.....c..... .......... -...-.--.. ···••twJ...,.,_. . ....... Chapter 4 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER FIVE | COMMUNITY SERVICES 5.1 INTRODUCTION The potential location for future development must be analyzed according to the types of existing land use, amount of undeveloped land within each land use type, the character of the land itself and the availability of certain infrastructure, services or facilities. This chapter will explore the location and extent of existing services and facilities. Services are provided in many ways by public or quasi-public agencies or by private enterprise. Each service provider makes the service available to the best of its capabilities. The resulting service levels determine the capacity of a given location to attract various types of land development. 5.2 TRANSPORTATION INFRASTRUCTURE Transportation infrastructure serves to tie a community together and link it to the rest of the outside world. Transportation systems include roads, bridges, aviation, rail, public transit, and non-motorized systems. Together, these networks create economic opportunity and provide access to markets, goods, and services. The quality of these assets reflects and impacts community health and vitality. Circulation, utility, and communication infrastructure serve to tie a community together and link it to the rest of the outside world. Local streets and pedestrian networks should provide safe, reliable access to work, shopping, recreation, and residences. Regional transportation and communication networks create economic opportunity and provide access to markets, goods, and services not found in the community. Arterial ,.Improvements ~ I Deterioration ofTraffic Flow Quality j~ Increased ' IAccessibility : 1 1 lncreasea Traffic Conflict I Increased Traffic Generation Increased Land Value 1 I LandUse Changes l Roadway Network The principle transportation mode in the Township today is vehicular transportation served by the roadway network. Roads have both functional and aesthetic value. As the predominant transportation mode, roads create a path of first impression for the public space of a community. Functionally, roads serve two basic purposes, the movement of traffic (mobility) and provision of access to adjoining property. The design of a road depends principally on its functional classification and the traffic volume it is expected to accommodate at some future time. Each of the roads within the Township has a specific traffic capacity, design standard, and design use depending on its primary function. By defining the function of roads and their service to the community, the appropriate land uses can be encouraged adjacent to these roads. Different design elements of roads include the number of lanes, width and surfacing of shoulders, width of structures, type of surface, and design speed. Land uses and roadway function are closely connected. Roadway capacity and design influences future development. More intensive development usually Occurs along higher capacity roadways that provide convenient access to the largest market. Chapter 5 | Page 1 I �MARQUETTE TOWNSHIP | MASTER PLAN 2020 As more arterial improvements are made, and accessibility and value of properties increases, it may lead to even more intensive development. With this development, comes an increase in congestion, traffic, and safety problems. Pressure builds to make even more arterial improvements, starting the cycle all over again. It is important to employ access management principles to preserve proper road function and the value of public investment along major roads. The road network in the Township is described in detail below. The Township recently participated in updating the US-41/M-28 Comprehensive Corridor & Access Management Plan. This plan details existing conditions of the highway corridor and specific recommendations. The Township is currently undergoing an update of a Transportation Plan. When completed, this plan will detail current roadway conditions, as well as goals and objectives for transportation infrastructure within Marquette Township. National Functional Classification The Federal Highway Administration classifies roadways based on the type of service the roadway is intended to provide. Based on this system, roadways are classified into one of three broad categories: arterials, collectors, and local roads. The Federal Highway Administration’s National Function al Classifica tion has been implemented on most roadways in Marquette Township. Figure 5-1: Relationship of Mobility and Land Access Proportion of Service Arterials Arterials Roadways classified as principal arterial or minor arterials Collectors accommodate major traffic movement over long local or regional distances. The only principal arterial in the Township is US-41. The section of US-41 in the Township is approximately four miles long. It serves as the primary highway for residents of the region as well as a major state trunkline for travel across the Locals Upper Peninsula. This section of the U.S.-41/M-28 corridor sees some of the highest traffic volumes in the Upper Peninsula at 33,686 vehicles per day in 2016. Along the corridor, the speed limit Source: Federal Highway Administration Funcchanges multiple times. At the intersection of County Road 492 tional Classification Guidelines: Concepts, Criteria and Procedures and US-41, the roadway transitions from a five-lane roadway to a four-lane roadway with a median. This is also where the speed limit drops from 55 miles per hour to 50 miles per hour. Near the Days Inn in the Township, the speed limit drops from 50 miles per hour to 45 miles per hour and stays 45 through the rest of the Township. The Michigan Department of Transportation is responsible for all planning, design, construction and maintenance of state trunklines. Roadways classified as minor arterials interconnect with and provide access to principal arterials, accommodating more modest trip lengths and placing a higher emphasis upon access to land uses. The only minor arterial in the Township is County Road 492 north of US-41. Chapter 5 | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Collectors Roadways classified as collectors emphasize access to abutting land area and the collection of traffic for distribution to the larger arterial systems which may exist within the municipality or neighboring municipalities. Collectors in the Township include: • Ontario Street • Werner Street • Fair Avenue • County Road 492 • County Road 500 • County Road 550 Local Roads Local Roads emphasize access to abutting properties and the collection of traffic for distribution to collector and arterial corridors. These roads make up approximately 28 miles in Marquette Township. The Marquette County Road Commission is responsible for planning, design, construction and maintenance of all County roads. Funding for these roads is provided through the Federal Government, State funds, and grants from the Marquette County Board of Commissioners and Township contributions. Road Maintenance The first step in the resource allocation process is to assess current infrastructure conditions. MDOT and Marquette County Road Commission utilize the Pavement Surface Evaluation and Rating (PASER) inventory and asset management system for assessing the condition of National Functional System major streets. Many Township roads may have been evaluated along with the County process. PASER is a visual survey method developed by the University of Wisconsin Transportation Information Center, and adopted by the State of Michigan’s Transportation and Asset Management Council (TAMC) to evaluate road conditions. TAMC requires that all entities within Michigan receiving Act 51 funds perform inspection on the entirety of their respective roadways every two years. Act 51 agencies responsible for roadways within Marquette Township are the Marquette County Road Commission and MDOT. PASER utilizes ten (10) separate ratings are used to evaluate the surface distress of the pavement based on pavement material and types of deterioration present. The ratings are then grouped into three categories based on the type of work required, including Routine Maintenance, Capital Preventive Maintenance, and Structural Improvement. See the below table for PASER ratings and recommended maintenance. Figure 5-2 indicates Marquette Township Roadways current PASER conditions. Routine Maintenance includes regularly scheduled preventative treatments such as street sweeping, drainage clearing, gravel shoulder grading, and sealing of tight cracks. PASER ratings 8-10 are usually newly constructed or recently improved roads requiring little or no maintenance. *More Information from the Michigan Transportation and Asset Management Council can be found HERE. Chapter 5 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-2: Marquette Township PASER POii I O'~ tt I Sutface Cond tlon aa -4 $ Ul 8f'U hi Urba Cort D~lo t / .. Chapter 5 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Capital Preventive Maintenance consists of planned treatments applied to existing roadways to retard further deterioration, maintain or improve function, and correct distress. PASER ratings 5-7 are roads have good structural support with surface deterioration, such as cracks over one-quarter (1/4) inch in width. Roads rated as needing Structural Improvement include those in need of repair to improve the structural integrity of the pavement. PASER ratings 1-4 are roads that may need major rehabilitation or reconstruction. Typical problems include rutting greater than one-half (1/2) inch deep, cracking in the wheel path, severe block cracking, alligator cracking, and cracks with severe erosion. The Planning Commission recommends that the Township continue to implement access management standards in all new development or redevelopment along the corridor, and utilize the collaborative review process as established by the US-41 Corridor Access Management team. Along with this, the Township will support the utilization of internal circulation systems including pedestrian and bicycle facilities with the development of concentrated mixed-use clusters along the highway corridor for all users. Asphalt Streets PASER Rating Condition Treatment 9 & 10 Excellent No maintenance required 8 7 5&6 3&4 1&2 Very Good Good Little or no maintenance Crack sealing and minor patching Preservative treatments (non-structural) Structural improvement (overlay) Reconstruction Fair- Good Poor• Fair Failed Concrete Streets PASER Ratmg Condit10n Treatment 9 & 10 7&8 Excellent No maintenance required Routine maintenance 5&6 3&4 1&2 Very Good Surface repairs , sealing, partial-depth patching Extensive slab or joint rehabilitation Reconstruction Fair- Good Poor- Fair Failed Public Transportation Public transportation service is provided to the Township by the Marquette County Transit Authority (commonly known as Marq-Tran), which is funded through a County-wide millage and Federal and State subsidy. Marq-Tran provides fixed routes and door-to-door service from the hours of 6:00 A.M. to about 6:30 P.M. Stops along the fixed routes include Wal-Mart, Westwood Mall, Marquette County Health Department, Senior Centers, Northern Michigan University, K.I. Sawyer, Marquette General Hospital, Peninsula Medical Center, and many others. To accommodate more users, Marq-Tran affixes bike and ski racks to the front of all fixed-route buses. ....... s I -t-, ......, 8 I!! °"'"' . , ~ o,,,,.,, """""""" v.....~ Losi Creek~ \ I!! Figure 5-3: Marq-Tran Route Marquette Shoppefs Shuttle - Tro,;Ax e Park Chapter 5 | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-4: Regional Transportation Houghton Lake Superior Marquette Township Lake Michigan N I Regional Transportation Map Marquette Township, Ml Source: ESRI, UPEA G/S. MAB 5.9.2011 Chapter 5 | Page 6 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-5: National Functional Classification Map Legend Shore Lake Superior Marquette Township Roads Functional Classification Non-Classified Roads Rural Other Principal Arterial - - Rural Major Collector - - Rural Local - - Urban Princ,palArtenal - Urban Collector i:.__ Township Boundary Urban Local Roads N I National Functional Classification Marquette Township, Ml 4,000 8,000 Fe et Chapter 5 | Page 7 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Railroad Lake Superior & Ishpeming Railroad (LS&I) operates a main line which passes through Marquette Township. This line is used to bring iron ore pellets from the Cliffs Natural Resources operations to the ore dock located in Presque Isle Harbor in the City of Marquette. There is currently no passenger rail service provided to the area. Port The nearest port to Marquette Township is located in the City of Marquette. This port ships iron ore pellets from the Eagle Mine and receives commodities such as salt, limestone, and coal. The iron ore pellets are transported by rail that passes through Marquette Township to the ore dock where they are loaded onto freighters. The other commodities are transported via truck to their destinations. Air Transportation The closest airport to Marquette Township is the Sawyer International Airport located north of Gwinn on a portion of the former K.I. Sawyer Air Force Base. The Sawyer International Airport facility sits on 2,100 acres and includes a passenger terminal and a single paved 9,070 by 150 foot runway. This runway was originally designed and built for the Air Force’s B-52 bombers. The airport is currently served by Delta Airlines and American Airlines. These airline companies provide connection to larger, regional locations. Non-Motorized Transportation Non-motorized transportation facilities – both trail and pathway connections – have become increasingly more prominent in Marquette Township’s transportation planning efforts. Although the automobile is still the primary transportation option, walking and biking are becoming increasingly more tied to quality of life and enhanced economic benefit factors. In general, municipalities that are walkable and bikeable tend to encourage active healthy lifestyles, a livelier social environment, and a more vibrant community. Non-motorized transportation is also linked to reduced greenhouse gas emissions, lower levels of pollution, less traffic congestion, and an overall healthier environment. Walkable communities are valued by those who either can’t, or don’t wish to depend on automobile transportation. These communities support greater levels of independence in mobility options for senior citizens, youth, and lower-income people. Because of the positive effects that walking and bicycling have on recreation, fitness, transportation, and the environment, these transportation modes are valuable community assets. The differences in the needs and desires of pedestrians and bicyclists require a variety of facility types to accommodate them safely. When planning for non-motorized transportation facilities, it is important to understand who these users are. A pedestrian, according to the American Association of State Highway and Transportation Officials (AASHTO), is defined as “a person afoot or in a wheelchair”. Universal Design and ADA standards ensure that pedestrian facilities are designed to accommodate the needs of handicapped or disabled pedestrians. A bicycle is defined in Section 257.4 of the Michigan State Vehicle Code, Act 300 of 1949, as “a device propelled by human power upon which a person may ride, having either two or three wheels in a tandem or tricycle arrangement, all of which are over 14 inches in diameter.” Michigan law allows bicycles on all Michigan highways and roads except limited access freeways, or unless otherwise posted. There are many different types of pedestrians and bicyclists. Pedestrians are the easiest group to accommodate; although there are many different ages and abilities of pedestrians. Chapter 5 | Page 8 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Most pedestrians can be accommodated sufficiently by providing pathways along roadways and/or trails when feasible. However, they travel at a much slower speeds than a bicycle, therefore pedestrian accommodations should be provided at closer intervals (ideally one-quarter mile spacing). Non-motorized Infrastructure Non-motorized infrastructure is necessary to accommodate those who don’t use or are unable to use automobile transportation, either by choice, ability, or due to affordability. Although the Township may not be able to feasibly construct pedestrian infrastructure in all areas, specific nodes and segments for future pedestrian infrastructure have been identified by way of a Complete Streets Ordinance that the Township has adopted since the last revision to the Master Plan. This ordinance has identified specific road segments, areas, and places of interest that should feature pathway or trail development where and when feasible. These priority areas should also be supported with a plan to maintain these facilities in good repair, and to clear them of obstructions, including snow. This proposed infrastructure is also intended to be complementary to planned or existing regional trail systems, and to accommodate universally accessible design principles, when possible. In conclusion, there are many reasons people use non-motorized pathways and trails: to visit local businesses, to take their children to the local park, to visit neighbors, for exercise, and to spend time with family. Most importantly, walkable neighborhoods are safe neighborhoods. Cracked and broken road shoulders or sidewalks are dangerous or uncomfortable for senior citizens, people pushing children in strollers, skateboarders, visually-challenged people, and even bicyclists. They may be impossible for disabled people to navigate. If suitable walking surfaces aren’t provided, people will improvise and use roadways or create informal paths. Creating walkable communities can be difficult in rural areas that are oriented to the automobile. For many years, development has been oriented to vehicular travel. As the population of the Township ages, and the Township seeks to attract new residents and businesses, it is imperative that we strive to increase the walkability of the community. Bicycle Infrastructure Currently, there are two on-street bicycle facilities that feature wider (paved) shoulders for residents and visitors to utilize. One segment is along County Road 492 and the other is along County Road 550 from the Marquette city limit to Eagles Nest Road. On-street bikeways bring enormous benefits to both the cycling and noncycling public by creating opportunities to incorporate exercise. They use public dollars efficiently by reducing road maintenance costs and increasing the carrying capacity of the transportation system. They improve safety for all users; bicyclists feel they have a safe space on the road, tend to be more law-abiding, and motorists are placed at greater ease knowing where bicyclists are apt to be. Bicycle lanes are typically provided on collector and arterial streets. They can be implemented by narrowing existing travel lanes, removing a travel lane, widening a roadway, or paving a shoulder. However, these varying needs must be weighed carefully. The most efficient way to incorporate bikeways is to include them as part of road reconstruction projects, or as a restriping of the roadway with bicycle lanes during routine resurfacing. Design of bikeways must consider: • • • Sight lines and topography Lane widths for all travel modes Intersection design Chapter 5 | Page 9 �MARQUETTE TOWNSHIP | MASTER PLAN • • • • • • • 2020 Signing, markings, and striping Design of road drainage Pavement conditions Specific design for pinch points, driveways, railroad crossings, and other challenging areas Integration with off-street shared-use trails/paths Lighting for safety Education outreach regarding bicycle safety and etiquette If bicycle lanes are deemed unfeasible, alternative improvements may be substituted, such as using shared lane markings, or directing cyclists to an alternative bikeway. A wide outside lane can give extra room for bicycle operation if there is not enough room for a bicycle lane. Multi-Use Paths The Iron Ore Heritage Trail is a 48-mile long Heritage Corridor that extends from the former Republic Mine site adjacent to downtown Republic, north and east through Marquette Township to the Lake Superior shoreline in downtown Marquette, where it continues generally along the shoreline to the eastern border of Chocolay Charter Township. The multi-use path follows contemporary rail corridors as well as long abandoned rail grades dating from the earliest days of mining in the Upper Peninsula. Additional multi-use pathway was installed as a result of a major US-41 Michigan Department of Transportation (MDOT) highway reconstruction 2019. Coupled with the 2019 US-41 reconstruction, a 10-foot pathway now leads to and from a safe crossing of US-41, by way of a sub-surface pedestrian underpass. The project will eventually connect over 100 miles of documented, non-motorized motorized pathways in Marquette County, as well as the MDNR Snowmobile Trail #14. Multi-Use pathway projects such as the 2019 US-41 Underpass Project are a result of continual collaborative efforts made by Marquette Township, MDOT and the MDNR. Local, private donations totaled approximately $200,000 to assist with this project. Complete Streets Marquette Township embraces Complete Streets principles and will encourage the County Road Commission to apply these principles in all Township road projects as appropriate. This will support the goal for roadways to serve many functions, including linking various parts of the community, providing surface transportation accommodating all modes of transportation, providing public access to destinations, incorporating space for underground utilities and other public infrastructure, and helping to define and create a sense of place. By passing an ordinance in 2013, Marquette Township has asked planners and engineers to consistently design and alter the right-of-way with all users in mind. As previously stated, quality-of-life is very important to the residents of the Township. Designing and building Complete Streets fosters livable communities and provides many benefits to the community such as: • Encouraging healthy and active lifestyles through functional and attractive sidewalks or multi-use paths and well-defined bicycle routes consistent with the context of the community • Allowing everyone, especially children, people with disabilities, and the elderly to safely and independently reach destinations and travel around the community Chapter 5 | Page 10 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-6: Marquette Township Complete Streets MARQUETTE TOWNSHIP COMPLETE STREETS PLANNING MAP COMPlETE S ET P'ROf>OSEO COMPlETE S EET , V EXIStN.ROAD TOWNSHIP IIOUNDA .::J Chapter 5 | Page 11 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 • Reducing pedestrian risk by as much as 28 percent by implementing Complete Streets design elements such as raised medians, sidewalks, and other traffic-calming measures (according to the National Complete Streets Coalition) • Promoting a cleaner environment. The Complete Streets approach encourages people to walk or bicycle to their destinations around the community, which may help reduce vehicle trips. Many Complete Streets designs also include increased green space along the roadway. To accommodate diverse transportation modes, the Township will collaborate with MDOT in supporting increased opportunities for multi-modal transportation systems including carpool lots, bicycle and pedestrian facilities, heritage routes, long-distance bicycle trails, and snowmobile trails. The Township should consider creating a comprehensive bicycle/pedestrian plan, preferably in collaboration with regional partners, to prioritize needs and recommend improvements, and to move toward the achievement of a regional network. The completion of this kind of plan can make more funding sources available for these types of projects. Marquette Township will continue to collaborate on regional multi-use path projects and be prepared to provide valuable links in the regional system. Multi-use paths will complement and help complete priority pedestrian networks within the Township. Marquette Township will also collaborate with MDOT and the Marquette County Road Commission to support the addition of bicycle lanes or improved shoulders on collector and arterial streets. 5.3 RECREATIONAL FACILITIES In November of 2013, the Marquette Township Board adopted the current five-year Recreation Plan. This plan discusses in detail the recreational facilities available to the community. This section contains a brief summary of the recreation opportunities. The Township offers extensive open space and forestland for recreation. According to the 2013-2018 Recreation Plan, approximately 96 percent of the Township falls into one of these two categories. Of this 96 percent, approximately 5,700 acres is State owned public recreation land and approximately 9,447 acres is privately owned land under the State’s Commercial Forest Act, which is also available to the public for passive outdoor recreational use, including fishing and hunting. The current Recreation Plan is in the process of being updated and will be a part of the Master Plan update, once adopted. Township-Maintained Facilities Township owned recreation facilities include the South Vandenboom Recreation Area, Lions Field/Kiddee Park and Schwemwood Park & Iron Ore Heritage Trailhead #8. These facilities are described in detail below. • South Vandenboom Recreation Area: The South Vandenboom Recreation Area consists of approximately 360 acres of forested land from Grove Street to M-553 along the Carp River. A portion of this property is used for the Township well field, as well as a multi-use recreation area. Currently recreational facilities include a portion of the South Marquette Trails supported by the Noquemanon Trail Network organization. • Lions Field/Kiddee Park Recreation Area: Located on Erie Avenue, this two-and-a-half-acre park contains a ball field, ice rink, tennis court, pavilion with picnic tables, grills, restrooms, parking and a playground with a merry-go-round, slides, spring rides, climber, and ADA compliant walking path. Chapter 5 | Page 12 �MARQUETTE TOWNSHIP | MASTER PLAN • 2020 Schwemwood Park & Iron Ore Heritage Trailhead #8: This approximately 6 acre parcel was developed by the Township as a nature park currently the park features a nature trail around the perimeter, wooden bridge, a bog overlook, a small wetland and a parking area. It has also become the home of the Iron Ore Heritage Trailhead #8, which will continue to be developed in the coming years with typical trailhead amenities, such as restrooms and bike repair stations. Figure 5-7: Schwemwood Park & Iron Ore Heritage Trailhead #8 Other Public Facilities in the Township These facilities include Sugar Loaf Mountain Natural Area, Longyear Forest, Little Presque Isle/Harlow Lake Area, 425 Area (Heartwood Property), Noquemanon Trail Network including South Trails and Forestville Trails, North Country Trail, Iron Ore Heritage Trail, Wetmore’s Pond Interpretive Nature Trails, Snowmobile Trails, Escanaba River State Forest, Forestville Access Site, and the Little Garlic Access Site. • Vandenboom Elementary School Playground: Located on Erie Avenue, this 10.5 acre site is owned by the Marquette Area Public School District and serves as a neighborhood playground. The site includes parking, nature trails, a basketball court, open field and playground, pump track bike path, and disc golf. • St. Christopher’s Parish: A small playground located on Badger Street that primarily serves preschoolers attending programs through the Parish. Chapter 5 | Page 13 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-8: Natural, Cultural and Scenic Resources Map MARQUETTE TOWNSHIP NATURAL, CULTURAL & SCENIC RESOURCES PLANNING MAP NlGAU { 10'1\'NSIUP {II Of .l!UOUllH NATURA , CUIJUIW. & SCt'.NIC PAIK SAhllS IOWNSHIP /V' !XlS'IIHG ROAD ~ TOWNSHIP IIOUNDA Chapter 5 | Page 14 �MARQUETTE TOWNSHIP | MASTER PLAN 5.4 2020 PUBLIC WATER AND SANITARY SEWER SERVICE In 2002, the City of Marquette and Marquette Township contracted with engineering consultants to prepare a Water System Study. Information in this section is referenced from these documents. Public water distribution and sanitary sewer collection services are provided to Marquette Township by Marquette Township owned infrastructure. Water treatment and wastewater treatment services are provided through joint arrangements with the City of Marquette. The water supply from Lake Superior is purified at the City owned water treatment plant before distribution. The water treatment plant is capable of seven million gallons/day (MGD), but on average delivers three MGD. About 190,000 gallons per day is purchased by Marquette Township. The groundwater supply located in Marquette Township is treated with fluoride and sodium hypochlorite and pumped from a Township owned facility. The permitted firm well capacity is 825 gallons per minute. It is currently (2019) pumping about 140,000 gallons per day. Public water is provided to about 80 percent of the population of Marquette Township. The Township distribution system is divided into four major pressure districts. The Cox Gravity District is served by the City surface water supply. The Northwoods Gravity District, the Grove Low Pressure District, and the Chapel Ridge Gravity District are served by the Township groundwater supply. Public water is available along US-41/M-28 westward to Northwoods Road, throughout Trowbridge Park, north CR 492/Wright Street and Forestville Road to include Huron Woods Subdivision, south on Brickyard Road to Northwoods Road, the east end of Brookton Road, Vandenboom Road south of US-41/M-28, and CR 492 south to and including Lost Creek. The Chapel Ridge subdivision, Bishop Woods Subdivision, CR 492, Grove St. and Grandview Circle are served by the Chapel Ridge water reservoir. All other areas rely on private on-site wells. Figure 5-7 on the following page is a map of the current water system. Sanitary sewer service in the Township is generally available where public water service exists, except that sewer service is not available at the Oak Hill Estates or Bishop Woods subdivisions, the northwest quarter of Trowbridge Park, Huron Woods Subdivision, Chapel Ridge Subdivision, south of CR 492 to Lost Creek, Grove St., Grandview Circle, and the south end of Vandenboom Rd. Five lift stations serve Marquette Township: Bancroft Lift Station, Huron Lift Station, Center Lift Station, Wright Lift Station, and US-41 Lift Station. Wastewater is transported to the Marquette Area Wastewater Treatment Facility located in the southeast area of the City of Marquette via a township-owned interceptor along the U.S. 41 by-pass. The treatment facility is jointly owned by Marquette Township, Chocolay Township, and the City of Marquette. Those not served by public sewer maintain onsite septic systems. Utility Mapping | Marquette Township Chapter 5 | Page 15 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Figure 5-9: Marquette Township PASER MARQUETTE TOWNSHIP -WATER SYSTEM MAP- ~ ... . • MAIN VALVES Main Lines: ,. HYDRANT - - 2· Prenure Diifricts CHAPEL Hill GRAVITY DISTRICT COX Gll:AVITY DISTRICT PRV -- •· GROVE LOW SERVICE DISTRICT MASTER METER - - 6" MORGAN MEADOWS GRAVITY DISTRICT WELL PUMP - - a· NORTHWOODS GRAVITY DISTRICT WELL -- ,o· STORAGE TANK - - 12· SOUTHWEST PUMPED DISTRICT j __ ... _____ ____ _ ______ _ --·--- -- - --... MAROUEnE CHARTER TDWNIHIP .._.Mlilhh . hplr1-r . .., . ,.., ...... ... ..... .... Chapter 5 | Page 16 �MARQUETTE TOWNSHIP | MASTER PLAN 5.5 2020 SOLID WASTE MANAGEMENT Marquette Township provides curbside solid waste collection and recycling services to all Township residents. The Township contracts with a private waste hauler and residents are billed monthly. The Marquette County landfill is managed by the Marquette County Solid Waste Management Authority. 5.6 PUBLIC SAFETY Police protection for Marquette Township is provided by the Marquette County Sheriff’s Department and the Michigan State Police. The Marquette County Sheriff’s Department provides a number of services including road patrol, detective division, criminal and civil processing, airport security, animal control, prisoner transport, court security and operation of the Marquette County Jail. The Marquette County Sheriff’s Department also includes a Special Operations Unit that oversees the volunteer rescue unit, dive team, marine and ORV patrols. • • Fire protection is provided by the Marquette Township Fire Department. Along with fire protection, the 30 member crew also provides EMS, technical rescue, and hazmat response services. In November of 2017 Marquette Township purchased an ambulance capable of providing basic life support. Advanced life support ambulance services are provided by UP Health Systems. 5.7 EDUCATIONAL FACILITIES Grades K-12 is served in the Township by Marquette Area Public School District (MAPS). According to their website, MAPS covers 123 square miles and provides education to more than 3,100 students. The school district consist of three K-5 elementary schools, one grade 6-8 middle school, a senior high school and an alternative high and middle school. North Star Public School Academy is a public school in the Township chartered by Northern Michigan University, also serving the Marquette area. North Star serves students in grades K-12. Township residents have the opportunity for higher education at Northern Michigan University (NMU) in the City of Marquette. Northern Michigan University offers 180 degree programs to approximately 9,000 students both graduate and undergraduate. The 360-acre campus is home to 52 facilities including the Seaborg Science Complex, two art galleries, one of four Olympic training facilities in the nation and the Superior Dome (a multi-use complex) which is one of the world’s largest wooden domes. 5.8 HEALTHCARE UP Health System of Marquette the largest employer in Marquette County, is located in the City of Marquette. MGH is the region’s only Level II Trauma Center and has been named by Thomson Reuters as one of the 50 Top Cardiovascular Hospitals. According to their website, MGH’s major services include Marquette General’s Heart Institute, Cancer Center, Brain & Spine Center, Rehabilitation Center, Behavioral Health, Digestive Health, Weight Loss Center and Women’s & Children’s Center. In April of 2019, UP Health Systems moved into a new $300 million-dollar, 700,000 sq. ft. facility. The new facility will hold 275 beds housed in private rooms. Chapter 5 | Page 17 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER SIX | PUBLIC INPUT 6.1 PUBLIC OPEN HOUSE MEETINGS Marquette Township residents and business owners played a vital role in the preparation of this Master Plan update. Public workshop/input sessions were held at the Marquette Township Community Room on September 26th and November 1st of 2018. The sessions included presentations by staff, the Recreation Committee and featured various maps and graphic displays regarding transportation, recreation, existing conditions, and land use. Those in attendance were invited to place comment notes on maps and discuss any existing issues or opportunities facing the Township. Township Planning Staff and Planning Commissioners were in attendance to answer any questions and discuss participant’s comments and ideas. The following is a list of comments compiled from comment forms, notes on the maps, and discussion with residents and business owners. • • • • • • • • • • • • Need bike path on Fair Ave. from Ontario, east to City limits Consider a venue to hold mid-large events, similar to lower harbor and Lakeview arena Consider a 1-3 year-old playground and splash pad Encourage stormwater management best practices Rezone 420 Brickyard Road and change on Future Land Use Map Make private drive north of Brickyard Road (Meijer driveway) a public road. Pursue public road north of Shoppes of Marquette and Meijer Pursue frontage roads along U.S. 41 Highway Corridor Encourage private food production such as private poultry in Trowbridge Pursue a safety fence enclosing Lions Field Kiddee Park Area Install cognitive sensory features at Lions Field Playground Consider housing needs in relation to changing local demographics 6.2 2018 COMMUNITY SURVEY In an effort to better understand and provide for the needs of our residents, the Planning Commission tasked the Planning & Zoning Department with conducting a community survey. The 2018 Community Survey (conducted in June/July 2018) included questions regarding quality of life, growth management, transit planning, park and recreation planning, and economic development. The 2018 citizen survey was distributed by mail to approximately 750 households within the Township. These residences were chosen by a random selection, and accounted for just over 40% of all Marquette Township households. To ensure statistical relevance, staff’s goal was to obtain a minimum of 145 completed surveys from Marquette Township residences. This goal was achieved, with approximately 248 surveys having been completed and recorded. The resulting 248 completed surveys have a 95% level of confidence with a precision of +/- 6%. Various meetings were also held with the Planning Commission throughout the process, in which they discussed Master Plan topics. Chapter 6 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER SEVEN | GOALS & OBJECTIVES 7.1 INTRODUCTION This chapter of the Marquette Township Plan outlines a course for action in achieving Township goals. These goals and objectives are our “To Do.” They let prospective investors and residents know what is expected, desired, and supported. Goals reflect the needs, values, and desires of the community, and they cover a wide range of topics. They answer the question, "What do we want the future of our community to look like?" They also represent a desired future condition, or an end to which efforts are directed. Objectives are statements of a position, or course of action, which provide a means of obtaining a stated goal. Objectives are also more specific and measurable tasks that may be long-term, mid-term, or short-term, but need to occur in order to accomplish stated goals. 7.2 GOALS AND OBJECTIVES Goal #1 Encourage Best Management Practices Regarding Land Use Ensure that new development represents the best-management practices such as, Smart Growth principles which will lead to compact development that utilizes existing infrastructure. This will enhance efficiency in public service provision and infrastructure maintenance, and help preserve natural resource lands. Objective 1.1 Work with developers to help create attractive, walkable and bikeable mixed-use environments where people can more easily access employment, entertainment, commercial, and recreation opportunities. This will reduce vehicular trips, and encourage the use of non-motorized transportation (and healthier lifestyles). Objective 1.2 Rehabilitate or reuse vacant and underutilized properties (including brownfields). Convert single-use into mixeduse developments as a preferred strategy over new development. Objective 1.3 Create walkable communities to enhance mobility, strengthen the economy, facilitate transportation alternatives, and improve social and recreational interaction. Objective 1.4 Make development decisions predictable, fair, and cost-effective while also balancing community goals. Utilize GIS to update and maintain current land use and other pertinent data and consider making this data available to the public. Objective 1.5 Discourage development in unsuitable areas, such as those containing steep slopes, flood plains, caving areas, high water tables, wetlands, or shallow soils, or other activities detrimental to human health, safety and welfare. Chapter 7 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 1.6 Locate new development in or near existing developed areas to promote an efficient and compact pattern of development, reduce the negative effects of sprawl, and reduce infrastructure and service costs. Objective 1.7 Encourage and support compact development and compact building design for efficient public service provision, efficient use of land resources, facilitation of a walkable/bikeable community, improved feasibility for public transit and a more vibrant business environment. Objective 1.8 Strengthen regulations, enforcement measures, and administrative structure to support environmental protection standards that preserve sensitive environmental areas that are incompatible with development. Objective 1.9 Continuously review the zoning ordinance to ensure that there are provisions addressing sensitive environmental areas that cross parcel boundaries such as bluffs, erosion zones, floodplains, caving areas, shorelines, wetlands, swamps, marshes, wellhead protection areas, and aquifer recharge sites. Objective 1.10 Monitor regulations to preserve and enhance riparian buffers along the rivers and other water bodies in the Township to protect water quality and aquatic and wildlife habitat. This includes adopting land use controls (such as zoning setback distances from watercourses) that are established and uniformly applied. Objective 1.11 Update stormwater management techniques in the zoning ordinance to protect water quality, including adjustments to parking standards, landscaping standards, and development standards. Utilize natural filtration and detention systems whenever possible. Ensure that residential driveway culverts and stormwater ditches are kept clear and are free-flowing. Objective 1.12 Protect tracts of contiguous forest lands for conservation, recreation, wildlife habitat, and timber management activities. This can be accomplished through acquisitions, conservation easements, protective zoning overlay districts, etc. Objective 1.13 Increase public awareness of Marquette Township planning and zoning activities through media, newsletters, etc. Objective 1.14 Maintain and update the Zoning Ordinance provisions consistent with this Master Plan. Objective 1.15 Support uniform zoning enforcement. Objective 1.16 Make zoning decisions consistent with the Future Land Use Recommendations/Map of this Master Plan. Objective 1.17 Consider and evaluate the productive capacity of land before forest lands are changed to another use and/or developed. Chapter 7 | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 1.18 Encourage forestation or reforestation where soils are suitable for such purposes. Forested lands are important for wildlife habitat, wind protection, soil stability, noise buffer, recreational use, aesthetics and lumber resources. The Township should explore methods of promoting sound forestry management practices through education, regulatory or other methods, including the Quality Forest Management plans. Objective 1.19 Preserve scenic views and open space, especially along major roadways and shorelines. Discourage outdoor advertising signs except in commercial and industrial areas. Objective 1.20 Ensure compliance with the Marquette Township Stormwater Ordinance when reviewing development proposals. Objective 1.21 Support strategies and recommendations of the Whetstone Brook and Orianna Creek Watershed Management Plan when considering development proposals in these streams’ watersheds. Objective 1.22 Collaborate with Health Department in conducting septic system public educational programs regarding maintenance and management of these systems. Objective 1.23 Minimize soil erosion by the effective enforcement of Public Act 451 or 1994 (Natural Resources and Environmental Protection Act), Part 91, Soil Erosion and Sediment Control (SESC). Objective 1.24 Continue to seek ways to reduce the amount of parking spaces needed for commercial development in order to reduce impervious surfaces areas and improve stormwater quality. Objective 1.25 Encourage form-based and other progressive zoning principles. Goal #2 Transportation Enhancement A multi-modal, balanced transportation system, accommodating travel patterns of all users safely and efficiently throughout the Township, at minimal environmental and fiscal cost. Objective 2.1 Implement the recommendations of the Marquette Township Transportation Plan. Objective 2.2 Participate in a regional or county-wide wayfinding sign project. Objective 2.3 Work with the Road Committee and the Recreation Committee to identify and map the Township’s motorized and non-motorized transportation plans. Use this information to update the Transportation and Recreation Plans. Objective 2.4 Work with the Michigan Department of Transportation (MDOT) and the Marquette County Road Commission Chapter 7 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 (MCRC) to implement the proposed improvements and rationale section of the US-41/M-28 Comprehensive Corridor and Access Management Plan pertaining to Marquette Township regarding major intersection improvements, road improvements, access management and coordinated capital improvements plans. Objective 2.5 Participate in aesthetic enhancement projects for the highway corridors in partnership with MDOT scheduled improvements. Work with the Marquette Township Business Association (MTBA) and the Downtown Development Authority (DDA) when coordinating these projects. Objective 2.6 Adopt an Asset Management philosophy for the local road system which includes a mix of potential fixes. Work to maintain and upgrade the Township road network, as needed. Objective 2.7 Encourage the Marquette County Road Commission to perform traffic counts on a five-year cycle for the major street system, and 10-year cycles for local roads. Objective 2.8 Prepare a comprehensive bicycle/pedestrian pathway plan to prioritize needs and recommend improvements and facilitate a connected, regional non-motorized transportation network. Objective 2.9 Implement Complete Streets principles by collaborating with MDOT, the MCRC, and Michigan Department of Natural Resources (MDNR) to support increased opportunities for multi-modal transportation systems including carpool lots, bicycle and pedestrian pathways, heritage routes, long-distance bicycle trails, and snowmobile trails. Marquette Township should also continue working with these agencies to construct grade-separated crossings of US-41 corridor. Objective 2.10 Incorporate complete, integrated and clearly-marked, non-motorized transportation networks as a priority project in Capital Improvement Plans (CIP). Objective 2.11 Create and maintain priority pedestrian corridors to important destinations as outlined in this plan. These pedestrian systems will be designed to be complementary to planned or existing regional trail systems, and to accommodate universally accessible design principles whenever possible. Update zoning regulations to require sidewalks in new developments that connect to identified pedestrian destinations. Objective 2.12 Seek supplemental funding for planned improvements to major and minor roads by the Marquette County Road Commission and the Michigan Department of transportation. Assure that design and schedule of projects are compatible with the Master Plan. Objective 2.13 Enforce the Township’s Sign Ordinance in order to increase safety and enhance the aesthetic quality of commercial development. Chapter 7 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 2.14 Seek additional funding for the maintenance and plowing of pedestrian pathways in the business district. Objective 2.15 Provide additional support for motorized and non-motorized access and trail connectivity in area, where and when feasible. Objective 2.16 Create additional frontage roads where and when feasible. Objective 2.17 Encourage the installation of electric car charging stations, where and when feasible. Goal #3 Public Services, Facilities and Infrastructure Provide appropriate public facilities and services to support the residential, commercial and recreational activities of residents, business owners and visitors. Objective 3.1 Create plans to conserve energy and increase efficiency in all public facilities and to adopt renewable energy technology when possible, thereby creating a model for private companies and residents to follow. Objective 3.2 When siting new public facilities ensure the location is easily accessible for motorists, bicyclists, pedestrians, and public transportation users. Objective 3.3 Maintain local regulations and ownership of existing water and wastewater treatment systems. Objective 3.4 Support the development and maintenance of water and sewer service boundaries, as needed. Objective 3.5 Work with the public schools to expand and/or locate new facilities according to the Township’s land use policies and zoning regulations. Objective 3.6 Encourage joint use of school facilities by the school district, City, Township and County. Objective 3.7 Continue to provide Township-wide curbside solid waste collection and recycling services and a monthly drop-off site for larger waste items. Objective 3.8 Continue to support the operation and enhancement of the Marquette Township Fire/Rescue Department. Objective 3.9 Continue cooperation with the Marquette County Sheriff’s Department and Michigan State Police in the provision of law enforcement. Chapter 7 | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 3.10 Coordinate Township services with other service providers to complement their efforts. Objective 3.11 Encourage all governmental units to cooperate on facilities and services whenever practical across Township/City/County lines. Objective 3.12 Ensure adequate parking facilities for commercial and public attraction areas for both motorists and bicyclists through site plan review and zoning regulations. Objective 3.13 Support and encourage private civic groups which provide educational and social programs of importance to local residents. Objective 3.14 Support public transportation services to assist those with limited mobility, and as a way to conserve energy. Objective 3.15 Encourage the development of wind and solar power for commercial and residential developments. Goal #4 Recreation Preserve and enhance public access and enjoyment of unique natural amenities and create a community that supports year-round active living and recreation environments. Objective 4.1 Make recreational opportunities more accessible to all Township residents and visitors. Objective 4.2 Continue to update the Township’s Recreation Plan every five years and submit to the Michigan Department of Natural Resources for approval and for the ability to apply for grants. Objective 4.3 Implement the goals, objectives and action plan of the 5-year Recreation Action Plan. Objective 4.4 Identify and apply for appropriate grant funding for recreation projects as identified in the 5-year Recreation Plan. Objective 4.5 Review all existing and proposed recreational sites and facilities for barrier-free accessibility which conforms to the Americans with Disabilities Act (ADA). Objective 4.6 Enhance development of facilities at existing park sites to meet community recreational needs. Objective 4.7 Develop active and passive recreational opportunities for all age groups and special populations. Chapter 7 | Page 6 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 4.8 Promote recreation and other uses that preserve natural features in forested land. Objective 4.9 Support the development/expansion of multi-use trails in accordance with the Marquette Township Transportation Plan and Recreation Plan. Objective 4.10 Encourage volunteerism, stewardship and local business support whenever possible to assist with recreational planning implementation. Objective 4.11 Continue to foster favorable working relationships with stakeholders in providing recreational opportunities. Some of these entities include the City of Marquette, Marquette County, Marquette Area Public Schools, Iron Ore Heritage Recreation Authority, Noquemanon Trail Network (NTN), North Country Trail Hikers, Michigan Department of Natural Resources, and the Michigan Department of Transportation. Objective 4.12 Encourage the Marquette Township Board of Trustees to establish an annual fund or millage for the purpose of acquiring natural, cultural, and scenic properties as they become available, so as to preserve these resources. Objective 4.13 Develop and maintain additional neighborhood parks for children, where and when feasible. Objective 4.14 Promote recreational activities in Marquette Township, as well as recreational locations such as Sugar Loaf Mountain, Hogback Mountain, Harlow Lake, Little Presque Isle, Dead River, Echo Lake and Blemhuber Lake. Objective 4.15 Develop uniform directional signage for Marquette Township recreational attractions. Objective 4.16 Encourage the Marquette Township Board of Trustees to establish a recreational millage to support grant match money and maintenance of our parks. Goal #5 Economic Development Improve the economic conditions in Marquette Township by promoting the community as a great place to work, live, visit and recreate. Objective 5.1 Retain and encourage expansion of existing businesses and industries. Aim to attract new economic developments such as light manufacturing, research and development, high-tech, and medical research facilities to provide desired levels of employment opportunities in Marquette Township. Objective 5.2 Encourage infrastructure and service networks to support businesses, employees, and residents. Chapter 7 | Page 7 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 5.3 Acknowledge and promote Marquette Township as a regional shopping and entertainment center. Objective 5.4 Maintain the existing urban core area as the major activity center within the Township and encourage its development, thereby limiting sprawl and promoting infill redevelopment. Objective 5.5 Seek grants through federal, state and other funding sources for infrastructure improvements and economic development projects. Objective 5.6 Promote the Township’s environmental resources, natural features, cultural and historic sites, and events as a way to encourage tourism. Objective 5.7 Through zoning, provide adequate and appropriate spaces for the establishment of commercial, light industrial and manufacturing enterprises. Objective 5.8 Mitigate and/or remove blight from commercial districts. Objective 5.9 Continue to promote development of the business park where the Marquette Township Community Center is located, as a place for office development and other mixed use. Objective 5.10 Encourage economic development in areas that are compatible with, and accessible to, existing utility services and transportation facilities. Objective 5.11 Encourage mixed-use developments in conjunction with public improvements. Objective 5.12 Seek US-41 corridor improvements regarding aesthetics, lighting, pedestrian access, and ingress and egress into existing and future commercial developments. Objective 5.13 Limit and/or reduce driveways from all properties to the roadway to minimize traffic congestion, conflicts, and safety issues. Objective 5.14 Minimize conflicts between adjacent incompatible land uses. Goal #6 Housing Maintain and preserve the quality of existing residential areas and encourage the provision of an adequate supply of housing for all residents. Chapter 7 | Page 8 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Objective 6.1 Maintain a friendly and safe living atmosphere and protect the rural character of residential areas outside the urban core. Objective 6.2 Encourage all housing in the Township to be maintained in a decent, safe, and sanitary condition. Ensure enforcement of the Marquette County Building Codes, the Marquette Township Zoning Ordinance and property maintenance codes. Objective 6.3 Utilize housing improvement and rehabilitation programs to eliminate unsound housing and to improve and conserve sound, but aging housing. Objective 6.4 Address the special needs of the disabled and elderly population when considering community development projects. Objective 6.5 Consider development density, available roads and services along with the environmental characteristics of the site. Objective 6.6 Encourage conservation subdivisions and residential developments, which allows for a concentration of smaller lots, while preserving common areas for use by all residents in the development. Objective 6.7 Support uniform enforcement of the Property Maintenance Code of the Charter Township of Marquette. Objective 6.8 Ensure safe and quality residential neighborhoods while protecting the rural character of the Township. Objective 6.9 Encourage housing opportunities for all income and age groups. Objective 6.10 Encourage a continued high rate of single-family owner occupancy to maintain housing quality, while meeting local needs for rental units. Objective 6.11 Promote an adequate quantity of new housing to accommodate anticipated population growth and climate trends. Objective 6.12 Consider zoning map amendments to encourage affordable and/or tiny homes in Marquette Township. Objective 6.13 Encourage developers to provide more affordable housing. Goal #7 Government Improve the responsiveness to citizens and staff needs and timeliness of local government Chapter 7 | Page 9 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 decision- making, consistent with fiscal responsibility and transparency. Objective 7.1 Survey all Marquette Township facilities to determine present and future needs. Objective 7.2 Conduct required statutory meetings, committee meetings, departmental meetings, special meetings and public hearings in a professional manner. Objective 7.3 Increase citizen involvement in decision-making through participation and effective communication through community surveys and public input sessions. Objective 7.4 Provide a Township newsletter and/or other forms of communication on a regular basis. Objective 7.5 Review and update the Master Plan every 5-years, as appropriate. Objective 7.6 Continue to support the Marquette County Central Dispatch and 9-1-1 services. Objective 7.7 Encourage volunteers to serve on the Township Board, Planning Commission and various committees. Objective 7.8 Continue to improve and update Marquette Township website. Chapter 7 | Page 10 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER EIGHT | FUTURE LAND USE & ZONING PLAN 8.1 INTRODUCTION A future land use plan is representative of the preferred future and how the community would like to grow. Future Land Use planning sets the desired amounts and locations of all land uses including: residential, commercial, industrial, public facilities, open space, recreational areas and changes to traffic circulation throughout the Township. Local governments are endowed with the ultimate authority for controlling land use through zoning laws as well as, building and sanitation codes. These various regulations establish parameters within which development can occur. Zoning regulations must be based on a plan developed with public input. It is important that future land use decisions be realistic in light of the ability of local governments to provide essential public services in a fiscally responsible manner. 8.2 FUTURE LAND USE DESCRIPTIONS AND MAP The following future land use descriptions support the goals and objectives of this plan. Categories include: • Development District • • Forest Recreation General Business • Industrial • Resource Production • • Rural Residential Scenic Residential • Urban Residential The Development District Future Land Use category is designed to serve as a buffer between higher intensity commercial areas and residential areas. It is designed to be a flexible, transitional area where commercial, business and residential land uses may all be present. The Forest Recreation Future Land Use category includes lands primarily used for sustainable forest management, recreation, and preservation of natural resources and sensitive environmental areas. This area is for uses that are compatible with natural resources, such as low impact recreation, trails and wildlife areas. Existing residential uses are accommodated at a very low density but further subdivision of lands is not encouraged so as to maintain the integrity of the land for productive and conservation purposes. These lands are generally in close proximity to publicly owned conservation/recreation lands or are currently maintained in a Commercial Forest Program. The General Business Future Land Use category generally includes the areas adjacent to highways which provide a convenient location for larger regional and local serving auto-oriented uses. Surface parking must be accommodated but is preferably located in the rear of the property or Chapter 8 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 screened or buffered from view. Access is generally from the highway but shared access is encouraged to preserve highway safety and function. The area is intended to incorporate various transportation modes, including all season non-motorized connections to increase ease, safety, and convenience of walking and bicycling from surrounding neighborhoods. The Industrial Future Land Use category includes industrial service and manufacturing firms which engage in intense scale or volume of activity and may store materials or vehicles outdoors. Few customers, especially the general public, come to the site. These areas are characterized by the presence of heavy machinery, building materials, and raw materials for processing and storage, and the utilization of chemicals and intense processes. This future land use area is also for uses that are not compatible in any other districts. The Resource Production Future Land Use category includes much of the land in the northern part of the Township. Much of these areas are not accessible year-round and are only served by roads designated as seasonal roads by the Marquette County Road Commission. For this reason uses recommended for this area includes agricultural activities, extraction of earth products, hunting and fishing camps, forest products harvesting, wood processing facilities and outdoor recreational facilities. The Rural Residential Future Land Use category includes properties with a residence normally with septic and private well infrastructure. These properties have access to a primary County road and exist in various levels of density. A slightly higher residential density is envisioned for properties along existing roads when the development is designed as conservation or open space subdivision, provided that at least 60 percent of the space is usable, undeveloped, open space. The Scenic Residential Future Land Use category includes lower residential densities such as one unit per five acres. It is preferred that these homes be located close to the road to preserve more space for recreational opportunity. A higher residential density and smaller lots are envisioned for properties when the development is formatted as conservation or open space subdivision, provided that at least 75 percent of the space is usable, undeveloped, open space. The Urban Residential Future Land Use category includes mostly single-family housing with some smaller multi-family complexes. Homes are generally on smaller lots, and it is intended that homes could be interspersed with neighborhood offices or businesses, churches, and parks, especially near main intersections or shopping areas. Urban Residential Land Use Chapter 8 | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 features Future Land Use POWELL TOWNSHIP Urban Residential /V Rurol lle,identiol ..,..__ S1reom 1111 Scenic Residential : 6, Water Body i,.? Town$1llp Souod1;1ry Developmenr District l 1111 General Business I Rood Pa rcel llll indum iol t:ii Neighboring Munkipolity Resource Produc11ot1 1111 Forest Recreation LAKE SUPERIOR ,.- CITY Of MARQUETTE CITY Of NEGAUNEE SANDS TOWNSHIP MAQUETTE CHARTER TOWNSHIP -FUTURE LAND USE- 0 US t.S U -ic::=---c::==>Mil11 -~,-\ . ..-.,. . . . . . . -L ~ ..1 .....IIO(Nrltl1"1. . . . . , _ _ . . _ . . ....,_ ..,_....,...~•L . ..... .,....__.,............. _..._,. ... .. ,.,,.,..,.. .. ,lloliWllo,ol Chapter 8 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 8.3 RELATIONSHIP BETWEEN ZONING AND FUTURE LAND USE The Land Use Map is a graphic representation of how land in the Township is planned to be used. The future land use map is a general description of where and what intent the zoning should have in the future. This map and the descriptions listed above make up the Future Land Use Plan for the Charter Township of Marquette. This Future Land Use Plan will serve as a guide for making decisions on the rezoning of land. 8.4 ZONING DISTRICTS AND ZONING PLAN Marquette Township is currently divided into seven zoning districts. The Township is also working on adding two districts; these proposed districts are discussed in this section. The intent and purpose of each district is discussed in this section. The permitted and conditional uses within each district are discussed in Article XIV, Principal Uses Permitted in Districts Section 14.05 of the Charter Township of Marquette Zoning Ordinance. A schedule of district regulations is included in Article XVIII, Section 18.13 through Section 18.19 of the Charter Township of Marquette Zoning Ordinance. 8.5 CURRENT ZONING DISTRICTS Rural Residential District (RR) The Rural Residential District is established to provide low-density, limited growth, residential areas. It is designed to accommodate residential development for those who desire low-density environments in somewhat remote locations and are willing to assume the costs of providing individual private utility systems and amenities. This District is established to protect and preserve the existing character of those areas within the Township which are presently rural in nature and contain scattered residential developments or other low-intensity uses. This District is generally characterized by lack of public sewer, water, and a well-developed road circulation system. It is the intent of the Township to concentrate its infrastructural resources in areas where more intense development is planned; existing developments within this District are likely to remain without public service facilities indefinitely. Urban Residential District (UR) The Urban Residential District is established to provide higher density areas for single family housing developments and is intended to grow at a moderate intensity with an urban residential character. It is intended that this District be serviced with all of the facilities for urban living including community sanitary sewers and water supply systems. This District is generally located where a full range of public utilities are existing or may soon be provided to compliment and encourage development of this intensity. Development District (DD) The Development District is intended to accommodate future growth in specifically designated areas within the Township where planning studies and future land use maps have indicated, where infrastructure already exists, or where it would be most likely to occur. The location of this district will most naturally occur between the General Business District areas and Residential area within the Township. It is designated to be a flexible, Transitional Growth District where a variety of mixed Land Uses, including Commercial, Office and Residential, could compatibly co-exist. This District is intended to function primarily as a transitionary zone located between the more intensive existing land uses and land uses Chapter 8 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 exhibiting minimal impact or intensity, such as are inherent in a Residential District. The Land Use Intensities within this transition district will be controlled utilizing the Minimum Performance Standards as required for each proposed development to be located within the District. Excluded from this District are high intensity Land Uses which are best located in the more intense zoning districts within the Township. General Business District (GB) The General Business District is intended to serve as a focal point for the commercial needs of the highest density population areas of the Charter Township of Marquette and the surrounding areas. The General Business District shall be served by existing or planned public utilities capable of supporting intense development. The standards prescribed for the District are designed to optimize utilization of existing infrastructure. The minimum performance standards are intended to assure compatibility of land uses within the General Business District, as well as neighboring areas. Excluded are uses that require segregation due to environmental and/or health considerations not easily controlled by the application of minimum standards for performance. Segregated Business District (SB) The Segregated Business District is intended to accommodate industrial uses which must be segregated because of the inherent nuisance impacts which cannot be made compatible with other uses through the application of minimum performance standards. The creation of the Segregated Business District recognizes the potential for public nuisance, infrastructure, and operational incompatibilities between permitted uses and those of other districts. Accordingly, the standards for this District are designed to accommodate intensive industrial uses having potentially severe adverse impacts. This District should be linked to locations with appropriate environmental characteristics and existing or planned industrial facilities. Standards of performances shall assure that nuisances caused by land uses within the Segregated Business District will have minimal impact on adjacent areas. The locational requirements of intensive use districts shall be recognized as a “Segregated Business District” and be discouraged from being utilized for any type of less intensive uses. When the opportunity arises, it is recommended changing the name of this district from Segregated Business District to Industrial District. This name change will provide a better understanding of the permitted uses in this district. Resource Production District (RP) The Resource Production District is intended to promote the most appropriate social, economic, and environmental utilization of land in the Charter Township of Marquette. This District is intended to provide for a variety of different uses which are resource based. Differences in land uses within the District shall be assured of compatibility by developmental standards required for each land use within the District. The minimum performance standards are intended to provide flexible utilization of the Township’s natural resources while preventing nuisance situations from arising. A large portion of Marquette Township is forest land devoted to timber harvest and natural resource production. Under the current ordinance, this District allows single family residential development on one (1) acre lots as a special use, with a requirement that the lots front a county road. Chapter 8 | Page 5 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 Small lots fragment large tracts of land, increase demand for more public services in often remote areas, and will impact both resource production and recreational use of the property. It is recommended this provision be changed in the Resource Production District to allow residential development on five (5) acre lots as a special use only when done as a subdivision development or a conservation subdivision and the property has frontage or access to an all-season county road. Overall density will remain low, the residential parcels will be clustered, and impacts reduced. Forest Recreation District (FR) The Forest Recreation District is designed to promote the use of wooded and rural areas of the Township in a manner that will retain the basic attractiveness of the natural resources and provide enjoyment for both visitors and residents of the area. Township services such as snow plowing, school bus pick-up and garbage collection may not be provided depending on the exact location. The minimum lot size is five acres with a front yard and rear yard setback of 50 feet and the total of the two side yard setbacks of 25 feet. Land use may include fish hatcheries, commercial forest production, non-commercial forest production, saw mills, firewood sales, logging/contractor operations, emergency service centers, motorized trails, non-motorized trails, arboretums, boat landings, outdoor ice skating rinks, park and playgrounds. Scenic Residential District (SR) The Scenic Rural District is established to preserve and protect large tracts of land in the Township and to provide for very low density residential development located on private roads. The minimum lot size is five acres with smaller lots available by way of Special Use. The minimum lot size is five acres with a front yard and rear yard setback of 50 feet and the total of the two side yard setbacks of 25 feet. Land use may include Single-family Residences, Bed and Breakfasts, Rental-Dwellings, Nature Areas/ Open Space, Ski Areas, Campgrounds, Tennis Courts, Schools, Churches and Emergency Service Centers. Scenic Residential Development | Marquette Township Lake Superior Chapter 8 | Page 6 �MARQUETTE TOWNSHIP | MASTER PLAN 8.6 2020 CLIMATE RESILIENCY & FUTURE LAND USE Climate Resiliency in planning and development helps to ensure the prosperity, livability, equity, and sustainability of a community for future generations. Resiliency planning focuses on all aspects of community, ensuring the economy, the environment, and social/living conditions are vibrant and upheld through adversity. Marquette Township recognizes the interdependencies among physical and social vulnerabilities and wishes to mitigate the extent to which climate change may influence land-use patterns. Township Officials see opportunity within future land-use categories, as presented in this plan, that promote solutions that address these climate impacts while also benefiting community health. The overarching climate drivers that require Township attention through land-use planning are; Air Quality, Emergency Response & Extreme Events, and Water Related concerns. Air Quality Increasing average annual temperatures and shifting seasonal precipitation patterns that have at times led to drought conditions can lead to intensified wildfires, poorer air quality, and increased pollen counts. This can impact health by causing or exacerbating respiratory illnesses as well as mental health and stress consequences. In order to reduce the impacts of air pollutants it is necessary to maintain heavily forested areas such as Forest Recreation and Resource Production land use categories assist in the absorption of Local Air Pollutants. Emergency Response & Extreme Events Extreme weather events and wildfires seen with climate change coupled with insufficient infrastructure, inadequate transportation networks, isolated residents, and other challenges can lead to increased health dangers in the community, such as injury, respiratory illnesses, cold-related illness, and mental health consequences. Remote areas in the outer reaches of Marquette Township are vulnerable to the impacts of reduced emergency response. As such, it is necessary to limit residential land uses that promote highintensity development in these areas. Water Related Concerns Increased extreme rain events as well as increased drought conditions and lasting increased temperatures seen with climate change that can lead to intensified flooding, road closures, mold, contaminated water, and intensified wildfires, among other dangers. For example, Marquette Township shoreline residences are especially susceptible to flooding and the erosion as a result of wave action from Lake Superior. The Scenic Residential & Rural Residential Future Land Use categories adjacent to Lake Superior are intended to provide low-density, limited areas of residential growth. Maintaining low density residential Land Uses along Lake Superior mitigates residential vulnerability along Lake Superior. As these Resiliency Planning concepts and solutions continue to develop, Marquette Township wishes to utilize them where and when feasible within the realm of Future Land Use Planning. Chapter 8 | Page 7 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 CHAPTER NINE | PLAN IMPLEMNTATION & ADOPTION 9.1 INTRODUCTION The Township aims to carry out the goals and objectives of this Master Plan. The Township Board, Planning Commission and staff will continue to monitor the outcomes of the plan and will propose changes as they are needed and/or warranted. This Master Plan is not a permanent document. It can be amended over time. Because Marquette Township is a growing community, it may be necessary to revise and/or update the Master Plan more regularly than every five (5) years. In order for the Master Plan to be relevant to the community, it must remain current and relevant to issues and opportunities that may arise. 9.2 PLAN REVIEW As required by the Michigan Planning Enabling Act, P.A. 33 of 2008, the draft plan was distributed to neighboring communities, county and utilities on March 5, 2020, with instructions for review and comment. A list of the entities receiving the draft plan is located below. 9.3 PUBLIC HEARING AND ADOPTION The Public Hearing notice for adoption was published in the Mining Journal on June 4, 2020. The Township Planning Commission held a duly called Public Hearing on June 24, 2020. Following the Public Hearing, the Planning Commission adopted the Charter Township of Marquette Master Plan | 2020-2024 by resolution on June 24, 2020. The Marquette Township Board of Trustees passed a Resolution of Concurrence at their meeting on July 7, 2020; a copy of those resolutions can be found further into this chapter. 9.4 DISTRIBUTION OF THE PLAN Following adoption, the final plan was distributed to neighboring communities, county and utilities in the same manner as the draft plan. A list of those receiving the final plan is below. • • • • • • • • • • • • Powell Township City of Marquette Marquette County Sands Township Ishpeming Township Negaunee Township Northern Natural Gas Company Charter Communications SEMCO Energy Gas Company Marquette Board of Light and Power SBC LS&I Railroad Chapter 9 | Page 1 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 PLANNING COMMISSION ADOPTION RESOLUTION MARQUETTE CHARTER TOWNSHIP ORIGINAL 161 County Road 492 Marquette, Michigan 49855 Ph I 906.228.6220 Fx J 906.228 .7337 www. marquettetOWTis hip.erg Charter Township of Marquette 'Marquette County, Michigan Planning Commission Resolution #062420-1 Al a regular meeting of the Marquette Township Plannirlg Commission held on June 24, 2020, held virtually on Zoom, the following resolution was offered by Commis-s.ion member Wiegand and supported by Commission Chairperson Springer. A RESOLUTION ADOPTING THE UPDATED MARQUETTE TOWNSHIP MA-STER PLAN I 2020-.2024 WHIEREAS, lhe Michigan Planning Ena bll119 Ac! (PA 33 of 2008), aulhetrize-s the Planning Commission to prepare and periodically update a Master Plan for the use, development and preservation of all lands in the Township; and WHEREAS, the Pla nning Commission prepared an updated Master Plan and submitted said plan to the Township Board ror review and comment; and WHEREAS, the Township Ek:Jard received and revlewed the proposed aster Plan update prepared by the Planning Commission and authorized the di:slribution of !he updated Master pla n lo the Notice Group entities kJentined in the Michigan P.lanning Enabling Act (P.A . 3J of 2008); and WHER EAS, notrce was provided to too IPlann1ng1Enabling Act (P.A. 33 of 2008); and otice Group as provided [n I.he Michigan - WHE:R EAS, !he Plannlng Commlsslon held a Public Hearing on June 24, 2020 to consfder the public comment reoeived on the proposed Master Pla n update, and lo further review and comment on the fvlaster Plan; and WHEREAS, the Plannlng Commission finds that the proposed Masler Plan update is desirable, proper, and reasonable and furthers the use, prewrvaUon, and development goals and objectives ,of the Tovmship; NOW, THEREFORE, BE IT HEREBY RESOLVED AS FO LOWS: 1. The Marquette Charter Township P~nning Commission hereby adopts lhe pro.posed Master Plan Update. Including all of the chap1ers, figures,. descr[ptive matters, maps and tables contained therein. 2. DistribuUon to Notice Group. :Pursuanl lo MCL 125.3843, the Planning Commission approves the dis~lbutlon of the adoPted Ma.ster Plan update lo the Notice Group_ Chapter 9 | Page 2 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 M,ARQUETTE CHARTER TOWNSHIP 16 1 County Road 492 Marquette. Michl.gen 49855 Ph 1906.228.6220 Fx 1906.228.7337 www.marquettetownship.org 3. Findings of Fact. The Pia,nning Commi:ssion has made the foregoing determination based on a review of existing land uses In the Township, a review of the existing Master Plan provisions and maps, and fnput received from P a.nning Commission members and the puib lie, as weU as with the assistance of the Township's Planning & Zoning Department staff. The Planning Commission also finds thait the amended Master Plan will accurately reflect and jmplemen,t t e Township's goals and otJjeciives for the use, preservation, and deveJopmenl of ands within Ma rq uetle Charier Townshlp. 4. Effective Date; RepeaL The amended Master Plliln shall become effective on th.-e, adoption date of th is resolution. The prio r Master Plan is hereby repealed upon the updated Master Plan becomiog effective. · · Yeas: Nays: Absent/Abs!ain: RESOLUTIO Springer, Wiegand, Heikkin~n. John,son No:ne None DECLARED ADOPTED. QEBUEICAil'Lltd I hereby certify that the above is a. true copy of a resolution adopted by the Charter Township of Marquette P arming Commission at the time, date, and pla.oe specified above; pursuant to the requ ired statutory procedures. Da1e: June 24, 2020 Michael Springer ,lanniing Commission Cha!l1person Chapter 9 | Page 3 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 MARQUETTE TOWNSHIP BOARD CONCURRENCE RESOLUTION MARQUETT.E CHARTER TOWNSHIP 1000 Commerce Drive Marquette, Michigan 49856 ORIGINAL Ph j 906.228.6220 Fx I 906.228. 7337 www.marquettetownshlp.org Charter Township of Marquette Marque t e County, M ichfgan RESOLUTION OF CONCURRENCE IN SUPPORT OF THE MASTER PLAN UPDATE I 2020-2024 #070720•1 WHEREAS, th"@ M ichigan P,a noi ng E.nab ling Ac j P.A. 33 ,of 20081, authorizes the Plann Ing Commissio n to pr-epar@ arwt pe riodically update a Master Pian for the use, d velopme.nt a · d preservation of all lands In the Township; .ind WI--IEREA.S, the l>lanningcommissfonpre pared an updated Maste r Plan and s1Jbm itted s.ald plan to the Township Board fo r review and comment; and WHEREAS, the Township Soard received a,nd revi ewed the proposed Ma,ster t>lan update prep.a red by t e Plarmi ng Commission and a uth o riled the distribution of th updated Master pla to th@ otic@ Group @ntities id@ntified in the Michig,1n Planning Enab ling Act (PA ,B of 2008); and WHEREAS, notice was provided to the Notice Group as provided In the Mithrgan Planning nablh1s Act (P.A. 33 of 2008); and WHEREAS, the Pl,rnning Commission held a required Public Hearing on June 24, 2020 to consider the public comment received on the proposed Master Plan update, and to furthe r review and comment on the Master Plan; and WHEREAS, at a regu lar meeting of the Marquette Township Planning Commissio1l held via teleconference utilfzlrflg Zoom software on June 24, 2020, a Master Plan IJpdate Adoption Resolution wa~ offered by Commi$$10n member Cl.i\le Wiega,1d, supported by Commission member M fchae l Springer sir'ld su,pported unanirn0lJSly. NOW, TH REFORE, Ile rt HEREBY RESOLVED AS FOLLOWS: 1. The Marquette Charter Township Board ofTrustefi does hereby concur with the action o f the Pl.ann ing Commission by pas,;ing this n~solution on t:he 7'" day of JIJly, 2020. Yeas: Superviso r Durant, Cieri:: Ritari, Treasure r Johnson, Trustee taRue, rustee Marke$, Trustee Wiegand, Trwtee Everson Nays: None Absent/Abstain: None Chapter 9 | Page 4 �MARQUETTE TOWNSHIP | MASTER PLAN 2020 MARQUETTE CHARTER TOWNSHIP 1000 Commerce D ·ve Marquette, Michigan 49855 Ph I 906.228.6220 Fx I 906.228. 7337 www.marquettetownship.o g I hereby certify that the above is tru copy of a resolution adopted by t Charter Township of Marquette Board ofTrustees at the t me, date, and place specified abov ; purs ant to he requ ired statutory procedures. Date: _ July 7, 2020._ __ By;_[)_J__ ·-M ----Randy J. Ritari, Cle Chapter 9 | Page 5 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Marquette-Charter-Twp_Master-Plan_2020 Creator An entity primarily responsible for making the resource Planning Commission, Marquette Charter Township, Marquette County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 2020-07-07 Title A name given to the resource Master Plan 2020-2024 Description An account of the resource The Marquette Charter Township Master Plan 2020-2024 was prepared by the Planning Commission and was approved on July 7, 2020. Subject The topic of the resource Master plan reports Marquette Charter Township (Mich.) Marquette County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/3ff5d477487b2996d06d1cdf89e52195.pdf 847443f96bb18873815928148a32a367 PDF Text Text COLDWATER, MICHIGAN �MASTER PLAN FOR FUTURE LAND USE A GUIDE FOR THE LONG-RANGE I I I I I I l t DEVELOPMENT OF COLDWATER, MICHIGAN PREPARED FOR THE COLDWATER PLANNING COMMISSION PREPARED BY VILICAN-LEMAN & ASSOCIATES, INC. COMMUNITY PLANNING CONSULTANTS 29621 NORTHWESTERN HIGHWAY SOUTHFIELD, MICHIGAN 48034 ,. I, I_ ' I_ L DECEMBER, 1976 �r r r r r r r r r r r MAYOR CHARLES WOODWARD CITY COUNCIL RUBY LOEHR ALBERT NELSON ROBERT RUMSEY W. W. SMITH ROBERT SWANSON RICHARD ZELUFF JOHN COLE ALICE PUORRO PLANNING COMMISSION ALICE DONNEL, Chairman CHAR LES BACON SHERWOOD CRAIG FRED CULY ALBERT HIGH RICHARD MOORE MAR IL YN SEAMAN ROBERT SWANSON CHARLES WOODWARD r [ CITY MANAGER GODFREY COLLINS CITY CLERK [ , ' r r r r r MARCELYN LABELLE BUILDING COMMISSIONER RUDY KOVALES PLANNING CONSULTANT VI LI CAN- LEMAN & ASSOCIATES, I NC . �I ' I r I I l I_ t ,- TABLE OF CONTENTS . i . ii PREFACE FOREWORD INVENTORY EXISTING CONDITIONS . 1 EXISTING LAND USE . 1 OTHER LAND USE . . . 4 TOTAL LAND AREA .4 . .4 LAND USE PROBLEMS STRUCTURAL CONDITIONS HOUSING CONDITIONS FACTORS INFLUENCING BLIGHT PHYSICAL IMPROVEMENTS PROPOSALS .. . . POPULATION . . . . . . . POPU L ATION TRENDS . . POPULAT ION CHARACTERISTICS FUTURE POPULATION . . . .. t l I f I r I_ . 8 .9 .9 . 11 .11 .12 .14 RESIDENTIAL AREAS RECREATION AND COMMUNITY FACILITlES RESIDENTIAL AREAS RESIDENTIAL LOT SIZES . . . . . . . RESI DEN flA L AREAS PLAN ( . 6 .6 . . . . . RESIDENTIAL AREA LAND USE POLICIES .16 .16 .17 .19 . .. .. . .. ... . .20 .20 STANDARDS EXISTING RECREATION FACILITIES .21 .22 PARKS AND RECREATION PLAN .23 .26 .26 .26 .26 .27 .28 .28 .28 .29 RECREATION / CONCEPTS COMMUNITY FACI LIT! ES . . . . COMMUNITY FACILITIES PLAN City Hall . . . . . . . Public Safety Fac1lit1es Fire Station Location Library . . . . Publ ic Utilities Secondary Schools . Other Public Facilities �r r I I I I I I I I I I I I I I I I I COMMERCIAL BASE AND INDUSTRIAL AREAS PLAN COMMERCIAL BASE ANALYSIS FUNCTIONAL USE CLASSIFICATIONS CONSUMER DEMAND DETERMINANTS COMMERCIAL DEMAND PLANNING CONSIDERATIONS INDUSTRIAL AREAS . . . . . BACKGROUND FOR INDUSTRIAL DEVELOPMENT INDUSTRIAL DEVELOPMENT SITES INDUSTRIAL AREAS PLAN . . . . . . . . . . THOROFARE PLAN AND ENVIRONMENTAL ASSESSMENT .30 .30 .31 .32 .34 .36 .36 .37 .39 . .42 LAND USE RELATIONSHIPS .43 THOROFARESTANDARDS .44 THOROFARE CAPACITIES .45 THOROFAREPLAN .48 THOROFARE CONCEPTS ENVIRONMEN TAL ASSESSMENT .52 THE VISUA L ENVIRONMENT .52 LAND USE TRANSITIONS . . .53 .54 LANDSCAPE TRANSITIONS . SUGGESTED PLANT MATERIALS H ISTORICAL PRESERVATION . MASTER PLAN FOR FUTURE LAND USE THE MASTER PLAN FOR FUTURE LAND USE .55 .58 .61 I I �f I I I I I I I I I I I I I I I I I I FIGURES 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 Existing Land Use Map . . . . Structural Cond iti ons Survey Map Neighborhood Unit Concept Residential Areas Plan Map Parks and Recreation Plan Map Cemetery Lake Park Site Concept South Lake Park Site Concepts A & B Proposed Elementary School - Neighborh ood Park Typical Section through Sauk River - Riverside Drive . . . . . . . . 2A 7A 16A 17A 23A 24A 24B,C 25A and Jaycee Park . . . . . Community Facilities Plan Map Primary Market Area Map Industrial District Concept Industrial Areas Plan Map . Thorofare Concept Residential Development on MaJor Thorofare Concepts Cross-Section Standards Local Street Types Thorofare Pian Map . . Convenience Center Intersection Scheme Transitional Details . . . . . . . Screening Details Greenbelt Planting Screen Illustrations Commercial Strip Development Concept Master Plan For Future Land Use Map . 25B _ 29A . 31A . 36A . 41A 42A . 43A . 45A . 50A . 51A . 53A . 54A . 54B . 56A . 57A . 62A �-I I I I I I I I I I I I I I I I I I I TABLES . 2 1 Existing Land Use 2 Population Trends . . . . . . . . . . . 11 3 Percent of Population By Selected Age Groups .12 4 Persons Per Household 1960 1970 .13 5 School Ch ildren Per Household .14 6 7 Population Projections . . . . . Development Capacit ies By Neighborhood Unit .15 8 Summary of Recreational Standards and Concepts .21 9 Average Sales Per Square Foot .32 Supportable Building Area .33 .34 10 11 12 13 14 15 16 Potential Commercial Demand Estimated Commercial Land Area Needs Existing Industrial Zoning and Land Use Street Classification Criteria and Cross-Section Standards Theoretical Thorofare Capacities . . . . . . Street Traffic Counts and Theoretical Peak Hours .18 .35 .39 .45 .46 .47 II �I I I I I I I I I I I I- '- ~ ~ ~ ~ J: PREFACE �f l PREFACE r I I I I I I The Coldwater Master Plan for Future Land Use, contained herein, reflects a decision by City Officials to come to grips with their community's physical problems through the planning process. It is further the intent of the City to utilize the plan as a guideline for the proper and orderly development of the community of the future The plan sets forth the planning policies, guidelines and land use proposals for the long-range development and potential redevelopment of the City. This Master Plan for Future Land Use is the result of an orderly process of study by the Planning Commission over preceding years. During this time, a number of early technical memorandum reports, were prepared for review by the Planning Commission. The results of these memorandum reports are summarized in this document. City Officials should retain the memorandum reports for future reference. I I I 'I f f f I I -i- �r r FOREWORD In order to provide a sound basis for orderly, long-range community growth, possession of a practical Master Pian for Future Land Use 1s essential. Intelligent forethought, if exercised 1n the past, could have prevented or lessened current ( I I I I I I I I I I I I I I land use problems confronting most communities. American communities have generally grown in a haphazard manner, and this chaotic growth has tosterea a host of problem5. Today, no private corporation would consider bu ilding a plant or develop ing a shopping center without first assessing its needs, resources and potential It has just been w ithin the past few decades that communities have begun to recognize that they, too, should chart a course for the future w ith the goal of providing an environment which provides pleasant living cond 1t 1ons, outlets for recreation , adequate and efficient areas for industry and commerce, and a transµonat1on network coordinated to compliment this pattern . The purpose of the Master Plan fo r Fu t ure l and Use is to serve as a gwde for land use needs and development patterns 1n the area . It is based on an orderly process of survey, analysis and coordination The Master Plan for Future Land Use map contained in th is report, grapn ical ly portrays land use recommendations which are supported by the accompanying text With in the total Master Pian for Furure Land Use, the most important single element is the Master Plan map l.Jpon th is graphic summary, the location and extent of future residential, recreational, pub lic, commercial and industrial uses are ind icated Each of these areas reflects a coordination of numerous social, economic and physical relationships necessary 1n fulfilling current and future needs of a truly desirable and organized community The Master Plan for Future Land Use shou ld thus serve as a gu ide for both public and private deve lopment Two legal instruments, the Zoning Ordinance and Subd iv1s1on Regu lations, are 1mpo1tant tools for implementing the plan . Zoning regulates the use of land w th in the commun ity and 1s based upon the philosophy that the common good of the community is vitally important and must be the criteria used for plann ing decisions In add ,t 1on to land use, zon ing also controls the height and bulk of build ings and l1m 1ts the number of dwellings which may be -ii- �r [ [ · built on an acre of land . This prevents overcrowding, provides for adequate light and air, and generally insures conformity to a minimum standard of livability. Without such controls, it would be virtually impossible to estimate population I I I I I I I I I potential and future facility needs. T he second major legal tool for effectuating the plan is Subdivision Regulations. These regulations govern the character of new development by subjecting it to careful scrutiny by the community . In addition to complying with the Zoning Ordinance, proposed subdivisions should meet minimum standards in regard to the provision of utilities, streets, sidewalks and contemporary design standards. These regulations are intended to protect the purchaser, the developer, and the local governmental unit by guaranteeing proper development w ithin the framework of the Master Plan . The ability of a competent plan to materialize as envisioned cannot be assured however, even with the aforemented legal instruments, unless there is widespread understanding and support of the pianning officials, intangible factor may well be the key one . Hence, it is essential that planning be considered a continuing process, with proposed development referred to the Planning Commission to insure conformance with the City's long-range goals. It is, however, vitally important that the plan be recognized as a flexible instrument, subject to changing conditions and unforeseen technological and social changes which may occur. In order to obtain optimum effectiveness in the planning program, it is, therefore, essential that the plan be periodically reviewed and re-evaluated. I I I I I I I process by elected department heads, and the community in general . In the last analysis, this -iii- �I I I I I I I I I I I I ~ ~ I ~ r INVENTORY �I r r I I I I I I I I EXISTING CONDITIONS The preparation of the Coldwater Master Plan for Future Land Use w as influenced in part by the critical "fixes" in the community. That is, those natural and man-made features which presently exist. An inventory of the existing conditions in Coldwater established the basic framework upon which the Master Plan was developed . EXISTING LAND USE Knowledge of the extent of existing land use in the community provides the key to better understanding the present relationships between various land uses. This knowledge, in detail form, also reveals predominate land use in the community as well as desirable and undesirable conditions . An accurate up-to-date land use study provides the basic input upon which decisions can be made concerning allocation of residential , commercial, industrial and public land uses. Ten basic categories were used for the classification of existing land use in Coldwater. The land use survey was concluded and documented in September 1974. TABLE 1, which follows, depicts these categories and their respective acreages. In 1974, the City of Coldwater contained a gross land area of 3,857 acres, or about 6.0 square miles of land within its corporate limits. I I I I J r I -1- �I I I I I I I I I I I I J TABLE 1 EXISTING LAND USE CITY OF COLDWATER Use Acres Percent of Total Percent of Developed 19.6 1.0 0.4 2.7 9.4 35.6 1.8 0.7 5.0 17 .1 119.6 81 .2 167.9 43 .5 3.1 2.1 4.4 1.1 5.6 3.8 7.9 2.1 402 .0 30 .7 10.4 0 .8 18.9 1.5 Total Developed Vacant Land Waterways 2,123.5 1,572 _3(2) 161 .2 55.0 40.8 4.2 100.0 Total Undeveloped City Total 1,733.5 3,857.0 755.3 38.4 15.5 105_7(1) 363.8 One & Two Fam ily Residential Multiple Fam ily Residential Office Commercial Industrial Public School Park Other Public Quasi-Public Rights-of-way Streets Railroad 45.0 100.0 (1) Includes 7.7 acres of publicly owned off-street parking which primarily serves commercial uses. (2) Includes 204 .9 acres owned by the State of Michigan Training School and 87.4 acres reserved for future parks. l I J J r J The spatial arrangement of land uses is shown on the Existing Land Use map which accompanies TAB LE 1. Total developed land area amounted to 2,124 acres, or about 55 percent of the total land area of the City . A general summary of the various categories follows: -2- �/ h't't:I SINGLE FAMILY RESIDENTIAL (!) SCATTERED MOBILE HOMES Gl!liffl TWO FAMILY RESIDENTIAL [:;:;::::::j MULTIPLE FAMILY RESIDENTIAL D:] MOBILE lt:t~tl OFFICE - COMMERCIAL HOME PARK ~ INDUSTRIAL ~ P U B LI C P PARKING QUASI -PUBLIC SCHOOL IE ELEMENTARY, J JUNIOR HIGH,S SENIOR HIGH) PARK BRANCH VACANT COUNTY AIRPORJ' 1000 000 1500 SCALE 1N FEET SEPTEMBER 1 19 74 EXISTING LAND USEI CITY OF COLDWATER MICHIGAN vilican · lemon community a assoc i ates inc . planning consullonts �I I I Residential land occupied about 794 acres or nearly 21 percent of the gross land area of the City . This represents the largest developed land use within the City of Coldwater. Residential land use comprises approximately 32 percent of t_he City's developed land . 'I I I I I I I I ,. l ' 'I I A further refining of this classification finds single-family dwellings make up over 90 percent of the residentially oriented land in the City. The balance of the residential lands are comprised almost completely of multiple-family dwellings. Commercial land in Coldwater accounted for nearly 106 acres of land or about five percent of the developed land in the City Commercial acres do not include offices which comprises just under 16 acres of land in the City Together these two uses occupy only about three percent of the total land area of the City. The largest concentrations of commercial land use in the City of Coldwater is contained within the Central Business District and to a lesser extent along North Marshall Avenue and near the City's east end along Chicago Street. Industrial land use in Coldwater accounts for just over 17 percent of the developed land area of the City and over nine percent of the City's total land area. Of the nearly 364 acres of land devoted to industrial use in Coldwater, most of it consists of light industrial land use. Nearly all of the industry in the City is located in the southwest and south central part of the City . However, a maJor new area of industrial land use is developing in the southeast part of the City . Public and Quasi-Public lands together comprise about 412 acres of land in Coldwater. This amounts to just over 19 percent of the developed land area of the City. These types of land use comprise the third largest land use type in the City. Of the two land use types, land occupied by public uses, such as city and county governmental facilities, public schools and parks, makes up a great majority of the land area of the total category . For instance, public school land comprises nearly six percent of the City's developed land Rights-of-Way in Coldwater includes public streets, alleys and railroads. Nearly 21 percent of the total developed land in Coldwater is composed of rights-of-way. Rights-of-way in the City contain about 433 acres or over 11 percent of the total land area in Coldwater. The greater portion of this use is contained in streets and -3- �I f I I alleys which totals 402 acres or over 90 percent of the category. The remaining 31 acres, exists as rights-of-way of the Penn Central Railroad and its spurs. OTHER DEVELOPED LAND USE Two other basic land use categories are depicted in TABLE 1. These include va:ant undeveloped lands ' ' ' ' ' '• - - and water courses. Vacant land within the City comprises about 1,572 acres which accounts for near ly 41 percent of Coldwater's total land area. Water courses in Coldwater includes portions of three lakes and the Sauk River . These combined water courses occupy approximately 161 acres of land which represents about four percent of the City's total land area. TOTAL LAND AREA Of Coldwater's total 3,857 acres of land over 2, 123.5 acres, or 55.0 percent, stand developed in a variety of land uses. However, of particular significance is the fact that almost 40 percent of the developed land in Coldwater contains nontax revenue producing uses. These uses include: schoo ls, parks, rights-of-way, public and quasi-public uses. LAND USE PROBLEMS At the time the field survey of existing land use was being carried out in Coldwater, notice was also being taken of significant land use problems or problem areas that were recognized in the City . The following is a brief recognition and discussion of the more significant problems that exist in the City of Coldwater: Mixed Land Uses: These patterns occur where one land use category is permitted to intrude into neighboring properties. Such intrusions can have a detrimental effect on adjacent properties. For instance, commercial and industrial uses in residential districts effectively diminish the residential · integrity of the area . By the same token, scattered residential concentrations within areas or iented to nonresidential nonresidential growth and development. -4- uses, can retard continued �I I I I I I I I I I I Incompatible Land Use: Incompatibility between land use types occurs when poor relationships between residential and nonresidential land use is created . Nonresidential uses fronting directly across a street into residential uses is an example of poor land use relationship. Land Locked Parcels: Poor land platting practices in the past have created sizable parcels of land within block interiors which have become virtually unusable. Their size, shape and lack of access often negates development of these parcels, robbing the City of potential tax revenue and creating maintenance problems. Traffic Hazards: Include multiple street intersections, improper alignment of intersecting streets, acute angle intersections, and intersections at grade level railroad crossings. 'I I I I I I • -5- �f I I STRUCTURAL CONDITIONS The problem of physical deterioration 1s one that confronts all aging commun ities . Communities of all sizes find themselves with areas that conta in obsolete and deteriorating structures. These areas are often visual and social burdens on the City as well as financial burdens. Areas that are deteriorated or dilapidated generally require more public services than they return to the City in ta x revenue. In order to determine, evaluate and assess the extent of physical blight in the community, a field survey of housing conditions was undertaken. During the course of the field survey other environmental factors were taken into consideration. These factors included among others, street conditions, lack oi· public utilities and incompatible land use mixes. I I I I J I Once these problem areas were evaluated and their particular problems analyzed, potential corrective remedies could be advanced. HOUSING CONDITIONS The survey, conducted in the field, examined each block in the City. Each structure was assigned to one of five structural categories. These categories related to the general quality of the structure which, in turn, related to the ultimate categorization of all areas in the City . These areas, based on the major impact of individual structures within them, were rated either: Sound: (Stable Areas) contain substantial masonry or wood structures not older than 25 years in age and having excellent maintenance. Sound: (Scattered Deficiencies) Substantial masonry or wood sided I, structures of adequate construction and size, but older in age . Some I I I Minor Deterioration: Older fairly substantial structures in areas that have I t obso lescence but continued maintenance. some scattered structures with numerous deficiencies. However, the majority of the structures can be economically rehabilitated . -6- �I I I I I I f ' ' ' '• • I Major Deterioration: Less substantial structures of older age with fair to poor maintenance. These areas contain a larger number of scattered dilapidated structures. Predominately Substandard: Poor substandard structures with serious deterioration of several structural components with little or no maintenance of structure or yard. Many will require major or total clearance and redevelopment The Structural Conditions Survey map on the accompanying page shows that four of the five areas classified on the map, are fairly evenly distributed throughout the City in terms of land area involved . The greatest concentrations of sound or stable structures are found 1n those areas of the City that contain newer residential and industrial structures Structures found to be sound with scattered deficiencies extends along Chicago Street, through the Central Business District, eastward to beyond the 1-69 interchange. The area also extends northward along Marshall Street as well. Surprisingly, this area forms the inner City, which most often is an area of greater structural deterioration. However, these areas contain many older structures of significant architecture, and are being well maintained . Lying between the areas of sound structures and those with scattered deficiencies is a band of structures which are found to be in a state of minor deterioration. Practically all of these type of structures lie north of Chicago Street. Below Chicago Street, in the south portion of the City, is found the most extensive concentration of structures in both a major state of deterioration and predominately substandard . Two additional areas of structures found to be in a major state of deterioration lie in the east central portion of the City north of Chicago Street and in the west central area of Coldwater, along Chicago Street. Two areas are shown on the map as areas containing predominately substandard structures. These include the Park Street corridor area and the area near Cemetery Lake. The latter area, however, has received major upgrading in the form of new public utilities and street improvements . -7- �SOUND t:;:;:;:;:;:J SOUNO·SCATTERED DEFICIENCIES ~ MINOR DETERIORATION ml MAJOR DETERIORATION - PREDOMINANTLY SUBSTANDARD AIRPORT SCAL£ 1N FEET $fl"T(li11Ut , 1,7• SURVEYI STRUCTURAL CONDITIONS CITY OF COLDWATER MICHIGAN 'lilicon · lemon a associates Inc. community plonnino consultants �Though this section has pointed out structural problem areas as they are found to exist in Coldwater, it cannot assign specific correctional procedures to each problem area individually . Such solutions, while recommended, will require a good deal more detailed analysis of each area than can be contained within the scope and range of this document. There are, at this time, however, two basic programs available to communities in their efforts to eliminate and prevent blight and blighting conditions. These programs include: Community Development Programs. Systematic Code Enforcement Programs . The City of Coldwater is involved in both . FACTORS INFLUENCING BLIGHT Not only does the quality of structures within a community determine its livabi lity , but the socioeconomic factors of the community influences these qualities as well. In some cases, one factor may be dominant, but generally a combination of factors must be recognized as potential causes of blight. Such factors which influence blight and generally are found to exist in communities can include: Inadequate building maintenance. Mixed structural uses. Incompatible land uses. Inadequate neighborhood faci Iities. Traffic and parking problems. Social and psychological factors . Inadequate codes and enforcement. Economic factors . -8- �PHYSICAL IMPROVEMENTS The general physical condition of a number of structures in the City have been improved since a neighborhood analysis was completed in 1968. The Coldwater Central Business District, for instance, has been significantly improved through a renewal project. Structures in the vicinity of Jefferson and Lincoln School, have been improved w ith the advent of street improvements and public utilities. Individual home improvements appear to have been spurred by municipal improvements. All such actions serve to improve the overall physical condition of Coldwater, its appearance and total building inventory . Yet, the City is still confronted by areas which exhibit major structural deterioration . PROPOSALS Stud ies have shown that persons living in the poorest quality housing are those with the lowest income. As a result, the housing that should be replaced or substantially improved is usually the housing occupied by those least able to afford improvements or a better dwelling unit without some manner of subsidy. others living in such conditions may be elderly persons on fixed incomes There are, however, various types of programs for low or moderate income families, such as housing for the elderly and handicapped and rent supplement programs available to the community through state and federal agencies. Any one or combination of these programs could greatly reduce existing housing problems in Coldwater. The City has already availed itself of some former federal programs and has applied for consideration for federal assistance funding under the Community Development Program. In order to prevent future blight in currently sound housing areas, and to promote the removal of blighting conditions in those areas of Coldwater presently affected, the City has set forth to : Identify in quantitative terms, the number of ill housed citizens in the City and the number of standard housing that is or could be made available . Establish goals and objectives. -9- �= I • •I • '• I • • •II Determine needs. Adopt programs for the replacement of substandard housing in the City . All of the above proposals have been carried out and are contained in the City's Application for Community Block Grant Funds. Upon approval of the application and receipt of the funds, the City will need only to implement the above objectives, to carry out the program . J II ' 'I -10- �POPULATION The analysis of past and present population trends is a fundamentally important element in the planning process. The information derived from an analysis of population can be used to estimate future population levels and significant trends which may have a bearing on the facilities and services to be planned. POPULATION TRENDS The history of population trends reveals much about the character of an area and is a valuable aid in projecting population growth. TABLE 2 depicts the history of population growth for Coldwater, Coldwater Township and Branch County since 1940. TABLE 2 POPULATION TRENDS: 1940-1970 COLDWATER, COLDWATER TOWNSHIP AND BRANCH COUNTY Year Coldwater( 1} 1940 · 7,343 1950 8,594 1960 8,880 Percent Coldwater( 1) Change Township 1,406 17.0% 119.1% 16.9% 62.1% 15.6% 34,903 15.3% 5,785 Percent Change 30,202 5,016 3.1% 9,155 Branch(1) County 25,845 3,081 3.3% 1970 Percent Change 8.6% 37,906 SOURCE: 1970 U.S. Bureau of the Census ( 1lincludes population of State Training School The City of Coldwater showed a significant decrease in its rate of growth between 1950 and 1970, but appears to have stabi Iized during the last two decades. -11- �~ •II II II • • • • • • ',. - The City's population as a percent of the County's has continued to decrease through the last decade, while the Township continues to increase its share of the County's total population . In effect, the population of Coldwater has continued to grow at a moderate rate over the last two decades, while Coldwater Township has grown rapidly . The two units of government combined, makes up a major part of the County's total population. POPULATION CHARACTERISTICS Future facility needs can, for the most part, be determined by an analysis of the age composition of the City's population . Each age group has significance in terms of both economic and social factors. For comparison purposes, data in TAB LE 3 records the percent each age group comprises of the total City population in 1960 and 1970 . TABLE 3 PERCENT OF POPULATION BY SELECTED AGE GROUPS: 1960-1970 Age Group Percent of Population 1960 Preschool Age -5 School Age Elementary 5 - 14 Secondary 15 - 19 Total School Age 5 - 19 Labor Force Family Forming 20- 44 Mature Family 45- 64 Total Labor Force 20- 64 Retirement Age 65+ Percent of Population 1970 11.4% 8.7% 202% 20.8% 6.8% 8 .8% 27 .0% 29.6% 29.4% 29.2% 19.0% 20.1% 48.4% 49.3% 13.2% 10.3% 100.0% 100.0% SOURCE: U.S. Bureau of the Census 1960 and 1970 -12- �The percent of population in the preschool age has declined significantly since 1960. This trend, however, is similar to that of the nation. School age children, in all three categories, experienced an increase in their percent share of the City's total population. The same holds true for the total labor force age group as well, though the family forming category experienced a slight decline. The retirement age group, however, experienced a substantial decline which is somewhat unique in the face of a national trend towards a maturing population. This age group becomes even more unique in light of the fact that the median age of the City's population of 28.9 years is higher than the Township, Branch County and the State which are 24.7, 27.8 and 26.3 years, respectively. The number of persons per household, which is shown in TABLE 4, compares household ratios for the City, with the Township, Branch County and the State. TABLE 4 PERSONS PER HOUSEHOLD: 1960-1970 COLDWATER, COLDWATER TOWNSHIP, BRANCH COUNTY AND MICHIGAN Coldwater Coldwater Township Branch County State of Michigan 1960 1970 3.04 3.14 3.23 3.42 2.92 3.27 3.13 3.27 The older median age is again reflected in a smaller average family size in Coldwater. In contrast, the Township showed an increased family size which is characteristic of its younger population . The trend towards smaller average family size, is once again, typical of the national trend towards fewer family members. Data cconcerning the number of school age children per household is useful as an indicator of future growth trends and for determining residential areas and elementary school capacities. For the purposes of land use planning in Coldwater, the characteristics of school age population 1s expressed as a ratio of kindergarten through sixth grade ( K-6) pupils per fam1 ly TAB LE 5 depicts the respective number of elementary school age children per househo Id for the City . -13- �TABLE 5 SCHOOLCHILDREN PER HOUSEHOLD Total Households School Age Children Children Per Household 3,083 1,326 .43 Once again, the ratio reflects a maturing population in Coldwater which produces fewer school age children per household than either Branch County or the State, whose ratios are both .50 school age children per household. For the purposes of computing forthcoming residential unit data, particularly supporting elementary school and playground needs, a more modest ratio of .40 will be used. This ratio recognizes the downward trend in family size evidenced by local, County and State statistics produced since the City's .43 ratio of 1970. FUTURE POPULATION Population projections for the City of Coldwater are based on present as well as past trends. Population projections are, at best, no more than theoretical estimates of growth yet to be experienced. Hence, they are made with the understanding that varying land development trends which may take place in Coldwater, can affect its rate of growth. As a result, the population projection figures contained herein should be reviewed from time to time. These population projections nonetheless provide reasonable estimates for anticipated future growth into the foreseeable future. Population projections for the City are predicated on two basic projection techniques, the techniques assume that: Coldwater will continue to experience a three to four percent growth rate per decade. Coldwater will comprise 24 percent of the County 's future growth. The third set of figures represent a "working estimate" and are an average of the other two. -14- �• TABLE 6 includes the numerical projections determined in the above two techniques as well as the working estimates. TABLE 6 POPULATION PROJECTIONS CITY OF COLDWATER Technique 1977(1) 1980 1985 1990 3-4% growth 24% of County Growth Working Estimate 10,075 10,200 10,400 10,300 10,400 10,700 10,600 10,600 11,000 10,800 (1)Estimated population of City as of January, 1977, by building permit data. As helpful as the above projections can be to planning future community needs, a more useful component of long-range planning is the population holding capacity figure . This numerical estimate may be found in the residential areas element of this document. -15- �RESIDENTIAL AREAS RECREATION AND COMMUNITY FACILITIES �RESIDENTIAL AREAS The neighborhood unit, a concept of which is illustrated on the following page, is intended to create self-contained residential areas . Each unit, ideally, should be served with such supporting facilities as an elementary school, its playground and a neighborhood park . All of these facilities should be located near the unit's center. Pedestrian movements from any part of the neighborhood unit to these facilities should be possible without crossing a major thorofare or nonresidential district. Hence, the requirement of safe, convenient pedestrian access, particularly for the City's school children and elderly citizens, serves as a prime factor in dimensioning the proposed unit. The geographic size of a unit should be adequate to physically contain the necessary population to support neighborhood facilities . ·. Of utmost importance . is the need for an optimum population capable of generating a sufficient enough elementary school age population to warrent an elementary school. The interior street system within a unit should be d~signed to discourage through traffic movements, thus affording safety to residents and residential stability to the neighborhood . RESIDENTIAL LOT SIZES Since each neighborhood unit should be large enough to physically support neighqorhood facilities, a population of adequate size is desirable. Since the ultimate population holding capacity is a function of density, it becomes necessary to allocate lot sizes to areas having good residential potential. Residential lot sizes, or lot areas assigned in this manner, must comply in area to the minimum requirements of the zoning district in which the area is located . During the process of determining lot sizes for the various neighborhood areas, the following basic factors, among others, was taken into consideration : Existing lot sizes in presently developed residential areas of the community . Physical features of the land. Provision of, or feasibility of, centralized sewer and water systems. Anticipated range of dwelling unit types. -16- �I I .J I I I I 7 TOWNSHIP \, _JI L TH E TOWNSHIP IS USUALLY AN AGRICULTURAL ENTITY OF 36 SQUARE MILES . AS SUCH IT IS PRI MARILY A MEASUR E OF LAND WITH ROADS OCCURRING ON SEC TI ON LINES . ✓ T HE COMMUNITY IS THE FOCAL POINT FOR AN AGRICULTURAL HINTERLAND THAT OFTEN TRANSCENDS TO WN SHIP BOUNDARIES. IT IS A COMPLEX OF PEOPLE ENGAGED IN BUSINE Sf , INDUSTRY, AND CIVIC ACT IVIT Y. THE COMMUNiTY PROVIDES SUC H BASIC SERVICES AS TH E HI GH SCHOOL, SHOPPING CE NTERS, PARKS , AN D OTH E R FACILITY NE EDS FOR ITS INFLUE NCE AREA. NEIGHBORHOOD C_ THE NEIGHBORHOOD IS THE BASIC PLAN NING UNIT IT CONTAINS A POPULATION LARGE ENOUGH TO SUPPORT ONE ELE MENTARY SCHOOL AND NEIGHBORHOOD PARK . THE RESIDENTIAL STREET SYS TEM IS DESIGNED TO ELIMINATE THRU TRAFFIC WITHIN THE RESIDENTIAL AREA. THE ELEMENTARY SCHOOL AND PARK ARE LOCAT ED AT THE CENTER OF THE NEIGHBORHOOD WITHIN SAFE WALKING DISTANCE OF ALL SCHOOL CHILDREN. NEIGHBORHOOD UNIT CON CE PT I vilican · lemon planning a assoc. inc . consultants �..,... I I I I I I '''' ' 'I I I RESIDENTIAL AREAS PLAN Throughout development of the Residential Areas Plan, the fact had to be recognized that Coldwater as an established City can not, due to ex isting features, meet all the concepts of the ideal neighborhood unit. Therefore, existing land use "fixes" played a significant role in the establishment of the neighborhood unit boundaries. These ex isting fixes inciude : Major thorofare patterns. Railroad rights-of-way. The Sauk River and the lakes along the City's west side. Location, service area, and site area of existing elementary schools. Patterns of existing and potential nonresidential areas. Utilizing these fixes, the neighborhood unit boundaries were determined. The neighborhood units are presented on the Residential Areas Plan on the accompanying page . The Residential Areas Plan proposes eight neighborhood units within six areas of concentrated residential development. The six residential areas shown on the plan will be served by six elementary schools. Two of the six schools are proposed new schools, yet to be built. One of the new schools is proposed in Residential Area 1 and the other in Residential Area 3 . One older existing elementary school is proposed to be eventually phased out of operation. This is the Washington School in Residential Area 4 . TABLE 7 on the following page, depicts projected development capacities by neighborhood units, including dwelling unit holding capacity, anticipated population, public K-6 enrollment potential, and recommended school playground, park needs. The projected population holding capacity for the City is indicated on the table at 18,160 persons with an anticipated K-6 generation of 2,410 children. -17- �1, MOIHH EXISTING - SCHOOL E ELEMENTARY J JUNIOR HIGH S SENIOR HIGH PROPOSED G) ELEMENTARY SCHOOL c::::J RESIDENTIAL AREA 2,880 400 RESIDENTIAL AREA POPULATION K·6 PUPILS PER RESIDENTIAL AREA QEEill MAJOR NONRESIDENTIAL AREAS BOUNDARY AIRPORT SCALE R ES I D E N TI A L A R EA S PL A N CITY OF COLDWATER MICHIGAN I , u~ T viii eon · lemon IN , F[[T 1, l' !> a 011oeiotes inc . community plonninQ eonsullonh �• - - - - - - - - -IIll TABLE 7 DEVELOPMENT CAPACITIES BY NEIGHBORHOOD UNIT Neighborhood Planning Unit Potential Single-Family Dwelling Units 1 Potential Multiple-Famiiy Dwelling Units 2 917 .....' cp 100 Existing Park (Acres) Neighborhood Park Needs (Acres) -3-4 5.4 3.0 8.4 3.0 2 1,075 3 1,235 100 4.0 4 1,050 117!a) 3.0 5 1,344(b) 19.6 6 385 199 Total 6,006 517 Existing SchoolPlayground (Acres) 5 School Total Playground School/Park Needs Needs (Acres) (Acres) 6 7 9.0 10.4 9.0 10.0 Total Potential Dwellin!! Units 8 Potential K-6 Generation 9 Potential Population Capacity 10 1,017 380 2,880 1,075 430 3,150 11 .0 15.0 1,345 510 3,800 11.4 10.0 3.0 1,167 420 3,160 4.0 3.6 11.0 8.0 1,349 510 3,820 5.8 2.0 7.8 7.0 584 160 1,300 39.2 19.0 33.2 58.0 6,532 2,410 18,110 35.0 SOURCE: Vilican-Leman & Associates, Inc., 1975 COLUMN EXPLANATIONS: 2 3 4 5 Number of single-family dwelling units in the neighborhood unit at projected hold ing capacities based on density limitations of zoning district. Number of mu ltiple-fami\y dwellings in the neighborhood unit at projected holding capacity based on density limitations of zoning ordinance. Number of acres of park serving neighborhood unit. Number of acres recommended for neighborhood unit, based on population. ( 1.0 acres per 1 ,000 persons) Number of acres of existing elementary school-playground site within the neighborhood unit. ADDITIONAL NOTES: (a) (b) Nursing home units Includes 106 mobile home units 6 7 8 9 10 Number of acres recommended for neighborhood school-playground in neighborhood un it based on enrollment (5.0 acres plus 1.0 acres per 100 pupils) Total of columns (4) and (6) less columns (3) and (5). Total of columns ( 1) and (2) Column (1) times .40 or .15 elementary school age per single -family or multiple-family, mobile home unit, respectively. Column ( 1) times 2.9 or 2.2 persons per single-family or multiple-family, mobile home unit, respectively . �, J J J J •I RESIDENTIAL AREA LAND USE POLICIES To assist the City in carrying out the intent of the Residential Area Plan, to the extent possible , the following guidelines are recommended : Nonresidential land uses should not be permitted to develop within the residential units and scattered nonresidential uses presently in these areas should be phased out over time through strict zoning regulations. Large scale multiple-family developments could also be undesirable within the neighborhoods because of the traffic which they generate. These uses should be located on the boundaries of or outside of, the residential units with access only to the boundary roads. Plats which are recorded with in these areas should be designed so that through traffic will be discouraged as much as possible. New plats should be designed so that access to existing and proposed elementary schools is assured . The City and School District should continue to combine their efforts in acquiring sites and developing elementary school-playground facilities in conjunction with a neighborhood park. -19- �RECREATION The Parks and Recreation Plan for the City of Coldwater is developed with the objective of adequately satisfying local elementary school-playground, park and recreational needs of the City . The plan proposes a system of consolidated neighborhood recreation facilities in conjunction with larger scale community wide recreation facilities. CONCEPTS Recreation facilities need to be provided at different levels for different areas and different activities. For instance, elementary school playgrounds provide for active recreation while the neighborhood park should be oriented to passive recreation. For planning purposes, parks and recreation facilities can be grouped into three basic criteria : Elementary schools, playgrounds and neighborhood parks. These facilities should be located near the center of the neighborhood so that children can walk to them without having to cross major thorofares or other physical I •• I I I I I I I barriers. The elementary school would ideally contain between 400 and 600 pupils . Middle schools, and community-wide park facilities. These facilities should be located on major or secondary thorofares, and serve several neighborhood units. Community-wide park facilities are primarily designed to serve large citys in which more than one Junior High School exists. Secondary schools and major park facil ities should be located on or near major thorofares because of the traffic they generate. The concepts map on the accompanying page ii lustrates the advantages of a combined elementary school, park facility . In those instances where large City wide parks also serve as neighborhood parks, an area within the larger park should be designated for passive recreational use, to satisfy the neighborhood park needs. In these instances, the neighborhood park should be located within the larger park at a point closest to the residential areas. -20- �I I •I STANDARDS The standard recommended by the National Recreation and Park Association for total recreation space recommended in a developed community is ten acres for every 1,000 persons. The total acreage, however, should be divided into the several different types of recreational facilities. TAB LE 8 below summarizes the various standards. The t able represents National Recreation and Park Association standards. TABLE 8 SUMMARY OF RECREATIONAL STANDARDS AND CONCEPTS (b) Municipal-Wide Facilities Large Park (al Community Facilities Playfield Neighborhood Facilities School-Playground Park Principal Age Group Elementary All Ages High School Jr. High School Family Type of Use Active Passive Active Active and Passive Distance from Home Easy walking distance for age group involved Easy walking d ist<1 nee for age group involved Usually within walking distance Short driving time Location Center of neighborhood, away from through streets Center of neighborhood, away from through streets Center of community on th rough streets On through streets Size Standard 5 acres plus 1 acre for each 100 pupi ls, approximately 1 acre per 1 ,000 population, approximately Varies 10 ac./1,000 population less space required per neighborhood and community facilities Approx imate Size of Unit 9 to 11 acres 3 to 6 acres 20-30 ac. Jr. High 40-60 ac. Sr. High Varies Minimum Size 2 acres 2 acres 10 acres 20 acres (a) Deficiencies in neighborhood facilities can be relieved by excesses in another neighborhood or at larger facilities only if no major streets or physical barriers separate areas and if walking distances remain short. (b) Deficiencies in Municipal-wide facilities can be relieved by excesses in other large parks, but should not be relieved by excesses in neighborhood facilities since it would mean drawing vehicular traffic into interiors of neighborhoods. -21 - �I i • EXISTING RECREATION FACILITIES There are no actual independently located neighborhood parks in Coldwater per se. The usual two level (passive neighborhood park-active city wide park) system found in most communities the size of Coldwater, has been consolidated into multiple level recreation facilities in the City. For instance, four of the six elementary school-playground facilities serving the City, are located in conjunction with larger City wide parks. These include the: Parkhurst Park - Edison School Facility - a multiple use recreational complex which serves the north central neighborhood of the City . Jefferson Park - Jefferson School Facility - a multiple use recreational complex which serves the east neighborhood of the City. Jaycee Park - Franklin School Facility - a multiple use recreational complex which serves the southwestern residential area. Waterworks Park - Lincoln School Facility - a multiple use recreational complex which serves the neighborhood in the southeast part of Coldwater. In addition to the above parks, the City maintains five other parks. With one exception, all of these parks are located in the western part of the City. These parks include: Rotary Park - a City wide park oriented to passive recreation. Cemetery Lake Park - a tract of vacant land which lies along Cemetery Lake. It is undeveloped at this time. South Lake Park - a large tract of vacant land lying along South Lake. The park is on the .site of a former land fill. The flat topography of th is site makes it well oriented to active recreational use. Coldwater Recreation Area - a large park site intended for active recreational use . The park is presently under development. -22- - - - - -- --- - ~ �City Square Park - a small passive recreation oriented park, located at the east end of the Coldwater Central Business District. The Branch County Fairgrounds, located along the south side of the Sauk River, across from Waterworks Park, and County Park located along the west side of Messenger Lake, are two other major recreation facilities available to Coldwater residents. Other major recreation facil1t1es which are conveniently available to Coldwater residents includes two public golf courses and a private course, a snowmobile trail and about 150 lakes of all sizes in Branch County . The City's secondary school facilities also provide a full range of recreational fac1lit1es and programs. According to the National Recreation and Park Association standards provided in TABLE 8, the City of Coldwater should be providing no less than 92 acres of park land for the use of its citizens. An inventory of existing parks identified on the preceeding pages, finds Coldwater presently providing about 68 acres of park land with an additional 47 acres of open space land available for park development. This amount of developed park land represents about 74 percent of acres recommended for park use. However, ex isting park facilities combined with City land designated for park use, exceeds the recommended park acreage by some 25 percent. PARKS AND RECREATION PLAN The Parks and Recreation Plan which follows, proposes three basic programs for continued park development in Coldwater. These programs include: The continuation of the present policy of consolidating neighborhood level recreation facilities w ith City wide recreation facilities . The continuation of improvements to ex isting parks and the development of the vacant land areas presently owned by the City for park use. The acquisition of additional land areas for eventual park use. A brief summary of each of the preceeding proposals concludes the Parks and Recreation element. -23- �.,, . . * CITY AND OTHER PUBLIC LAND POSSIBLE ACOlASITION MAJOR RECREATION AREA SUGGESTED BIKE ROUTE El PEDESTRIAN PATH 0 ,ooo \ \ ) SCM.f. PARKS AND RECREATION PLAN COLDWATER MICHIGAN NOVEMIIVI " ,,oo FEET 1975 III VIUCANL[MAN & /ISSOCIATES, INC r.2 - - c -...,..---... ~ �I I I I I I I I I I I • • Consolidation of Park Facilities reflects the approach taken by the City in developing its overall parks and recreation program . The excellent distribution of existing parks throughout nearly all of the City has permitted the consolidation approach to park development to be successfully carried out in Coldwater. Future parks and recreation planning proposals contained in the Parks and Recreation Plan reflect a continuation of this approach . Existing Park Improvements are proposed for several City parks that are presently little more than vacant land parcels. Improvements include: The Cemetery Lake Park Site an eight acre site which adjoins Cemetery Lake along its east shore line. The accompanying illustrative design concept suggests the preservation of the site in its natural environment. The Heritage Recreation Area is a large City wide park site that is presently under development and when completed w ill be one of the City 's primary recreation outlets. The eventual development of an elementary school playground. park facility proposed fo r the area should take place w ith in the recreation area or on land adjoining the park site. The South Lake Park Site is a 42 acre site and is undeveloped at this time . Two illustrative design concepts present general design concepts for the development of this park site. The second concept shows an expanded area extending northward from the South Park Site and connecting w ith Rotary Park . The extension would involve an area north of the Sauk River which is heavily wooded . This area contains significant natural resources and would provide an excellent site for nature studies . The Rotary Park Site is an ex isting passive recreation oriented park . The City is pla11ning to expand and improve facilities within this park in the near future . The Acquisition of New Park Sites is proposed in the northeast part of the City as well as along large portions of the Sauk River, South Lake, Cemetery Lake and North Lake. -24- �TRAIL SYSTEM TO CONTINUE NORTH ALONG SHORE LINE TO RESIDENTIAL AREAS 100-200' SHORE LINE STRIP BIKE ROUTE AND PATH PICNIC AREA LINK PATl-tWAY SYSTEM TO COLDWATER RECREATIONAL AREA ALONG SHORELINE TO OPEN UP VEWS OF CEMETERY LAKE MAIN ENTRANCE TO CONNECT TO FUTURE RESIDENTIAL STREET CEMETERY LAKE PLANTING SCREEN EXISTING 40' ACCESS EASEMENT LINK PATHWAY SYSTEM TO ROTARY PARK 0 50 100 SCALE NOVEMBER CEMETERY LAKE PARK llli! FEET 1975 11!1v1 uc,\N LEMAN & ASSOCIATES, IN(. '3 Cnn,m11ni1y PUnninc C<>,,..,llMill l.•mfK•;ic • u:Mfu l·, �···:.\ SOUTH LAKE PARK ENTRANCE ACTIVE R~CREATION . FIELD SWIMMING BEACH '.( ~ ., PARK MAINTENANCE CENTER ~ l ::, ID 0 SOUTH LAKE PARK CONCEPT ·~· b--# 1gg SCALE NOVEMBER ~ IN !o FEF.T 1975 e ~~~::;.~!~~~~~~~~!~~:rc:;;, �~~~~~~-,_.,_ TO CEMETERY LAKE PARK TRAIL TO CONTINUE ALONG . ACT;VE RE~R~A~ION FIELD // SOUTH LAKE SWIMMING BEACH PARK ENTRANCE AtTIVE RECREATION . FIELD ·. ·· · . { .'J'G,(J PARK MAINTENANCE CENTER . w > IQ ,-. "" ,-. .," ~ ,0 I()() SCALE SOUTH LAKE PARK CONCEPT "B" TRAIL SYSTEM TO CONTINUE ALONG SHORE TO COUNTY PARK, WEST SIDE MESSENGER LAKE NOVEMBER 200 JN :)lO FEET 197S IP!i VILICAN LEMAN & ASSOCIATES, INc._ D c-,,,.,,, ,.........c-...,,_, un,,upo ,.,.,.,..,. �An area along the north side of Seeley Street is proposed for a new elementary school-playground, park facility . The site is on State owned property and will require acquisit ion from the State before the site can be developed. Acquisition of the site should take place before the land is utilized for State or private development interests. An illustrative design concept follows, which portrays a possible design layout for development of the site . Lake and river land park sites are proposed on the Parks and Recreation Plan for eventua l acquisition . This land, suitable for little else, is high ly desirable for park and open space use. Much natural beauty exists along the shorelines and river banks, which offers great park land potential in its natural state. Acquisition of shoreline and riverfront land, as proposed, will also permit several of the City's major park faci lities to be linked together as parts of an extensive greenbelt corridor through the City . A system of bicycle and foot paths could then be developed within the greenbelt corridors and adjoining parks. The Parks and Recreation Plan proposes such a system within the greenbelt corridor and the park sites. The design concept on the accompanying page illustrates how such a path could be deve loped within the proposed greenbelt corridor. -25- �.._ ~ ... ..._ ... ... ,_ 1111111 lllllll '111111 , _ WII .• (:•·• · ·.. ... . .. . / :.. BRANCH : .. ·. ·•·· · : .· . ~ ·- . . .. .. 1111111 ,_ .. .. ·· ~··• .· GAME .FIELDS .. ACTIVE . REC.REATION COUNTY INTERMEDIATE SCHOOL DISTRICT VOC-ED CENTER BASEBALL SOFTBALL FIELD ·• t?~'''' c'C SEELE'!' ROAD 0 PROPOSED ELEMENTARY SCHOOL NEIGHBORHOOD PARK a ~ 129. SCALE NOVEMBER ~ IN !" FEET 197.5 9 ~~~:~~~.~~~o,,!.1~;~~·.!~~- 111111 �SAUK RIVER EXISTING DEVELOPMENT 20-30' BUFFER STRIP 6 PEDESTRIAN NON·TRAIL SIDE 20' MIN. PATH EXISTING DEVELOPMENT PRESERWION-BUFFER TRAIL-SIDE OF RIVER 50' MIN. S,:RIP TYPICAL SECTION THRU SAUK RNER FUTURE RESIDENTIAL CEMETERY LAKE 50-100' PRESERV.<crlciN AND BUFFER STRIP a PEDESTRIAN PATH APPROX . 50' SHORELINE PRESERVATION STRIP TYPICAL SECTION THRU CEMETERY LAKE RIVER BANK TO REMAIN IN NATURAL STATE 1 10 SKE ROUTE PEDESTRIAN a SHORELINE 20' SEPER AT ION El.FFER RIVERSIDE DRIVE PATH TYPICAL SECTION THRU SAUK RIVER-RIVERSIDE DRIVE-JAYCEE PARK EXISTING JAYCEE PARK �COMMUNITY FACILITIES To properly and effectively operate a community requires the provIsIon of numerous services and facil ItIes. The range and complexity of these services and facilities are directly related to the size of the community . In the case of Coldwater, the extent of public services and facility needs are based on the projected 18,110 person population holding capacity, discussed earlier in this document. COMMUNITY FACILITIES PLAN The following text presents proposals and recommendations for future essential public services. This element of the plan document is concluded with the Community Facilities Plan wh ich locates the various community facilities discussed herein . City Hall provides the primary admm1strat1ve functions of the City of Coldwater and is presently housed in several store front buildings in downtown Coldwater. These are two-story structures which have become inadequate for continued municipal functions In order to resolve the problem, the c;ty has purchased the Branch County Bank building with the intent of converting it to municipal use in the near future. The bank building is a substantial structure offering three floors of usable space in addition to a basement. The total floor area of the structure wil I be more than adequate to accommodate mun ici pal administrative needs well into the foreseeable future. The bank building's location Within the Coldwater Central Business District will continue to provide Coldwater residents w ;th a conveniently located City Hall facility with adequate off-street parking available . Public safety facilities, namely police and fire departments, should be centrally located to provide max imum protection to life and property of City residents. -26- �Until recently the Coldwater Fire and Police Departments were housed in the present City Hall structures. Recognizing the inadequacy of its public safety facilities, the City constructed a modern new public safety facility . The new facility, which houses the fire and police departments, is located on Di vision Street at the southeast edge of the Central Business District. Since modern publ ic safety facilities represent major capital outlays for development, they should be located so as to best serve the community. This is particularily important relative to fire protection . Fire station location cons iderations involve several key functional demands. Upper most among these are : The location and distribution of critical land use, such as schools and hospitals. Alarm travel time for fire equipment to such uses. Availability of an adequate supply of water. Equipment and personnel. Alarm travel t ime particularily should be in proper relation to the type of development that is serviced. Generally, the Insurance Service Office of Michigan recommends the following standards for commun ities such as Coldwater. Type of District Critical-High Value Land Use (Commercial, Industrial, Institution al) Recommended Service Radius 1 ½ miles Residential (Single-Family Dwellings, Properly Spaced) 2 miles Scattered Rural Development 5 miles -27- �The plotting of fire service routes is a complex undertaking which must take into consideration, and ref lect the existing street pattern. The Fire Service radii, plotted on the Community Facilities Plan map, illustrates the extent of the City's fire service protection based on recommended radii for local fire protection. Ideally, all of the City of Coldwater lies within the recommended 1 ½ mile high value service radius originating from the new public safety facility . Nearly all the Coldwater Planning area falls within the two mile service radius. Obviously, the site of the new public safety facility is a well placed location, relative to providing sound fire service protection. Library service has been avai lable to Coldwater residents since 1870. It is among the first libraries to· commence service in the State and as such, has been declared a historical site . Structural limi tations due to the age of the library , has greatly reduced its usable floor area to a point less than the minimum needed for a community the size of Coldwater. Plans are underway , however, to structura lly renovate the existing facility and to construct an addition to it. Improvements to this facility are designed to retain and enhance the present arch itecture, thereby retaining its historical value. It is fu rther proposed that the library functions of Branch County be combined with the City's, in order to provide more efficient service. Completion of the renovation and the new addition will provide the facility with adequate floor area to serve the community within the foreseeable future. The present 35,000 volume capacity of the library wi l l be expanded to 60,000 volumes. Public utility services in Coldwate_r are provided by the Board of Public Utilities which functions as the policy mak ing body for municipal owned utilities. These utilities include water, electrical power, and waste water treatment facilities . All these facil i1ies are capable of adequately serving the City of Coldwater at its estimated population holding capacity. Secondary schools in Coldwater serve a school district which extends well beyond the City of Coldwater and its planning area . Both the Legg· Junior High School and the Coldwater Senior High School are located adjacent to each other on large tracts of land in the northwest part of the City. Both facilities are modern structures and lie within sites capab le at accommodating future structural expansion needs. -28 · �Other Public Facilities which directly affect the City of Coldwater includes the Branch County Court House. The Court House is a new facility, conveniently located at the east edge of the Coldwater Central Business District . The Coldwater Hospital, and the U.S. Post Office also provide a critical service to the City and the County . The Post Office facility is new and conveniently located at the west edge of downtown Coldwater. The hospital has also built recent additions to increase its efficiency . The hospital serves as the central medical facility in Branch County . The Branch County Airport, the Intermediate Vocational Education Center and the Coldwater State Training School are other major public facilities that are located in or near the City of Coldwater. While these facilities are of direct benefit and economic value to the City, their function extends their influence well beyond the City of Coldwater and beyond the scope and range of this report . -29- �/ ....... / * FIRE 6 POLICE STATION I 1'2 MILE FlRE SERVICE RADIUS I I I I I I SCALE ....... IN 'f[T IIOVt"•Ell ,1 17!> COM M u N I Ty CITY FAOf CI COLDWATER LI TI Es MICHIGAN p LAN 1 ,;lican . lemon . . . . . .;., •• ;,c. communHy plann;no canoultant, �I I I I I ~ ~ ~ COMMERCIAL BASE AND INDUSTRIAL AREAS PLAN �r r J J 'J 'J 'J ' ' 'I I I I I COMMERCIAL BASE ANALYSIS The primary goal of analyzing a community's commercial base is to determine the magnitude and character of comme rci al uses that are most in keeping with the community's needs, according to considerations of consumer spending power and relative convenience to major populat ion centers. It is equally important to relate the commercial base of nearby comm un,t ,es to that of Coldwater as well, in order to arrive at valid conclusions. The conclusions arrived through such an analysis provides a basis upon which projections of future floor and land area needs can be made. FUNCTIONAL USE CLASSIFICATIONS The types of businesses wh ich were analyzed in the Economic Base Analysis included all establishments which sell reta il merchandise. The functional use categorizat ion wh ich was utilized throughout the analysis was determined on the basis of factors of consumer shopping patterns combined with typical store location considerations. In respect to shopping patterns, commercial uses can be categorized according to frequency of purchases and the time-distance factor which consumers are w i ll ing to travel in order to purchase various goods to meet their service needs. The commercial use categorization utilized throughout this analysis will follow this format: Category Comparison Representative Uses Department stores, stores, speci alty sporting goods. Convenience clothing stores such stores, furn iture as jewelers and Food stores, drug stores, eating and drinking places, miscellaneous retailers such as tobacco shops and newsstands and personal service establishments which include barber and beauty shops, dry cleaners and similar uses. General Auto dealers, gas stations, hardware and building supply stores. -30- �J J J J J ' ' ' ' 'J ~ ~ ~ I I I I Generally speaking, consumers patronize stores in the comparison category much less frequently than in the convenience group of stores. Gasoline service stations are excluded from the convenience groups due to their freestanding, independent nature. CONSUMER DEMAND DETERMINANTS Determining consumer demand, requires an analysis of such things as market areas, and consumer demographics. From such determinants, estimates of Coldwater's present and future commercial facility needs can be made. Market Area - Delination of the community's trade area is contingent upon two basic principals. These are: The location and magn itude of nearby communities and commercial centers. The character and adequacy of the commercial centers. In addition to these principals, such things as, access, adequate and convenient parking, merchandising practices and appearance, also play a roll in influencing consumer draw. By relating these elements to Coldwater's potential market capture, a primary trade area was determined . The results of these findings is illustrated on the Primary Market Area map on the accompanying page. Consumer Demographics - Market demand can be predicated on the spending potential consumers within a trade area, can spend on goods. Spending potential, therefore, relates to spending units, or the number of households (spending units) in the market area. Spending potential in turn is linked to consumer income levels and typical commercial expenditures by store and commodity . Once consumer income levels and the number of occupied dwelling units within the market area are known, the average yearly sales per household for the various commercial commodities can be ascertained. This information may then be converted to indicate commercial needs on a square foot of building area basis. Essentially, the conversion of consumer spending potential by store type in annual dollar amounts, will provide a general indication of present and future commercial floor area that can be economically justified. -31- �I ' ''J • ,• , J J J , , J J , , ,, ; ;" :::, UNION SHE!?,,,~O , ---- ui GIRARD "'-~ --7 ,, I ~ ; ' I BU1"LER /'·l!~I- PRIMARY 7,' 1MARKET AREA I COLDWATER MATTESON QI.II/IICY BATAVIA ,._ (\J /111,!ll/ BRONSON BETHEL OVIO ALGANSEE ! - - - + - - - - - - - - - - --- --I- : ~~~~~~"-~--~~~·------ l___ ..J. ___ J_~~~. GILEAD G K<NO\HOOK VILICAN·LEMAN & ASSOCIATES, INC. : SCALE : Community Planning Consultants PRIMARY MARKET AREA COLDWATER, MICHIGAN I CAUFORN'~' .... 1": 3 MI LES ± I : I �The Urban Land Institute has developed typical annual sales per square foot figures for various types of retail stores . These figures are shown in TAB LE 9 . COMMERCIAL DEMAND The forthcoming spending potential and supportable building area estimates for Coldwater are predicated upon estimates of future dwelling unit and income levels. TABLE 9 AVERAGE SALES PER SQUARE FOOT (Gross Building Area) Typical Annual Sales/ Square Foot Comparison General Merchandise Apparel Furniture, Appliances Other Comparison $60 $60 $65 $85 Convenience Food Drug Eating and Drinking Other Convenience $125 $85 $60 $75 General Automobile Dealers Gas Stations Hardware, Building Supply $55 $80 $55 SOURCE: Urban Land Institute An assumed average annual real growth rate of one percent per year was utilized in projecting household incomes between 1969 and 1975 due to high inflationary levels. Between 1975 and 1990, an assumed two percent per year real income growth factor was used. -32- �Average household spending standards were then predicated upon household and income estimates. By using the average sales per square foot data provided in TAB LE 9, aggregate spending potential was converted to supportab le square feet of building space by commercial category . By computing the amount of commercial floor space Coldwater's market area can economically justify, subsequently perm its a comparison of existing and potential floor areas by commercial category . Though it is not the intent of the commercial base analysis to determine the square feet of commercial space in areas outside Coldwater, the impact that these commercial areas have on the City of Coldwater, must be taken into consideration . The 1972 U.S. Census of Retail Trade prov ides statistics which indicate what percent of the building area that exists in the Coldwater Market Area, is located in the City of Coldwater. A statistical breakdown of the City's market capture is provided in TABLE 10 which follows : TABLE 10 SUPPORTABLE BUILDING AREA: COLDWATER Commercial Category 1963 City Share of Market Area(1) Comparison Convenience General 76 60 65 80% 49% 60% 63% Total 1975 1980 1985 1990 277,931 331,070 158,445 183,185 270,410 304,260 392,762 210,697 340,363 457,849 . 236,281 378,259 706,786 943,822 1,072,389 818,515 (1 )SOURCE : 1972 U.S. Census of Retail Trade: Michigan The figures contained in TABLE 10 are combined in TABLE 11 with projected needs, to give an estimate of the additional square footage of space which the market area can be expected to support in Coldwater at future points in time. -33- �TABLE 11 POTENTIAL COMMERCIAL DEMAND - COLDWATER COMMERCIAL BUILDING AREA IN GROSS SQUARE FEET Commercial Category Existing ( 1) Occupied Vacant 1975 Additional Needed 1980 Potential (2) Additional Needed 1985 Additional Needed 1990 Additional Needed Comparison Convenience General 222,600 138,225 200,950 400 6,670 277,931 158,445 270,410 55 ,331 19 ,820 62 ,790 331,070 183,185 304 ,260 108,470 44,560 96,640 392,762 210,697 340,363 170,162 72,072 132,743 457 ,849 236,281 378,259 235,249 97,565 170,639 Total Commercial 561 ,775 7,070 706,786 137 ,941 818,515 249,670 943,822 374,977 1,072,389 503 ,544 ( 1) Estimates made from Base Maps and Aerial Photo(!raphs (2) Vilican-Leman & Associates, Inc. estimates It should be noted that circumstances within the market area, unforeseen at this time, may arise from time to time Such variations or fluctuations can alter the competitive economic environment within the market area. Hence, it may be necessary to adjust the statistical contents of this study occasionally to reflect trends yet to come. However, for the purposes of this study, the statistical data contained herein is regarded as accurate and provides a practical basis upon which future commercial needs can be planned PLANNING CONSIDERATIONS To this point the commercial base analysis has dealt with commercial needs on the basis of income spending potential compared to supporting floor area. There are, however, other considerations, which while ancillary to the primary intent of projecting commercial floor area needs, are critically important to the overall success of a commercial center. These other considerations are area requirements for off-street parking needs, landscaping, sign locations, etc. All of these uses consume space and, therefore, should be added to projected commercial floor area needs in order to produce a true overall land area projection for future commercial needs in Coldwater. The Urban Land Institute has produced statistics regarding conventional requirements for automobile parking relative to square footage of commercial floor area. These statistics recognize a land to building ratio of about 3.1 as sufficient to provide adequate area for both building and ancillary uses on a typical commercial site -34- �This ratio, when applied to projected commercial floor area needs of Coldwater, produces an overall commercial land area need both in square feet and in acres. Overall future commercial land area needs are ex pressed in TAB LE 12 in terms of square feet and acres. TABLE12 ESTIMATED COMMERCIAL LAND AREA NEEDS: COLDWATER Year Projected Additional Commercial Building Area (Square Feet) ( 1 ) Land Area Required (Acres) 1975 1980 1985 1990 137,941 249,670 374,977 503,544 9.5 17.2 25.8 34 .7 (1)Estimated by V ilican-Leman & Associates, Inc. from TAB LE 6. The City of Coldwater presently experiences a deficiency in its overall retail floor area potential of about 138,000 square feet . By the year 1990 it is estimated that nearly 504,000 square feet of reta il commercial floor area should be added to the City's commercial inventory to satisfy anticipated future market demand. Rising populat ion levels in both Coldwater, Coldwater Township and Branch County, coupled with the improved appearance of the City's principal commercial areas, should maintain Coldwater as the areas primary commercial center. -35- �'J ', ' ' ' ' ' ' 'J J , ,' , , , INDUSTRIAL AREAS A well established and diversified industrial base is critical to Coldwater's present and future economic vitality . This is true not only in terms of personal income in the community, but for income in the form of tax revenue to the City. Thus, the City's Master Plan Fo r Future Land Use must not only provide for present industrial development, but for future industrial development as well. BACKGROUND FOR INDUSTRIAL DEVELOPMENT The total industrial base of Branch County increased by about six percent in the last decade. Significantly, a substantial increase in the base, was experienced in the manufacture of durable goods. What used to be a basic county-wide orientation to an agricultural economy has been shifting to one of a diversified industrial base . No where else in Branch County has this shift been more evident, than in the City of Coldwater. The City's remarkable success in attracting new industry and significantly expanding its industrial base has taken place, for the most part since 1970. Most of the City's industrial growth has been attracted to an area along the Penn Central Railraod Corridor, generally south of the Sauk River Continued industrial expansion in Coldwater is expected to occur primarily within the same area . This expectation is based on the amount of usable vacant land within the area presently zoned for industrial use; the proximity of desirable rail and road transportation and the areas acceptable location for industrial growth and development compared to other land use in the City. The vacant industrial oriented areas, as they continue to develop, should be designed in the most efficient manner to compliment the existing planned industrial subdivisions. A sound, well planned layout for these areas, particularily if they are large tract areas, will assure the City of a successful industrial district; one in which the most efficient use of the land will ha,<6 been achieved . The concept on the accompanying page illustrates an orderly approach to industrial development . -36- �~ , . ..... , . . , . . ~ , . . - . , . . , . . , _ . , _ . , _ , _ . - , . . WII RESIDENTIAL DEVELOP M E NT - " E AR OF FR EEWAY ON '· 0 TS FREEWAY .: 1 m~~~ : •••••'•~~•~~•:·~•r••·•·:;••.· CARS-. ~~ i •; :· : ;• ~ ... .. in~;nn ·,•, · INDUSTRIAL :::::::::::-:-:-:-:: -:-: -:-:-:-::::~::::: i: ~: i :~: i : j.; DEVELOPMENT "' CARS ----- i"\ l:[[~!i~ ·• ;4t~1~G / :i~,~I:;: i)J 'I!!!'!!ll:!Ililjl!!l:Il:Ill1l Ill I", ~ ;! 1 w a: ~ 0 a: 0 J: ~ ~ a: ..,0 ;,, vvv .., v- -u v.JV"'V-V- I""' t,._rv>V-~ ~ - ~~ ~I..J\) j -V"\...,-...J"\._,.__..,,r,J ,....._,-.r MAJOR RESIDENTIAL INDUST RIAL DISTRICT DEVELOPM E NT CONCEPT I vi Ii can le man 8 assoc. inc. planning co nsultonfs ,~ :::,:;:::::;:::::::::::;::·· �INDUSTRIAL DEVELOPMENT FACTORS Trends in industrial development and factors governing the selection of industrial sites are critical in terms of developing a sound industrial base. Certain factors exist relative to plant locations that make a particular community , or a site within a community, attractive to industrial use. Generally, these factors will include: Availability of adequate sites with public services. Adequate labor force. Good Transportation facilities. An equitable tax rate . Reasonable and compatible laws. Uppermost among these factors are the first two, adequate sites, and an adequate labor force. Adequate Sites Providing contemporary industrial sites has become a valuable asset to those communities involved in the physical plant needs of modern industry. Comtemporary industrial sites should contain enough land area to adequately accommodate modern plant structures. The adequacy of an industrial site involves more than sufficient land area, however, the availability of public utilities and public services, compatibility with surrounding land use, soil conditions, topography and drainage are other important considerations. Approximately 75 percent of the City's existing and proposed future industrial land contains gravel based soils. These soils not only possess good load bearing characteristics but provide excellent natural drainage as well. Furthermore, the topography of the industrial areas is gently rolling, making it conducive to industrial use. -37- �J ,' '', ' ' ' ', ', , , , , A great deal of Coldwater's success in obtaining new industry has been its ability to offer a variety of desirable industrial sites. Most of these sites lie within two planned industrial subdivisions which offer public utilities and services. As critical as adequate sites are to Coldwater's industrial base, the availability of an adequate labor force is also of utmost importance. Labor Force A great deal of Coldwater's recent industrial growth and expansion has taken place since 1970. Yet, the Federal Census in 1970 recorded a 17 percent increase in the City of persons employed in the manufacture of durable goods, even though overall employment in the City declined in the last decade. Similar information indicated that employment in the manufacture of durable goods in Branch County increased by some 23 percent during the last decade. Overal I employment increased by about six percent over the same period of time in the County . A recent study of employment characteristics in Branch County shows a total of 3,251 persons employed in Coldwater in the manufacture of durable goods. Th is figure represents 64 percent of all persons so employed in t he County. More significantly, it represents a substantial increase over the 657 persons so employed in Coldwater in 1970. A similar study further indioates that about 17 percent of the County's labor force is unemployed . With total County wide labor fo rce estimated at 21,500 a workers, appr6ximately 3,100 persons are available for employment. From the above observations, it can be concluded that: The number of persons employed in Coldwater in the manufacture of durable goods has increased . The number of persons working in and living in Coldwater has decreased. This is not to say that the number of jobs in the City has declined, only that a greater number of people are working in the City and living elsewhere. A n adequate employable labor force is available to man jobs created by future industrial growth and expansion in Coldwater. -38- �With industrial sites and an employable labor force available, Coldwater must plan for future industrial growth and development. INDUSTRIAL AREAS PLAN The Industrial Areas Plan map presented at the conclusion of this section, illustrates the extent and general location of land expected to contain the greatest potential for future industrial development within Coldwater and its planning area . Portions of the industrial areas depicted on the plan map are presently zon-ed for industrial use. In all, the Industrial Area Plan proposes a total of about 1,600 acres of land for industrial use. Included within the planned industrial areas is the 1,025 acres of land within the City of Coldwater, presently zoned for industria l use. TAB LE 13 which follows, provides a breakdown of industrial uses within the industrial districts in the City . TAB 1.- E 13 EXISTING INDUSTRIAi.. ZONING AND LAND USE CIT V OF COL DWATER Acres Industrial Zoning D- 1 Light Industrial Districts D-2 Heavy Industrial Districts 221 804 1,025(l) Total Land Use in Industrial Zones Industrial Land Use( 2 ) Other Land Use(3) Vacant Total (1) (2) (3) 342 155 528 1,025 F igu res represent all land area with in the d ist rict , including streets. railroads and r ivers. Figure represents industrial land use within the industrial zoning d istricts, excluding 22 acres of other industrial land use located in the City in ot her zoning districts. Category includes commercial and residential uses in t he i ndustrial districts as well as rivers , street and railroad rights-of-way . SOURCE : V i lican-Leman & Assoc iates, Inc., Community Plann ing Consultants -39- �The information contained in TAB LE 13 points to the fact that about 528 acres of land w ithin the City of Coldwater remains available for future industrial development. It should be noted, however, that portions of the vacant land areas within Coldwater's industrial areas are owned by adjacent industries for future use. Hence, it is estimated that about 40 percent of all the City's industrial zoned land is available for new industry . With 60 percent or more of the City's industrial land inventory already consumed, it is apparent that continued industrial growth and expansion in Coldwater wil I depend on the City's ability to provide new sites. With 1,600 total acres proposed for industrial use, 1,025 acres of which is presently zoned for such use, a net of 575 additional acres are proposed for future industrial development. The most logical areas for future industrial development are those areas which lie adjacent to the City 's present industrial zoned land . These areas are ideal for future industrial growth because they possess the same general site characteristics that has made the present area attractive to industrial development. Future expansion into the immediate area w ill also permit sound coordination of development and continu ity between present and future industrial land use. New areas proposed on the Industrial Areas Plan include: An area lying south of Garfield Avenue from west of Jefferson to west of Sanford, including a strip of land lying along the north side of Garfield and extending northward along South Lake. An area lying east of Michigan Avenue and extending south of the Penn Central Railroad corridor along both sides of Michigan Avenue to the Sauk River and eastward to Interstate 69 An area lying south of U.S. Highway 12, between Interstate 69 and Fiske Road, including land along both sides of Willowbrook Road south of the Penn Central Railroad Corridor. -40- �An area along the north side Park -Street Street. between Elm Street and Clay The amount of industrial development that will actually take place in Coldwater and consequently, the amount of industrial land area that should be provided , will ultimately depend on the City's success in stimulating continued industrial growth . The Industrial Areas Plan, therefore, has been developed to incorporate sufficient land area to accommodate industrial growth into the foreseeable future. ', ', , -41 - �~ JJ .,_,_., f ~~ Jl NOR TH LAKE r r mffl EXISTING INDUSTRIAL LANO USE ~ PROPOSED INDUSTRIAL AREAS - EXISTING INDUSTRIAL ZONING DISTRICTS ~ PARKS ANO OPEN SPACE AIRPORT :>oa 1000 i,oo $CAL[ I N F[[T OCTO l l: lll , lt 7 1 INDUSTRIAL AREAS PLAN CITY OF COLDWATER MICHIGAN I viliccn , lemon a osaociotes Inc. community planning eonaultanta �THOROFARE PLAN AND ENVIRONMENTAL ASSESSMENT �THOROFARE CONCEPTS The transportation of people and goods has become one of the more important · considerations of land use plann ing. In order to efficiently carry traffic, thorofares must be adequate in capacity, both from a volume and safety standpoint. Efficient traffic movement can be obtained only by properly relating thorofares to existing and proposed land use. In communities, such as Coldwater, the functional classification of streets is much less involved than in large commun ities where the functional classification of streets becomes a complex matter. In fact, in Coldwater, the classification of its street sytern can be narrowed to two basic functions. The functions include those streets which carry through traffic, and those which carry local traffic. Through traffic movements are those which pass through the City with origins and destinations beyond the City . Since th is form of traffic desires to pass through the City as quickly and efficiently as possible, it will seek those streets that extend through and beyond the City. Truck traffic may compose a large percentage of this form of traffic volume . Local traffic movements are those with origins and destinations generated within the City. This type of traffic moves at a slower pace and experiences frequent stops. Traffic moving on residential streets and shopper traffic is typical of local traffic movements. Since through and local traffic movements am distinctly different functions, they should be separated as much as possible . A balanced traffic circulation system, therefore, will provide certain streets for a particular level of function . Various functional street classifications are listed below and briefly summarized: Local or Minor Streets: The local or minor street should be found in neighborhood areas or utilized as service drives in nonresidential districts. The design of local streets should discourage through traffic or short-cut routes which can easily harm the residential character of an area. -42 �MAJOR THOROFARES MAJOR THOROFARES TOGETHER WITH FREEWAYS (WHERE THf.Y EXIST) SERVE AS THE PRINCIPAL NETWORK FOR TRAFFIC. FLOW. THEREFORE, MAJOR THOROFARE8 CONNECT AREAS OF PRINCIPAL TRAFFIC GENERATION AS WELL AS SERVING AB INTERURBAN CONNECTORS. THESE STREETS PROVIDE FOR THE DISTRIBUTION AND COLLECTION OF THROUGH TRA,,IC TO ANO FROM COLLECTOR ti''""'' D //(fa FREEWAYS THE ,REEWAY OR t:XPREIIWAY IS DESIGNED ,OR THE MOVEMENT OF THROUGH TIIA,,IC HTWEEN ANO THROUGH URBANIZED AREAS, ALL DIRECT ACCESS TO ABUTTING PROPERTY IS PROHIBITED. IN ADO I Tl ON TO HANDLING LARGE TRA,FIC VOLUMES WITH A HIGH DEGREE OF SAFETY, FREEWAY SYSTEMS ALSO MEET IIORE ADEQUATELY THE TRAVEL TIME DESIRES OF USERS. 0 D 0 COLLECTOR STREETS ~ THIS SYSTEM PROVIDES FOR THE COLLECTION ANO DISTRIBUTiON OF TRAFFIC BETWEEN MAJOR THOROFARES ANO LOCAL STREETS ANO IS COMPOSED OF THOSE STREETS USED MAINLY FOR TRAFFIC MOVEMENT WITHIN RESIDENTIAL, COMMERCIAL, ANO INDUSTRIAL AREAS, 0 LOCAL STREETS LOCAL OR RESIDENTIAL STREETS PROVIDE DIRECT ACCESS TO ABUTTING PROPERTY, THEY ARE INDIRECT IN ALIGNMENT IN ORDER TO DISCOURAGE THROUGH OR FAST MOVING TRAFFIC . THOROFARE CONCEPT I vilicon · lemon planning a assoc. inc. consultants �Secondary Thorofares or Collector Streets: Their primary purpose is the collection of vehicles from the local street system and distributing them to either their local destinations or to a major thorofare. Major Thorofare: These roadways can also serve as collectors as wel I, however, their main intent is to move high volumes of traffic over longer distances with a maximum of "green light time." Freeways: The freeway is designed to handle large volumes of high speed traffic, moving long distances either within or between urban areas. Its capacity is increased by the elimination of grade level intersections, driveway access, and controlled access connections. The planned integration of these various street types and the manner in which they should work together to make up an efficient street system is graphically portrayed on the accompanying page. LAND USE RELATIONSHIPS Residential land use should not face directly on a major thorofare. They should instead face a local neighborhood street. Movements to and from residences along major thorofares greatly reduces the street's ability to move traffic safely and efficiently . An ideal relationship of residential development to major thorofares is depicted on the concepts provided on the following page . On the other hand, commercial land use, such as shopping centers, should be located on, but not bisected by, major thorofares. However, commercial frontage generates a high volume of turning traffic which will diminish the streets ability to move traffic properly. Hence, commercial access points should be controlled. For the same reasons, commercial frontage should not be allowed to string out along major thorofares. Such strip commercial development destroys the ability to effectively control turning traffic movements. Through traffic carriers may traverse industrial districts. In fact, when properly buffered, major thorofares which border industrial areas can serve as effective transitions. , -43- �r UJ i;:! ---~ ___J ' =..... I ---~ t::! 0 BACK-LOTTING (REVERSE FRONTAGE) MARGINAL ACCESS ROAD _ _ _ _ _) C MlJ0(7. TllOtZOF._12.e Ill ~ . r 4 u.. 0 ~ 0 ~ 0 .., 4 :J. MAJOR INTERSECTIONS RESID ENT IAL DEVELOPMENT ON MAJOR THOROFARES I vilica~-l,eman 8 assoc. inc. planning consul t ants �THOROFARESTANDARDS The existing thorofare network w ill influence ultimate street patterns while future needs will be dictated by ex isting and futur~ land use development. In order to arrive at a rational determination of needs related to land use, the cross-section characteristics and traffic carrying capacities of various thorofare types should be understood . Agencies responsible for street and highway construction, vary in their recommendations relative to paving and right-of-way widths. The standards recommended for the various paving and right-of-way widths proposed in the Coldwater Thorofare Plan, are generalized below. Category Local Street Collector Street Major Thorofare Paving Width Right-of-Way (In Feet) (In Feet) 27 to 32 36 to 44 22 to 36(1) 33 to 36( 1 ) 66 86 120 to 150 120 to 150 NOTE: (1 )This dimension represents paving widths per set of lanes as part of a divided roadway . A flush median of 11 to 12 feet or raised median of 24 to 60 feet is recommended . The above standards are depicted in greater detai I in TAB LE 14. The standards contained in the table are graphically illustrated on the cross-section standards which acc;ompany the table. -44- �• TABl.E 14 STREET CLASSIFICAl'ION CRITERIA AND CROSS-SECTION STANDARDS Element freeway Major Thorofare Secondary Thorofare or Collector Local CLASSIFICATION CRITERIA 1. Service Function (Movement) (Access) Primary None Primary Secondary Equal (al Equal (al Secondary Primary 2. Principal Trip Length Over 3 miles Over 1 mile Under 1 mile Under½ mile 3. Linkage of Land Uses Major Generators & Business Centers Secondary Generators & Business Centers Local Areas Individual Sites 4. On-Street Parking None Limited Unlimited Unlimited 4-6 None - 2 2-4 2 2 2 12' g· 11' -12' 8' 9' 7' CROSS.SECTION STANDARDS 1. Number of Lanes (Moving) (Parking) 4 or more None 2. Lane Widths (Moving) (Parking) 12' 3. Median Width 26' - 70' (bl 24' - 60' (cl None None 4. Right-of-Way Width 300' - 350' 120' - 150' 86' 66' (al The function of secondary thorofare or collector street :s assumed to be equally divided between the movement of t raffic and 1lle l'.'ro,lision of access to abutting property. (bl 26' is the minimum width of a median on an u.-ban freeway. A rural freeway would have a minimum width of 70' plus ano1her 10' of "shoulder" adjacent to each of the high speed lanes. (cl 16' may be used in some instances where infrequen t left turn sloi:s are required. 24' provides mi nimum reservoir area for left tu rn5. 70' is requi red for 204' intercounty h ighways. THOROFARE CAPACITIES The traffic carrying capacity of a street may be considered as the number of vehilces that can pass a given point in a given period of time (design peak hour capacity) without causing undue congestion _ To obtain estimated design hour capacity figures for key thorofares in Coldwater, standards developed by the Highway Research Board, were used . -45- �* 3'6' - 44 VARIES 86' COLLECTOR STREET FLUSH MEDIAN 22'- 36' MAJOR THOROFARE 24' - 6D' 33°-36' 120'- 150' MAJOR THOROFARE CROSS SECTION STANDARDS I vilicon-lemon 8 ossoc. inc. planning consultants �Based on these standards, a 20 foot wide pavement width (two 10 foot wide lanes) has a design hour, two-way traffic capacity of 840 vehicles, assuming 50 percent green traffic light time and no on street parking. 20 10 , 'f = 2.0 X 840 = 1' 680 X 50% = 840 Theoretical peak hour capacity figures, using the above formula, can be varied by expanding the width of pavement lanes, or by increasing the green hour traffic light time. Theoretical street capacity' figures can be related to various types of thorofares as shown in TABLE 15. TABLE15 THEORETICAL THOROFARE CAPACITIES VEHICLES PER 24 HOURS Green Time Arterials Expressway (12' Lanes) , , ,' , , , Two Number of Lanes Four Six 100% 81,600 122,400 Divided Multi-Lane Road ( 11' Lanes) 50% 60% 22,900 27,500 34,300 41,200 Undivided Mult.i-Lane Road (11' Lanes) 40% 50% 60% 7,400 9,200 11,100 Eight 163,200 14,800 18,500 22,700 The capacities portrayed in TABLE 15 are based on peak hour capacities which have been converted to 24 hour capacities under the assumption that peak hour traffic volumes represent ten percent of 24 hour traffic volumes. The estimated theoretical peak hour traffic capacities contained in TABLE 16 on the accompanying page, are intended to serve as an indication of how near a given thorofare is functioning relative to its peak hour traffic carrying capability. The information provided in TAB LE 16 shou Id be viewed as a general source of reference, serving as a summary of present and future thorofare needs. -46- - --- ---- --- ------ - - - - -- �,. ,. •• ~ "II&~~~~~,. • TABLE16 STREET TRAFFIC COUNTS AND THEORETICAL PEAK HOURS COLDWATER, MICHIGAN 1976 CRITICAL NORTH/SOUTH TRAFFIC CARRIERS Pavement Width (In Feet) .f;:,, ";-.J U.S. Hwy. No. 27 Vicinity of Garfield U.S. Hwy. No. 27 Vicinity of River Bridge Division Street Vicinity of Park Marshall Street Vicinity of Church Marshall Street Vicinity of Abbott Marshall Street Vicnity of State Michigan Avenue Vicinity of Chicago Existing Percent of Peak Hour Green Time Traffic -- Theoretical Peak Hour Capacity· Pavement Existing Percent of Peak Hour Width (In .Feed · Green Time Traffic Percent of Ca1>,citv: 22 70% 371 907 44% 18 60% 182 756 25% 47 50% 575 1,974 29% 47 50% 1,139 1,974 58% 47 50% 760 1,974 39% 47 50% 620 1,974 31% 22 50% 800 est. 924 87% Western Avenue Vicinity of Chicago Western Avenue Vicinity of Bishop Butters Street S. City limits to Chicago Sprague Street V icinity of Chicago St. · Sprague Street Vicinity of Perkins Sprague Street Vicinity of Garfield Theoretical Peak Hour Capacity · Percent of Cap'acity · · 35 70% 53 1,470 4% 41 70% 131 1,722 8% (1) - _( 1) 31 50% 380 1,302 29% 22 50% 1,102 924 +19% 22 60% 293 924 32% 24 70% 38 1,008 4% 22 50% 220 924 24% 22 50% 243 924 26% 22 60% 169 924 18% CRITICAL EAST/WEST TRAFFIC CARRIERS Chicago Street Vicinity of Michigan Chicago Street Vicinity of Rose Chicago Street Vicinity of Wright Chicago Street Vicinity of Sprague Chicago Street Vicinity of Morse Chicago Street Vicinity of Division Chicago Street Vicinity of Jay Chicago Street Vicinity of Western (l)Not Known 65 50% 1,638 2,730 60% 43 50% 1,519 1,806 84% 43 50% 1,425 est. 1,806 79% 48 50% 1,325 2,016 66% 48 50% 1,343 2,016 67% 64 50% 1,395 2,688 52% 51 50% 1,018 2,142 48% 64 60% 1,436 2,688 53% State Street W. of Grand State Street E. of Grand State Street W. of Marshall State Street E. of Marshall Garfield Road Fillmore to Sprague ( 1) (1) �With one exception, all of Coldwater's thorofares are functioning within their estimated theoretical peak hour design capacities. Only those portions of Chicago Street in the vicinity of Rose and Wright Streets are commencing to approach their peak hour design capacity. The only other street approaching its design hour capacity is Michigan Avenue in the vicinity of Chicago Street. The one exception is Sprague Street in the vicinity of Perkins Street. This thorofare is functioning at nearly 19 percent over its design hour capacity. A primary reason why some steets in Coldwater have become major arterial streets and others have not is because they extend beyond the City . These roads include a federal expressway, a federal highway, and six county roads, several of which are actually inner county arterials. THOROFAREPLAN The Thorofare Plan map, contained at the conclusion of this element, delineates an arrangement of traffic routes designed to serve the City's future land use development patterns. The streets designated on the map include a limited access expressway, a highway - bypass corridor, major an~ secondary thorofares and collector streets. The balance of the City's street system is composed of local streets. The primary means of access to Coldwater is by means of Interstate 69, which passes along the City's east side. Access to Coldwater from the expressway may be gained at the Chicago Street interchange or at a secondary interchange about two and on-half miles south of the City. The secondary interchange serves as the southern access point for the 1-69 Business Loop into Coldwater. The Thorofare Plan proposes the development of a major highway - bypass route to serve the City along its southern boundary. This corridor would become a by-pass route for through traffic movements on the present U.S. Highway No. 12 which passes directly through the City as Chicago Street. The by-pass would relieve through traffic pressures on Chicago Street, particularily within the Coldwater Central Business District. The by-pass corridor would also serve as a truck route around the City and to the expanding industrial areas through which the corridor is proposed to pass. -48- �, A study to determ ine the feas ibility of the proposed by-pass is being prepared by the Michigan Department of State Highways and Transportation . The study will determ ine the future of the by-pass corridor. To accommodate through City t raffic movements, and to lend to the continuity of the present street system , the following streets are proposed on the Thorofare Plan map as major thorofares in the City . East/West North/South Ch icago Street (U .S. Highway No 12) Marshall Street Division Street A system of connecting secondary tho rofares are proposed for the City, which in effect, will create a ring road system around the community. The streets designated as secondary thorofares in the City include: East/West State Street Garfield Avenue North/South Western Avenue Butters Avenue Sprague Street Michigan Avenue Four additional roads w hich extend through the Coldwater Planning Area are designated as secondary thorofares. These include : River Road Behnke Road The Thorofare secondary Union City Road t-i ll more Road Plan map proposes several connections to I ink designated thorofares directly together to improve continuity. These improvements propose: The d irect connection of River Road and Behnke Road at Chicago Street. The direct con.ne~tion of Behnke Road at Garfield Avenue. -49- �J ' '• , , , , , Twenty-seven streets within Coldwater are designated on the"Thorofare Plan map as collector streets. The more significant among them are: Hudson Street Church Street Pearl Street Clay Street Hanchett Street Monroe Street The above collectors carry significant volumes of traffic because they are located in and around the Coldwater Central Business District . Several other streets also serve as collector streets with a particular function. These collectors are located within, or pass through, the City's industrial areas and are intended to carry industrial oriented traffic. These designated collectors are : Jay Street Race Street Park Street Wi Ilowbrook Road Conover & Hooker Streets Bennett Street Michigan Avenue (south of the Penn Central tracks) The Thorofare Plan. also proposes the extension of five collector streets and the relocation of portions of two others. These improvements include: The extension of Church Street from Grand Street to Hanchett Street. The extension of Park Street from Elm Street to Sprague Street. The extension of Hooker Street from Sprague Street to Michigan Avenue. The extension of Hooker Street from Michigan Avenue to Willowbrook Road. The extension of Michigan Avenue south to the by-pass. The relocation of Park Street, from Monroe Street to Clay Street, to connect with Race Street. The relocation of Clay Street and intersection with Division Street. -50- Industrial Street at their present �NOiE; M1':I./MUM DESl\'2A~LE LENGTH -soo' STREET DIVERTER CUL - DE - SAC iHOIZO LOOP L Q CAL STREET Ty p ES I FA!'Z E STREET vilico~•lemon 8 assoc. inc. planning consultants �' ' ,' ,' , , , , ,, , , , , As noted in the concepts portion of this section, local streets should be designed tb provide for movement between individual sites and major and collector streets. At the same time, they should be so designed to discourage through traffic movements. There must also be an emphasis on the aesthetic value of the street layout. The most effective means of assuring that development adheres to these objectives is the application of controls and standards provided in the City's Zoning and Subdivision Control Ordinances. Various methods that may be used to encourage the desired exclusivity of local residential streets and to discourage through traffic movements are illustrated on the accompanying schematic . -51- �r r r ':- ~;,;, ,:;; j l""e t ~""' <')!)"' \S O O ~ \) O 0 0' ' ~ J J , , , ,. -- ... Elll S T l NG PR OPOSED 11111 EXPRESSWAY MAJOR THOROFARE SECONDARY THOROFARE COLL~CTOR STREET LOCAL STREET AIRPORT ~ !IOO S COAC;~UIIIN, E MICHIGAN PLAN TH ORO FARER CITY OF COLDWAT I 1000 l !,00 1:;,ET a as1ociotes I nc . vi1icon . lemon Ing consu l tants community plonn �.I ENVIRONMENTAL ASSESSMENT Physical land use planning is recognized as an important participating factor in the development of our man-made environment. For two long, however, planning and resultant physical development has been carried out with little understanding of the critical need to balance our man-made environment with our natural environment. Only within the last decade have we come to recognize on a national level, the devastating effect that our man-made environment is having on our natural environment. Fortunately, our need to preserve all facets of our environment is now fully recognized. Controls designed to preserve our natural environment have been effectuated at nearly all levels of government. These controls are intended to curtail the errosion of the natural environment and to foster a workable balance between our man-made environment and the natural environment . The things that pollute the environment take on a variety of forms. The components most often associated with its destruction are those which pollute the air and water. More recently, however, we have become aware of other forms of pollution which also affect us. These po ll utants include excessive noise and vibration and the physical appearance of the environment . The former can most often be resolved through design engineering technology . The latter, however, becomes directly involved with land use planning . The Visual Environment In many instances, visual pollution is a direct result of the needless scarring of natural resource areas and the development of our man-made environment without regard to app~c;Jr.ance or compatibility between uses. A lack in coordination of land use types is generally a fault of poor land use planning . -52- �Fundamentally, the coordination of land use development creates compatibility between various land use types. Land use compatibility may be accomplished via land use transitions or through site plan detail by which a physical landscape buffer is created. Land Use Transitions This type of land use coordination is most effective, when land areas are large enough to permit a combination of land use types to create the transition . For instance, the integrity of a single-family area which lies near industrial land is better preserved when the two areas are separated by an intermediate level of land use . Intermediate land uses can include multiple dwelling developments or office uses or combinations of both . A good example of how transitional land use works, may be found in the Industrial District concept contained in the Industrial Areas Plan element of this document. A second example, which provides for transitional land use around commercial centers, is illustrated in the Convenience Center concepts on the accompanying page. In both instances, an intermediate level of land use is employed to serve as a buffer between an intense form of land use and a restrictive form of land use. A great part of the success in the transitional land use approach to compatible development, lies in the proper placem~nt of structures. This is not only important within the transitional use itself, but is particularly critical when relating it to the uses it is located between . For instance, in both of the transitional land use concepts discussed above, multiple-family residential developmen.t was used to create the transition . In other words, th is intermediate land use was located as a buffer between the more intense industrial and commercial uses and the single-family areas beyond. The multiple dwelling structures, however, are placed in such a manner that they face into their own common yard areas and not into the rear of the commercial or industrial uses next to them. When this technique is successfully carried out, the overall visual impression of the site is a pleasant one, even though the transitional use may be located next to more intense development. -53- �cSINGLE FAMILY i ~ g SCHEME MAJOR B lllOROFARE SINGLES FAMILY MAJOR ~ TTIOIIOFARE SCHEME C MAJOI? T~OK'OFARE ALTERNATIVE DEVELOPMENT CONVENIENCE VILICAN · LEMAN "'Q <t ,: SCHEME A a ASSOCIATES, SCHEMES CENTER INC. INTERSECTIONS PLANNING CONSULTANTS �The environment of the transitional use, as well as the use it is intended to buffer, can be further enhanced by the use of landscaped greenbelt planting strips. Use of greenbelt planting strips as shown on the Convenience Center concept, provides additional screening between land use types. Landscape Transitions There will be instances where achieving a desired transition thro ugh land use types will not be possible. In those instances, transition must be accomplished through on-site physical design features. Whenever on-site design techniques are used, two basic objectives should be attained . These are : To visually screen objectionable areas such as outdoor storage yards, loading , unloading areas, parking lots, processing facilities, etc., from view of adjacent residential areas. To curtail noise, glare, dust, etc ., emitting from nonresidential uses which adversely affect the adjacent residential environment Effective visual screening can be accomplished through use of an evergreen planting screen adjacent to the use area to be obscured. Initial plant materials should be of sufficient size and density to create an opague, year-round greenbelt planting screen . A repetitive pattern of plant material is usually the easiest design to install and the one most adapatable to the requirements of a lineal planting screen. The second objective noted above may not be totally achieved through developmerit of a planting screen alone. This may be particularily true in terms of curtailing noise. From a design viewpoint, noise levels are often more effectively diminished by increasing the distance from source to receiver or by construction of sol id, non-reflective barriers. These barriers may be in the form of wal Is, fences or earth berms (mou!'lds) . The accompanying design concepts illustrate various modes of screening that may be implemented along common boundaries that separate various land use types. Screening of this type is most often desired between residential and nonresidential uses. -54- �'-~ f;. I I- [j ~ 4 ~ 6 !: j ~ ~ ! ;i ~ ~i ~i2 I i :rl ~ ~ I= i i JJ ~ e ~ (i ~ ~ ID·J\ ~ tr n ~ ! mn ! ii6 Ill~ ii 1-- tij~ -- I I~ QI ~ ~-- ?i I ~ iZ ---~ ~D ii!'i ?; - ---- ~ r ~ i ~ ! I ~ IL ~ i~ ~D -~ -~ ~ ~ 1'l ~ ?; 1 ~1 -z Ill ~ \Ll D _, ~ .<f D <! ~ z <:) z I- ~ ~ ~ z· j ~~ <{ �I I • ' ' ~ lf()lld . tI l ~ . .'.J . -~-~ · m -~':_m :~ rm SCREENING DETAILS p. _. r•'l~ �• • .,' '• To insure that landscape screening and greenbelt areas will be developed to maximum effectiveness all plant materials should be purchased and planted according to the standards and specifications adopted by the American Association of Nursery-men regarding height, spread, caliper, ball, etc. The following is a list of plantings that can be used in the creation of an effective landscape screening buffer. SUGGESTED PLANT MATERIALS Minimum Size (a) Evergreen Trees 1. 2. 3. 4. 5. 6. (b) Narrow Evergreens 1. 2. 3. 4. 5. 6. 7. 8. (c) Five (5) feet in height Jun iper Hemlock Fir Pine Spruce Douglas-Fir Three (3) feet in height Co lumnar Honok i Cypress Blue Columnar Chinese Juniper Pyram idal Red--Cedar Swiss Stone Pine Pyramidai White Pine Irish Yew Douglas Arbor-Vitae Columnar Giant Arbor-Vitae Tree-Like Shrubs 1. 2. 3. 4. 5. 6. 7. 8. 9. Four (4) feet in height Flowering Crabs Russian Olives Mountain Ash Dogwood Redbud Rose of Sharon Hornbeam Hawthorn Magnolia -55- �• • • • (d) Large Deciduous Shrubs Honeysuckle 1. 2. Viburnum 3. Mock-Orange 4. Forsythia Lilac 5. Ninebark 6. 7. Cotoneaster 8. Hazelnuts 9. Euonymus 10. Privet Buck thorn 11 . 12. Sumac Six (6) feet in height (e) Large Deciduous Trees Oaks 1. Hard Maples 2. 3. Hackberry Planetree (sycamore) 4. Birch 5. 6. Beech 7. Ginkgo 8. Honeylocust Sweet-Gum 9. Hop Hornbeam 10. 11 . Linden Eight (8) feet in height (f) Evergreen Shrubs Pfitzer Juniper 1. Common Juniper 2. Savin Juniper 3. Canaert Eastern Red-Cedar 4. Japanese Spreading Yew 5. Japanese Upright Yew 6. Two (2) feet in height (g) Vines (possibly used with masonary walls) Common Winter Creeper 1. Beagleaf Winter Creeper 2. V irginia Creeper 3. Japanese Creeper 4. -56- �NOTE : TO USE BE SCREENED W THE SELECTION, SPACING , AND SIZE OF PLANT MATERIAL SHALL BE SUCH AS TO CREATE, WITHIN A FIVE (5) YEAR PERIOD FROM THE DATE OF PLANTING, A HORIZONTAL OBSCURING EFFECT FOR THE ENTIRE LENGTH OF THE REQUIRED GREENBELT AREA, AND A VERTICAL OBSCURING EFFECT OF SUCH HEIGHT AS IS DETERMINED ADEQUATE BY THE PLANNING COMMISSION FOR PROPER SCREENING BETWEEN LAND USES. 8 = BERM HEIGHT b= PROPERTY H= LINE OR l)ISTRICT W= PLAN PLANT MATERIAL HEIGHT MINIMUM HEIGHT OF INSTALLATION SC REENING AT !NITIAL MINIMUM WIDTH OF GREENBELT AS SET FORTH BY ORDINANCE FOR RESPECTIVE USES AND DISTRICTS -~ DECIDUOUS H & EVERGREEN SHRUBS 1112'' CAL. H u z ~ ~ u 0 DECIDUOUS TREES V'l V'l" <( ~ ~] z8 <( ~ :E E _, ., u,JC ~ w GREENBELT SCREEN SECTION ~ 4' ~ z°: <: ~ ~E ..J E >3 EVERGREEN TREES COMBINATION BERM/GREENBELT SECTION SCREEN ._--------------------TF\ANs,,-,o"'CREDETAiI~s m _J �Nonresidential uses most often are the uses wh ich turn out to have the greatest impact on our visual senses. Most of our visual pollution (those physical elements of our man-made environment wh ich are abrasive to our view), exists along our major thorofares in the fo rm of strip commercial development. In many instances, a single bu ild ing or a single sign may not appear unattractive. It is more often the conglomeration of a number of unrelated signs and structures intently placed along t he thorofare , t hat makes them visually objectionable . In most instances, the various signs and buildings have developed independently with little or no regard to creating a un1formally attractive frontage. The commercial development concept on t he accompanying page illustrates how strip commercial frontage along maJor t horofares can be developed in a manner that w il I successfully relate to adjacent residential homes. Whenever development, such as t hat ill ustrated in the concept, takes place careful consideration must be given to t he rear of the sites. Off-street parking, as well as loading, unload ing fac ili ties placed in t he rear yard areas, must be effectively screened from adjacent residential properties. This can be done either by means of an arch itectural mason ry wal l, or by intense evergreen planting screens. , A concept of res1dent1al development along major thorofares, which may be found in the major thorofare element, graphically portrays means by which residential development shou ld relate to major thorofares. Locating dwellings in this manner serves two pu rp oses. One, it promotes the value of residential dwellings along majo r thorofa res, and secondly, it discourages strip commercial development along the thorofare. , f f '• By closing the frontage to str ip commercial use , another advantage can be recogn ized. Commercial land use can be more effectively tied to the intersections of major thorofares. When commercial development can be concentrated in this manner, it can be better planned , can be more uniform in its appearance and can be more effectively screened from adjacent residential uses. Residential development which takes p1 ace along major thorofares in the manner illustrated on the concept, can prov ide the motorist with extensive greenbelt vistas that are not only pleasant to the eye , but increases the efficiency of the thorofare as we! L 57- �, , 9 C:J 8 c;::J 7 CJ 6 c::i uD ·· 5 4 3 o , 2 C::::J - 'u' r_ _ __::; MA JOT<! THOf{OfAR.E. BEFORE M. A JOR. THOROFARE. --- - - - -- - - - G. • . •~ 1nlli111!11ifl O •E 2 f"A RKI NG (l D-lHPHtHH-HHl t;, .J.I.UWJ.1¼,-t,,;m.~-'-"-"-"-'"'-"' --W- f'K----"-"''-'-"'-",-"=:..,'-----r-----:;iF;:;:::t:g::j;=J 3 4 5 6 7 8 9 AFTER COMMERCIAL STRIP vilican · lemon a assoc. inc . planning consu Jtants �, HISTORICAL PRESERVATION An additional element of our man-made environment, which until recently has been under-emphasized, is the heritage of our past contained in historical landmarks. Communities throughout the nation are awakening to the fact that much of their heritage is being threatened w ith age and the pressures of new development. In some instances, whole concentrations of historical residential landmarks are being threatened by the pressures of encroaching commercial development. In other instances, the historical value of an ind ividual structure is lost through conversion to another type of use. Of course, once a historical landmark is destroyed it is lost forever. Ouite often, conflicts between preservation and physical change is generated in areas containing structures of historical value. Ways need to be found to properly integrate historic preservation with physical change so that a just balance is obtained . In 1954, the Un ited States Supreme Court ruled that preserving local historical landmarks is as valid an argument for promoting the general welfare of a community as it is to provide for its health and safety. Since then, legislative enactments, such as Michigan's Public Act 169 of 1970, has encouraged the rehab ilitation and preservation of historic landmarks. Under this act a Historic District Study Committee has been created in Coldwater. Th is comm ittee is in the process of survey ing the historical and architectural worth of buildings with in the City . Upon completion of this undertaking, the committee w ill subm it its findings and recommendations to the community . The committee also hopes to conduct community-wide educational activities to encourage preservation, maintenance. and restoration of local historical landmarks. Through the dedicated efforts of this committee, Coldwater, which is richly endowed w ith structures of historical significance, is striving to preserve its heritage in the face of continual change. -58- �, , , With the advent of the railroad in 1850, the population and wealth of Co ldwater grew. As a result, many small and moderately interpreted Greek Revival style homes, pretentious villas of the newer Italianate style , and a scattering of the Gothic revival style were erected through the 1870's. Succeeding generations before the turn of the century found Coldwater continuing to prosper and grow. This prosperity Is still reflected in the outstanding number and quality of majestic Queen Anne style structures which exist in Coldwater to this day . The people who built these homes came from all walks of li f e. Some became wealthy and bu ilt the pretentious h istorical structures. Many others built smaller more modest structures. Yet, these are no less significant, because their architecture and quality reflect the temper of their t ime. They comprised an important element in the physical life of the community . As then , the character and personal ity of today 's Coldwater is maintained by the bu i Id ings of w h 1ch It Is composed. The residences constructed by the Community 's ancesto rs provide a visual history of Coldwater's past. Hence, present generations have a responsibl1ty to preserve for the future, these things of value from the past. Steps along this line have been taken and have resu lted in the East Chicago Street area receiving State and Federal recogn ition as the East Chicago Street Historic District. Th is area is entered in both the State and National registers of historic places. A structure w ithin the East Ch icago Street Historic District, known as the Hyde Gibson House, was erected around 1837. This is the only known structure of that period still stand ing in t he commun ity . The fact that this structure lies within a recognized historical district may preserve It for the benefit of generations yet to come . In addition to th is area, two other historic landmarks in Coldwater have been recognized by the State and the Federal government These two structures include the Coldwater Public Library, erected in 1886 and the Wing House, wh ich has become a museum. These structures are also listed in t he State and National reg isters of historic places There are other areas as wel l as individual structures scattered throughout Co ldwater that should also be recogn ized and preserved as historical landmarks. A reas along West Ch icago Street and Pearl Street, for instance, are worthy of such considerat1 on . 59- �Many of the sites are historical structures that are true works of art. Many are harmonious buildings, designed either by local architects or by master builders. They possess workmanship, proportion and detail which can no longer be duplicated . These buildings lend dignity, continuity, grace and variety to the City . Hence, efforts should be continued to enlighten the public of the need to preserve these sites throughout the City . No where in Coldwater is this need more evident than in the East Chicago Street area . Expanded strip commercial development along the East Chicago Street interchange with Interstate 69 , is threatening this historical district. Protective measures should be taken to assure that the true historical significance of this district wi ll be preserved. When areas such as this, as well as individual structures of historical significance are rehabilitated and preserved, more than the visual environment of the community is enhanced; the personality and quite possibly the face of the community is saved . In fact, when areas of natural or man-made significance are preserved and when care is taken to assure proper relationships between land use types, Coldwater's environment is improved . -60- �MASTER PLAN FOR FUTURE LAND USE �• • '• ' ' THE MASTER PLAN FOR FUTURE LAND USE The Master Plan for Future Land Use, which follows, represents a composite of the elements presented in the preceding sections. They are considered to be imaginative, yet workable and realistic, providing for a desirable arrangement of the various land uses, a unified and efficient thorofare system, and the necessary public facilities to serve the commun it y. It should be emphasized that the Plan rep resents what is felt to be the best future use of land based upon today's knowledge and trends. The Plan is by no means rigid or unchangeable. It should be reassessed periodically and adjusted to meet new trends and to allow flexibility in cases where an alternative use may be as desirable as the one initially proposed . Timing is critical to effectuation of the Plan . Some proposals should be carried out as soon as possible, especially in t he case of acquiring land for schools and parks. These sites will eventually become more expensive as development occurs, and in some instances, may not be available at a later date. In summary, the more significant goals and proposals included in the Master Plan for Future Land Use are: To provide for the redevelopment of housing types within the Planning Area by designating those areas which lend themselves to rehabilitation and redevelopment. To set aside sufficient land area to meet the leisure time recreation needs of both present and future residents, and to carry out park improvement programs. To develop an efficient, well -organ ized thorofare system which meets the needs of all anticipated land use types, while at the same time providing necessary linkage w ith the regional highway system. To promote the development of a sound economic base through continued commercial and industrial growth . -61 - �To promote the preservation of the City's historical landmarks and to assure the development of an orderly and harmonious relationship between various land use types to enhance the visual environment of the community. It should again be noted, that the Master Plan For Future Land Use map, as presented herein, is intended to show generalized land use and not intended to indicate precise size, shape or dimension . The map reflects long-range future land use proposals and does not necessarily imply short-range zoning proposals. -62- �NORTH lAl<E LAND USE E2TIJ ~ PUBLIC ~ SCHOOLS E ELEMENTARY J JUNIOR HIGH S SENIOR HIGH PROPOSED ELEMENTARY SCHOOL PROPOSED PLAYGROUND -- ~ PARK 8 OPEN SPACE OUASI - PUBLIC COMMERCIAL INDUSTRIAL THOROFARES - !BRANCH EXPRESSWAY 11111 BY - PASS - MAJOR THOROFARE SE CON DARY THOROFARE COLLECTOR STREET crn.JIIITY AIRl'ORlf LOCAL __..._ STREET HISTORICAL OISTRICT 000 SCALE 1000 IN I :100 FEET NOIIEMBEA,1976 MASTER PLAN FOR FUTURE LAND USE CITY OF COLDWATER MICHIGAN I vilicon . lemon community 8 associates inc . planning consultants � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Coldwater_Master-Plan-For-Future-Land-Use_1976 Creator An entity primarily responsible for making the resource Vilican-Leman & Associates, Inc. Date A point or period of time associated with an event in the lifecycle of the resource 1976-12 Title A name given to the resource Master Plan for Future Land Use Description An account of the resource The Coldwater Master Plan for Future Land Use for the City of Coldwater was prepared by Vilican-Leman & Associates, Inc. in December 1976. Subject The topic of the resource Master plan reports Coldwater (Mich.) Branch County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/67622540a5da97e5865b4d33ff1040e9.pdf b226bbd7edaac5a3e935f91a24f7ceb8 PDF Text Text City of Milan , Michigan �FROM THE LIBRARY OF Planning & Zoning Center, Inc. 'i I I I I I I I I I MASTER PLAN FOR FUTURE LAND USE CITY OF MILAN, MICHIGAN ADOPTED DECEMBER 16, 1975 I I I I I I I PREPARED BY VILICAN-LEMAN & ASSOCIATES, INC. COMMUNITY PLANNING CONSULTANTS 29621 Northwestern Highway Southfield, Michigan 48076 �II Ill •II II • • •II • • • • • • • • • • TABLE OF CONTENTS INTRODUCTION PURPOSE PLANNING AREA 2 GOALS 3 INVENTORY EXISTING LAND USE 5 POPULATION 7 ... Population Trends 7 Population Projections 7 STRUCTURAL CONDITION OF HOU SING .10 RESIDENTIAL AREAS PLAN RESIDENTIAL AREAS PLAN .12 Neighborhood Unit Plan .12 Residential Densities .13 Residential Unit Plan .14 Elementary-School Playground Need .16 Neighborhood Parks .16 RECREATION .18 RECREATION Neighborhood Recreation .18 Community Recreation .19 Milan Middle and Senior High Schools .20 COMMUNITY FACILITIES COMMUNITY FACILITI ES Civic Center . . . . . .21 .21 Housing and Community Center .21 Library .22 . . . . . . . ..... .22 Department of Public Works .22 Fire Stations . . . . . . .23 Middle and Senior High Schools .24 Utilities .25 Police Water Supply .25 Sanitary Sewer .26 Sanitary Landfi 11 .26 �Ill •II II II II •II II • •II • • •II • • ECONOMIC BASE COMMERCIAL AREAS Market Analysis .27 .27 Commercial Areas Shopping Center Commercial .28 .28 Existing Commercial Land Use .29 .29 Commercial Areas Plan .30 Noncenter Commercial Central Business District Inventory . . . Improvement Plan . . . .32 .33 .33 INDUSTRIAL AREAS PLAN INDUSTRIAL AREAS THOROFARE PLAN THOROFARES Local Streets . . . . . . . . . . .37 .40 .40 Secondary Thorofares .41 Major Thorofares .42 . . FUTURE LAND USE PLAN FUTURE LAND USE PLAN . . . . . . . . . . . . . . . . . .44 �Ill Ill Ill II II II Ill II II II II II • • TABLES . . . . . . . . . . 5 2 3 Existing Land Use, 1960-1973 . . . . . . . . Population Trends in the Mi Ian Region, 1940-1973 6 7 4 5 Population Projections, 1980-1990 Population Projections - Milan Region 1 Existing Land Use, 1973 6 Development Capacities by Residential Units 7 Classification of Commercial Uses . . . . . 8 Estimated Commercial Square Footage Needs 9 Existing Commercial Acreage . . . . . 10 Commercial Square Footage and Acreage Needs, 1974-1990 11 Central Business District Parking Need 12 Proposed Future Land Use 8 9 .15 .27 .28 .30 .31 .35 .45 GRAPHICS 6A Existing Land Use Map . Structural Conditions Map 11 A Neighborhood Unit Concept 12A Residential Areas Pian Map Neighborhood School-Park Concept 14A 16A Community Facilities Plan Map Retail Trade Area Map Commercial and Industrial Area Plan Map Generalized Central Business District Plan Map Tolan Pedestrian Mal I Marvin Street Extension Central Business District Facade Study Industrial District Concept . 21A . 27A . 30A . 35A . 36A . 36B . 36C . 38A Transitional Details Transitional Details . 38B Thorofare Concept . 38C . 40A Thorofare Plan Map . 41A Future Land Use Plan Map . 45A �II -II II -II II II II • • • • • • • INTRODUCTION �Ill Ill •II II II • •II • • • • • • • • PURPOSE The overall purpose of a Master Plan is to set forth a general plan that w ill serve to guide the long-range development of land in a defined area. A prime objective of the plan is to achieve a balance of land uses that economically, physically , and socially benefit those persons residing in and about that defined area . In 1965, a General Land Use Plan for the Milan Region* was completed by th e Washtenaw County Metropolitan Planning Commission. The plan set forth generalized land use policies and proposals for the region as a whole . The plan that follows sets forth a Futu re Lana Use Plan specifically for the City of Milan and its respective planning area The plan is the result of two years of study by the Milan Planning Commission and planning consultants, Vilican-Leman and Associates, Inc. *The Milan Region consists of the City of Mil an and the Townships of York, London, Augusta, and Milan . -1- �II II •Ill Ill • • • • •II PLANNING AREA The development of a Future Land Use Plan for a specific community and the surrounding area may have a direct effect on land use proposals and policies . Since Milan is surrounded by four townships, it becomes necessary to overlap planning efforts in order to effectuate sound land use transition between abuttirg communities. Also, the City's policy to eventually extend urban services outside the present City limits deems study of surrounding land uses necessary Therefore , a planning area, as shown on the Residential Areas Plan Map, was delineated and used as a basis for study . Reference will be made to the City of Milan proper, and to the City of Milan and its planning area throughout the study . It should be noted that the two are distinct areas, interchangeable . II -II 'I I -2- and should not be considered �II .. -.. .. .. 11 11 -11 • • • • •I GOALS In the formulation of a Future Land Use Plan, the planning comm1ss1on is required to set forth policies concerning the future of the community. Such a task requires much study and review by the commission, as well as an objectiveness by which decisions made benefit the community as a whole . Therefore, to aid the planning commission consisting of the commissioners, two board representative, the committee to set in their endeavors, a Goals Committee was formed following: two City Council members, two planning local residents, a chamber of commerce member, school city administrator, and city planner. It was the purpose of forth a list of goals and objectives to serve as guidelines in the Planning Commission's formulation of the Future Land Use Plan. Following are the goals as listed by the committee : The City of Milan should strive to provide a well balanced residential land use plan. This should include a full range of residential densities and encourage a variety of housing types . The existing and proposed school sites, where feasible, should be used and developed jointly by the City and School District for both passive and active recreation purposes_ The recommendations of the existing Parks and Recreation Plan should be incorporated into the proposed Master Plan . The existing Central Business District should be rehabilitated to the extent that is both realistic and feasible The existing plans and timetables (County, regional and others) to provide water and sewer should be reviewed and analyzed t o determine the impact on future growth of the City and surrounding area . Growth should be encouraged (the extent of which depending on the conclusion of No. 5 above) and coordinated with the neighboring townships . The Master Plan should encourage the location (as it relates to the yet to be defined City of Milan Planning Area) of future school sites in relationship to the population to be served . -3- �Ill •Ill Ill • • • • • • -I The vehicular traffic circulation system within the City should be improved, with a major emphasis on the north/south movement. The Master Plan should recommend sites on which the City could develop a Civic Center complex to house new governmental and administration buildings The Master Plan should recommend potential areas for the development of Senior Citizen housing The thorofare approaches to the City should be aesthetically improved . Industrial development shou Id be encouraged . The Master Plan for Future Land Use should recommend the elimination of incompatible land uses . The City should undertake and the Master Plan should encourage the development of a forestation and reforestation program The City should take steps to insure that all inferior structures in the City be either removed or rehabilitated so as to conform to minimum Code and Ordinance of the City 4- �"II " "• -I INVENTORY �-II II II II II Ill II II II II II II II II II II I EXISTING LAND USE The existing land use survey serves to provide basic information concerning the quantity and types of land uses in the community as well as reveal incompatible land use situations. TABLE 1, on the following page, provides an acreage tabulation for twelve land use categories. As can be seen, 71 percent of the City is occupied with 29 percent still vacant. Of Milan's total land area, road and railroad rights-of-way are the largest users of land with almost 28 percent of the City in these categories. Residential development accounts for the second largest use with almost 20 percent of the land area. TABLE 2 compares existing land use in 1960 to that of 1973. In the past 13 years, the City, through annexation, has gained 407 acres, or increased its total land area by 39 percent . The most significant increase in land use was industry gaining 220 percent from 31.4 acres in 1960 to 96.6 acres in 1973. Also, within this 13 year period, road rights-of-way increased 167 percent . TAB LE 1 EXISTING LAND USE 1973 Use Acres Single- and Two-Family Multiple-Family Office Commercial Light Industry Heavy Industry Public Schools and Parks Quasi-Public Road Right-of-Way Rail Right-of-Way Water Bodies Vacant TOTAL 265.7 18.7 2.4 27.7 10.6 86.0 56.6 111.7 8.4 368.5 38 .1 43.6 416.8 18.2% 1.3% 0.1% 2.0% 0 .8% 5.9% 3.8% 7.7% 0.6% 25.2% 2.7% 3.1% 28.6% 1,454 .8 100 .0% SOURCE: Field Inventory - July, 1973 Aerial Photographs - 1971 -5- Percent of Total Land Area �'• -II TABLE 2 EXISTING LAND USE 1960 - 1973 Increase in Acres 1960-1973 Percent of Change 1960-1973 284.4 30.1 96.6 45.5 2.4 63.8 19.0% 8.7% 194.5% 189.3 176.7 -12.6 - 6.7% Net Developed or in Use 488.7 587.8 99.1 20.3% Road Right-of-Way Rail Right-of-Way Water Bodies Vacant 137.9 43.6 35.0 342.2 368.5 38.1 43.6 416.8 230.6 -5.5 8.6 74.6 167.2% -12.6% 24.6% 21.8% 1,047.4 1,454.8 407.4 38.9% Use Residential Commercial Industrial Public and Ouasi-Publ ic TOTAL 1960( 1 ) 1973(2 ) 238.9 27.7 32.8 ( 1lGeneral Land Use Plan for Milan Region (2) Field Survey, 1973 • • •II • • -6- �d [ TT ift~~t~~~~, SINGLE-FAMILY ~ MULTIPLE- FAMILY ~:ttm OFFICE - COMMERCIAL RESIDENTIAL RESIDENTIAL ~ PUBLIC am QUASI le SCHOOLS ~ LIGHT llllm HEAVY [===1 VACANT PUBLIC 8 PARKS .... INDUSTRIAL INDUSTRIAL LOTS (CROP LANO INCLUDED) SCALE EXISTING LAND USEI CITY OF MILAN MICHIGAN 1N FEET vi llcan · lemon a a11oc iate1 Inc . community plann l nQ conaultanh �'• • • • • • •II Present and projected population levels aid in providing a basis for determining such facility needs as schools, parks, playgrounds and libraries by indicating the general rate of gorwth a community is experiencing and is likely to experience in the future. POPULATION TRENDS Population trends for the Milan Region from 1940 to 1973 are depicted on TABLE 3. Since 1940, the City has increased numerically from 2,340 persons to 4,280 persons in 1973. This represents an 82 percent increase, whereas the region as a whole only increased 60 percent in the 33 year period . Compared to the townships in the region, Milan's growth has surpassed Milan and York Townships by significant amounts in the period between 1940 and 1973. However, the growth rate for Augusta and London Townships has surpassed that of the City within the same period II II -.. .., ii POPULATION TAB L E 3 POPULATION TRENDS IN THE MILAN REGION 1940 - 1973 Civil Division City of Milan Milan Township Augusta Township York Township London Township Milan Region Percent Change 1960 Percent Change 1970 Percent Change 1973 1940-1973 Percent Change 1940 1950 2,340 1,419 1,966 5,268 1,273 2,768 1,566 2,778 6,870 1,591 18.3 10.4 39.2 24.9 24.9 3,616 1,72 1 3,754 7 006 2,422 30.6 9.8 35.1 1.9 52 .2 3,997 1,890 4,378 6,217 2,522 10.5 9.8 16.6 -11.1 4.1 4,260 1,930 4,500 6,200 2,780 82.0 36.0 125.4 17.6 118.3 12,296 15,571 24.1 18,519 18.1 19,004 6.8 19,670 59.9 SOURCE: 1940-1970 data from U.S. Census of Population 1973 data from SEMCOG estimates POPULATION PROJECTIONS Population projections are made with the intent of providing a general guide for future facilities planning . It should be noted that although population forecasting techniques are helpful in determining future needs, they are also subject to a degree of error and uncertainty, especially in smaller size communities such as Milan. -7- �• Two sets of projections have been made for Milan for the years 1980 and 1990. The Southeast Michigan Council of Governments (SEMCOG) projections show that although Milan's 1970 population was 3,997 persons and has been steadily increasing since 1940, the population will decrease in 1980to2,929personsand then rise again in 1990 to 3,575 persons. These projections appear somewhat questionable based on Milan's past growth record . The second set of projections by the Monroe County Planning Commission are based on three separate assumptions : "Limited utility construction will take place within the area in the next few decades, and population growth will continue at its present rate ." Assumption A - Assumption B - "State Act 342, which allows townships and municipalities without bonding powers to indirectly use the bonding powers of the county, will be extensively used in the future. Assumption C - ." " . .. maximum probable projection of the Monroe County Regional Planning Area's population growth if a high rate of utility construction is witnessed ... " The following TABLE 4 indicates each respective projection and related assumption: TABLE 4 POPULATION PROJECTIONS 1980 - 1990 CITY OF MILAN PROPER, MICHIGAN Assumption A Assumption B 5,484 6,648 6,359 8,496 8,240 17,759 Assumption 1980 1990 C SOURCE: Comprehensive Development Plan for the Monroe County Region -8- �• " " Based upon the above three assumptions and the past population trends of the City, Assumption A, predicting a 37 percent increase over the 1970 population, appears the most realistic of the three However, based upon Milan's past population trends, this figure appears somewhat high TABLE 5 provides population comprising the Milan Region projections for the various civil divisions From 1973 to 1980 the Region is expected to increase 23 .3 percent, and 26 7 percent between 1980 and 1990 These projected increases compare favorably to the Region's historical growth as shown on TABLE 3. TABLE 5 POPULATION PROJECTIONS MILAN REGION 1973-1990 Civil Division City of Milan (3) Milan Township (3) Augusta Township (2) York Township (2) London Township (3) MILAN REG ION 1973(1) 1980 1990 4,260 1,930 4,500 6,200 2,780 5,480 2,000 5,900 8,000 2,870 6,640 2,190 8,100 10,800 3,000 19,670 24,250 30,730 (1) 1973 SEMCOG population estimates . (2) Washtenaw County Regional Planning Commission, July, 1973. (3) Monroe County Planning Commission, March, 1974 -9- �STRUCTURAL CONDITION OF HOUSING Housing is one of the most important assets of a community and oftentimes determines a community's overall desirability . The purpose of this analysis 1s to identify the condition of housing in the City of Milan In determining condition of structures, ind1v1dual homes and their basic components were observed including cond1t1on of roofs, walls, foundations, steps and porches, chimneys, doors, windows, general outside housekeeping, and other exterior features Ratings were made on a " half-block " basis. The following classifications were used in rating such "half-block" areas : Sound Substantial masonry or wood frame structures of adequate construction and size; probably not more than twenty-five years in age; no observable deficiencies; excellent maintenance of structures and yards 2 Sound - Scattered Deficiencies Substantial masonry or wood frame structures of adequate construction and size but older age; good maintenance of structures and yards; some structures show minor def1c1enc1es; age beginning to present problems of obsolescence and need for continuous maintenance; also some newer homes, but of less substantial construct ion and size, and therefore exhibiting more limited durability and life 3. Minor Deterioration Older, fairly substantial stru ctures; good to fair maintenance of structures and lot, most structures have some def1c1encies observable, a few structures have numerous def1cienc1es. Blocks may have mixed structure types and/or quality, but a majority beginning to ' 'show their age ' 4. Major Deterioration Less substantial structures of older age with fair to poor maintenance ; some of inadequate original construction Blocks may contain mixture of -10- �structural conditions with maJority in poorer state; most structures have minor to major deficiencies in structural components; 20 percent or more are substandard structures not appearing feasible to rehabilitate. The Structural Conditions Map, following, reveals graphically the results of the survey . Below is a summary of each area of classification : Sound - Primarily the northern areas of the City north of Michigan between York and Dexter, the area bounded by Michigan, Lee, Maruin, and Lafayette as well as other smaller areas throughout the City Sound - Scattered Deficiencies - Pr ima ril y the single-family subdivision located south of Main Street and east of Platt Road , the area on either side of Dexter Road between Phillips and Just south of Lafayette, the area east of the Ann Arbor Ra ilroad Tracks on the south side of Ma in Street about half way to Wabash Street , and various other small pockets th roug hout the City . Minor - Deterioration - The area backlotting First and Hurd Street properties on either side of Ideal from US 23 west to Marvin including the area south of Ann Street, as well as the area west of Tolan south of Michigan to Ash Street . Major - Deterioration - Primarily tne area from the northern side of First and Hurd Streets to and including the southern side of Main Street roughly from the Ann Arbor Railroad to the Wabash Railroad and the area north and south of the Ann Arbor Railroad/Wabash Railroad Junction -11 - �# TT [2l2filj SOUND E:::::::::::j SOUND-SCATTERED DEFICIENCIES ~ MINOR-DETERIORATION mm MAJOR-DETERIORATION .... STRUCTURAL CONDITIONS CITY OF MILAN MICHIGAN I SC.I.LE IN FEET l(PTt:• ■ l:JI , 19T) vilican • lemon a a11oeiote1 Inc. community planninQ con1u1tonh �RESIDENTIAL AREAS PLAN �RESIDENTIAL AREAS PLAN NEIGHBORHOOD UNIT CONCEPT The neighborhood unit might be considered as the basic residential planning unit. The Neighborhood Unit Concept has as its purpose the goal of providing a pattern of residential neighborhoods that is pleasant, safe and efficient . Ideally, the neighborhood unit should be a self-contained residential area . In addition to homes, 1t will contain basic service facilities that make it self-contained, including an elementary school, playground, neighborhood park, and local street system . The elementary school should be centrally located forming the nucleus around which the neighborhood is developed . Convenience shopping needs should be provided at the edges or corners of abutting neighborhood units, or in larger shopping centers to serve neighborhood needs. Neighborhood unit boundaries should coincide as much as possible with the service area of an elementary school The neighborhood population and area should thus be designed to produce an optimum sized school enrollment. This will normally mean a population of 3,000 to 5,000 and an area ranging from one-half to one square mile or more, depending on the dwelling unit densities proposed for any given neighborhood The boundaries of the neighborhood are normally created by such physical barriers as major traffic arteries, natural obstacles or other man-made obstacles. The street system serving the interior of the neighborhood will provide for only those vehicle movements having their origin and/or destination within the unit. Although traffic movements should "skirt" the boundaries of the neighborhood, land uses detrimental to the neighborhood are, in this way, eliminated from within the residential area . This concept is Illustrated on the following page . In the planning of residential areas, natural and man-made features that create geographic limitations are considered in the determination of density and unit boundaries Such physical features include topographic and soil conditions, water courses and water bodies, thorofares, railroads, and existing land uses. Density is, perhaps, the key factor in planning residential areas for it establishes the "planned" physical limit, or number of dwelling units to be developed in any given area . The number of dwelling units, in turn, establishes the population expectation of the area and generally fixes the numbers and types of community facilities needed to adequately serve the population 12- �THE CITY A COMPLEX OF PEOPLE, BUSINESS INDUSTRY, CIVIC AND CULTURAL CENTERS ALL INTERCONNECTED BY A CIRCULATION SYSTEM. THE CITY PROVIDES THE BASIC SERVICES IN ADDITION TO FACILITIES PROVIDED AT THE COMMUNITY AND NEIGHBORHOOD LEVELS . ONE OR MORE COMMUNITIES COMPRISE THE CITY. THE COMMUNITY HAS AS ITS SERVICE AREA THE HIGH SCHOOL DISTRICT OR THE COMMUNITY CENTER. THE COMMUNITY IS SERVED BY A MAJOR SHOPPING CENTER AND IS PROVIDED WITH ONE OR MORE COMMUNITY PARKS. NEIGHBORHOOD c_ THE NEIGHBORHOOD IS THE BASIC PLANNING UNIT. IT CONTAINS A POPULATION LARGE ENOUGH TO SUPPORT ONE ELE MENTARY SCHOOL AND NEIGHBORHOOD PARK. THE RESIDENTIAL STREET SYSTEM IS DESIGNED TO ELIMINATE THRU TRAFFIC WITHIN THE RESIDENTIAL AREA. THE ELEMENTARY SCHOOL AND PARK ARE LOCAT ED AT THE CENTER OF THE NEIGHBORHOOD WITHIN SAFE WALKING DISTANCE OF ALL SCHOOL CHILDREN. NEIGHBORHOOD UN!T CONCEPT I vilicon • lemon 6 assoc . inc. p'onning consultants �RESIDENTIAL DENSITIES Discussed below are the various densities utilized in the determination of the Residential Areas Plan for the City of Milan: Low Density: Such designated areas will permit development of 2-5 dwelling units per acre. This represents lots ranging from 21,780 square feet to 8,700 square feet. The low-density lim it of two units per acre is intended to distinguish between residential areas that are to be served with pub I ic v\ater and sewer facilities; and those intended to be served by private on-site facilities. From the economic standpoint of the area, a 21,780 square foot lot is the largest lot that should be sewered. As can be seen on the Residential Areas Plan Map, it is the City's policy that urban residential development occur in the northwest portion of the planning area with public water and sanitary sewer systems even if sewage pumping is necessary. Medium Density : Such areas would permit developments of 5-10 units per acre. This density provides flexibility in that single-family, multiple-family, cluster housing, or similar developments can be permitted. Such areas may also serve in two capacities : 1. As buffers or transition between lower-density residential and nonresidential uses such as commercial and industrial. 2. As "problem solvers" in low and/or wetlands areas, or odd-shaped parcels where conventional single-family plats do not conform. This density provides the flexibility needed to utilize land otherwise unsuitable for development. High Density: These areas wil I permit 10-15 units per acre. The only area designated as such is the existing Pines development on Platt and Main Streets. -13- �RESIDENTIAL UNIT PLAN In applying the Neighborhood Unit Concept to the Milan-Planning Area, it should be noted that previously discussed concepts are " ideal" and cannot reasonably be applied in all instances. Each community is unique with its own predominant features and cannot be readily applied to the concept. What is important, however, is that in a general way these concepts are recognized . To effectively relate the concepts to the Milan planning area, the City' s small geographic size and rural nature< the Saline River and Ford Lake with respective wet and low lands, the intersecting Ann Arbor and Wabash Railroads as well as many other natural and man-made features were considered in unit boundary delineations. The Residential Areas Plan Map depicts five planning units and three subunits. TABLE 6, entitled Development Capacities ·by Residential Units, provides · a unit by unit analysis of the expected development potential for the City of Milan at ultimate development. The analysis includes estimates of future population and elementary school enrollment and future school and park acreage needs. To arrive at the holding capacity figures shown, ex isting dwelling units and buiidable single-family lots, plus all existing medium-density units were counted within each residential unit. Vacant acreage, available for residential development, was converted to dwelling units according to the densities discussed above. To arrive at population and K-5 estimates, factors were applied to the- estimated dwelling units. The factors used to aid in determining population and K-5 pupils is a product of household size. A review of past trends·for the number of persons per dwelling unit 1s shown to have remained stable for Milan only declining 0 .1 from 3.1 persons per unit in 1960 to 3.0 in 1973. Therefo re, this ratio seems a reliable factor in which to estimate population In like manner, K-5 pupil estimates are a product of a pupil per household ratio determined by dividing the number of future dwelling units by the number of K-5 pupils residing in the City of Milan . An average of .43 pupils per household was derived . In applying this ratio to future pupil levels, .43 pupils per low-density units and one-half the potential medium-density units was utilized assuming these to be single-family . The remaining med1um-dens1ty and the total high-density units were applied to a factor of 20 pupils per household recognizing that higher-density or multiple-family units generate fewer elementary schodl children. -14- �L_ '' L_ '11··•~-~~,~';.• _·_·'=- ✓TT C:, RESIDENTIAL PLANNING AREA 3.1 134 24,075 TOTAL ULTIMATE K-5 PUPILS TOTAL ULTIMATE POPULATION l'tl'i?Hj LOW DENSITY RESIDENTIAL 2-5 DWELLING UNITS /ACRE (::::::::] MEDIUM DENSITY RESIDENTIAL 5-10 DWELLING UNITS /ACRE ~ HIGH DENSITY RESIDENTIAL 10 - 15 DWELLING UNITS/ACRE ~ EXISTING SCHOOL ~ ~ PROPOSED ELEMENTARY SCHOOL OPEN SPACE ~ PROPOSED PLANNING AREA RECREATION .&_ PROPOSED MIN I PARK ~ S CAL[ IN AUGUST, RESIDEN .T IAL AREAS PLANI C I TY OF M I LAN M I CHIGAN l' E[ T I I?~ vilicon · lemon a a11ociote1 Inc . community plannino con1ultont1 �--TABLE 6 DEVELOPMENT CAPACITIES BY RESIDENTIAL UNITS I 11 ( 1) Residential Units 2 3 4 5a 5b Existing Platted Lots 862 29 5c 33 1,125 (31 (41 Existing High-Density Units Buildable Residential Acres Low Medium Density Density 70 201 6a 6b TOTAL (21 (2) Existing Medium-Density Units 17 113 305.3 249.3 286.9 146.5 192.8 28.0 130 70 1,208.8 (51 3.0 34.1 89.1 17.9 11 .8 107.2 65.8 328.9 1,069 873 1,004 513 675 98 4,232 (71 (61 Dwellings From Potential Acres Medium Low Density Density 23 256 668 134 89 804 494 2,468 Total Potential Units Medium High Low Density Density Density 1,069 1,074 1,004 1,375 704 131 5,357 23 70 273 781 134 89 804 494 2,598 70 Total Potential Units (81 (9) ( 101 ( 11) Total Potential Population Total Potential K-5 Pupils SchoolPlayground Need School Playground Neighborhood Park Need 1,069 1,167 1,004 1,648 1,485 134 89 935 494 3,207 3,501 3,012 4,944 4,455 402 267 2,805 1,482 460 483 432 677 548 42 28 309 155 2.4 2.4 2.3 2.9 2.8 8,025 24,075 3,134 15.2 2.4 7.2 7.4 7,0 8 _9(11 8.4 2.5 2 .5 7.2 2 .5 53.6 3 .2 3 .5 3 .0 4 .9 4.5 2 .8 21.9 ( 1) Existing Paddock Elementary deficient in acreage. _. 97 COLUMN EXPLANATIONS: ( 1) Existing Platted Lots: The total number of platted single-family lots including those occupied and vacant . (2) Existing Medium-Density Units: This figure represents all multiple-family units to be retained within 5-10 units per acre. Units: Includes only 70 units of the Pines (8) Total Potential Population : The population that would result from the total dwellings in Column 7 utilizing a household ratio of 3.0 persons per household. (9) Total Potential K-5 Pupils: The K-5 population that would result from the low-density and one-half the medium density units times .43 pupils per household ; and remaining half of medium-density units plus high density units times 0.20 pupils. This assumes a higher ratio of pupils for lower density units characteristic of single-family and higher density for multiple-family un its. (3) Existing High -Density development. (4) Buildable Residential Acres: The gross unplatted land area available for residential development with in the unit boundaries per respective density . ( 5) Dwellings From Potential Acres : The number of low-density and medium-density that would result if all vacant acreage were developed utilizing an average of 3.5 units per acre for low-density and 7.5 units per acre for medium-density . (10) School-Playground Need : The K-5 elementary school need is determined as 5 acres plus 1 acre per 100 pupils. Of this, 75 percent is utilized for playground needs and 25 percent for building and parking. Units 5b, 5c, and 6b will be served by a school in an alternate subunit, but has been proposed to have a 2.5 acre minimum active park facility . (6) Total Potential Units: The total number of units for each density designation , both existing and potential . ( 11) Neighborhood Park Needs: Park need is based on a national standard of one acre per 1,000 persons . (7) Total Potential Units: Total of Column 6 representing the total number of potential dwellings at ultimate development. (8) T �From the table, it can be seen that at ultimate development, the City and its respective planning area is expected to have approximately 8,025 dwelling units housing 24,075 persons and generating 3,134 K-5 pupils ELEMENTARYSCHOOL~LAYGROUNDNEED Once the expected number of K-5 pupils are estimated, future elementary school needs can be determined The Milan School District has four elementaries with Paddock Elementary presently serving the Milan planning area With an estimated 3,130 K-5 pupils, it can be concluded that five additional elementary school playground facilities will be required at ultimate development. According to the Milan Area School District, school enrollment trends for all grade levels have remained relatively stable the past five years. Therefore, no additional elementaries are needed in the short-range, unless an extraordinary "building boom" in the area were to occur. However, the school needs as shown on the Residential Area table and map provide for fa cilities at a point of total development which at this time is unknown . The concept, on the following page, illustrates the elementary school -playground-ne1ghborhood park concept . Based upon ideal capacity standards of the Milan School District, pupil enrollments should range from between 500 and 600 pupils per school . Based on a standard of 5 acres plus 1 acre per 100 pupils, approximately 70 acres will be needed for elementary school-playground facilities As shown in TABLE 6, this acreage figure represents 75 percent for playgrounds and 25 percent for building and site needs. Of the total 70 acres needed, 7 5 acres for mini parks at 2.5 acres each have been proposed in subunits 5a, 5b, and 6a These parks are intended to serve the active play needs of the elementary school pupil within a safe walking distance of the home. This Is due to the school -playground 's prop osed location outside the subunit. NEIGHBORHOOD PARKS Recreation facilities at the neighborhood level are intended to serve recreation needs within a safe, convenient walking distance of the home ; therefore, they are ideally located adjacent to an elementary school -playground where economy in site development can be achieved Such areas should contain shaded, landscaped areas, and space for semIactIve games not requiring much space Neighborhood recreation should be provided at a standard of 1 acre per 1,000 persons -16- �... •• ••• • GAME FIELDS Passive Recreation Outdoor Educat ion Active Recreation Group Activities ~ • ••• • •• Pe ••• • PLAYGROUND Play Equipment 4 .. ••P•• Direct Relationship tor Supervision & Contra .... g .. •• f.JB: . ltJ .. ••- • • •;•r:lIIlillI!lllll~llI Elementary School~::::::::::::::::::::::::::: E._._._._._._._...._._._.~_ , ..........-.-.-.-, ,.......... NEIGHBORHOOD SCHOOL-PARK CONCEPT I v i li can • le man plann i ng a ass oc. inc . c onsult a nts �This converts to a need for approximately 22 acres for the total planning area. TABLE 6, shows the neighborhood recreation need per residential unit. In some communities where Planned Unit Development (PUD) and subdivision open space is practiced, many parks, playgrounds, or open space areas are developed by the developer of the project and then maintained by the homeowners association. This type of development, if encouraged, could relieve some of the City's burden of providing such recreational facilities . -17- �RECREATION �RECREAT ION Recreation facilities within the City are planned to accommodate neighborhood and community levels and to satisfy both the passive and active recreational needs of all age groups. NEIGHBORHOOD RECREATION The concept of neighborhood recreation ,s directly related to the basic Neighborhood Unit Concept. Within each unit, recreation facilities should compliment the elementary school. Typically, recreation within a neighborhood unit would include the following· Neighborhood Playground - This area is primarily intended to provide for the active play of the elementary school-aged person Generally, the neighborhood playground is considered as the exIstIng elementary school playground and thus, is usually centrally located w1th1n the neighborhood unit. It should include an open space for such things as softball, apparatus areas, paved areas and a shelter house although the school building can meet this latter need if it is on the same site The needs for those of preschool are are normally met in their own yards. In the more densely developed areas, such as apartment districts, the provision of on-site "tot lots" for this age group will often prove desirable A "tot lot" is a small, fenced area equipped with play apparatus for the age group involved and with benches for the mothers Neighborhood Park - This Is the neighborhood facility for older persons and, in concept, is intended to meet their "passive" recreational needs from within the immediate neighborhood unit This area should contain shaded, landscaped areas and space for sem1actIve games not requiring much space, horseshoes or shuffleboard, as examples A portion of such "passive use" areas could be developed in such a manner as to serve as nature study and outdoor educational areas during school periods, thus serving a dual purpose. As shown on the Residential Areas Plan Map and reflected in TABLE 6, six neighborhood parks are needed, totaling 22 0 acres, which have been proposed located adjacent to the proposed or existing elementary schools where applicable. Each elementary school should be developed with an adequate playground to serve the active play needs of the elementary pupils -18- �In subunits 5b, 5c, and 6b where schools are not proposed within the subunit, mini parks, a minimum of 2 5 acres, should be provided for the active play needs of the K-5 pupil . COMMUNITY RECREAT ION Children above the elementary school age, teenagers, and most adults require larger areas for recreation Whereas neighborhood recreation facilities should be located on interior residential streets, community recreational facilities should be located on through streets to allow for ease of accessibil 1ty. The following are the basic forms of community recreation : Community Playfield - These are primarily for the active recreation needs of those beyond the elementary age level, and are normally the facilities at junior high and high school sites. There should be space for organized sports such as baseball and football with facilities for spectators, landscaped areas, areas for such activities as tennis, indoor recreation and shelter houses. Community-Wide Park - This type facil 1ty 1s for both the active and passive use of the entire family, and hence, may include several activities not found elsewhere . Any area of special interest such as prominent stands of timber, bodies of water, or other outstanding natural features that possess great potential for recreation should be preserved in the City park system. Generally, a City attempts to provide one or more of the following within a facility of this level . Picnic Centers Outdoor Theatre Swimming Pool - Bathing Beach Golf Fac1l1ties Bicycle Routes Skating Rink Winter Sports Playfield Playground Apparatus Pavilion The following discussion provides a summary of the community park proposals of "The Master Plan for Parks and Recreation" for the City of Milan completed in 1972 by Ellis, Arndt and Truesdell, Inc Central Park - This proposal includes the development of three areas to be integrated as one park development. -19- �Ford Lake area consists of the area between Wabash Road and Ford Lake, and the island in the lake's center It 1s recommended the lake be made navigable with a boating facility available for rowboats, sailboats, pattleboats and canoes. Up River consists of the area lying between Platt Road and the Ann Arbor Railroad . The area is proposed to have p1cn1c, playground, boat launching, nature trails, and parking fac1l1t1es Wilson Park, located east of Wabash Road north of the Saline River, 1s suggested to provide a large paved area for multi-purpose games, storage and exhibition building, picnic area, playf1eld, music shell and archery range City Complex was to be improved as the C1v1c Center site. Down River, southeast of the Wabash Railroad, 1s proposed to provide sandlot softball, extensive nature area , h1k1ng and biking trails, area for day camp activities, arboretum and sensory garden, and possibly the provision of sledding or tobaggan1ng at tne sanitary landfill site if ever abandoned. MILAN MIDDLE AND SENIOR HIGH SCHOOLS The "Master Plan for Parks and Recreation ·' suggests that the sports areas at both schools be improved. Also proposed 1s the prov1s1on for two community parks, one at each school, to include p1cn1c area, st-,elrer, restrooms, and playground apparatus. 20 �COMMUNITY FACILITIES �COMMUNITY FACILITIES To properly .and effectively operate a community requires the prov1s1on of numerous services and facilities. Public facilities are those physical improvements required to provide public services to the neighborhood and community population. The following community facilities are considered : civic center, library, police station, fire station, department of public works, community and housing center, and utilities. The Community Facilities Plan Map illustrates the proposed location of each facility . CIVIC CENTER The civic center, as part of the Future Land Use Plan, is important in that this center should form the focal point of the City . The concept of the civic center implies a complex for civic and governmental activities. The key advantage of a civic center is the grouping of compatible public uses in a single, recognizable area. Such a facility may include governmental offices, police station, fire station, library, community buildings and recreational facilities. The advantage of this campus-like center is the economy realized through the development of jointly used facilities such as parking, drives, landscaping, lighting and the close proximity afforded interdependent offices. By planning a civic center as one coordinated site plan, an aesthetic focal point for the City can be accomplished that will reflect local pride and progress. The present Civic Center site, located south of the Saline River east of Wabash Road, contains City Hall, the library, department of public works, and two historical buildings. It is suggested that the City Hall and library remain at this location, but that increased floor area be provided for each use. A site plan for landscaping, parking areas, drives, and possibly integration of the two historical buildings would provide a guide for the site's future improvements. HOUSING AND COMMUNITY CENTER A housing and/or community center primarily for use by senior citizens is recommended on the approximate two acre site, owned by the City, located north of the Central Business District . The potential need for senior citizen housing in Milan has not been determined , but should be investigated prior to any definite decisions to locate such housing in this area . -21- �l_ '' L_ TT -- PUBLIC CD ® @ @ @ @ PROPOSED CITY HALL PROPOSED FIRE STATION - POLICE STATION PROPOSED DEPART M ENT OF PUBLIC WORKS SAN ITA RY LANDFILL WATER TO WER WATER WELL (J) SEWAGE PLANT @ PROPOSED CO MM UN ITY 8 HOUSING CENTER .... SCALE IN AUGUST , COMMUNITY FACILITIES CITY OF PLAN MILAN MICHIGAN I f'EET 197$ villc a n · l e mon a 01 1oci a tes in c . co mmun i ty p lonnin Q con1u lt ont1 �LIBRARY The Milan Public Library currently operates within the City Hall The number of volumes is adequate to meet the present needs of Milan residents, however, the library is deficient in floor area It 1s recommended a full library facility be accommodated at the present City Hall site either in a new building or expanded in its present building . Based upon an ultimate population holding capacity of 24,075 persons and a standard of O 55 square feet of library floor area per person, ultimately, the Milan library should be 13,240 square feet in floor area . POLICE An essential element of community service 1s that of police protection. To function effectively, the police station should be central to the population it is intended to serve. This provides for greater efficiency in normal patrol activities as well as dispatching standby vehicles. The City-owned site south of Main Street and west of the Wabash Railroad is the designated site for the development of combined fire and police station facil1t1es However, the purchase of additional acreage in this area is questionable Therefore, 1f add1t1onal acreage cannot be acquired, it is recommended the police station be located at the Civic Center site DEPARTMENT OF PUBLIC WORKS The Department of Public Works (DPW) 1s charged with the respons1bil1ty of servicing and maintaining the public street and park system as well as the collection of refuse. At the present time, the DPW fac1l1ty is located at the City Hall site. Due to the trucking, repair, and storage operations associated with DPW functions, it resembles most closely an industrial activity . Further, the non-office portion of t he DPW does not normally generate v1s1ts by the general public and, thus does not require proximity to adm inistrative facilities or a central location Based on these characteristics, it 1s felt DPW facilities are best located in an industrial district where its operation would be compatible and similar to adjacent land uses. The school district vehicle yard, located south of the Milan Middle School on Redman Road and the City boundary, has adequate acreage to accommodate a City DPW facility . This location 1s logical due to the nature of the school's -22 �existing yard, and the industrial zoning south of the site Should this land become available, the City should acquire acreage for a DPW site Alternate locations within the City should be chosen from industrially zoned or planned districts. FIRE STATIONS The Milan Fire Department provides protection on a volunteer basis to not only the City, but all of Milan Township and parts of York and London Townships. The service area is essentially the Milan School District which comprises approximately 55 square miles in land area. The Insurance Service Office of Michigan, an organization sponsored by the State's fire insurance companies, sets forth standards for evaluating fire protection service. These standards are then reflected in the fire insurance rates as determined by the Public Protection Department . The Milan Fire Department is rated seven on a one to ten scale, one being the ultimate in fire protection . A number of factors are involved in the ratings su ch as travel time to a fire, the number of residential and nonresidential structures In the community, and the availability and adequacy of water supply, fire fighting equipment, and fire fighting personnel At the present time, Milan has the highest rating it can achieve without a full-time department One of the most important factors in rating a community is travel time for fire equipment in relation to the type of development serviced The Insurance Service Office recommends a one and one-half mile maximum running distance for residential development which is an ideal standard affording the City's residents the greatest fire protection . A one mile running distance is standard for high value areas such as commercial and industrial districts. The Milan Fire Department is located on the triangular parcel of land formed by the County-Main Street intersection . Ideally, one station, centrally located, could adequately serve the City's fire protection needs However the intersecting Wabash and Ann Arbor Railroads create a transportation problem for the existing station . Therefore, a two station approach, one in the west and one in the east, would alleviate the potential rail blockage and provide guaranteed fire protection 100 percent of the time . However, the possibility exists that the Ann Arbor Railroad may be abandoned In which case, one station could adequately serve the City. Therefore, location of a fire station south of Main Street, in coordination with the police station, would provide good fire protection coverage. -23 �If the Ann Arbor Railroad 1s not abanaoned, review of fire station locations should be made MIDDLE AND SENIOR HIGH SCHOOL S At the present time, one senior high and one middle school serve the City of Milan and its planning area as well as the entire Mila n School District. Utilizing 1970 Census data for middle and senior high students, per dwelling unit ratios were 0.204 middle school pupils per dwelling and 0 156 senior high school pupils per dwelling These ratios as of 1970 are based upon primarily low-density single-family residences character1st1c of higher student per household ratios than medium or higher density multiple-family Therefore, due to the incidence of medium densities in Milan, an adJustment of one-half in the student per dwelling unit ratio has been made Secondary school enrollments resulted in the following : Middle School Ultimate Dwe il1ngs 6 555(a) XO 204 = ' 1,369 (b) x 0 102 = 1,358 140 1,498 pupils Senior High Ultimate Dwellings 6,656 X O 156 = 1,369 XO 078 = 1,038 107 1,145 pupils (a) Represents all low-density dwellings and one-half the medium-density dwellings as shown in TABLE 6 at ultimate development (b) Represents one-half the medium density and all h1gh-dens1ty dwellings as shown in TABLE 6 at ultimate development The capacity of the existing high school 1s 850 pupils, therefore, additional capacity will be needed at ultimate development to accommodate sutdents within the City and its planning area Either expansion of the existing facility or a new development site would be appropriate A high school with pupil capacity of -24- �1,500 to 2,000 on approximately 45 to 50 acres would be adequate to serve not only the planning area population, but other areas within the school district as well . Present capacity of the middle school is approximately 1,000 pupils, however, this facility can be expanded on its present site in order to serve the larger enrollment expected at ultimate development. UTILITIES Existing and future land use is greatly influenced by the extent of public facilities that serve land uses. The availability of water and sewer facilities contributes to a more diversified and dynamic community structure. The future service areas for water and sewer facilities will be determined by the anticipated distribution and density of population. In order to effect the greatest economics, new land development should be encouraged in areas having existing service or in areas adjacent to serviced areas. Dispersed development can only be serviced at a high overall cost to the community. Generally, urbanizing development should progress gradually in areas where utility services, streets, schools, etc. can be provided at the least total cbst to the community. It is not the intent of this section to discuss in detail water and sewer facilities due to its engineering nature. However, statements are made concerning the future use and capacity levels of each. Water Supply Water service to the City is provided by the Milan Water Department. The City obtains water from four pumping wells, three in the Wilson Park vicinity and one near Allen, and Wabash Roads. A city-owned water tower exists in Wilson Park with plans to construct a second tower in the vicinity of Main and Piatt Streets. In total, the Milan water system has a capacity of 3 million gallons per day which can provide water for about 12,000 persons. This figure is derived by dividing the capacity figure by a factor of 2.5 to estimate the average capacity flow. This average is then divided by 100 gallon per person usage per day. This figure accounts for normal water consumption for industry and commerce and does not consider extraordinary uses. -25- �According to engineering reports, the City has an abundance of ground water adequate to serve the City for many years in the future . Sanitary Sewer Almost 100 percent of the City is served by sanitary sewers. The ex1st1ng wastewater treatment plant is located south of the Wabash Railroad and east of the Saline River. The plant, which is capable of processing a flow of .45 million gallons per day, is operating and treating .65 million gallons flow per day . The plant is able to accommodate this overage due to: (1) over capacity being available (2) (3) plant having above average trickling filter plant having good pollutant removal process A technical study entitled, "Report on Wastewater Treatment Plant Additions," September, 1969, by McNamee, Porter and Seeley proposes the expansion of the Milan Sewage Treatment Plant to accommodate 12,000 persons by 1990. Although a figure of 12,000 persons is utilized, this includes sewage needs by the Federal Corrections Institution, commercial and industrial land uses. Ultimate population holding capacity was calculated to be approximately 24,075 persons. This means that by 1990, sewer service could be available to one-half of the expected ultimate population and that service should be available to areas outside the present City limits if expansion were undertaken . However, due to the City's low grant application status for federal monies, it appears plant expansion will not be achieved for some time thereby limiting growth to the City limits. It is difficult to estimate when funds will become available for such a project . SANITARY LANDFILL The City's sanitary landfill is located south of the Wabash Railroad and Saline River intersection . The landfill is operated by the City and utilized by the DPW for refuse disposal . However, it is the City's policy that the regional landfill facility be utilized whenever possible and eventually when the City is assured of long-term usage of the regional landfill, the City's be permanently covered. -26- �ECONOMIC BASE �COMMERCIAL AREAS MARKET ANALYSIS The Commercial Market Analysis is undertaken in order to provide the community with realistic guidelines which relate to the magnitude and physical placement of commercial areas as part of the overall land use plan . The types of businesses analyzed include all establishments that sell retail merchandise such as those in TABLE 7, but does not include such establishments as wholesaling, theaters, hotels and motels, and services that are oriented to primarily serve the needs of other businesses. TABLE 7 CLASSIFICATION OF COMMERCIAL USES Catetory Representative Uses Comparison Department stores, clothing stores, furniture stores, specialty stores such as jewelers and sporting goods. Convenience Food stores, drug stores, eating and drinking places, miscellaneous retailers such as tobacco shops and newsstands and personal service establishments which include barber and beauty shops, dry cleaners, and similar uses. General Commercial Auto dealers, gas stations, hardware and building supply stores. The primary step in the Market Analysis is the delineation of a retail trade area as shown on the following page . A 2-4 mile radius was used commensurate of commercial centers with 100,000-150,000 square feet of commercial floor area such as the City of Milan . The method by which commercial potential is determined is shown in TABLE 8. The estimated number of households within the trade area for 1974, 1980, and 1990 is multiplied by the sales per household as obtained from the U.S. Bureau of -27 - �----- MILAN PLANNING AREA TRADE AREA BOUNDARY RETAIL TRADE A R EA MILAN MI CH I GAN 0 SCALE MAY, I IN MILES 1974 ,il,can · lemon a osaocioln inc . community planning con1ultant1 �Labor Statistics: Consumer Expenditure Data . The resulting figure is the total retail spending potential for the trade area. To convert this figure to square footage needs, the typical sales per square foot, from the Urban Land Institute is divided into the retail spending potential of the trade area yielding commercial square footage needs for 1974, 1980, and 1990. TABLE 8 ESTIMATED COMMERCIAL SQUARE FOOTAGE NEEDS 1974, 1980, AND 1990 Commercial Use Sales/ Household Retail Spending Potential Annual Sales/ Square Foot Commercial Needs 1974 1980 1990 ComparisoR General Merchandise Apparel Furniture & Appliancei; Other Total 1,340 410 350 280 2,380 3,316,500 1,014,750 866,250 693,000 5,890,500 70 85 65 85 47,400 11,900 13,300 8,200 80,800 55,600 14,000 15,600 9,600 94,800 79,200 19,900 22,300 13,600 135,000 Convenience Food Drug Eating & Drinking Other Total 1,680 300 460 280 2,720 4 ,158,000 742,500 1,138,500 693,000 6,732,000 125 85 70 70 33,300 8,700 16,300 9,900 68,200 39,000 10,300 19,100 11 ,600 80,000 55,600 14,600 27,200 16,500 113,900 General Auto Dealers Gas Stations Hardware, Building Supply Total 1,490 500 270 2,260 3,687,750 1,237,500 668,250 5,593,500 55 75 55 67,100 16,500 12,200 95,700 78,700 19,400 14,300 112,300 112,000 27,600 20,300 159,900 TOTAL RETAIL 7,360 18,216,000 244,700 287,200 408,800 COMMERCIAL AREAS From the standpoint of land use planning, there are two basic forms of commercial development : Shopping Center Commercial Consists of comparison and convenience outlets and personal service activities primarily oriented towards the pedestrian shopper. Included in th is category -28 - �would be the "planned" shopping center -- designed as a single site, and the "unplanned" shopping center such as a municipality's central business district . Shopping centers may be categorized under two general headings: Comparison Centers and Convenience Centers. Classification of Centers The convenience center serves to provide for the day-to-day shopping needs of local citizens (e.g., groceries, meats, drugs, services) and is usually dominated by a supermarket. The comparison center contains a cross section of retail and service uses, offering those items purchased less frequently (e.g., apparel , household furnishing, appliances) . The comparison center thus affords the customer an opportunity to "shop around ." Noncenter Commercial In addition to shopping center uses, there are numerous other businesses that are considered to be noncenter commercial in character. Included in this grou p are various automotive sales outlets, drive-in establishments, boat and trailer sales, open air sales uses and the like. Existing Commercial Land Use Commercial land uses are found scattered throughout the City within five major concentrations : The Central Business District located at Wabash and Main streets, is the largest of the commercial concentrations containing approximately 13.5 acres and occupied by a varied mix of land uses. The second largest concentration is that of a modern convenience type shopping center housing a chain grocery store, laundromat, hardware, and drugstore. This center, located at Platt and Main Streets, comprises 5.3 acres. This center is the Central Business District's main competitor . It provides well placed and adequate off-street parking, landscaping, and the placing of stores within a cohesive unit. Within the Dex ter - County Road intersection is a general convenience type of noncenter commercial area . This area contains gas stations, a car dealer, -29- �laundromat, and a small grocery store . The uses in this area are for the most part scattered and do not form a close cohesive shopping area . The fourth concentration located north of Phillips and Dexter Road intersections is primarily in general commercial uses in a strip commercial configuration . Included are gas stations, car dealer, equipment sales, plumbing outlet, motel, grocery store and restaurant. In the southern portion of the City at Redman and Wabash Roads, is a commercial area offering general commercial uses such as hardware store, lumber yard, etc. In total, approximately 30 .0 acres are ex1st1ng in commercial land uses. The following breakdown is given for each commercial use type: TABLE 9 EXISTING COMMERCIAL ACREAGE CITY OF MI LAN , MICHIGAN Acres Percent Convenience Comparison General Office 7.5 1.0 19.7 1.6 25.2 3.4 66 .1 5.3 TOTAL 29.8 100.0 SOURCE : Vilican-Leman & Associates, Inc. Field Survey, May, 1974 Commercial Areas Plan Prior to formulating a Commercial Areas Plan , an estimate of the future commercial acreage needs should be derived. TABLE 10, converts the square footages estimated in TABLE 8, to acreage needs. Comparing TABLES 9 and 10, it can be seen that existing commerc ial development almost equals the current 1974 need . The projected acreage needs fo r 1980 are 35.3 acres and 50.3 acres for 1990. The Commercial and I ndustr1al Areas Plan Map depicts areas where -30- �,, TT - CENTRAL BUSINESS DI STRICT 1111 GENER A L CO M MERCIAL ~ CONVENIENCE COMMERCIAL ~:::::::::::::::) EXPRESS WA Y SE RVICE 11111 INDUSTR I AL ~ OPEN SPACE BUFFER ~ ~ COMM ER C I AL 8 I N DUST R I AL ARE AS PL A N CITY OF MIL AN M IC HIGA N I SC:Alf IM , t[T •uoun . ,.u villc a n . l emon a auo cl a t u Inc . co mmu nit y pl a nnin g con1u lt a nt1 �commercial development should be guided and located at ultimate development. It should be noted that areas shown on the map are not intended to depict acreage proposals and need, nor infer any time reference. There are four types of commercial uses proposed: Convenience Comparison General Freeway Service TABLE 10 COMMERCIAL SQUARE FOOT AND ACREAGE NEEDS 1974 -1990 CITY OF MILAN, MICHIGAN 1974 1980 Sq.Ft. Acres 1990 Sq.Ft. Acres Commercial Use Sq.Ft. Acres Comparison ( 1) Convenience (2) General (3) 80,800 68,200 95,700 1.9 6.3 22.0 94,800 80,000 112,300 2.2 7.3 25.8 135,000 113,900 159,900 3.1 10.5 36.7 244,700 30.2 287,200 35.3 408,800 50.3 TOTAL (1) To convert the estimated square footage needs for comparison commercial uses a ratio of 1· 1 (one square foot of land per one square foot of building area) was utilized. It was, therefore, assumed that all comparison commercial uses will be located within the CBD where landscaping and parking are not provided individually by each tenant. (2) For convenience commercial use, a ratio of 4: 1 (4 square feet of total land area for every square foot of building area) was utilized. This rato is consistent with the Foodtown Center on Platt and Main Street and is considered sufficient to provide adequate space for both parking and landscaping on convenience commercial sites. (3) For general commercial uses, a ratio of 10:1 (10 square feet of total land area for every square foot of building area) was utilized. This ratio is typical of many general commercial uses such as gas stations, lumber yards, auto dealers, where the building is significantly smaller than the uses respective lot area. -31 - �Four convenience commercial areas are proposed at ultimate development : Existing center at Platt and Main Street Intersection of Platt and Redman Roads Intersection of Oakville-Milan and Sanford Roads Intersection of Platt and Arkona Roads The three additional centers are proposed to serve the day-to-day shopping needs of the residents residing in the surrounding neighborhoods with such possible facilities as a small grocery-party store, bakery, drugstore, cleaners, etc. Comparison commercial is proposed only within the Central Business District -where major shopping facilities are usually located when possible. Increased comparison commercial within the CBD, offering increased merchandise selection would aid in retaining additional tax dollars within the City. General commercial is proposed at Dexter north of Phillips where this type use currently exists. The area directly east in the island between Dexter and U.S. 23 freeway is also proposed for general commercial uses. The triangular parcel bordered by Dexter and County Streets and the Ann Arbor Railroad is proposed to remain as general commercial . The fourth proposed commercial use is freeway service commercial which would be located on land parcels adjacent to U.S. 23 and would serve the transient or passerby motorists. Since this type of commercial development would not serve the Milan Trade Area population, it was not considered in the market analysis. Two primary areas are suggested . land at the northern freeway ramp outside the City limits and a parcel currently zoned commercial at the Main Street ramp located within the City limits. This type of commercial use would contain such uses as hotels, motels, restaurants and gas stations, i.e., those uses that provide service to the freeway users. CENTRAL BUSINESS DISTRICT Due to the importance of the Central Business District in terms of community tax base and community image, the following section is devoted to the identification of principal problems in the CBD , and their potential remedy. -32- �Inventory Four major areas of concern are identified as follows: ( 1) Land Use: Existing land uses range from single-family to industry lacking the relatedness of many modern shopping centers. (2) Vehicular Park ing : Parking layout design of off-street City lots are marginal. On-street metered parking, for the most part located on Main Street, the City's main arterial, tends to create traffic bottlenecks as wel I as safety hazards for pedestrians. (3) Circulation : The following identifies the areas that tend to disrupt efficient vehicular movement in Milan's CBD: (1) the three-way "jogged" intersection at Tolan, Main, and Wabash Roads, (2) the obtuse intersection where Main and County Streets merge, and (3) lack of service area in the rear of buildings. (4) T he -fo llowing impairments within the CBD: Visual Environment: is intended to identify visual (1) many buildings are in need m rehabilitation (2) many signs project from buildings over the sidewalk creating a cluttered street appearance many sidewalks are in disrepai · (3) (4) pedestrian crossings are poorly designed (5) the CBD lacks attractive street furniture such as trash receptacles, benches, lighting, and landscape treatments (6) there is an overall unmaintained appearance in alleys and rear buildings Improvement Plan The purpose of the proposals for improvements that follow are to set forth a realistic and feasible plan that can be effectuated by the City, merchants, and residents. Each of the four areas discussed in the inventory section are provided below with im provement proposals. -33- �Land Use: The major obJect1ve, in terms of land use, should be to establish a cohesive unit of commercial and office uses that can be well defined in a CBD. In terms of land uses, the area proposed as the CBD should permit primarily comparison, convenience and office uses on first floor levels. Discriminate review should be given to general commercial uses permitting only such uses as theatres and bowling alleys . Second floor areas could be used primarily for apartments and offices. Thus, commercial and office uses should not be permitted to emanate outside the periphery of a defined CBD boundary in order to ensure stable retail development. But at the same time, commercial and office uses should be given almost exclusive locational rights within the CBD with discriminate review of noncommercial uses. Vehicular Parking: The most important concern to vehicular parking is that it be provided off-street only; and that no on -street parking be permitted within t he CBD . This, in turn, requires that off-street parking be located at an accessible, convenient distance from businesses for the shopper, as depicted on t he Generalized CBD Plan . At the same time, the provision of adequate off-street parking would relieve the need to park directly to the rear of buildings allowing these rear areas to be used exclusively for loading and unloading areas. In areas where no rear loading area currently exists, part of the proposed parking areas can be reserved for these uses. With the elimination of on-street parking, the usable road width of Main Street, would be increased by approximately 18 feet improving both vehicular and pedestrian movements, and also enhancing the visual appearance of Main Street. Based upon the estimated usable retail floor area within the CBD, there will be a need for 640 parking spaces. TABLE 11 below, depicts the basis for determining parking need -34- �TABLE11 CENTRAL BUSINESS DISTRICT PARKING NEED 1. 2. 3. 4. 5. 6. 7. (1) (2) (3) (4) (5) (6) (7) Square Feet - 1st Floor Square Feet - 2nd Floor Square Feet - Total - Gross Percent Floor Area Usable Total Usable Floor Area - Net Square Foot Standard per Parking Space Parking Spaces Needed 294,725 49,025 343,750 .65 223,438 -=- 350 640 T otal square footage of all first floor buildings in CBD. Represents one-half of total square footage on second floor areas for office uses. Remaining one-half assumed to be utilized for multiple-family dwellings and therefore is not calculated as needed CBD parking. Total of (1) and (2). Sixty-five percent utilized as the percent of usable floor area. In more modern buildings, usually 80 percent is utilized . Usable floor area is defined as that area used for the sale of merchandise or services or for use to serve patrons, clients, or customers. Such floor area as hallways, storage, or utility or sanitary facilities are excluded. Result of multiplying (3) times (4) . Standard for computing parking is 350 square feet per parking space This figure includes area not only for the parking stall, but drives, maneuvering lanes, landscaping, and curb areas. Result of dividing (6) by (7), thus representing the total parking area and office uses shown on the Generalized CBD Plan . Converting t he areas shown on the Plan for parking spaces approximately 670 spaces can be generated, 30 spaces above the need A s shown on the Generalized CBD Plan, buffer or transition strips are proposed between proposed parking areas and residential land uses. They are suggested in order to protect residences from potential noise and light that may occur . These str ips could be provided by means of heavy planted strips, walls, berms, or combinations of each, depending upon the land use situation and relationship. T hese, buffers and transitions are also proposed between commercial land uses. -35- residential and �'------~L SPINK [ ANN LAFAYETTE SECOND .......... . ......................... . ... .... ......... ..... ::::::::::::::::::::::::: ·.·.·.·.·.·.·.·.·.·.·.·.· ·.·.·.·,·.·.·.·.•.•,•,·.· ::::::::::::::::::::::::: :,:,:-:-:-:,:-:,:,:.· COUNTY ~ CO MMER CIAL C:=J PARKING Wt;£~ OPEN SPACE f:t)~:):. J SINGLE-FA M ILY RESIDENTIAL ~ MULTIPLE ·F AMIL'I' RESIO[NTIAL ~ PUBLIC &m QUASI · PUBLIC 5C:A PROPOSED CIRCULATION ( ,,. NOY[lll.[lt GENERALIZED CENTRAL BUSINESS DISTRICT PLANI vll1con CITY OF MILAN MICHIGAN f[[T , 1 174 lemon a assoc,otes inc community plann1ng consulton1s �Circulation : The proposed circulation plan for the Milan CBD consists of the following : 1. The elimination of on-street parking on Main, Ferman, Tolan, and Wabash Roads in order to increase the width of moving traffic lanes. 2. The closing of Tolan Street in order to eliminate the "jog" intersection of Tolan - Main - Wabash; and the development of Tolan Pedestrian Mall in order to increase pedestrian movements and accesses A plan for the design of a pedestrian mall is shown on the following page . 3. The extension of Marvin Street through to Main Street to aid in channeling Main - County Road traffic in a more defined manner. Thus, from the Marvin Street extension west on County, a two-lane one-way route is proposed as the access point to Main Street In turn, traffic on Main Street desiring to travel east on County Street would use the Marvin Road extension to gain access to County Street from Main Street. The resulting triangle is desirable for landscaping as shown in the design treatment that follows. 4. The location of a cul-de-sac directly north of the Gay - Main Street intersection would alleviate confl1ct1ng turning movements. Gay would then become a service drive for the proposed commercial and multiple-family uses abutting the streets shown on the Generalized CBD Plan. 5. The realignment of First and Th ird Streets to insure smooth transition between the two streets when Tolan 1s developed as a pedestrian mall. Visual Environment: A large part of improving the downtown's appearance can be a reiult of initiating the above proposals such as: removing on-street parking and providing adequate off-street parking developing the Tolan Pedestrian Mall and alleviating the "jogged" intersection extending Marvin Street and landscaping the resulting triangular island . These proposals will create an improved appearance as will the restoration and rehabilitation of existing buildings both fr ont and rear, repaired sidewalks, and provision of street furniture . -36- �\~\ \ \ ~ \\ I TOLAN STREET SECTION SCALE 1'=10 I □ I □ I ' u TOLAN PEDESTRIAN MALL COMMERCIAL Jru)]J1£fj (CoJ:IDoIDJo"' 9 VILIO\N ·LEMAN & ASSOCIATES, INC EXPANSION PARKING I --~,,, . ..... 1 I~ - - ~ 1 1:r1 11 If ,J,,. .. ) 1... ..J ·. r ♦ PEDESTRIAN ACCESS . l MAIN - ✓ ~ SERVICE DRIVE ~ z ~ ~ a: w u.. �0 [§ §§ 0 z g 0 0 - V, zw ~ X w ~ w w ~ ·~ ,._ -~ w -' ..: (.J CJ) ~ ~ V, ~ ~ d z H > ~ -<( ~ 0 b Vl LJ..J ~ s V) <( eel z<( ~ UJ -,J z 0 ::J ~m 5 �Im! FACADE STUDY OOIIIL&~ CCoIIDoIIDo S VILICAN LEMAN & ASSOCIATES, 11\.C. �INDUSTRIAL AREAS PLAN �INDUSTRIAL AREAS The provision of adequate industrial acreage for industrial development is important for future employment opportunities within the City and for providing a strong tax base to help support community services. Milan's geographic location, in terms of transportation facilities. is excellent. The U.S. 23 Freeway crosses the eastern portion of the City providing good freeway access en route to Toledo, Ann Arbor, and Flint, as well as alternate freeway systems such as 1-94 and 1-96 Two active railroads, the Ann Arbor and the Wabash, traverse and intersect in the City's geographic center. At the present time, there 1s an abundance of vacant industrially zoned land located primarily in the east and southwest portions of the City Of the 291 acres zoned for industry, only 97 acres are developed Although 97 acres seems minute in terms of total City development, industrial development has increased 220 percent from 31 acres in 1960 to 97 acres in 1973. This increase has been due primarily to the plant locations of Fruehauf, Owens-Illinois, and Inland-Scholz. The Future Land Use Plan proposes inaustr1al development to continue in the east and southwestern portions of the City as shown on the Commercial and Industrial Areas Plan Map In total, approximately 500 acres of land is being reserved for industry The plan, for the most part, recommends industrial development within the areas of the City presently zoned industry with some modi f i cati ans No distinction is made between light and heavy industry Light industrial areas would serve the limited needs of a particular 1ndustr1al land use type which, by their limiting nature, can serve as an effective land use transition between the less restrictive industrial land uses ana the proposed res1dent1al areas beyond . Heavy industrial areas represent areas in which the least restrictive industrial land use types may locate. However, much special consideration has been given to areas where proposed industry abuts noninaustrial land uses The following comments pertain to policies the City has endorsed concerning such land use relationships: That although land in the eastern portion of the planning area is prime industrial acreage, it is recognized that it is the City's responsibility to protect the existing single-fam ily residences at Sanford and Plank Roads -37- �from industrial land use intrusion Therefore, precautions should be taken so as to carefully buffer the two incompatible uses. This may be accomplished by means of earth berms or natural open space areas as shown conceptually on the Commercial and Industrial Areas Plan Map . A later section wil I discuss, in greater detail, industrial development concepts that may serve as guidelines. The proposed industrial areas in the southwest portion of the City, although proposed abutting medium -density residential rather than single-family, should be given careful site plan review when developed so as to minimize adverse affects that may occur through poor site planning. Following is a discussion of various industrial development concepts related to the above proposals. Industrial areas shou Id be protected from intrusion by non industrial land uses. Businesses and residences should be excluded from industrial districts, inasmuch as such uses can easily jeopardize the attractiveness and appeal of an industrial district. In other words, industry should receive exclusive zoning, as do residential and commercial zones. In addition to the basic goal of achieving exclusive industrial districts, there are design concepts for an industrial district itself. These are illustrated on the accompanying sketches. Not all of these design principles will be adaptable to small districts containing only one or two plants, but the high points may be outlined as follows: Buffering or insulation between industry and residences can be achieved by: Greenbelts, earth berms, and/or obscuring walls developed along the property line. Major thorofares, with res1dent1al or industrial lots backing up to the thorofare. Buffer zones of transitional uses (1 e., parks, office uses, multiple housing districts, off-street parking areas, etc. ). To keep congestion to a minimum, industrial districts should be adjacent to major surface arteries, or to special routes giving ready access to the area-wide highway network .33. �DEVELOPMENT RESIDENTIAL - REAR OF FREEWAY ON L OTS FREEWAY .•.-:-:-:-:.·•· CARS~ TRUCKS~ n : ;~~:~~:i~~ •:• i~ i :~:;: '.: '.: 1 !l!i \ ~i~!~i~:11:~!~!i i\i ! I .. ~Ii i ~ i !;!i: I~ i iii i: l;l: i! ;~ n; ~; ~; □ -~ ~ i ~~HU~ Iu~ ~ ~ !~; nji I! i ~ :~ . ~ ~ ~ ~ ~ i ~ ~ ~ i ~ ~ i ~ ~ !~ ~ ~ ~ i ~ ! !~ ~ ~; :~ II II CARS__. w Q: ~ 0 Q: 0 ,._:r I}~~~~I~~ ~ 1 1 1 Illi ilil l!l!i l i!l!I il i l i!! !!i~llllllllllil !!11[1! ! 1!1l!!l!l il l l !I! ~ Q: .,0 :Ii \///\//? c( 2 MAJOR RESIDENTIAL I NDUSTRIAL DISTRICT THOROFARE DEVELOPMENT CONCEPT I vil i con • lemon planning a assoc . i nc . consultants �I I :; ~; j ..l <I ! ~ 7: - i i i ;l ~ ~ ~~ ~6 j ~ ; I- ~ i t dl ~ ~~ ~~ ~ t~ !i '>J i6 ~i 11 -- I ~ ?; .lii! ~D ~ I ~ 1 i u I ~a g I- ~'~~ 8 ~ ~l --- ! - .... J ~~ ~D ~~ J'i 1i -~ ~ z Ill rl -~ i i D C) I\{) ~ z· ~; �~ i 3, I I),:' i 'G -z I I I ~ i y~ ~ UJ ;~f l ~ ~ ! lz i! I I 1-i If' D K i ~~ ~ i I ~ i~ ~~ ~11~ _\ ~ z() i <1 i ! -- - I ~ Im I I L -- ~:::) i II ~:z if\ II\ ~ <1 Ii ~ ~fl _j ~ !~ l= IJ) I ' ~ ~> ~ �In addition to manufacturing plants, an industrial district should have adequate space for : Employee parking Truck loading, storage and warehousing Future expansion Landscaping The facilities should be arranged in the most efficient manner possible . In a large district, a sound design approach is to have alternate streets for cars and trucks as indicated in the concept sketch. The former wou Id be fronted by parking facilities, the latter by loading docks. In locating and planning industrial developments, care should be taken to insure that the space is adequate and usable. For instance, if a parallel rail line and major thorofare are too close together, the space between can lose appreciable value. Also, it might be difficult to serve facilities across the highway with rail spurs without creating points of congestion -39- �THOROFAREPLAN �THOROFARES An overall network of thorofares, analyzed in accordance with land use patterns, is an important element in the Future Land Use Plan. A basic objective of 2n efficient thorofare plan is the maximum separation of local and through traffic movements. Local streets should be designed so as to avert through traffic and to serve only the traffic of local residents. However, through traffic should be provided means of movement by secondary and major thorofares that surround the residential areas. Three basic street types of importance to the Future Land Use Plan are: Local Streets: Local neighborhood streets, industrial service drives, and the like, are for local traffic only and provide direct access to abutting property. They are indirect in alignment in order to discourage through or fast moving traffic. Public right-of-way widths are normally 60 feet. Secondary or Collector Thorofares : Through streets which collect vehicles from local streets and distribute them to either local destinations, or higher type arteries. Right-of-way widths are normally 86 feet. Major Thorofares: Along with freeways, major thorofares serve as the principal network for traffic flow. Major thorofares connect areas of principal traffic generation, as well as serving the interurban connectors. Generally, right-of-way widths are 120 feet or greater. The following proposals of the thorofare plan are influenced by future residential, public, commercial, and industrial land use proposals of the Future Land Use Plan . LOCAL STREETS As stated above, local streets provide direct access to abutting property and are intended to serve only local traffic. It is not the purpose of this plan to propose, in detail, local street accesses and extensions. Efficient development controls exercised by the respective City bodies can assure proper local street extensions and accesses. The scope and number of all such proposals are too vast to show -40- �MAJOR ClNTO \:'"'"' D IJ'??, FREEWAYS THE FREEWAY OR tx,REIIWAY IS OESIGNEO FOIi THE lilOVEIIENT 0, THROUGH TRAf''IC HTWUN AND THROUIIH URBANIZED AREAS . ALL DIRECT ACCESS TO ABUTTING PROPERTY 18 PROHIIITED. IN ADOITION TO HANDLINt LARGE TRAF,iC VOLUMES WITH A HltH DEGREE OF unn, FREEWAY SYSTEMS ALSO IIEET lilORE ADEQUATELY THE TRAVEL TIii£ DESIRES 0, USERS. 0 D 0 0 COLLECTOR STREETS ~ THIS SYSTEM PROVIDES FOR THE COLLECTION AND DISTRIBUTION OF TRAFFIC BETWEEN MAJOR THOROFARES AND LOCAL STREETS AND IS COMPOSED OF THOSE STREETS USED MAINLY FOR TRAFFIC MOVEMENT WITHIN RESIDENTIAL, COMMERCIAL, AND INDUSTRIAL AREAi . LOCAL STREETS LOCAL OR RESIDENTIAL STREETS PROVIDE DIRECT ACCESS TO ABUTTING PROPERTY . THEY ARE INDIRECT IN ALIGNMENT IN ORDER TO DISCOURAGE THROUGH OR FAST MOVING TRAFFIC. THOROFARE CONCEPT I vilican · lemon planning a THOROFARES MAJOR THOROFARES TOGETHER WITH FREEWAYS (WHERE THEY EXIST) SERVE AS THE PRINCIPAL NETWORK FOR TRAFFIC FLOW . THEREFORE, MAJOR THOROFARES CONNECT AREAS Of' PRINCIPAL TRAFFIC IIENERATION AS WELL AS SERVINt A8 INTERURIAN CONNECTORS . THESE STREETS PROVIDE FOR THE DISTRIIUTIOII AND COLLECTION OF THROUGH TRAFFIC TO AND FIIOIII COLLECTOR assoc. inc. consultants �graphically on the Thorofare Plan Map It is intended, that those shown, do not constitute the full extent of such proposals. The thrust of local street planning should occur during the development of respective parcels of land at the time of platting and site plan review. SECONDARY THOROFARES The following roads are suggested as secondary or collector thorofares : Division Street and its extension west to Platt Road will provide access through the proposed medium-density area as well as serve traffic generated from the Milan Middle School . Platt-Dexter connection, north of Sherman Road, is proposed in order to provide secondary access between these two major thorofares to serve future land use proposals. Wabash Road, south of Division Street, is one of two north-south routes. Although the intersection of Wabash with the railroads is cumbersome, improved design and signaling should improve the crossing. There is alsb the possibility that the Ann Arbor Railroad may be abandoned, in which case, Wabash would only intersect one railway . However, should activity on the Ann Arbor and Wabash increase significantly, the possibility of realigning Wabash to include Division, Anderson, Anderson extension, and realighment with the Wabash as a direct southern route should be considered . Dexter Road , also known as Carpenter Road, travels in a north-south direction providing interchange access to the freeway. At the present time, Dexter only travels south as far as Main Street. It is a proposal of this thorofare plan that Dexter be extended south to Sherman Road. Such an extension wou Id serve adjacent land uses by permitting north-south movement to one of two freeway interchanges without having to circle west through the CBD and by creating an additional bridged access over the Saline River. In this way, persons who live on Allen Road could utilize Dexter to gain access to County Street rather than using Wabash Road. The proposed route, as shown on the Thorofare Plan Map, represents route location number 3 per the "Dexter Street Extension Study" by McNamee, Porter and Seeley, Engineers, in 1973. As stated, the extension of De xter Road will relieve the Wabash Road traffic as well as downtown congest io n. However it sh ould be noted that if -41- �--------· --►-----• d ,--- ,,,, ,, ,, ------ / L. I I I I I I I I I I I I I I I I ' L.. r1·· : I I ' '' L_ .•••••......•. ♦---• ♦ DESIRABLE STREET ACCESS DESIRABLE STREET EXTENSION ••••• SECONDARY THOROFARE - MAJOR THOROF ARE * INTERCHANGE IM PROVEMENT T H OCITY R O FA RE P LAN OF MIL AN M IC H I GAN I .. SCAL[ I/Ill f[[T AUGUST, lt'IS vlllcan · loman a auac lalu In c . community plannlno conoullanta �development east and south of the Wabash Railroad occurs much in advance of the Dexter Road extension, the traffic volumes of existing surrounding arterials would be greatly increased . Therefore, careful planning and phasing of development is essential. Redman Road, between Platt and Wabash Roads, serves as a collector street for the medium-density and industrial areas traffic. Allen Road, between Wabash and the proposed Dexter Street extension, will, in the future, serve the medium-density residential areas. MAJOR THOROFARES The following roads are suggested as major thorofares: County Street provides the City 's main point of access from the east and merges with Main Street in Milan 's downtown area . The portion of County Street east of the City limits becomes Milan-Oakville Road which links Milan and the rural area of Oakville. Reg,onally, this route connects with Telegraph Road at the Monroe-Wayne County lines to the east. Existing land uses along County, within the planning area, include industry, as well as being planned for additional industrial uses. Therefore, County Street as a major thorofare will serve primarily the industrial uses as well as provide bridged access over U S. 23. Main Street currently functions as a major thorofare carrying the bulk of area traffic in a diagonal pattern through the City . To the northwest, beyond the City limits, Main splits into: the Sal ine-Milan Road which links the Cities of Saline and Milan; and Moorev1lle Road which connects Milan with the rural area of Mooreville . To the southeast, Main becomes Plank Road connecting with the rural area of Mayer . Plank Road currently provides one of two interchange points with US. 23 making this road an important regional thorofare providing freeway access to Milan and its surrounding areas. Platt Road provides north-south t ravel in the western portion of the City, as well as bridged access over the Sa line River . Ultimately, the area is planned to develop with residential uses, and in turn , to be served by this major thorofare. -42 �From a regional standpoint, Platt connects with Michigan Avenue (M-12) to the north as well as continuing further north to Washtenaw Road in the City of Ann Arbor. To the south, Platt continues the extent of Milan Township, terminating at Day Road . Redman Road traverses east and west originating at Wabash Road in the City and traveling west to Ridge Highway. Redman is proposed to serve as a major thorofare from Platt road west. Arkana Road presently linking Platt Road and US. 23 is proposed to be extended westward to the Saline-Milan Road. This route would provide continuous northerly access to the freeway, as well as serve the planned northern residential area . The minor realignment, as shown on the Thorofare Plan Map, of Arkona Road west of US 23 is proposed by the State Highway Department so as to provide additional acreage for the improvement of the interchange. The State is prepared to acquire acreage at the present time, but has no construction plans in the short range . N. Wabash Road currently serves two large traffic generators: Wilson City Park and Milan City Hall . Also, Wabash Road provides one of two bridges over the Saline River . For these reasons, N. Wabash will remain a major thorofare. Sanford Road extending north and south will, in the future, serve the planned industrial uses as well as the Milan Federal Correctional Institution and proposed golf course. Santora Road is proposed to be extended from Plank south to Sherman to provide greater continuity . Sherman Road traversing east-west along the southern boundary of the planning area will serve as a major thorofare for future land uses and will intersect with Platt and Sanford Roads . Dexter Road , as previously discussed in the Secondary Thorofares section, travels in a north-south direction provia1ng interchange access to the freeway. Its designation, north of Main Street, as a major thorofare is important due to the access it provides to the north over U S. 23 . Dexter Road also serves as one of the main points of access into the City of Milan in the vicinity of Dexter and Phillips Road . It Is proposed that Dexter be realigned between Lewis and Michigan Streets in order to provide straight line continuity without the median access between U.S. 23 and Dexter as currently exists. This suggested improvement will requi re cooperation between the City a11d State Highway Department , and most likely require initiation of such investigation by the City -43 · �FUTURE LAND USE PLAN �FUTURE LAND USE PLAN The Future Land Use Plan represents a composite of all the land use elements: inventory of existing land use, population, and housing conditions, residential areas, community facilities, commercial and industrial areas, and a thorofare plan . The purpose of a Master Plan as stated in the introduction is to set forth a general plan that will guide the long-range development of land. In so doing, each specific land use has been analyzed and represented as shown on the Future Land Use Plan Map. TABLE 12, provides an acreage and percent breakdown of each land use. Rights-of-way have not been included within the table, but are included with the respective land use in which they relate. It can be seen that residential land use is planned as the largest user of land with 54.5 percent of the total land area. Industrial uses total 16.6 percent ranking second, and recreation and open space third with 12.2 percent. In summary, the ultimate holding capacity of Milan and planning area is estimated at 24,075 persons generating 3,134 K-5 pupils housed in 8,025 dwelling units. -44- �TABLE12 PROPOSED FUTURE LAND USE CITY OF MILAN AND PLANNING AREA Acres Percent Residential 1,340.8 288.6 44.8% 9.6% 4.0 0.1% 12.0 13.4 9.4 41.8 0.4% 0.4% 0.3% 1.4% Industry 497.9 16.6% Recreation & Open Space 365 .3 12.2% 63.6 2.1% 267.8 8.9% Quasi- Public 16.5 0.6% Water 73.2 2.4% 2,994.3 100.0% Low Density Medium Density High Density Commercial Convenience Comparison General Freeway Service Schools Public TOTAL *Total greater than 100% due to rounding. -45- �\ ·- ',,,~ < ;:,:: ~ M IL AN FEDERAL CORRECT IO NAL IN ST ITUTIO N J,i ;,-~r::{~~ •"----7 !~/ ',~ m i:!r~:1r/~.~ _iH·t~"~' i :'•fti;!.-rt':') 1·• (?\~1~ -..:t;-.rr,'~',.J\.~~ ~~:1,-:;{.') ~.,,,,.,~r,w1· •• r;:<. ..,, . ~,.... ....,~ I I ,,,_,:~;;..,,,,, ___J k.-(7,.:''i,'(",-:-_...\.4'"· l ~f~si~! I I l. I - --- :-;~~:~~,;:~·?:~~ ~ -~-. :,-•t<;#:-1-9◄ ~? !}f.'{.'C}/~J. '""'iii .··.•.•;•~;,: - ~:tt:?t:tr I I :::::::::::::::::::::::::::::::: .!!! ~ !~ !i ~ ijj jjjjjj jj jj jj ~ jjjj;~ ...... .... .............................. !~;: - ........................ .......... ....................................... ...................................... ...................................... ..................................... . . " ..... . -:-:-:•· · · rs .... . ·.·.·.·.·.·. ;.,;....:.. Y:·((;j➔ • •• J: i -1 i-----------------------•-----■■■■-• I ••--·~···················· T H OROFARES +--- PUBLIC DW ELL NG UN I TS PER ACRE} (10 · 15 D W E L LI N G U N ITS PER ACRE) ml ~ ~ !lHlli:::'.l . ...... , ., Ir PUB LIC PROPOSED CITv ~A1..~ 0 ® '~~_;_ -· • ■ ... ; I I I ! I -f-1__ .•••••••••• ........................ ......................................•••••••• . .. . . . . . ::: I I I I I I 1 ~ PROPOSED FIR" DESIRABLE STREET AC CESS DESIRABLE STREET EXTENSION ,TAT CN • POLICE STAT I ON @ PROPOSED DEPART'AF.NT © © © 0 SANITARY JoF SECONDARY P UBL IC w ~ lir< S M AJOR LANDF 1..L WAT ER TOWER THOROFARE THOROF AR E INTERCHANGE I MPROVE M ENT WATER WELL SEWAGE PLAN s PR2 POSED COMMUN ITY 8 HOUSING CE NTER SCHOOL ENTARY ELEM PR OPOSED ~ RECREATION B OPEN ~ SPACE PROPOSED RESIOE~T AL ~ECREAT ION CE M ETER Y FU T U E LAND USE PLAN CI TY OF MILAN MICHIGAN � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Milan_Master-Plan-for-Future-Land-Use_1975 Creator An entity primarily responsible for making the resource Vilican-Leman & Associates, Inc. Date A point or period of time associated with an event in the lifecycle of the resource 1975-12-16 Title A name given to the resource Master Plan for Future Land Use Description An account of the resource The Master Plan for Future Land Use for the City of Milan was prepared by Vilican-Leman & Associates, Inc. and was adopted on December 16, 1975. Subject The topic of the resource Master plan reports Land Use--planning Milan (Mich.) Monroe County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/828d504edced82039eb677e6c65c3048.pdf b95d05fe5fa2e5b6a5d9ed5620559edb PDF Text Text MASTER PLAN · LAPEER MICHIGAN Future Land Use • A Policy Plan �,,, FROM THE LIB RARY OF •~tanning & zon ing Cent.er, Inc. MASTER PLAN FOR FUTURE LAND USE A POLICY PLAN PREPARED FOR : City of Lapeer PREPARED BY : Vilican-Leman & Associates , Inc . Community Planning Consultants , Landscape Architects 29621 Northwestern Highway Southfield, Michigan 48034 �TABLE OF CONTENTS Page INTRODUCTION i POPULATION AND HOUSING TRENDS 1 HOUSING MAINTENANCE AND INFRASTRUCTURE CONDITIONS 7 EXISTING AND POTENTIAL RETAIL AND OFFICE CONDITIONS IN THE CBD 11 CBD PARKING PROBLEMS AND POTENTIALS 20 RECREATION NEEDS, CONDITIONS AND POTENTIALS 25 TRANSPORTATION CONDITIONS 29 COMMUNITY FACILITY NEEDS 34 THE FUNCTION OF GOALS AND OBJECTIVES 36 GOALS, OBJECTIVES, POLICIES: RESIDENTIAL NEIGHBORHOODS 38 GOALS, OBJECTIVES, POLICIES: BUSINESS AREAS 42 GOALS, OBJECTIVES, POLICIES: INDUSTRIAL AREAS 57 GOALS, OBJECTIVES, POLICIES: PARKS AND RECREATION 60 GOALS, OBJECTIVES, POLICIES: TRANSPORTATION 67 GOALS, OBJECTIVES, POLICIES: COMMUNITY FACILITIES 74 MASTER PLAN OF FUTURE LAND USE 78 IMPLEMENTATION 80 �LIST OF TABLES Page 1 2 Current Market Share and Future Floor Area Requirements - Lapeer CBD 14 Inventory of Lapeer Area Recreation Facilities 27 LIST OF MAPS 1 Existing Land Use 10a 2 Lapeer Trade Area lla 3 CBD Analysis 19a 4 Parking Space Needs 20a 5 CBD Expansion 6 Lapeer Area Recreation Facilities 26a 7 Future Land Use Plan 79a , 23a �INTRODUCTION Over the course of the last few decades the City of Lapeer developed and refined its Master Plan of Future Land has Use. This Plan has been updated several times to reflect changing community policies, physical themselves condition a reflection of the changing economic of the City. The most recent and Master Plan update is now over 12 years old. Over the past two years the City Planning Commission began process of reviewing and updating the Master Plan. involved in conditions Two key tasks the update were obtaining information (physical, social and economic) and, the on existing based on an understanding of these conditions, the development of basic goals for the City and the objectives that will help the ' goals be attained. This report, Plan then, map itself community goals. is a summary of these tasks with the being the Through objectives of the community, which the Commission graphic clear statement of other the of goals basic and the Plan provides guidelines within City's decision makers and representation Master boards - City and Commission, commissions Planning - can more objectively select among competing interests. GOALS SUMMARIZED The Master Plan for Future Land Use focuses on eight goals in six general areas: i �Preserve RESIDENTIAL AREAS: residential and continuously improve areas and provide for a cross section quality housing suitable for all segments of the of high population while maintaining emphasis on the single-family home . BUSINESS AREAS : Goals are developed for the three main types of business areas : Highway Business Areas of Main and Genesee Streets as sound business areas and attractive entrances improving to To enhance the image and operatio~ to the City while maintaining the retail and service nature of these provide for the needs of both local as and frontages resident and transient traveler . Shopping Centers - Maintain and improve the City's shopping centers on their existing sites . these planned The vitality of centers should be strengthened in order to discourage the development of additional centers which would weaken the market support for all existing business developments in Lapeer . Central Business government-private growth District (CBD) business cooperation, opportunities to enable it dominant retail center in the Lapeer must done be in - Through to ii enhance the CBD's continue service a fashion sensitive to extensive the as area . small the This town �character assuring that each new of the City, development contributes to the economic vitality, service capability and attractiveness of the CBD. INDUSTRIAL AREAS: upgrading older To provide space for new industry industrial areas in order to expand City's employment and tax base thereby providing opportunities tax base to which while the employment all age/educational levels and provide will allow for high levels of a community services and facilities. RECREATION : be enhanced Recreation and open space opportunities by improvements to and increasing should cooperative use of exi 2 ting facilities while maximizing opportunities to acquire and develop new public facilities, conserve areas of natural beauty with particular emphasis on system, floodplains and wetlands and encourage the river development of new private sector facilities . 10 acres of park land per 1,000 perso~s should be In view of the fact that floodplain lands have limitations as to surroundi:.; use townships, and the user this acreage A goal of not less than population inLl~~es goal will need to be pursued. monitored closely and updated accordingly. TRANSPORTATION: adequately Provide an arterial street system that will separate traffic with a destination outside Lapeer from local oriented trips , and service major land use trip generators such as industrial areas, business districts iii �Said arterial street system and residential neighborhoods. should be supplemented by a local street system to enhance the residential nature of the City's neighborhoods. service facilities namely sewer and water, public works City-wide COMMUNITY FACILITIES: including utilities, facilities and such as Department of Public Services including . community yards, City Hall, centers and civic buildings center needs police and fire facilities should be continually monitored as to their service capability and upgraded on a continuing basis to meet the needs of a growing region. should The recently instigated capital improvement program be improvements utilized as the key instrument to program within the City's ability to pay without over- burdening the residents of the City. The above c0nsists of eight goals in six areas of to the City which can be achievable, rational document identify also in many instances, land use planning and management. establishes the detailed through The following objectives the City's aim in each of these six specifies significance that areas. Plan further The policy guidelines as vehicles for achieving Plan the goals and objectives. Goals and objectives, by their generalized nature tend to remain fairly constant over time. various policies However, their implementation through is highly changeable. iv These changes are the �result and of . emerging and declining community needs, social environment , and the variety of the economic legislative and financial tools and incentives available to the community at any particular point in time . PLAN FORMAT The Plan Existing document basically consists of three main Conditions Guidelines; and single which map policies . Analysis; Goals, components: Objectives the Future Land Use Plan, and Policy as summarized is the physical embodiement of many by of a the These components are supplemented by a description of potential and applicable implementation alternatives . The relationship among goals, objectives, . policies and alternative implementation techniques is as follows : Goal - Goal is a destination , community seeks to attain . of policy makers. and It a final purpose a A goal is the most general level by itself is not very helpful needs which further refinement to to decision assist decision makers to reach their selected destination. Objective general - An terms (destination) objective is the route which the way (route) can be reached . by which specifies the in goal An objective indicates kinds of actions that should be used to achieve the goal. V the �Policy · - A policy is a means of transportation route. It is a course of action which, achieve an objective. along if followed, the will A policy is more detailed than an objective and can be readily translated into specific action recommendations or design proposals. Implementation Alternatives - These are the specific recommendations commonly used subdivision site-specific suggested by implementation ordinances, policies. Among techniques are action the more zoning and capital improvement programs, and proposals or programs. A plan will suggest alternative ways to implement policies. City officials must make ihe choice of which implemen~atioD techniques to actually use. vi �EXISTING CONDITIONS ANALYSIS "Fixing (goals and) objectives is but one phase of planning. Another phase situation. is For a clear comprehension of the existing only by measuring the gap between what now have and what we want, we can we fix the true magnitude of the job to be done through administrative action." John D. Millet, The Process and Organization Government Planning, N.Y., Columbia University Press, 1947. of �POPULATION AND HOUSING TRENDS RESIDENTIAL BASES Knowing or estimating the number and composition of people may living be in a community in the future is of that critical importance when developing a Master Plan. Population size, age group composition, and household size affect the demand and need for educational, services and facilities. Thus, recreational and community they are an important influence on a city's policies. Population Trends One of the population the located Center, in Elba Township the City's and in Lapeer . with the downsizing of the Center was a related direct (at the Center) and indirect (spin - off) the area . on size has been the downsizing of the resident base Oakdale Associated in most significant recent influences loss employment in Institutional population at the Oakdale Center as of year - end 1985 is 481 - a decrease of 469 persons since 1980 . By the be 390, end of 1987 the population at the Center is projected to according to its director . Roughly one-third of this population is located within Lapeer. Institutional the gain, population (and associated employment) will be on however, in the Lapeer area once a 500-bed prison , now under construction, opens in Elba Township . 1 Thus by 1990, total �institutional population in both Lapeer and Elba may be close the 1,043 experienced in 1980 - and remain near that level to into the foreseeable future. Lapeer's non-institutional population has stable in number over the last 20 years, portions growth and of adjacent townships. remained despite annexations Outside Lapeer, has occurred in the communities of Elba, Mayfield Townships. relatively population Oregon, It has been most heavily of Lapeer focused in The relative Mayfield to the north and Oregon to the northwest. lack of employment and shopping opportunities in the more rural communities near the City has created an enhanced reliance on the City for continue outlets these given functions. the This reliance presence of a is anticipated sizeable · number of to retail and services as well as a growing employment base in the City. Household Size Trends While new the population of the City had begun to stabilize by 1970, residential added to recently of the development continued and new City. The most significant households change which occurred to Lapeer's population base was in the persons per household. In 1960, were has number the household size was 3 . 0 persons. However, by 1980, the average household contained 2.47 persons. If this trend persists, at least to some extent, then despite moderate future increases in housing units and households in the City, levels. the City's population could remain near its present �Age Trends While the persons An City's total population has since 1960, remained its age composition has radically examination 0f the stability of the resident that population distribution the around mobility as much as a base City: altered . indicates changing because of varying birth/death rates 6 , 200 age is group impacting the City's population is experiencing a fairly rapid turnover . This experienced when construction or, type a of population community is seeing when movement is substantial due to an aging population in usually new a home stable community, older available attractively families . It is this latter factor that appears to be among the prime causes Because of residents die or retire out of the area making priced for young of the City's changing age group has begun to increase . composition. formation The increasing proportion of older Lapeer is also anticipated to create opportunities for Lapeer was and the number of pre-school children adults to move into the City in the next decade . 1980, adults high proportions of persons in the family age group in the City in 1980, residents homes young Thus , while in characterized by a high proportion of young adults and seniors and a low proportion of children, it is a City in the process of change. prospects are for increase in younger For the near future, higher near term greater housing school age 3 turnover children and more in rapid Lapeer. �Population Forecast Given be the present age and housing composition of the City it can anticipated trends will forecasts trends . that for at least the next persist . A were prepared , variety of 5-10 years , longer-range recent · population reflective of various past and recent Each projection accounted only for the population likely to reside within the City ' s corporate limits as they were defined in 1984 . With this limitation in mind it is anticipated that by the 2005, City's population will increase to near 6,800 versus the 6,200 persons found by the Census in 1980. IMPLICATIONS OF ANNEXATION Should lands be annexed by the City which contain residents , additional population opened access growth would be added to the Further, should major new land areas forecast of 6,800 persons . be institutional up for development by annexations· and gain to municipal services, even more population potential growth may occur before 2005 in these new areas . With or without annexation , surrounding communities development. important The certain portions of the adjacent relationship immediately to Lapeer appear "ripe" of these lands to the since development in these areas will have for City is immediate impact on the City's own development patterns. The following adjacent these to ~Yeas, map provides an illustration Lapeer considered to be key growth of those areas . priority development aieas are indicated. 4 areas Within It is �these latter areas believed to have most imminent development in the next ten to 20 years. prospects The entire of area designated on the map is considered to be that area which is most influenced by and which has the most influence on the City of Lapeer. HOUSING BASE The stock of housing units in the City increased between 1970 and 1980 by 33 percent despite a population decline of two There were, increase in 1980 almost 2,600 dwelling units in the City. came an increase in renter units of Along with an increase in multiple-family family housing is rental. housing The in multiple-family housing accounted for 65 percent the new housing gain. housing percent. However, occupancy; most multiple- since there are more rental than multiple-family units, it appears that a sizeable proportion of single-family homes are also being rented. The proportion substantially of rented since 1970. single-family homes increased This pattern is typical in a city of older housing stock and with an aging population. While than are 42 percent of Lapeer's nousing is 10 percent of the housing in the multiple-family. Rental multiple-family, four less adjacent townships prices in the City ~re generally sn~ewhat lower than in other Lapeer area communities as are sales prices. 5 home �Lower priced and/or multiple-family housing is older childless households, parent families. ability families. retirees, attractive young adults and to single- The lower value of homes in the City creates an for the City to serve the starter housing needs of young Substantially higher incomes are required to meet the higher housing values in the surrounding townships. 6 �HOUSING MAINTENANCE AND INFRASTRUCTURE CONDITIONS In the survey a housing and environmental summer of 1984, conducted was throughout the conditions City's res.ident ial The purpose of the study Pas twofold: to obtain a neighborhoods. general, objective evaluation of the City's housing stock and to evaluate the general street and sidewalk conditions and the general "housekeeping" on individual lots. A rating system was utilized in both surveys and tabulated and mapped. geographic the the results Quality levels were assigned to the five areas considered as neighborhoods for the purpose study. of These five areas are the five enumeration districts defined by the Census for the City. Ratings Each residential categories. blockfront structure Following was 1. classification, calculated "Housing Conditions" map. was classified and an into one average graphically of four for each recorded on the or no The classifications were: Sound Structures - Inclusive of buildings with few minor observable structural deficiencies. 2. Stable and minor Conservation - Inclusive of buildings characterized by minor physical decay, most likely reparable by their owners. 3. Major Conservation not generally - Includes buildings decayed to a correctable by maintenance. 7 homeowners through point normal �4. Substandard in - Structures this require category a combination of major repairs beyond a reasonable and prudent Generally, the repair costs would represent a major point. proportion of the property value after repair . In addition to street, environmental Among the sidewalk and housing inadequacies, other problems were found scattered throughout the City. most common of these were litter, junk cars and inadequate trash storage . Full discussion of the findings of the survey as well as supportive maps can be found in the Memorandum dated August, 1984 "Housing Conditions." However, some major highlights are as occupancy of single-family homes does not appear to follows: Renter directly affect housing and environmental neighborhoods conditions. The with the highest proportion of home ownership appeared to have equal or more (litter , junk cars, environmental deficiencies trash storage inadequacies) than those with high renter proportions . Further, several multiple-family based This where areas is renter dominated single-, (usually conversions appeared to be in the particularly from process two- and small single-family) of the case in areas north of some of the City's oldest and largest and formerly single-family housing is located. 8 upgrading . the CBD single-family �The greatest proportion concentrated percent in the of residential City's southeast of the housing is in need of deterioration quadrant major where repair. is 49 This neighborhood contains a high concentration of older, smaller homes on small lots, intermixed with industrial uses in some areas. Further, it has a high proportion of streets in poor repair and has poorly maintained or no sidewalks in several areas. This neighborhood concentrations has has one of the of senior citizens in the City and yet a wide distribution of other age groups. fact highest Despite that its median household income is second highest also the in the City, it is also characterized by the highest proportion of households on public assistance and social security. This great diversity indicates that within the neighborhood, there are concentrations of maintained housing units, many located on poorly streets these with older, inadequate sidewalks. "pocket" areas also contain smaller less repaired It is estimated the majority well of that the neighborhood's lower income families and households. Street and neighborhood City, sidewalk conditions are quality. deteriorating environment and In often predictors the southeast quadrant housing, poor street and found in the same areas. 9 negative sidewalk of of the · residential conditions are �It was concluded from the housing and environmental surveys that programs of housing conservation and neighborhood infrastructure maintenance and repair are needed. The following Existing Land Use Map identifies the locations the City's various residential areas. 10 of �35 36 O ftEC:ON TOWHS HI I' . .., 2 t_ --1 I I .:·· :,::-.,, £] L A P E E R H O M ::::: ..::: 02 •, . E 11 t,:::;:;:;:;:;::J SI N GLE t:'.:'.:::1 MULTIPLE - COMMERCIAL 8 TWO FA M ILY RESIDENTIAL FAMILY RESIDENTIAL ~ OFFICE ~ INDUSTR I AL - SCHOOLS ~ PARKS 8 OPEN SPACE ~ PUBLIC B, g CHURCHES - PARKING 1!1111 UTILIT I ES SEMI - PUBLIC B, I NSTITUTIONS 16 EXISTING LAND USE CIT Y OF LAPEER MICHIGAN I O ,oo tOOO 1500 SC A Ll IN r((T JANUAlt V, 19811 vi li can • 1,man a a11oc iat11 inc . commun i ty plann ing conaultanu �EXISTING AND POTENTIAL RETAIL AND OFFICE CONDITIONS IN THE CBD A retail and office market analysis was undertaken to areas of strengths and weakness within the CBD. identify The result of the study was the identification of potential land area needs for future retail and office uses. analysis This was then linked to a design of the CBD regarding potential expansion opportunities. Basic findings of the study are summarized below. The memorandum report "Retail and Office Market Analysis for the Lapeer Business District," dated February 4, 1985, Central provides additional detail beyond that herein summarized. THE LAPEER RETAIL TRADE AREA The trade area of the Lapeer CBD is quite small with respect its draw of potential convenience store customers county-wide relative to comparison shoppers. does not contrast, comparison retail the convenience centers in the ~ity and the fact that have any significantly sized Lapeer CBD has the convenience largest shoppina facilities in the county. almost This difference is due to the presence and proximity of three competing oriented and to the CBD store. In concentration of The draw of such stores fades, however, as the distance from the CBD increases and the distance to other comparison center opportunities decreases. The convenience and comparison market boundaries are portrayed on the following map. 11 �I : ! ,--,~;~ :----------,----------1 D•'"' ! T U S C IQ L 0.NMARK i JU IV / ArTA I :---------- ~vASU" I I I : I NO I ANF I ----------r------ 1 r+-i I : TUSCOLA VASSAR I : 1 FR£MONT : I : I ~COMPARISON MARKET ARBELA ! [] /# I ,, I l I : THETFORD : , I I : I• 1 Is I OLIJ MI I A'I IL.t.( : o oeGOIV: I E E 1 1 IT/; 1 <LMoR ~-:.. 1: • : L Ii I L:2J I "O"H' I I &IIIANCH 7' L[Tt[ I I I 1 FLYNN I • -~J-: ------r-·--+ "" ~ t--; • MAPLE I ---~----- -l---:--- -----I MA YF1,: o ~!}•1 EJ"'" ; : NORTH BRANC~ :r- •~•• EL~ I : i tCONVE,PIENCE MARKET; l I I 0££RF I ELD I : WAr,RrowN 1- -'----------7----------- ,--' I : SUR I NGTON\f--- ~ :::.-.-::.::.-1---'.' .':'.' .'. __ I-- -~--/·L-·~· -A-\~ t-: ---G:E N E [E],u •_____ )_l5lCT ____ J I 1 I iMARA TriON :I [J : RICH ~ : A C : 1 ' 1 CLIHOltO ' - I I OTTER 1,..t.K[ FOREST ~A L,rr, -~-_z ! MI LLINGTON~ :,• t [tf, I cusr,R ::, L N : : _J - · - · - - - · I KOYLTO~• ·•-- ➔-• - - - • ~....• : 't#A;ERTOWN. : : DAYTON .. a, viu. E , : s: A I I : ~~~:~~~l_ __________ l_~g~·-T___ _f r I I MOOR, J:_~,iJ~o: ____ i__ I l I 1,rn,.Lll'iitGTON ! 1< 1tvGsroN I _________ r"--------,- : I w, u s ~~-~, I ~---- ------t----------: I I I I : I 1 ---~,: _________ Ji,,----------1--- ------r----------~---------i E E E : I ARCAD I A ,' GOODLAND • [I] VAL.Leri ' I LYNN I I ; I 1 W[ l.\ltN : I BROCKWAY GREENWOOD I 1 1 1 • -----------t----------~-- ------- f l·ti 9 I I s T. : C L AI I R I I fr:"°'."~:-:-,+----;,,,;._· .. . A "I' CJTY 1 £1,1M£Tr KC NOCK££ r-..: : ~.~c -; ---------- I- --------r- --------:' --- --r---(-- -J ;::-r---------- -r---I El. 8A I : f""1, LJ DAVISON :I -+-• GRANO SLANC t ! • \ • \ LLr' : GROVELAND :o ~ ~ A K : I t LAPEER : l : I I M LAY I ORT/I'" □ i DRYDEN : ROSE I SPRJ.'r/GFl£LD : 0" T •~• • 1 : L [O""A'-0 t::;:;..I' o • TO Nv 10..1.. E L A N D : fMMff""" : R ILEY ' 0Al(LAN0 , •• , 0 I • ~ -------- '-- I I sRuc, : WALES w[111 1i>~1s •--;- ARMADA A001s0N I ORION I I I w-z~• : :1NOEP£NO£NC£ 1 I BERL I N 111 ~ f--- .DJ,•,,+----. -- _ll _--------T ::~~'.---+------- -t,. I9 L I ,, OXFO: : : ' " • ~ l I METAMORA I I : I 9, ..o•• : : M· 2 1 ATT I JA I SR~:::·r-- ~ . . I .I HAOLU : -·~--- I ·,,, AT LAS : I ~ I I ~i RIC>fMONO ,Q : -----,r;;-c- -o-jM-a-- ,·-----• im ~ I WASH I NGrrN I I I RAY LENOX I I VILie.AN LE'4AN &: ASSOCIATES. INC. Com_,,..,,,~ ,u.,,..,.. c-""',..,.n 0 I t ! 4 COMPETING RETAIL CENTERS CONVENIENCE CENTERS I. ANCHOR STOR[ : KROGfRS 2. &NC HOR STOfl[9 : 1(-MAIIT, HAMAOV ,000 C[NT[R 3. ANCHOR STOR[S : 30 DISCOUNT, HAMAOY BROTM[RS FOOD IORK[T 4. COLUM81AVILL£ CENTRAL BUSINESS OISTRICT 5. fr\lOATH BRANCH CENTRAL BUSINESS DISTRICT COMPARISON CENTERS A ANCHOR STORES : A a P, 0 a C VARIETY, PERRY DRUGS a HOME CENTERS I MLAY CITY CENTRAL BUSIMESS DISTRICT a COLUMBUS C OXFORD CENTRAL BUSINESS DISTRICT 0 EASTLAND "IALL, ANCHOR STORES: J, C. PENNY, THE FAIR M · 24 CO MMERC IAL E CARO CENTRAL BUSINESS OISTIIIICT F llilARLETTE CENTRAL BUS l ~ESS DISTRICT G GENESEE VALLEY WALL LAPEER CENTRAL BUSINESS DISTRICT TRADE AREA ~ 6 �Consumer Demographics The convenience market contained, in 1984, an estimated 7,000 persons with 55,300 persons in the larger comparison market. 2005 these areas respectively. may contai ~ over 9,800 It and 87,000 By persons, is from the larger comparison market that the greatest share of CBD sales will be derived. Expenditure potential is dependent upon a variety of data which are income, tenure, age, race, number and age of children, housing education potential retail of among and vehicle The ownership. market area residents was examined uses appropriate to a central business the potential for auto sales, expenditure for types of Thus, district. car wash, car repair, lumber yard, nursery and the like was not examined. expenditure The potential per person, multiplied by the population of the market areas, divided by estimates of sales per square foot, markets. When yields the retail floor space supportable then provides one of the market is allocated factors gauged. bases for evaluating the in order for the to gauge whether CBD type uses the should present future be This land area expanded. Other examined which impact projections of future market share are the historical strengths and weaknesses of the City's sales This share and thence floor space potential of the CBD. done the compared to the existing floor space in the CBD, the present "market share" held by the CBD can be share by and anticipated changes in shopping habits markets changing demographics. due retail to the �Future Space Requirements The it following table provides a summary of retail floor space existed in the summer of 1984 in the City future composition by 2005. and its as likely The rationale behind the forecasted increase or decrease in retail floor space is briefly highlighted below . Food Stores parking and difficult store - While full line supermarkets have loading area requirements to provide in most downtowns , potential Consisting of which buildings, render there is a niche which can be developed in specialty food stores, possibly them food- the CBD . with some limited in-store ,dining space, such stores are complementary uses to office and active comparison stores in the CBD . 13 �TABLE 1 CURRENT MARKET SHARE AND FUTURE FLOOR AREA REQUIREMENTS LAPEER CENTRAL BUSINESS DISTRICT Future 2005) Current 1984) Floor Market Floor Market Share Space(Sq.Ft.) Share Space(Sq.Ft.) (2) (1) CONVENIENCE STORES Food Hardware Drugs Personal Services Other Convenience Total COMPARISON STORES General Merchandise Furniture & Appliances Apparel & Accessories Other Comparison Total AUTOMOBILE PARTS ENTERTAINMENT EATING & DRINKING GRAND TOTAL 4,100 24,900 4,000 34,900 16 %-CV 72 %-CM 53 %-CV 51 %-CM (2) 9,000 24,900 4,000 27,700 (2) 25 %-CV 45 %-CM 38 %-CV 30 %-CM 65,600 67,900 14 %-CM 67 %-CM 21 %-CM 36 %-CM 45,800 39,600 41 ·, 500 44,800 45,800 51,300 63,000 59,500 9 %-CM 55 %-CM 20 %-CM 30 %-CM 219,600 171,700 14,500 37 %-CM 14,500 23 %-CM 5,300 33 %-CM 5,300 21 %-CM 16,200 14 %-CM 36,000 20 %-CM 341,000 275,600 CV = Market share taken as a percent of convenience area supportable floor space. CM = Market share taken as a percent of c omparison area supportable floor space. (1) Provided by the City of Lapeer. Includes basement and upper floors when actively used as storage or sales space. However, gross floor area may be overstated due to inclusion of inefficiently used space as storage. Areas rounded to nearest 100 %. (2 ) Estimated a n d for ec asted b y Vilica n -L e man & Associat e s, Inc. 14 �Hardwares - The two CBD stores which now exist are the hardware total in town, stores are among the only four comparison market, in areas and are estimated to be the As the in sales throughout the county. dominant in . change. this competitive situation may the most outlying the county develop and gain additional stores their own, only of Thus, no future floor space for this use is forecast in the CBD. Personal Services Lapeer CBD is facilities. in - This type domin~ted by of retail three service commercial in recreation These account for 48 percent of all floor space personal service establishments. The three outlets represent the full range of health/exercize facilities. is unlikely increases this the that even with future market area population the CBD could support additional floor nature. In fact, It space there may be some decline of of the present space if consumer leisure preferences change. Drugstores replaced four - The CBD's sole drugstore has by another non-drugstore retailer. in the City, county. The and one of several more presence of numerous the market area somewhat reduces prospects for a additional drugstore space been It was one of throughout other throughout however, recently the drugstores the in potential the CBD, drugstore should be located in the CBD to most centrally serve the concentrated nearby residential area and as a convenience to other CBD shoppers. 15 �General Merchandise Stores throughout their - Full line stores of this type Michigan have been gradually converting more floor space to apparel and accessories. Many of have shifted their hardgoods sales to a catalogue-only basis - or dropped them altogether thus becoming a different class retail . Given facilities County, at these tren i s centers near and the Flint extensive and of shopping northern Oakland no increase in general merchandise type floor space is anticipated in the CBD . Furniture and Appliances gradually lost sales - Both City and county category . in this retail have This is anticipated to continue , at least at full line appliance and furniture stores. However, a market niche exists for an increase in floor space for specialty · home accessory stores in video, the CBD . Such stores, featuring computer, shelving, may good expansion potential. have lighting, antique, china and similar acces s ories An increase in floor space to include these specialty stores is thus anticipated . Apparel and Accessories majority most CBD is the focus of the City and market area's apparel likely apparel - The will continue to fill this role . of the stores and The CBD's stores have exhibited a greater sales strength than other similar stores in the county. It is estimated that it would be feasible for the CBD's mix of apparel stores to substantially be augmented with a greater mix and diversity of these retail store types. 16 �Other Comparison - Given the anticipated increase in leisure time, income and education of the market area residents, the present likely wide mix of other comparison increase. Among stores should, most key areas offering potential specialty jood stores such as health foods, are foods, gourmet liquor, and the like. Eating and Drinking - For the same reasons that the increase in other increased comparison stores is anticipated, demand so too is an for restaurants forecasted for the CBD provided such facilities are well designed, promoted, have convenient parking and are well managed . A "restaurant within a district" can create an downtown. image of vitality The presence of the majority of the county's retail and office space in the CBD offers a natural day ti~e and weekend market base for CBD restaurants. Retail Employment Based future could on a survey of current space utilization in the retail space needs, increase by 2005 retail oriented CBD employment from the estimated 1984 level of 490 persons 750 persons . 17 and to �OFFICE MARKET ANALYSIS A total of 153,900 square feet of private office space exists in the CBD. An additional 103,800 square feet is owned and occupied by the City and county. was The 1984 vacancy rate of private space The 1984 rate for commercial space less than five percent. was also near this amount. Office employment is an aspect of the rapidly economy which includes restaurants, recreation, business services, growing service. health clubs, personal care, legal and .medical services, and the like. It is estimated that, in 1984, the CBD contained 30 percent of the private sector office employment in the county (approximately 400 persons). gaining an Office increasing anticipated homes service employment proportion of all is employment. that growth in this employment sector will in the CBD as well. private related rapidly It is continue However, because of the inclination of many office employees to work close to or even in their own and the prospects for small office growth in the county as a result, no further increase in CBD share of office employment is anticipated. Even wide at the present 30 percent share, gain, 760 total private with a forecasted county- office employees could anticipated in the CBD - an increase of 350 over current During the basic work week, at any one time, 329 employees. 18 be levels. the gain would be �At an average employee of 285 gross square per main work shift, space is needed. feet per private sector 93,800 square feet of new · office Including public sector employment in private office space, the total new space needed is 99,000 square feet. Since almost all present vacant office space is fully reusable, the net demand for new space is for roughly 92 ; 000 square feet. LAND AREA REQUIREMENTS With an additional 65,000 square feet of retail space and almost 92,000 square feet of office space forecasted as needed by a total land area of 8.3 acres may be needed. This 2005, area is inclusive of parking, loading, setbacks and building ground floor area. CBD EXPANSION OPPORTUNITIES The following conditions in map provides a graphic analysis of the CBD and the opportunities for the CBD needed to accommodate future retail and office space. section existing expansion The next of this report links this analysis to present and future parking needs and solutions. 19 �Ga~Strc.dur6 •f""' qua-lirq shwld ts (81M • Co~wnef;;J fX/?!:':f'~ !/wl5rtlffl w- ~ P.IAl {;;lei£ f-,,11fr. epsfi,1 ~ Bndf ~~ WJJ iJflll,?77/llt ~>~ffi{@h '/JLLLLJll1/L l) a~ S@ II vfD- 1(1/ue ~idarice _ _ _,,... :i'dfir~a~3. S'tn.dws . !J!Ji/~;;;~# ~1 - ~ - - - C/6'.Jran:.e. f,a) izJ H 'o ~ CE N TR AL B US I N ES S D I ST R I CT AN ALY S I S CITY OF LAPEER MICHIGAN �CBD PARKING PROBLEMS AND POTENTIALS EXISTING PARKING SITUATION Based in on a comparison of existing retail and office floor space the CBD to the number of parking spaces needed to efficiently serve that floor space, the following three main problem areas can be identified: An insufficient number of parking spaces provided to meet present demand (a 688 space shortfall). An inadequate balance in the proper distribution of spaces (demand and supply are often separated parking by great distances). Unfavorable or improper use of key parking spaces in the CBD (the use of spaces most attractive to customers by employees). The following map provides a summary of present needs compared to the present supply of spaces. employee vehicles, Additional the report parking The location of as derived from a City survey is also noted. maps and discussion of these issues may be entitled space "Parking Study Business District," June 6, 1985. 20 for the Lapeer found in Central �. . ~ ~ ~ ~ ~ ; ~ .....,,,.~--------+-,'-'T --....----~,-------....;. ~"""!!""-.....iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii~~,.,.. ~~ 557 6 0 0 22 C 8 17 f 16 48 41 (7 ) 9 ~ I l ~ I■ D I W~,, I ()JJH-H-l-ld 78 @ '"~ 1D g0 UtU ~ .,.,.,. . . . . . .-.-. -:-,-:D· D :I~~usI: I t_:::_·•• ;:_: ·.-.·.• ... . . ·-·-· ·.-.-. · ·· ·· .. · ._,"_ ,, _ _,._., 88 , I ■ WllH'l 1 @ 2.97 58 (239 v) ■ - ■ -■-------■;;;.. ■ -:-• ~ -•-■,'-'!_■ -■• 1 ]J 80 I 205 61 134 98 -72II 36 ■ [ i~ :J_:::t::·:::m _ ® ( 11 3) ~• ---• I ::-:::.W{) -•·.-•,. ,1:-_1 ·_,IL,,__·lhlJ , ■ ■----·r:-■:: c:i8CJ=i.,■c;: :c:i. . ,-f1Jf 1!~1 :::::::: :, 20 1 128 ILJII . • ■ ■ ■ - ■ ~ : ., -------1-66- ■ bJJ1 ~ tmU4J:t:l H~ BLOCK BOUN DARY BLOCK NU MB ER BLOCK ANALYSIS 00 00 00 PARKING NEED · rs ~~~~-~ - ._;;;;;.;;.._-II-,.c•=- =...;;;;_=•=-.:.~_,.,-,-~,,.,._,.;:: ~';-~--.L. :, ~-7=-:i:;~~=-;;;===±:--=~ t=~~~i~='~----~ ____:-'==~ =n ~ =-;:;::,~:=.~;:r: :~.~=-«-1"■- ~-_-_-_-_-=-=~---_'.:.:_~ ,: .., • • ' I •· ' p■ EX I STING PARK I NG EXCESS (DEFICIENCY) ■ -I B BLOCK GROUP BOUNDARY .:: 375 BLOCK GROUP LETTER F BLOCK GROUP ANALYSI S 000 · 000 0 00 PARKING NEEO EXISTING PARKING EX'i:ESS (DEF IC IENCY) E MPLOYEE OCCUPlED PARKING 82 SCALE 1": 100 ' PARKING SPACE NEEDS CENTRAL BUSINESS DISTRICT PARKING STUDY CIT Y OF L AP E ER M ICHI GAN 4 40s @ 143 .u,r13iu+Httt11HHf1tMtHHHTHlHif1 J:U.rt.U:U·J---n:tmmnn+lll l:'IJ'Ht H:f:f:lf:I:fl fil .:J VILICAN ·LEMAN & ASSOCIATES, INC. Com!f\un lty Prarining Con,ul tan ts �FUTURE PARKING NEEDS The retail and office market analysis for new businesses. A indicated future support · With such businesses , comes parking demand . need for 621 future parking spaces will result from these or will expanded uses . total maximum The present and anticipated space deficiency by the year 2005, impractical to new fully 1,309 spaces . While provide all 1 , 309 spaces in it the may be CBD, a ~£fort toward achieving these spaces is needed in order to maintain and enhance the CBD's viability and vitality . The Central Business District Analysis map identified directions of growth for new retail and office floor space supporting parking areas . appears to be the most this reasonable along with concept is to create, over time , a some more configuration as opposed to a long rectangular one . will more make a and Basically a north-south growth pattern expansion east to take advantage of riverfront views . of potential efficient and, therefore , more slight The intent square CBD The square effective downtown. ALTERNATE SOLUTIONS While the obvious solution to numerically insufficient parking is more parking, providing more parking in a developed area is highly involved and expensive undertaking . 21 a �Also providing impact of additional parking may still poor distribution and conflicts. Yet, the of too few spaces. impact locating the resolve long-term/shdrt-term the park~ng resolving these latter two problems can lessen Further, if care is taken in new spaces to place them in the areas of greatest need, problems of distribution and numbers partially resolved. the not can be, at least, The three problems are thus inter-related to point that careful resolution of one can positively impact the others. New Space Development Two basic alternatives can be taken to resolve the problems of too few spaces and inadequate distribution: Building new surface lots. Building a system of parking ramps in conjunction with new surface lots. The main difference between these two alternatives is convenience versus cost. However, in highly developed areas like CBD, developing sufficient both the distribution and numbers problem would cost much as the combined system. of Lapeer's new surface parking lots to impact nearly as Further, with a surface only system the scale needed to serve the CBD, arise: 22 several land use problems �Parking areas might preempt areas better used for new CBD growth. Large surface parking areas can create major interruptions thereby discouraging pedestrian in extensive shopper movement, shopping trips since the cohesion of the retail core would be reduced . Large surface residential lot development may relocation problems result and in substantial contribute destabilization of contiguous residential areas impacted to by such lots . The most likely, least expensive locations for large surface lots are away from the CBD core, resulting in greater shopper inconvenience. A mixed, phased , surface lot-ramp system offers a reasonable use of land while maintaining the compactness of the it can CBD . Further, take advantage of the river-ward slope of the southerly CBD fringe for both parking ramp and retail/office uses . The following map presents a graphic portrayal of the surface lot - ramp system. of Also shown are potential locations/configurations future commercial and office uses. This display highlights the significance of Farmer's Creek and links both the creek the adjacent park area to the CBD. 23 and �r--, LAW I I I I I I I ill.LI ():11:1:1111~ ® Q) ~~~~=~--~~---,.; w z E::J~ 111111111 [I COMMERCIAL/ EXPANSION ~ii:ii:ii:ii:ii:~i-=--.:::---<J I J / ----- ~-4 ... a: ::, 0 I.> @ ::: : ill:::::::::::::::::: i I POTENTIAL OFFICE a RETAIL I ~ VILICAN·LEMAN & ASSOCIATES, INC. D SCALE t"• 100' CENTRAL BUSINESS DISTRICT EXPANSION CITY OF LAPEER MICHIGAN Community Plannina Consull~nts �The surface lot - ramp alternative locations for retail and mercial uses Further, it would occur core, and takes advantage of the CBD's creekside presumes that much of the new in a new retail center, visually retail adjacent to and physically linked to the com- proximity. construction the existing core through various architectural treatments. Selective Use Of Parking The conflict between short-term space users (shoppers) and long- term users (employees) can only be partially alleviated new parking space development. through While it is recognized that CBD employees also shop in the CBD, they are not the principal source of business generation for CBD businesses. Prov iding a sufficient number of well distributed spaces must be coupled with a program for effective use of those spaces before problems can be resolved. for all three Otherwise, the most convenient spaces shoppers (those located nearest the stores) would still be generally unavailable for shopper use. A variety Combinations of solutions of meters, exist fines, to resolve this parking permits and problem. designated long-term parking areas are among the possible solutions. all Key to of them is an understanding by CBD businessmen that employee use of convenient spaces is a problem, to carry out the solution s e lect e d. 24 coupled with a conviction �RECREATION NEEDS, CONDITIONS AND POTENTIALS EXISTING CONDITIONS Lapeer's dominance in the as well as county seat City-owned influence while parks. is the county as a retail and office also affects the population served by its From a recreational standpoint, greatest on the four 1980 center Census adjacent lists the City's the City's townships. Thus, population as 6,198 persons, the City provides a major support base for almost 30,000 people. A variety provide of regional, school district and private recreational opportunities for the City's facilities residents in addition to approximately 122.5 acres of City-owned parks. Within an hour's drive of the City are several county parks, regional facilities of which three offer water-based twelve State recreation facilities and ten State four major recreation, game areas. These large recreation areas total in excess of 135,000 acres. Within the immediate Lapeer area, recreational field games, opportunities, court eight public schools primarily provide consisting of areas games and gymnasium play. There are for ten private recreation facilities in the area of which six are in the City. With the exception of one establishment specializing baseball/softball facilities, offer not elsewhere duplicated at public facilities the private facilities. 25 recreation in concerns or school �Among the center, City's own facilities are nine and a travel trailer park. parks, a recreation Almost one-half of all City park land is located within floodplains or wetlands with much of the land unusable for portions of the year as a result. Usage the of City the school recreational facilities is and schools, coordination. Because requiring extensive This is community-based the fall season, a particular concern in and usage is high. community access be afforded until the evenings and even then some arise. between cooperation of this dual scheduling, Because school programs have priority use, not shared the indoor programs in the gymnasiums. may conflicts scheduling of Also, during heavy demand is placed on all available field areas by football and soccer enthusiasts. The City has the only formal park system in the immediate As a result, area. each fair weather weekend, Cramton and Rowden Parks are host to family gatherings and reunions . While non-resident fees can help defray program costs, such an approach to park and facility use is not always possible. The following map identifies the location of the City, school and private recreation in the Lapeer area and Table 2 facilities at each site. 26 describes the �j II] ---------... _____ _ I I I I I I I -- -7 I I ·------7 i I I i i I I KEV: 0 □ ◊ I PARKS AND RECREATION AREA i SCHOOLS PRIVATE RECREATION I I I I_ ______ _ ..a... I I LAPEER AREA RECREATION FACILITIES I L_______________________ L I O m 600 SCALE 1200 IN FEET 1800 I I ! I I c ,-T v· a i=-'tA p EE R--M ic-Hi G-AN �TABLE 2 INVBNTORY OF LAPEER AREA RECREATION FACILITIES I -g I Ij ~ I .c C1J ..-t .-I Cl 0 0 p., s;:: H I ,-I Cl) .0 µ I I C/) C/) I 'O s;:: 4-1 0 I I C1J P'.l ::, I C1J C1l .0 ,..:i µ Cl) Cl) ~ 0 r/) s;:: C1J C1J u P'.l C1J E: s;:: ·rl C1l Cl) E: I-< 0 s;:: 0. I en r/) eC1J r/) :>, c., u ::i:: ..-t H ::, .-I ·rl µ s;:: < 0 Cl) r/) 'O I-< s;:: < 0 .c ..-t bO C1J l ~ I p., I I ..-t C1J e ::, p., bO ;,-, ,.,H C1J Cl) ,-I Qi ~ p.. I Audobon Park_ _ _ _ _ _ _-+--~--+----t--•-I I 3 . Cram ton Park I_ • -· 4 E. Annrook Park I I - • -5 - , -H_e_n_l~y Rec. Ctr. (1) - · - - - • I 6 I Rotary Park 2 --l I I -- ~ 2 _ • ! • 0 C/) ...__ s;:: s;:: ·rl µ C1J ~ C/) ..-t I I !I µ I .-I .-I C1J bO ..-t I I s;:: E: E: 'O 'O .D Cl) ,-I C/) 0 0 ..-t ~ C/) µ I I r/) ;l I-< ::, 0 u r/) Cl) Cl) 0. I-< .-I .-I C1J u ...__ .D ~ I-< Cl) u ,-I r/) C1J C1J C1l I-< H Cl) ;3 I P'.l .D C1J H Cl) ::, p::: ::i:: I I "O ,-I "M u H ~ _ _______ - - - r - ___ ~ _,_____ e 1 I - ~ - I • I 2 • I 3 ___ _ _ ___ - µ µ u I I-< 0 0 'O ::, p., bO I > 0 ::, ::, p., ~ 4-1 I - • ,_ •• •• • I ,- I µ µ µ ,--1 0 c., 0 bO C1J I I 0 I I-< 0. 0. < ..__, s;:: ·rl µ µ «I C/) I P'.l ti I I I ---=---~.::.=..:..:..::~.:....c::..::.::::..:__ _ _ _ _ _ _ 8 ,_ 9 I 11 I ,_____ 12_ _ -; I I 5 1 2 I L ____.__ I ---------+I--+---' l -+-I ' -1 - ;-,______;_ - •· I 2 I I 4 2 12 i ~m::;;r 7 4 5 3 ~ 1 7 11 I ---,---------'--4--1 --·.=:-· t~=-l.__J_-+,~- __;_-_-_---"-f_:-----'---t~-'.- - - -_-·::==+-----~-~~ ::::i_e _s _ _ _ _ _-+-- 2 - - - + - - - - - • - _____ -+----~---1-I 4 ,---, 3 -,~- I I Zemmer Jr. High I I 1 ,.._2 3 4 Bishop Kelly (2) Subtotal Private Facilities I . - --Woody's Gym __ __ _~ Lapeer Healtl_l Sp!:_ _____ ! Lapeer Country Club Lapeer Court Club I , 4 ' 2 8 - 6 I I • ~ +--f----_, : _ ----f----J----J-- 6 1 =.· J L_l - ~8 2 3 2 I -- J _I 1 8 122.5 _ ----l-----t-----1,-- ______ 1, I -, ->-- - ----· ,____ -- - ----- I ....-- 7-=__ I I 3- J_ _ 1 >- ·= ~ J,_--.'-~=:-_- lf-1L ~ --i -=~='~ - - {' / __ _ J 1 - - - - j - 7 - -4-:- I - - - -4 ~ - ---,, • 7 65 __,_I -- _ t- _____ -1-- · I 52 i - 62 -- 9.7 ~ 47 - -I - - 'I ~- (3) 8 - I 13 1- 1 -T -== <3 > 1 191.7 I J - One hundred year old former church. (2) Private schools. (3) Shared grounds. SOURCE: City of Lapeer Parks and Recreation Department. (1) • , I .f---- 1---7:;___-=S-=ch =-1=. -c=--=k=-=l=-e--=r--=-::::E'le :-'-- m - .- -----c!--+---..!.l---+-----+I----L!_ _ji!__•----+I----L;-_jll-----1-l--'---= • -+--+--+------1i------+---+---t--+----+--+--+---+I-----=_ 8 - -5 I I ~-..__-1----- -- · - -- ___ • -+-----r--- - - ~_ -7 . I I 1 _J _ _ , I • I __.___ -,-1- ' I I ---+---+---+---+---;1---'5:c-_ _1-:Ic-rw _ i_nc-::-::E-:l--=e:--=m_._ _ _ _ _ _ _-'---I--+--+!__-·1_•_+--_l:___i:___il__---!l----!--+-~-•- i-----t--+--+--+--+- _---+----i------i------i---~11 6 ' Turrill Elem. , I I ! i • I -4 < P'.l 12 __._I --- ----'----+-~--+----4--,_____,______ 1 ----+------+------+---t - + - ..___ ~-'--__._, I u ~ • 7 Rowden Park I J__ - - - _ __,__ --f----!---f----!f----'----'---f---+---+--+--+-----1---t---t----1--f---f---+---t--+----t---t---t---+--+-.:.+---'----t-• • • • • • •• • • Water Tower Travel I ' I • • Tr ail er Park --------1----+---1.---+---1--'----i-----'-----+-----+--_J..._• _--l._: _-_-+-':--:_-_--++---_-_--1+---_-_-;_-_-_-;_-_-_-:_-_-_--,+_-_-_-_+;_-:_--++-------=f---+--+-_-_-J+'==_:_-•-++_-_-_Perkins Park • • •I _J • I ,___l_O_~I_A_m e_r_i_c_a_n_ L_e_g_i_o_n_ F_i_· e_ l_ d______ _J ~ ]-___,,--___ I j- !t --' 1 Memorial Park -1- ~-. I -~ --J J ---i- • P_a_r_k_ D_e_p_t_._ O~p_e__ n_ Space _ __ j __ Subtotal ! <---<--- - ~ p::: X I j __ J --,- -+---+------:------1------1-----,r---+---+---1_ 2 ! ____ I_ I . ,-... X Cl) 0 0 p., Qi <ll ;l 0 P'.l 0 0 p., r/) I I I I Qi ·rl .-I O' u C1l ~1 .-I µ .c µ Cl) r/) Cl) .D C/) µ C1J H .-I .-I C1J C1J s;:: Cl) I ~ ·rl s;:: I ,-I I e I 12 ::, bO Map City Parks And I I Code Recreation Facilities 1--=--l=--=--=-A - n-n=--rc.::oc.::oc.::k--=--=P:..:ac.::r:..:k~-=-=~::..:---=----+--------'-1----!f---t--+---+----,---J;----;--• _=..=__ _ _ I 2 i - Cl) 0 ..__, I I u u bO 0 0 0 H u ·rl s;:: u !> Cl) I I I-< µ Cl) I f H 0 0 'O I I H Cl) ::, I Cl) I .j I . u s;:: ,-I .c µ u ,...., .-I .-I .-I C1J H 0 0 'O ,-... I I --- �Deficiencies An examination of applicable national recreational standards was made and present program participation levels were reviewed to identify the following City-level facility deficiencies: Modern 1. indoor pool and recreation The center. present center is quite old with inadequate parking areas ard a pool unsuitable for competitive use. 2. Development of a major park capable of multiple facility use. 3. Park land acquisition, since roughly floodplain half or other than wetlands and floodplains, of all City park wetlands, limiting its land is useful designated development potential. 4. Heavy diamond programming has not been able to keep pace with demand. Ball diamonds, soccer fields and ball tennis courts all operate at capacity and more are needed. 5. Special interest facilities - such as outdoor volleyball courts, senior citizen activity areas and the like are often mentioned facility shortages by area residents. A variety of neighborhood level deficiencies were identified the brief adopted Lapeer Park and Recreation Plan (of which this is summary). The reader is referred to that Plan additional detail on this and other areas discussed herein. 28 by a for �TRANSPORTATION CONDITIONS THE THOROFARE NETWORK The location of Lapeer at the crossroads of east-west interstate freeway I-69, M-24, makes and one of the major north-south State trunklines, the City readily accessible centers to the south (Pontiac-Detroit), to major population west (Flint), east (Port Huron - Sarnia, Canada) and north to the thumb agricultural and to Michigan's northern lakes and recreation areas. this area However, excellent location brings with it the problems generated by heavy traffic demands. The completion of I-69 has helped to alleviate traffic conflicts between The To businesses and through traffic for east-west travelers. same cannot be said for the north-south travelers adequately on M-24. address traffic needs of the through traveler well as those of local residents the overall roadway network Lapeer and its immediately surrounding area needs to be as for planned to accomplish the following: A thorofare system that affords maximum convenience, safety and efficiency in the movement of people and goods. The development and integration of local residential streets with a system of major and regional thorofares serving urban and rural areas. 29 �The provision of a system of thorofares within the City of Lapeer a~d its planning area which segregates commercial and through traffic from local residential streets, thereby implementing the objectives of planned communities. The goals streets and objectives to effectuate a planned and thorofares as well as other modes of network of transportation are more fully outlined in a later section of this report. THOROFARE STANDARDS In order to determine how streets should be must be a basis upon which to classify them. the basis determined of right-of-way from the amount widths of classified, there This can be done on which, in anticipated turn, traffic can and be the resultant number of lanes needed. Type Number of Moving Lanes Purpose Rightof-Way (a) Expressway High speed, long distance movements where traffic is heavy 6 or 8 (b) 300' - 350' Major Thorofare Long distance movernents where expected traffic is less than expressway, or where traffic demand is heavy for short distances 4, 100' - 150' Secondary Thorofare Through movements where traffic is relatively light 2 or 4 6, 8 86' Minor Access or service 2 60' or 66' (a) Figures in this column do not include service drives or parking lanes. (b) In rural areas 4 lanes generally sufficient 30 �THOROFARE PLAN Expressway its - The I-69 Freeway traverses the City of planning interchange the Road area in an east-west direction. Lapeer The and existing on Lapeer Road (Main) will afford access to and from A second interchange at CBD and the City. Lake will afford access to potential industrial, Nepessing commercial and residential lands in that area. Major Thorofares - To accommodate potential through traffic, traffic generated by proposed and existing land uses, and provide continuity to the existing street system, are proposed planning area. the following streets as major thorofares in the City of Lapeer and Each should have a 120 foot North-South Major Thorofares Lake Nepessing Road Millville Road Suncrest Lapeer (Main) Road (M-24) Saginaw - Clark Road Meyers, Morris East-West Major Thorofares Oregon Genesee (M-21) Demill, McCormick, Peppermill 31 right-of-way . its �The accomplishment of this major thorofare network will the extension require of Suncrest Road southwardly to connect with the extension of Denill Road, the extension of Denill Road westwardly to serve the vacant lands west of Main Street to Lake Nepessing Road and the connection of McCormick Street to Peppermill between the railroad and Saginaw Street. Secondary Thorofares - The secondary thorofare may carry traffic but would primarily serve local areas . to Their purpose is collect traffic from local streets or areas and move this the major thorofares. be through determined by to Consequently, future traffic volumes will traffic generated by adjacent land Normally these streets will require an 86 foot right-of-way . following are designated as secondary thorofares . North - South Collectors Hayes Road Farnsworth Road East-West Col l ectors Davis Lake Road Turill Road 32 uses . The �The remaining streets and roads would primarily function as local streets or minor thorofares. Programs for the elimination of through traffic in residential areas should be developed wherever possible. streets patterns . Such programs should jnclude the closing by creating cul-de-sacs, Bicycle of or otherwise modifying and pedestrian facilities, protected automobile traffic, should be created in appropriate areas . 33 minor street from �COMMUNITY FACILITY NEEDS One of which the features that makes Lapeer a desirable community to live and work is its attractive small town Community services desirable place. quickly slip into a state of decline. facilities atmosphere . play a significant role in making Without - adequate services a in Lapeer community a can Improvements to community must be a continuing on-going program . The recently initiated Capital Improvements budgetary program is an essential step in planning ahead within the community's spending ability to assure the continued maintenance of all of tl1e infrastructure structure needs of the City. UTILITIES The City enjoys an adequate source of water excellent sewage treatment plant . Objectives for improvement Community and and operates As outlined in the Goals Facilities, a program a continuing program for separation is a high priority item. of an and watermain storm/sanitary sewer The City will also need to address solid waste disposal for future years in consort with the on-going county planning effort . A regional solution for solid waste disposal is needed . Public Works Facilities - The City ' s public works facilities generally well improvement Services storage to area located the is and adequate appearance needed. of for the their purpose . Department The addition of indoor of are An Public space for of equipment and exterior landscaping would enhance the DPS site and provide a better neighborhood setting. 34 �Public Safety can offer - One its Residents of the most important services a residents is protection should from community crime enjoy not only actual security, and fire. but also its perception - they must not only be safe, but feel safe as well. Police and currently fire service in Lapeer is operates properly and in facilities efficiently growing communitv. at that a are high not level. It adequate to administer the services needed in a A new structure is needed in which all public safety operations can be consolidated. City Administrative Offices - Efficient city government a good working environment. located with structure. made available area area, is an inadequate in City Hall if police and fire services can The building should be renovated with especial p~eserve building to ~ts service centrally Adequate space for administrative personnel could be relocated. to respect Lapeer City Hall though requires its unique historic character. should include the provision of Renovation of attractive be care the pedestrian treatment and landscaping for the exterior of the building. The new post office site, across Nepessing Street from City Hall, should also receive landscape treatment in harmony with the Hall site. 35 City �GOALS & OBJECTIVES Establishing goals and objectives is the implementation of a rationally developed plan . first step toward �THE FUNCTrON OF GOALS AND OBJECTIVES In undertaking the Lapeer Master Plan update it is essential that clearly defined goals element be established. well explained Minneapolis - 1. Goals by and objectives relative to each plan The particular value of setting goals is Arnett W. Leslie in Goals for Central Its Function and Design: give direction public facilities, to those responsible for planning enabling them to prepare plans in closer accord with community desires. 2. They help to avoid confusion of basic issues with questions secondary or details and thus help achieve clearer and more pointed discussion of each. ' 3. . They can necessary create a common ground of agreement which when .many individuals and groups are is so actually involved in preparing and achieving plans. 4. They can prepare unwarranted, the way for achievement by Johnny-come-lately criticism warding when the off time comes to put a plan into effect. Over the course of the planning program, were these a variety of held with area businessmen and residents. sessions workshops The results are a series of goals and objectives which, of if implemented through the policies and implementation alternatives presented in this plan, will assist the realization of the plah. 16 �Thus, the plan preferences itself is a reflection of the attitudes of the City's residents and businessmen. In and other words , "Experts can make plans and directors can enforce them, but . in the long run, the only planning that will succeed is that which the public wants." Journal of the Town Planning Institute . 37 (Sir George Pepler, �GOALS, OBJECTIVES, POLICIES: RESIDENTIAL NEIGHBORHOODS Lapeer's residential maintained and signals , neighborhoods on the whole possess the amenities for good however, are becoming are well living. noticeable. The Danger five pressing problems existing in our neighborhoods include: most (1) Some deterioration in both the maintenance of dwellings and in outside housekeeping in older neighborhoods; Some overcrowding ( 2) in housing areas as a result of conversion of older single dwellings multi-family into neighborhoods Incompatible use; resulting land A (3) in uses, lack parking of on lawn particularly neighborhoods abutting business areas and in parking at curbs, some areas; the edges thorofares, an adverse impact on quiet residential living; high quality street surfacing, in ( 4) of resulting (5) A lack of gutters ahd sidewalks in some neighborhoods of the City . In recent years Lapeer has made significant progress in advancing its planning strengthening maintaining program, building municipal modernizing and housing services . its Zoning inspection These Ordinance, services, programs must and be continued, but all problems of deterioration cannot be avoided by these measures alone . GOAL PRESERVE FOR A SEGMENTS AND CONTINUOUSLY IMPROVE RESIDENTIAL AREAS AND CROSS OF SECTION OF HIGH QUALITY HOUSING SUITABLE POPULATION WHILE MAINTAINING SINGLE-FAMILY HOME. 38 EMPHASIS PROVIDE FOR ALL ON THE �OBJECTIVE I. Maintain and enhance the residential character of existing neighborhoods. POLICIES 1. Private action improvement to achieve of existing adequate properties maintenance can best accomplished through individual and neighborhood and through pressures of public opinion. superior efforts will require an effective and To be pride insure educational campaign. As part of implementing this policy, prepare the City should and regularly distribute information brochures explaining v',hich improvements can be made to property without increasing property taxes. 2. Through its action, the City must demonstrate an awareness of the construction gutters, need to improve of street sidewalks), neighborhoods. improvements as well planting and street maintenance, (paving, The curbs, as a program for tree should be foremost in this effort. 3. The City should provide the highest affordable level of City services to all residential areas of the City. 4. Residential areas should be protected from encroachment by incompatible land uses through careful of the Zoning Ordinance. 39 application �5. Through its housing assistance program the continue its active role in City should encouraging the rehabilitation of older housing in the community. 6. A visually attractive environment in residential areas The City should sponsor an annual should be promoted . paint-up/fix-up week with special emphasis on The City should continue housing and building code in- residential areas. 7. spection and enforcement for multi-family dwelling units. OBJECTIVE II. the Stabilize multiple-family) segments of housing mix (single-family, two-family, to provide housing opportunities Lapeer's present and future for residents all while maintaining the single-family character of the City. POLICIES 1. 2. Limit the conversion of single-family dwellings multi-family use in older single-family neighborhoods. Provide areas for new housing development with to a diverse housing stock for all income and age groups and with particular emphasis on single-family detached and attached (cluster) housing. 40 �3. zoning Develop standards to allow an efficiency apartment or a one bedroom apartment in older of the City as a special condition use in sections an owner- occupied single-family dwelling unit. 4. A housing mix dominated by single-family dwellings with no more than 40 percent multiple-family dwellings should be the year 2005 target for the City. OBJECTIVE III. Preserve and maintain structures of significant historical value and their immediate environment. POLICIES 1. Promote historic programs and matters. preservation information Brochures on which through historic contain educational preservation information historic preservation should be developed and on provided residents. 2. Continue Commission to support the efforts of the City's Historic in its preservation efforts in the older residential neighborhoods of the City. 3. The City should assist property owners to obtain public and private funding for use in restoration and preser- vation of historic structures and places. 41 �GOALS, OBJECTIVES, POLICIES: BUSINESS AREAS There are three distinct types of business areas within the City, each with The CBD is its own basic function: shopping core and office center for the County; the comparison the two shopping centers are major convenience uses for tre Lapeer area; highway business areas provide for fast-food and general shopping opportunities for the City and the larger and the retail county-level market. CENTRAL BUSINESS DISTRICT Lapeer's serving central business district is the dominant retail center a population in excess of 53,000 people. functioned The CBD well in recent years following the extensive has renewal activities of the early 1970's. The continued three strength of the CBD is of key importance business areas since its draw keeps shoppers coming town past the shopping centers and highway businesses, facilitating to the greater exposure of these less all into in effect concentrated retail uses. To continue region to serve as the prime retail center for some already apparent problems will need to be and room for growth will be necessary. need to be addressed include: improved; growing corrected Some of the problems that (1) A need for additional parking for both shoppers and employees; be a (2) Access to the CBD needs to (3) Pedestrian linkages need to be strengthened in 42 �some areas of the CBD; designated; (4) Space for future growth needs to (5) Store fronts and particularly the rear of stores need more unified treatment; the (6) Remodeling of pedestrianways and expansion of pedestrianway street furniture, be be undertaken; treatment (pavement, provision of public restrooms, T~e (7 ) lighting, etc.) needs to CBD needs to function as a management practices (business hours, unit with advertising, events, etc.) similar to those provided at shopping centers. Because of what ails it, improved without expansion, store decoration, for the central business district cannot be investment of private modernization, instance, must funds. Business landscaping and all be undertaken area exterior by private owners investing their own money. Furthermore, certain public remedies should have the support business interests. change and of Proposals to eliminate overhanging signs; to provisions of the zoning ordinance as it affects the CBD; to modify traffic routes have all been opposed by downtown businessmen in the past and have sometimes been defeated. Finally, to improvement justify the expenditure of public funds in the of a land area as large as that taken up by · the CBD, it must be shown that the investment will be worthwhile and not a losing proposition. arteries, provision Street closings, building of circumferential of off-street parking facilities, construction of pedestrian malls all cost a great deal of 43 and money. �Even such relatively inexpensive items as street trees, waste receptables, thousands street lighting, and potted designed plants cost of dollars and would be hard to justify in the absence of private investment in the future of the CBD. GOAL THROUGH ENHANCE EXTENSIVE GOVERNMENT-PRIVATE BUSINESS THE CBD's GROWTH OPPORTUNITIES TO ENABLE IT TO AS THE DOMINANT RETAIL CENTER IN THE LAPEER SERVICE MUST OF THE COOPERATION, AREA. BE DONE IN A FASHION SENSITIVE TO THE SMALL TOWN THE CITY, CONTINUE CHARACTER ASSURING THAT EACH NEW DEVELOPMENT CONTRIBUTES ECONOMIC VITALITY, THIS TO SERVICE CAPABILITY AND ATTRACTIVENESS OF THE CBD. OBJECTIVE I. ACCESSIBILITY east should - Access from the south and west as well be improved and the actual route to the as CBD should be better identified. POLICIES 1. FROM SOUTH a. Saginaw Street should be upgraded and the Saginaw Street bridge should be widened. b. The intersection of Saginaw and Genesee should analyzed for improvement of traffic safety. 44 be �2. FROM WEST a. Court Street is an important feeder from the and the south . west Left turn movements from Genesee Street should be improved to facilitate access to Court Street . 3. FROM EAST a. Turning movements at Pine be and Nepessing should from · a traffic standpoint relative a ~ alyzed to CBD access from the east. b. Signage north for traffic entering the CBD from via Oregon Street and from M-24 by way the of Park Street should be improved. OBJECTIVE II. CIRCULATION - An analysis of traffic flow in and around the CBD should be undertaken. POLICIES 1. AUTOMOBILE a. Traffic light timing should be coordinated . b. Alternatives to turning blo c ks should be studied . c. One way street alternatives should be analyzed. d. Expansion of the CBD must be carefully planned to the north and south to minimize traffic pedestrian conflicts on Park and Clay Streets . 45 �2. SERVICE VEHICLES a. Alley blockage by service vehicles should be hazards and water runoff problems at corrected . b. Winter ice service areas should be improved. 3. PEDESTRIAN a. Pedestrian should access to and from the rear of improved be from a stores traffic safety standpoint. b. Pedestrian crossings of CBD streets should be signalized as more stores are added to the CBD . c. Pedestrian interior access between stores through accessways should be use explored. of Second floor connections may also be feasible . OBJECTIVE III . PARKING convenient - Every effort should be made to increase customer parking with the emphasis first placed on providing at-grade parking . POLICIES 1. EMPLOYEES a. Continued effort must be made to discourage use of prime parking spaces by employees in the CBD . Among possibilities which may resolve these issues are: low Locating employee parking in remote lots at cost or no cost to the employee with possible 46 �shuttle system bus varying (employees at higher rate than providing (for providing a service; a both parking ramp for long employees and customer); term downtown cost parking residents); increasing meter rates to encourage more turnover near shops; or a combination of the above. 2. CUSTOMERS a. Prime parking space should continue to be metered until adequate space is available and convenient to all sections of the Central Business District. b. Prime location surface parking should be expanded wherever feasible for customer use. c. Areas of parking distribution deficiency on the north side of Nepessing should receive the highest priority for adding parking as suitable properties can be acquired. d. Various alternative methods of merchant parking validation should be pursued. e. Should parking decks prove financially feasible, the~r design to should be coordinated take advantage of topography changes and to assure that they do not have a negative impact appearance of the CBD or abutting areas. 47 on the �OBJECTIVE IV. SIZE OF CBD - The CBD will need to expand to keep pace with Future growth should be concentrated as market area growth. a compact business area conduclve to walk-in business and to provide for the continuation of the small town character that typifies Lapeer's CBD. POLICIES 1. WALKING DISTANCES a. Walking distances maximum of should be no greater 400 feet between stores and than a parking lots. b. The CBD should be lbnited in length to its current 1,400 foot dimension (Mason to Saginaw Street). 2. CBD GROWTH AREAS a. Future CBD growth to the north should be limited to the blocks abutting Park Street. b. Future CBD growth to the south should be limited by the river and park land. c. Advantages of a river and park-like setting should be pursued in expanding the CBD to the south. d. Possible pursued additional CBD expansion should be on existing parking lots provided parking can be replaced and expanded. 48 �3. CBD FRINGE a. The east side of Saginaw Street, of south should Nepessing, and business office uses both north be to and developed in the complement activities of the CBD. b. The west end of the business district containing the City Hall and new post office provides a entrance to the CBD. good The design and treatment of open spaces in this area is of prime importance. c. State and Federal offices should be encouraged to locate in the CBD and in the CBD fringe to create more shopper traffic as spinoff during lunch hours and after office hours. 4. OTHER BUSINESS GENERATORS a. The as Lapeer County Court House should be preserved a key downtown aesthetic Lapeer. and Ways historic should feature be found in for a fuller utilization of this structure and grounds. b. The court removed. house annex should For the short term, eventually be this structure may need to be utilized for office or commercial use. c. Office uses on the main business streets should be encouraged to utilize 2nd floor space or located so as not to utilize prime retail space. 49 be �A d. program property tenants should owners be to instituted lease space encourage to to who will be an asset to the appropriate retail core and to offices that help support the main function of the CBD. OBJECTIVE V. CBD APPEARANCE efficient and tasteful environment that will enhance the Central Business District as a - Provide a clean , place to do business and as a place in which all the citizens of Lapeer can take pride. POLICIES 1. ARCHITECTURAL a. The architectural style of the CBD should the the reflect City's historic character and should preserve old structures architectural style provided meet safety and building codes of such the City . b. No single motif should be promoted; however, the style of the early tradition of the City should be respected as it relates to any new construction in the CBD . c. Color coordination in both new construction and in remodeling old structures is essential . 50 �d. The rehabilitation of historic structures should be encouraged in every way possible. e. The provision of a downtown restroom facility should be explored. 2. THE SHOPPING STREET a. Additional decorative paving should be installed. b. Additional street tree planting in downtown should be undertaken. c. Parking lots should be beautified. d. Additional street furniture should be provided, including bike racks. e. Additional pedestrian lighting is necessary for both utility and for its decorative appeal. f. Both public controlled · should and private signage throughout the area. be discouraged. Parking needs to Flashing lot be signs locations should be distinctly signed. g. A study of the feasibility of relocating the present overhead power lines underground should be undertaken. h. A continuing improvement emphasis should be placed of rear store facades and on the entrances, including landscape treatment where appropriate. 51 �i. Alleys should be considered as pedestrianways and the use of alleys by trucks should be controlled. j. Merchants and property owners, in partnership with the City, should assist in the control of vandalism to both public and private property. k. Maintenance of public areas should be programmed on a regular basis. 3. RIVERFRONT a. Protection and beautification of the river and the integration of a park-like river setting for CBD expansion should be encouraged. b. All development near or adjacent to the river must respect the preservation of water quality and setting of this important natural feature. HIGHWAY BUSINESS AREAS At present, promote access appearance of these business streets does an appropriate image for the City to hazardous. to the and from businesses is of confused Lapeer. and not Traffic occasionally There is a lack of coordination of parking and access parking between businesses. The conversion of dwellings business use does little to promote a business street image. 52 to �Mixed land uses, such as businesses of a heavy, almost industrial character volumes intermingled of with customers, retail activities serving promote an unstable and often high unsightly business atmosphere. GOAL ENHANCE THE IMAGE AND OPERATION OF MAIN AND GENESEE SOUND BUSINESS WHILE MAINTAINING SERVICE STREETS AREAS AND AS ATTRACTIVE ENTRANCES TO AND IMPROVING UPON THE GENERAL THE AS CITY, BUSINESS NATURE OF THESE BUSINESS FRONTAGES TO PROVIDE FOR AND BOTH THE LOCAL RESIDENT AND THE TRANSIENT TRAVELER. OBJECTIVE I. Improve upon the appearance of business streets. POLICIES 1. Encourage owners private action by businessmen to improve and buildings and sites to property promote a better image for the business streets of Lapeer. 2. Businessmen for and property owner improvement committees both Genesee and Main Streets should be formed to actively pursue an improvement program. 3. Promote the development of vacant properties clearance of properties containing and the dwellings to facilitate suitable new business uses. 4. Discourage uses in the use of existing dwellings for business areas unless the dwellings historic significance. 53 business are of �5. Promote the removal of noncompatible uses of property in areas zoned for business use. 6. Continue to P-nforce strict sign controls submission of and sign proposals as a part of require site plan review procedures. 7. Prepare an improvement plan for both streets to include beautification measures. OBJECTIVE II. Improve traffic access to and from parking lot access and improve businesses, parking coordinate lots in both appearance and utility. POLICIES 1. Pursue the provision of marginal access connector drives between properties wherever feasible . 2. Promote joint driveway access wherever feasible between abutting access parcels points in order to reduce the number of from the for turning movements to and major traffic artery. 3. Require the provision of adequate off-street parking for all new construction and encourage the provision of adequate parking in areas where shortages now exist. 4. Require the surfacing and maintenance of all lots. 54 parking �5. Encourage tree planting and beautification of parking lots. SHOPPING CENTERS Lapeer's similar two shopping centers exhibit a number of to those of the general business streets in problems Lapeer. A more unified architectural theme at each center would improve the appearance and enhance the entrance to the City from the west and from the improved south . at Further, both centers Additional environment. landscape as does definition treatment the needs general to be pedestrian of parking versus traffic movement lanes is needed to both enhance the center's safety and to create a more conducive shopping environment . GOAL MAINTAIN, AND IMPROVE EXISTING SITES . THE THE CITY's SHOPPING VITALITY OF THESE CENTERS CENTERS ON THEIR SHOULD BE STRENGTHENED IN ORDER TO DISCOURAGE THE DEVELOPMENT OF ADDITIONAL SHOPPING CENTERS WHICH MIGHT WEAKEN THE MARKET SUPPORT FOR ALL EXISTING BUSINESS DEVELOPMENTS IN LAPEER . OBJECTIVE I. Provide a safe traffic pattern entering and leaving these centers as well as a safe internal circulation pattern. POLICIES 1. More clearly define traffic circulation, parking spaces and pedestrianways in shopping centers . 55 �2. Adequately maintain parking lots during all seasons of the year. 3. Enforce barrier-free parking areas. 4. Provide shopping cart corrals to reduce cart/parking space conflicts and facilitate quicker cart pickups. OBJECTIVE II. Improve the appearance of shopping center buildings and their surroundings. POLICIES 1. Create more pleasant pedestrian areas utilizing street furniture, decorative paving, lighting and plantings where appropriate. 2. Encourage both an centers treatment of exterior facade study for renovation by the all owners . stores A unified in each center of up-to-date should be provided at these two important entrances to the City . 3. Signage within each center should be controlled by the businessmen to eliminate excPssive window signs. 4. Promote a tree planting program within parking lots . 5. Provide collected daily daily outside and housekeeping - litter snow removed from winter months on at least a weekly basis. 56 the to be site in �GOALS, OBJECTIVES, POLICIES: INDUSTRIAL AREAS Industrial area development in Lapeer and the immediately surrounding is of prime importance to the vitality of the City both an employment base for residents and as a tax base which as assists in providing for essential community services such as schools and other public facilities . The growth of industry in recent years in the Lapeer area has been steady and substantial . GOAL TO PROVIDE SPACE FOR NEW INDUSTRY AND TO UPGRADE OLDER INDUSTRIAL AREAS IN THEREBY LEVELS ORDER TO EXPAND LAPEER'S EMPLOYMENT AND TAX BASE AND ASSIST IN PROVIDING EMPLOYMENT OPPORTUNITIES TO ALL AGE OF OUR WORK FORCE WHILE PROVIDING A HIGH LEVEL OF COMMUNITY SERVICES AND FACILITIES . OBJECTIVE I. Develop new sites for planned industrial districts . POLICIES 1. Industrial development should take place only in that will not be incompatible with existing or areas future residential development . 2. A mix of site sizes, large and small, should be available within planned industrial developments . 3. Access by means of direct thorofare connection to freeway should be achieved. 57 the �4. Full utility services should be provided to and within planned industrial parks. 5. Industrial park private covenants and site appearance, gc~erning building signage and landscaping should be encouraged. OBJECTIVE II. Maintain and upgrade existing industrial districts. POLICIES 1. Provide adequate industrial street access to all industries. 2. Discourage the use of residential streets for industriAl traffic. 3. Provide a high level of maintenance to all streets utilized by industrial users. 4. Promote a visually attractive environment in existing industrial areas. 5. Promote a high level of exterior maintena.::1ce and encourage landscaping for existing industries. 6. Provide for the proper screening of industry in those areas where housing is in close proximity to industry. 58 �7. Outdoor view storage by areas should be screened from landscaping or, where landscaping is sufficient not available, public area by means of for walls or screening fences. 8. Where mixed land uses exist in industrial areas, support efforts to consolidate parcels for industry. OBJECTIVE promotion III. Industrial and the incentives to encourage industrial development should be supported within a balanced framework for all other land use and service needs of the City. POLICIES 1. Support the efforts of Lapeer's Corporation (EDC) in its Economic efforts to Development attract new industry to the area. 2• Encourage the EDC's effort to retain and expand existing industries in Lapeer . 3. Encourage in Lapeer transportation oriented industries to locate yet also continue ongoing efforts to diversify Lapeer's industrial base . 4. Make areas fiscal incentives to industry and available within the framework of Capitol Improvements Program. 59 to industrial a city - wide �GOALS, OBJECTIVES, POLICIES: PARKS AND . RECREATION The Flint River, Farmer's Creek and Hunters Creek provide a natural setting for Lapeer that is one of its most distinguishing features. part The river system provides the framework for a major of the Lapeer park system and, in addition to providing attractive recreational visual assets. setting is one of the City's an overall The preservation of the river system and adjacent lands is of prime importance to the City. Lapeer has services been a park and recreation to its population and to provision leader surrounding in providing townships. The of parks by the City has had its advan~ages in that it strengthens the identity of Lapeer as the center for the region. This advantage n~eds to be weighed; however, as it relates to the cost of services provided to a large population base with payment for capital costs as well as ongoing maintenance confined to City of Lapeer residents. Leisure time and the use of park and recreation facilities increasing and will continue to increase. lands pace Some expansion to park and improvement to existing facilities is needed with different to keep recreational demands and to accommodate the needs age groups. Recreation programs flexible enough to accommodate these demands. 60 are need to of remain �The on-going school cooperative arrangement between the City and the district should continue to be nurtured as it relates to use of facilities. The shortcomings of corrected whenever Floodplain lands periods to dual use demand a are feasible must be recognized alternative an unreliable can resource be during and found. flooding as are school sites when both the City and schools utilize additional facilities active at the and same passive time. The recreation need provision lands need of to be ENHANCED BY explored to alleviate overload problems. GOAL: AND , RECREATION IMPROVEMENTS AND INCREASING COOPERATIVE USE OF EXISTING WHILE MAXIMIZING OPPORTUNITIES TO ACQUIRE AND DEVELOP FACILITIES NEW TO OPEN SPACE OPPORTUNITIES SHOULD BE PUBLIC FACILITIES, CONSERVE AREAS OF NATURAL BEAUTY WITH PARTICULAR EMPHASIS ON THE RIVER SYSTEM, FLOODPLAINS AND WETLANDS AND ENCOURAGE DEVELOPMENT OF NEW PRIVATE SECTOR GOAL SHOULD HAVE OF FACILITIES. NOT LESS THAN 10 ACRES OF PARK LAND PER BE ATTAINED. LIMITATIONS SURROUNDING AS TOWNSHIPS, 1,000 PERSONS IN VIEW OF THE FACT THAT FLOODPLAIN TO USE AND THE THIS ACREAGE USER GOAL MONITORED CLOSELY AND UPDATED ACCORDINGLY. 61 POPULATION WILL NEED A LANDS INCLUDES TO BE �OBJECTIVE: I. Improve on existing City-wide recreation facilities to maximize their effective utilization. POLICIES: 1. Continue to improve Rowden Park in accord with the 1985 Master Development Plan. 2. Develop additional facilities at Rotary Park with particular emphasis on senior citizen activities. 3. Add restrooms, picnic areas, and play structures and pave parking lot at Annrook Park. 4. Improve 5• Maintain Cramton Park by adding a natural ice rink. coordination facilities in provision of recreation and programs utilizing both city and school properties. 6. Prepare master development plans for all park sites with particular emphasis on new park lands acquired. 7. Continue with an ongoing Tree Maintenance/Planting Plan including a City Homeowners Guide/Brochure. OBJECTIVE: II. Expand City-wide recreation land and facilities. POLICIES: 1. Acquire land adjacent to Legion Field for field expansion. 62 sports �2. Acquire riverfront land in areas that are not currently developed Genesee (particularly Streets) areas southwest of Main and for retention as a natural area and for riverfront improvement. 3. Construct a competition size indoor swimming pool . 4. Acquire the American Legion building for use as a community facility and for recreation offices. 5. Acquire property for a community center. 6. The existing Recreation gymnasium accommodations Center) should be maintained and (Henley improved until such time as a new facility can be provided. 7. Develop a section of the recently acquired Waste Water Treatment property into grass areas for soccer fields . OBJECTIVE: III. Improve maximize on existing neighborhood recreation their effective utilization . facilities This should include updating old playground equipment and existing lights at: 1. Cramton Tennis Courts 2. Rowden Softball Field 3. Legion Softball Field 63 to �POLICIES: 1. Improvements to existing parks to neighborhood recreation facilities need to be made Rowden, Rotary, Annrook and provide Audubon additional Parks in at the northeast section of the City . 2. The northwest section of facilities neighborhood at the C~: y is several served school Improvements need to be made to Perkins Park at by sites. Oregon and Lincoln Street. 3. Neighborhood at Cramton recreation facilities need to be expanded Park and adjacent to the County Center Building to serve the southeast quadrant of the City. 4. Improvements to the American Leg : on property should be made to to include neighborhood recreation facilities serve the southwest section of the City. OBJE CTIVE : IV . Expand neighborhood recreation land and facilities . POLICIES: 1. In the northwest neighborhood section of the park develop park land to serve the Silver Maples Village West Apartment complexes . mini City, to serve Rolling developed . 64 and A small neighborhood Hills should also be �2. A neighborhood tot lot should be provided in the southeast section of the City in the vicinity of Hunter Woods Apartments. 3. The holding pond area off Oregon between Silver and Village Maples West should be planned and developed for neighborhood recreation . OBJECTIVE V. Through provision good development design practices, of encourage open space and recreation facilities in the new housing developments throughout the City. POLICIES : 1. Through site plan review procedures, assure the development of adequate open space for recreational use in all new residential developments . 2. Encourage the use of "open space plan subdivisions " and " one-family cluster hou s ing option" for development of re s idential areas to assist in providing park land . OBJECTIVE VI. Encourage and coordinate private recreation facilities in the and supplement to City surrounding area as a needed public facilities . POLICIES: 1. Encourage service clubs to continue recreation activities in the City . 65 to support �2. Gifts of land for park purposes should be encouraged. 3. Private recreational facilities and recreational businesses that supplement public facilities and do not require tax support should be coordinated with local public facilities. OBJECTIVE VII. A method relates of financing park and recreation activities payment (It addressed. 30,000 people for is facilities to estimated that a utilize city parks . users, needs population The City that to of of be some Lapeer population is 6,200.) POLICIES: 1. User fees should be established for participation in some activities or for utilization of facilities . 2. Participation by local units of government in financing facilities should be explored . 3. Establishment of a regional park system or integration with the county system should be explored. OBJECTIVE VIII.Coordination eliminate of park planning with the County and State duplication of facilities and to work to toward provision of maximum recreation opportunities for the Lapeer region should be continued on a regularly scheduled basis . 66 �GOALS, OBJECTIVES, POLICIES: TRANSPORTATION Lapeer lies at the crossroads of two major highway routes, and M-24, and is served by a major east-west rail line. of Port Huron and Sarnia, accessible by way of I-69. within 20 minutes of Canada to the east The City of Flint, Lapeer via I-69. To I-69 The City are readily to the west, the is south, the industrial complex surrounding the northern Detroit suburbs is half hour's brings drive from Lapeer . The City's excellent with it the problems of moving large volumes traffic, while arteries, a location of through providing service to local businesses on traffic protecting and residential neighborhoods from encroachment by through traffic. In addition to through traffic demands , Lapeer is also faced with an aging throughout for street infrastructure both in the City. residential areas Many of Lapeer's streets were constructed a society less dependent on the automobile and for much lighter than those in use today. past, a street adequately Today , had maintained and vehicles When constructed, in years a life expectancy of 35 years, and its expectancy could extend to 50 if years . many Lapeer streets need repair and improvement to handle modern-day traffic demands. The areas of Lapeer that are planned for additional growth, particularly new industrial and housing areas, will need adequate collector streets to channel heavy traffic loads to major arteries without disrupting the living patterns of residents. 67 �As well as auto and truck access, be also needed as growth alternate modes of transit may of the area continues . Rail transportation continues to be important to the City and provides an a dditional incentive to the economic development of the Bus transit mobility is increasing in importance as a means to all service to relieve traffic age groups, particularly the and within the business districts of and parking congestion as well to area . provide elderly . Bus the can City as provide a convenient service to residents. GOAL PROVIDE AN ARTERIAL STREET SYSTEM THAT WILL ADEQUATELY TRAFFIC WITH TRIPS, A DESTINATION OUTSIDE LAPEER FROM SERVICE AND AREAS , INDUSTRIAL NEIGHBORHOODS . SAID MAJOR LAND USE TRIP BUSINESS GENERATORS DISTRICTS ARTERIAL LOCAL STREET AND SEPARATE ORIENTED SUCH AS RESIDENTIAL SYSTEM SHOULD SUPPLEMENTED BY A LOCAL STREET SYSTEM TO ENHANCE THE BE RESIDENTIAL NATURE OF THE CITY'S NEIGHBORHOODS . OBJECTIVE I. ARTERIAL STREETS streets flow - Strengthen the ability to serve their primary function : of allowing a smooth of high traffic volumes within and through providing for traffic safety, beautification of such streets . 68 and arterial the facilitating City , the �POLICIES 1. On arterial streets with business frontages, limit turning movements and strive for combined entrance exit points between abutting businesses in and order to reduce traffic conflicts and bottlenecks. 2. Provide left-turn lanes on all arterial streets, wherever feasible. 3. Enforce land use policies on arterial streets that abut residential areas to discourage the development of high volume traffic generators such as business or office developments. 4. In areas where new arterial streets are proposed, undertake a program for development of such streets . 5. Encourage transition the development of landscaping areas on arterial streets buffers that residential areas to provide noise and visual or abut barriers as may be appropriate. 6. Encourage the beautification of all arterial street entrances to the City . 7. Provide sidewalks on both streets. 69 sides of all arterial �OBJECTIVE II. COLLECTOR STREETS - Provide a network of collector within residential growth areas industrial neighborhoods, to allow for convenient traffic streets areas movement arterial streets while preserving the residential and to character of neighborhoods. POLICIES 1. Encourage traffic that originates or terminates in Lapeer to utilize collector streets wherever possible. 2. Place high a priority on improvement the and maintenance of collector streets. 3. Develop new collector streets in areas in which new economic development activity is imminent: a. A feasibility potential and study of an industrial east-west areas betweeen Main Lake Nepessing Road should be determine access attention paid crossings, and to soil Street undertaken a specific route location with conditions, environmental impact on to to special stream natural areas. b. The connection of McCormick Street with Peppermill Road between the railroad should be explored. 70 and Saginaw Street �c. A collector street from Oregon to Demill Road the vicinity provide Main a of needed to north-south traffic collector west of Street. required Creek This Drive collector is street to cross both the railroad in lands. Suncrest in and an area with environmentally Care should be taken to will be Farmers sensitive mitigate the environmental impact of the new street. 4. Existing a. collector Saginaw street streets Street should be should be upgraded improved. to collector standards including consideration for widening of the the bridge at the south entrance to the CBD. b. Oregon Street, from the east of Main Street to the City limits, should be upgraded. C • The county should be encouraged adequate right-of-way widths for the to provide continuation of collector roads into abutting township areas. 5. Sidewalks should be provided on both collector streets. 71 sides of all �OBJECTIVE III. LOCAL STREETS safety of - Maintain neighborhoods the residential while character improving local and street conditions arrd providing a high level of street maintenance. POLICIES 1. Provide curbs and gutters on all local streets. 2. Improve local street pavement where nonexistant or parking in residential areas in where warranting replacement. 3. Encourage off-street order to provide for safe traffic movement. 4. Provide sidewalks on at least one side of each street where gaps exist in the sidewalk network. 5. Upgrade sidewalks where deterioration is evident. 6. Undertake a tree planting program for all streets. OBJECTIVE IV. OTHER TRANSPORTATION MODES residents who, - Enhance the by choice or necessity, are mobility of dependent on other than private automobile transportation. POLICIES 1. Continue the support of rail and bus access to and from Lapeer. 2. Continue to provide park-and-ride persons employed outside Lapeer. 72 facilities for �3. Consider for the development of an internal transit system persons transportation , not adequately particularly served the by elderly existing and the handicapped . 4. Encourage the use of manually powered (bicycles and walking) . 73 transportation �GOALS, OBJECTIVES, POLICIES: COMMUNITY FACILITIES As the City of Lapeer and the surrounding area continue to grow in population, needs for community-wide facilities such as public works facilities, Hall) and the community centers , government offices (City the utility system will also require changes to demands essential of to the the time. Intergovernmental continued growth of the meet cooperation· is area and to the provision of necessary services for all of the Lapeer area . GOAL CITY-WIDE AND SERVICE FACILITIES INCLUDING UTILITIES, WATER, NAMELY SEWER PUBLIC WORKS FACILITIES SUCH AS DEPARTMENT OF PUBLIC SERVICES BUILDINGS AND YARDS, COMMUNITY CENTERS AND CIVIC CENTER NEEDS INCLUDING CITY HALL, POLICE AND FIRE FACILITIES SHOULD CONTINUALLY TO THEIR SERVICE CAPABILITY GRADED ON MONITORED A THE REGION . AS CONTINUING BASIS TO MEET THE NEEDS RECENTLY INSTIGATED CAPITAL OF AND BE UP- A GROWING IMPROVEMENT PROGRAM SHOULD BE UTILIZED AS THE KEY INSTRUMENT TO PROGRAM IMPROVEMENTS WITHIN THE CITY ' S ABILITY TO PAY WITHOUT OVERBURDENING THE RESIDENTS OF THE CITY. OBJECTIVE I. Utilities, upgraded both sewer and water, should be continually to provide the maximum in service to all of the community . 74 segments �POLICIES 1. Upgrade sanitary replacement sewers through cleaning and where lines are not adequately serving the community. 2. Rehabilitate sanitary sewer lift stations to assure adequate service. 3. Continue on a yearly basis to program for separation of sanitary and storm sewers . 4. Provide for new sewer lines as necessary to accommodate community growth . 5. Complete expansion projects at the Waste Water Treat- ment Plant . 6. Storage facilities for equipment at the Waste Water Treatment Plant should be built . 7. Undertake a water hydrant replacement program on a yearly basis . 8. Replace aging , deteriorated and under capacity water mains . 9. A City - wide water meter replacement progra~ should implemented . 75 be �OBJECTIVE II. The appearance facilities example and serviceability of works public needs to be improved upon in order to set a good for orderly appearance as well as to provide a ma ximum of service for revenues expended . POLICIES 1. Provide an addition to the Department of Services building to allow for indoor storage Public of al~ 9PS er:Iuipment . .., .:... :, ImprovP- t J,e Services ~ppearance yard to be of the Department more compatible of Public with nearby residential area . OBJECTIVE III . Public service both safety, and needs police and fiLe, to be kept at a is a most high level critical in both maintenance of facilities and in service . POLICIES 1. Build a new structure adequate to house all police, fire and parking division personnel and equipment . 2. Improve the building currently used to store apparatus . 3. Update public safety communication systems . 4. Replace all parking meters with modern meters. 76 fire �OBJECTIVES IV. City administrative inadequate. and offices as they currently exist are Efficient government requires sufficient space arrangement of such space to allow for proper administration of City busiw:::ss. ?Oi..,ICIES 1. Rehabilitate the existing City Hall building to provide more efficient administrative space and to better serve the public. 2. Rehabilitation preserve efforts should make every the historic qualities of the Hall structure. 77 effort existing to City �FUTURE LAND USE PLAN Planning, thoughtfully undertaken today, can help bring a better tomorrow. �FUTURE LAND USE PLAN The Future Land Use Plan, a as shown on the enclosed map, presents composite of all the land use decisions that resulted from the foregoing plan analysis. more It is a gu~de which seeks to obtain the desirable and efficient plan for industrial areas, public streets, commercial facilities and services and the and best residential environment possible. Planning is well established in Lapeer. goals and objectives set Achieving the long-range forth in the Future Land Use Plan requires that planning be carried out on a continuing basis. Planning Commission must continue to take an active role reviewing each new development in light of the long-range tives of the Plan. continual a in objec- The planning program must also provide for reevaluation of the Plan to take into account changing conditions, remain The trends and technology. dynamic In this way, instrument for guiding the the Plan will development and redevelopment of Lapeer. The total city planning process, but one part, involves a of which land use planning continuing program of is assessing development and redevelopment projects that bring about change to the existing fabric of the community. The objectives of communities change over time and unforeseen events sometimes make the best plans obsolete. to guide The process of plan making should the direction and rate of change in keeping overall goals and objectives of the Plan. 78 with try the �The planning (1) It process thus becomes time oriented in three is continuous, without termination. (2) affect and make use of change, future land short ranye It ways: seeks to rather than provide for a static use plan. (3) It is expressed in part in programs of action programming. 79 through long and capital improvements �IMPLEMENTATION The Future Land Use Plan for Lapeer is of little value unless can The first and most important be realistically implemented. factor in effectuation independent developers the Plan is reflected who buy and sell Overall, property, homes, businesses thereby the and lending Other factors which can serve as means to them. the the Plan will serve as a framework within these individual actions can take place, stability in actions of the people who live in Lapeer and by industries. which of it for implementing the Plan include: ZONING ORDINANCE The zoning available ordinance most powerful legal instrument the City for controlling the development of land. The proper administration of a sound zoning ordinance will bring about a pattern of development called for in the Future Land Use In addition, Plan. and to is the lot structures, building best zoning regulates the density of sizes and coverage of lots setbacks and off-street parking, ordinance by buildirigs, in order to serve the interests of the community at large. zoning population The City's is structured to assist in proposed acr~mplishing the broad objectives of the Future Land Use Plan. SUBDIVISION REGULATIONS In a community subdivision implementation that regulations of areas still has can the Future be an yet important Land Use Plan. 80 to be developed, tool The in the subdivision �regulations building will lots implements regulate the manner in which new are created from vacant tracts streets and land . It of plans for major thorofares and highways by requiring coordination of new streets with existing and planned thorofares. The standards assure for lot sizes, their layout and the most advantageous development of street land. design Subdivision regulations, if correctly applied, will secure orderly growth and development assist of the City's remaining vacant areas as in guiding proper layout of tracts to be annexed well as to the City in the years ahead. CAPITAL IMPROVEMENTS PROGRAM There are three basic purposes for having a capital improvements program : of (1) To assist in the development of a realistic program capital spending relating proposed projects fiscal ability to support such ventures. to the Therefore, all proposed projects must be related to the City ' s debt outstanding , base, and the wealth of the community. City's the tax (2) To coordinate the various public works projects and improvement8 with one another . (3) accomplish To providing the community ' s Future Land Use the improvements contemplated therein in a Plan in practical, economic and timely manner . Capital improvements programming must be a part of the continuing planning should process . The 1987-1993 Capital Improvements program be updated each year to reflect new projects and to serve as a score card for objectives accomplished . 81 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Lapeer_Master-Plan_1986 Creator An entity primarily responsible for making the resource Vilican-Leman & Associates, Inc. Date A point or period of time associated with an event in the lifecycle of the resource circa 1986 Title A name given to the resource Master Plan for Future Land Use: A Policy Plan Description An account of the resource A Master Plan for Future Land Use: Policy Plan for the City of Lapeer was prepared by Vilican-Leman & Associates, Inc. circa 1986. Subject The topic of the resource Master plan reports Land use--planning Lapeer (Mich.) Lapeer County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives https://digitalcollections.library.gvsu.edu/files/original/e996caf835a9ae23f83adf50ba7e3028.pdf af7243ecc4a87f14e6f90d35e19047c8 PDF Text Text MASTER PLAN the CI Of' L Sa,Y,lac ColJll[j, ~icftjga'l (jlugust 1991 · * �TABLE OF CONTENTS City of Marlette Administrative Structure .............. ii OVER.VIEW ••••••••••••••••••••••••••••••••.•••••••••••• 1 Physical Features.... . . • . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Population Characteristics............................. 10 Co•uni ty Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 GOALS ARD OBJECTIVES. . . • . . • . . • . . . . . . • . . . . . . . . . . . . . . . . . . 17 17 . .. Land Us•····•·· Transportation ...•. Economic Develop~ent. Housing ............ . City Administration .. Quality of Life .•.... 19 20 22 23 24 FIGURES ARD TABLES Figure I. Figure II. Figure III. Figure IV. Figure v. Figure VI. Table Table I. II. ..... ... . . . . . . . . . . . .... ... .... . .,. . . . . . . . . . ... . . . . . . ... . .. . . . . . .. . 3 5 6 7 .. 9 25 8 ... 16 Literature Reviewed ................ • • • • • • • • • · • · · · · · • · · 26 APPENDIX A............................................ 27 �CITY OF MARLETTE CITY COUNCIL Ken Babich, Mayor Lana Brooks Kathy Hardenburg Donna Lambert Wayne McDonald Sam Patrick Mark Schultz, Pro Tem Planning Commission George Heintz, Chairman Peg Brynes Chris Clark Donald Kanicki Max Kraft Wayne McDonald Dr. Donald Robbins Park Board · Karen Campbell, Chairperson Robert Cudney Tom Dawson Tami Hall Kathy Hardenburg Kristi Kelly Cindy Kopacz Sam Patrick Bea Ross City Manager, Charles Zampich Robert Kiteley, Clerk-Treasurer ii L �r MARLETTE ORGANIZATIONAL STRUCTURE ELECTORATE COUNCILPERSON COUNCILPERSON CITY MANAGER MAYOR COUNCILPERSON POLICE CHIEF DP.W WWTP Cemetery ..... ..... ..... COUNCILPERSON J COUNCILPERSON COUNCILPERSON I ATTORNEY I APPOINTED BOARDS and COMMISSIONS PARK BOARD CLERK - Treasurer PLANNING COMMISSION ASSESSOR-------------- -- ------------------------------------------ -------------- --- BOARD OF REVIEW OFFICE STAFF I EDC ZBA DDA �Overview The City of Ma~lette Sanilac County is located in the southwest in Michigan's Thumb, and Tuscola Counties (see near the borders Figure 1). rich agricultural lands, and its corner of Marlette is of Lapeer surrounded by size is characteristic of many communities in the Thumb ar~a. Although Marlette is situated producing agricultural counties variety of industries. in in the The City is one of State, it is the highest home to a also an established hub for surrounding agricultural communities. trunkline State Detroit M-53 ~isects metro area to northern terminates the City and connects communities in the Thumb. the M-53 in Port Austin. The City of Detroit is approximately 70 miles south of Marlette. The City of Saginaw is approximately 50 miles to ~he west and miles to th, southwest of the City of Flint M~rJette. is approximately 58 Port Huron, a gateway to Canada, is only 50 miles to the southeast. Founded as a Village in 1862 Marlette became a City in 1984. The City is administered by a City Manager. ordinances. The Ci~y is Mayor and Council which appoints a governed by a charter and enacted Six CouncJl mempers and a Mayor-elect serve 4 year 1 �terms. Three members Council meetings are month. are elected two years. held on the first and third Regular Mondays of the The City's fiscal year runs from July 1st to June 30th. Various boards and also every execute Development Appeals City These objectives. Corporat~on, and Park and commissions, appointed by include Planning Commission, Recreation Board. Authority (DDA) was established in 1991. 2 City Council, the Economic Zoning Board of A Downtown Development �<<I +<S' 'Y"' ~o ~ w SAGINAW' BAY ~ ~ H ....,... , I I LOCATION MAP City of Marlette, Sanilac County, Michigan -- - - -- �► Physical Features Highway runs M-53 Chesapeake and Ohio (CSX) Railroad also passes through the majority Most of ~he of the southern third 53. north-south City's City's from Port The Saginaw As expecteq, the commercial development industrial development ~arlette. Hu+on to City (see Figure II). is is along located in M-53. the of the City while some is also dispersed along M- The Gi~y•~ industrial treatment through ~lant on Township airport is the park is located eastern side of located off of M-53 Well-est~blished re~idential areas can near the wastewater the community. and south of The the City. be found alon9 the City's side streets (see Figure III). General soils in tl)e community are well-suited to residential and othe+ forms of urban development (see Table I and Figures IV and V). the largest single soil group is comprised of dry loam~, which cove~ approximately 65 percent of the community. Soil group Number 5 could pose problems for development due to a high water table. These soils typiqally coincide with drainage 4 �I Lake Huron Saginaw Saginaw M-21 Por Flin St. Clair C -----7 -- ______ 1,--, • Lake St. Clair J-94 Canada NORTH FIGURE II 5 b - . �FIGURE ill IIHllf 11111 City of Marlette Sanilac County, Michigan EXISTIIlG LHilD USE map fllll From the GENERAL DEVELOPMENT PLAN - 1980 ~ RESIDENTIAL .:=} COMMERCIAL ,u,1111, C 8 O :❖:,:,:,:.:,:. PUBLIC AND QUASI-PUBLIC ffHllfl ~,., I Iltrr&J MANUFACTURING ANO INDUSTRIAL m RECREATION TRANSPORTATION, COMMUNICATIONS ANO UTILITIES □ AGR I CUL TUR AL ANO VACANT LANO 6 �► CITY OF MARLETTE n 0 LEGENO CO~TY LINE CORP()IIATE LtflltTS -·--·- 501LS STREET SYSTEMS STAT£ TFWNKUNE cou,crr PRIMARY COUNTY LOCAL MAJOR STRHT FIGUl2f:: LOCAL STRtET CtT y OR STJ!f[T aam:IUft orr,ccs 0 ADJOINING VILLA(;( CITY 7 IV �TABLE l VILLAGE OF MARLETTE AND ENVIRONS:SOILS FROM SCS AND MICHIGAN EXPERIMENT STATION SOIL SURVEY, 1961 SOlL RESOURCE NO. SOIL DESCRIP. Ory, sandy and gravelly soils 2 -------------Ory, sandy and gravelly soils over clay and . loam soils 3 4 ------------------Ory loams, silt and ~ ACRES 155 6% 75 3% 1820 clay loams; fine, sandy loams 65% and gravelly soils ,06% -----------------Wet, level, sandy RESIDENTIAL USING SANITARY SEWER TYPE OF LIMITATION ROADS INDUSTRY COMMERCIAL ACTIVE OPEN ( 1) Slopes over 12% Well Adapted Cl) Well Adapted (1) Well Adapted Slopes over 12% Lim it in 9 Well Adapted Well Adapted <1> We 11 Adapted Moderate 1y well ( 1) Slopes over 12% limiting Wel 1 Adapted Cl) Wel 1 Adapted Wel 1 Adapted Well adapted ---------Well adapted -----------Well adapted Well adapted ( 1) (1) (1) ------- AGRICULTURE ----------Moderately well Adapted (4) <2> ------------(4) (2) (4) Moderately High water Well adapted (3) Table Moderately Well adapted Poorly Adapted Moderately Moderately we 11 Well adapted Adapted (5) , 194% Well Adapted (3) Table Well adapted Adapted Wei 1 adapted 160 6% Unadapted High Water Unadapted Unadapted 15 ---------- -------------------------------------------------------------------------~----------------------------------------Wet , 1eve 1 1oam; 5 575 Moderately High Water Moderately Poorly Moderately Well adapted silt and clay loams; fine, sandy loams 6 --------------Wet, level peat and muck soils: Unstable (5) Poorly Moderately well Adapted (6) Adapted (5) --------------------------------------------------------------------------------------------------------------------------------TOTAL 2800 100~ --------------------------------------------------------------------------------------------------------------------------------1, Adaptability is based on slopes of less than 12%. Adaptability decreases with increase in slope. 2, 3, 4, 5, 6. Use of irrigation increases adaptability on more level areas, Not well adapted in natural state due to high water table: lowering water table through drainage increases adaptability. As slope increases, adaptability decreases due to erosion hazard. Contingent upon provision of proper drainage for agriculture use, Unadapted to most recreational uses but has potential for nature study and wildlife areas. 8 �FIGURE V ( I ,L ,3a,._,,_ R O ,<. O ,.' 18 ' II'. . Iii ~r , 1\ . I ' ' • ' \ •''.,;~ I , · \,/ ; (\ •' • jl8• ;, -· ·- . . .. ' ' ., \ -, _ _• .......,._..._ , -◄~--- , . , . - . . _, • I •• ., ,, i. ' �Population Characteristics In 1980 the Historically, the City of Marlette•s City's population has population was increased each 1,761. decade, and the latest census shows an increase of 9.3 percent. In 1940 1950 1960 1970 1980 1990 1,641 1,489 1,640 1,706 1,761 1,924 1980 the mobile home Michigan, which translated into in Marlette. Three hundred manufacturing industry a loss of an estimated of these jobs have left 800 jobs been regained through an upswing in the economy and local economic development efforts to secure new industry for the City. In 1980, Marlette had 712 housing units; 463 of these units, or 65 percent, · were owner-occupied. renter-occupied. Conversely, 35 percent were The median value of owner-occupied housing was $30,200; lower than the County value of $31,000 value of $39,000. 10 and the State �Median hou~ehold income in the City was $13,648; again, lower than the county rate of $14,950 and considerably lower than the state rate of $19,223. The City's per capita income distributes total income over working or not) income was personal in 1979 was $6,862. estimated at $9,202 the population In 1985 the which represents an 34.1 percent in the six year period. It is (which whether per capita increase of interesting to note, that although the city had a lower median income than the county, in 1979 and 1985, county as a whole. the per capita income was higher than the County per capita income figures for 1979 and 1985 were $5,932 and $8,303, respectively. Median figures. The age city is state median is County median age median in the stands at age is 33.2 years higher than county 28.9 years of 30.5 while the of age. In 1980, age. City of and state The Sanilac Mariette's 18.6 percent of the population was over 65 years of age. Another point of the interest in Mariette's population, where ratio of males to females within the population is generally 50/50, in the city 55.3 percent of the population is female. 11 �Given the relatively large senior population, it is likely there are many single person, female senior households in the city. The City Michigan Employment of Marlette's Marlette. better employment In 1987 the than the Commission includes figures with area unemployment rate county's average average of 8.2 percent Since 1984 Security the Township of 10.1 percent, rate has decreased of was 6.8 percent, and the region's average of the unemployment the the state's 9.2 percent. yearly from 11 percent in 1984 to 8.8 percent in 1985, and to 7 percent in 1986. The number of people in the work time period which significant. force has increased makes the reduction of In 1984 the area labor over this unemployment much more fQrce was 1,627; in 1985, 1,630; in 1986, 1,875 and in 1987, 1,950. Due to the City's establishment following the 1980 Census, there is limited specific information addition, much collected only at th~ county level. is affected by of the the county existing as a on the City demographic proper. information is Since the City of Marlette whole, it would be include some county-wide information in this discussion. 12 In useful to �In 1983, 14.2 percent some form of public 27th (of 83 of the qounty•s assistance. counties) in the At that time, the county ranked st~te individuals on public assistance. the percentage decreased to 40th of the population to 10.3 percent in 1987, in the State for public assistance. In population received for its percentage of Fortunately, since that time, on public assistance has The county's ranking dropped the percentage of its population 1987, l9,4 percent of the on population was receiving social security benefits which is higher than the State average of 15.5 percent. When examining an age pyramid for the county in 1980, one can see that the largest percentage of people were between 10 and 24 years of age. years of age. In 1989, these individuals ranged from 19 to 33 This may explain the increase in the labor force even though the County population has decreased over time. 13 �Community Resources All Marlette school district facilities (Bea McDonald Elementary, Marl~tte Middle and Marlette High) a~e located within the City. The District povers a 150 squa+e ~ile ~rea and serves approximately 1,500 students with of Marl~tte 54 percent living in the and Marlette Tow~ship. The City also City has a 48-bed hospital with a~ assofiated 43-bed extend~d ~edical care facility an~ 24 senior citiz~n apa~tments. t~e peadquarter~ which provides Meado~ Another un~qu~ institution is of Teen Ranch, a licensed vital services to families Ridge ~part~ents, a new human service agency throughout the state. 24-unit ~enior citizen complex will open in August, 1991. The City services. of Marlette has A newly upgraded sequencing batch reactor capaqity is 690,000 pr9v~de between the usual complement of public wa~tewater trea~ment system with a handles all city gallons per ~70,000 ~nd day. sewage. Three 300,000 gallons Total plant ~unicipal wells of water per day. Excess water storage capacity, of 200,000 gallons, is stored in 14 �an elevated Edison and full-time operate tank. police officers the volunteer provided by of 7. serve fire town in the p~ovided for citizens Dy to the city. Sixteen department which has an firemen insurance Service (ambulance) is operated by The City's township. by Detroit Three certified the city. Emergency Medical volunteers. provided Gas Company. Marlette ttospital and st~ff aµd ~everal of utilit ies are Southeastern Michigan class rating south Modern Solid one full-time cemetery is located wast~ collection a private nauler who is is is under contract A curbside recycling program began July 1, 1991. Marlette ~as a fine complement of ~) wnich provide hundreds of jobs. ind4stries (see appendix The City ha~ long recognized the value of manuf~cturing facilities and attempts to promote the health of existing firms while attracting new ones. 15 �TABLE I I STATE EQUALIZED VALUATIONS (SEV) OF THE CITY 1989 Real Property - $ 12,941,500 $ 14,048,200 Personal Property - 1,854,500 2,255,100 TOTAL $14,796,000 $ 16,303,300 IFT $ 600,200 563,700 1990 1991 Real Property - $14,747,300 $ 16,126,700 Personal Property - 2,365,300 2,345,200 TOTAL $17,112,600 $ 18,471,900 IFT $ 5?3,900 $ 664,300 The Industrial Facility Tax (IFT) represents properties which have been granted a tax abatement and enjoy a 1/2 tax rate and are therefore separated from the Real or Personal Property SEV, The official value (SEV) is on the increase and the population has increased almost 10% between 1980 and 1990. 16 �GOALS AND OBJECTIVES The goals and objectives put forth in this section are the direct result of research conducted on local data sources (community surveys, newspapers, Council minutes and City files) and some interaction with community leaders. Goals and objectives are categorized into sections, which include: Land Use, Transportation, Housing, City administration and general quality of life issues. A. LAND USE General Goal 1. PROMOTE EFFICIENT USE OF CITY LAND WHICH PROTECTS BOTH NATURAL AMENITIES AND INDIVIDUAL PROPERTY RIGHTS. Objectives 1. Consider the closing of Morris Street between the bank and hotel to create a pedestrian mall as a downtown amenity. 2. Protect residential areas from encroachment of commercial and industrial development. 3. Investigate innovative land use control techniques that may provide flexible options to developers while maintaining quality development within the City. Some of these techniques may include zero lot lines for commercial or residential areas, provisions for cluster zoning and a site plan review process. 4. Promote adherence to building codes and consistent application of those codes in the City which will promote and maintain high quality development. 17 �5. Adopt development standards for use during the site plan review process in order to retain the small town character of the City of Marlette. 6. Periodically reevaluate adequacy of current sign regulations, especially with regard to number, square footage allowed for signs and use of temporary signs. 7. Create a Conservation Reserve District (CRD) for those areas that cannot be developed in the City; e . g., park lands. 8. Keep future industrial uses in close proximity to M-53 and railroad access, yet isolated from residential development. 9. Protect the integrity of historical structures in the community. 10. Deter strip commercial development along M-53. Encourage access roads that lead into blocks of commercial lands that front major corridors. 11. Review zoning ordinance text and definition and map (see Figure V) for appropriateness with current development objectives and community needs. 12. Promote development of additional single family homes in the City. 13. Provide zones for modern multi-family home development. 14. Promote high quality rental housing in the City. Discourage conversions of single family homes into multi-family units. If conversions are allowed, take measures to prevent poor quality of haphazard development. Consider annual rental inspections to help ensure proper maintenance of properties. 18 �15. Promote future land uses and subsequent land use zones that coincide with the future land use map and the aforementioned objectives outlined in this section. B. TRANSPORTATION General Goal 1. FACILITATE THE MOVEMENT OF PEOPLE AND VEHICLES THROUGHOUT THE COMMUNITY BY UTILIZING THE SAFEST, MOST EFFICIENT MEANS POSSIBLE. Objectives 1. Severely restrict curb cuts (driveway entrances and exits) along business strips. Increased traffic movements from multiple curb cuts result in highly congested business strips. There should be access to commercial development from smaller feeder roads that run parallel to the main thoroughfare whenever feasible. 2. Assess the need for sidewalk improvements within the City. 3. Work with the County to investigate the feasibility of providing improved mass transportation services to the City. 4. Cooperate with surrounding communities to improve bike path and walkway networks between communities. 5. Support the upgrading of M-53; e.g., resurfacing and curb and gutter through town as needed. 19 �C. ECONOMIC DEVELOPMENT General Goals 1. PROMOTE A STRONG, DIVERSE ECONOMY IN THE CITY, CREATING ECONOMIC OPPORTUNITY FOR RESIDENTS AND POTENTIAL RESIDENTS OF THE COMMUNITY. 2. USE COMMUNITY RESOURCES IN THE MOST EFFICIENT AND ECONOMICAL MANNER POSSIBLE, WHILE MAINTAINING HIGH QUALITY SERVICES. Objectives 1. Increase the tax base of the City of Marlette by stimulating development in the City to strengthen existing property values and prevent property deterioration. 2. Promote the City as a small regional service provider and encompass a 15-20 mile radius as a service area. 3. Improve the quality of life for residents by stimulating additional business as a consequence of economic development thereby easing the tax burden for City services. 4. Analyze the current tax abatement policy. Monitor abated properties to ensure the City's economic development objectives are being met. Consider agreements which provide qualified Marlette residents with jobs before they are advertised in other areas. 5. Promote Marlette as a community amiable to industrial development. 6. Endeavor to more effectively market the City and its amenities and economic opportunities to prospective businesses. 20 �• 7. Work closely with resource groups which can be of assistance to units of government with economic development issues; i.e., the County EDC, Community Growth Alliance, Chamber of Commerce, Regional Planning agency, etc. 8. Communicate with surrounding units of government and cooperate, when feasible, with regard to economic development efforts. 9. Focus significant economic development efforts on business retention in the community. 10. Actively seek to expand development and service provision opportunities through physical expansion of the City and through provision of essential services to outlying areas. Parking areas and high traffic generation; e.g., fast food service and convenience store/gas station), should be confined to more intensive commercial districts. 11. Study the implementation of a City income tax for income generation within the city by non-residents. 12. Promote a diverse cross section of high quality commercial development in the City. Promote and encourage improvements in facades, window displays, signage and street-scapes. 13. Market retail products more heavily to workers in area factories. It is suspected that many of them commute into the area to work and are not treated as a viable market for community products; i.e., coupon specials and newsletters distributed with time cards may stimulate this market. 14. Attempt to recruit a wider variety of service or commercial enterprises such as a health clinic, additional doctors, variety/clothing store, fast food restaurants, roller rink, agricultural support businesses. 15. Improve directional signage to community parking areas and community facilities throughout the area. 21 �16. D. Investigate the use of rental incentives in vacant businesses . HOUSING General Goal 1. PROVIDE HIGH QUALITY, SAFE AND AFFORDABLE HOUSING FOR ALL CITIZENS , PRESENT AND FUTURE, OF THE CITY OF MARLETTE. Objectives 1. Diversify housing opportunities through promotion of alternative forms of housing units such as senior high-rise, duplexes, four and eight unit multi-family and condominiums. 2. Investigate the feasibility of forming a City Housing Commission. 3. Where appropriate, work more closely with the State Housing Authority's home rehabilitation, home energy analysis and rental rehabilitation programs. Apply for assistance under MSHDA programs. 4. Foster communications with local banks and encourage them to participate in the Michigan State Housing Authority's low interest loan programs for housing rehabilitation , especially for seniors. 5. Retain the character of core residential areas in the City. Promote maintenance and upgrading of existing housing stock. 6. Encourage builders to become involved in the Michigan State Housing Authority's tax incentive programs. 22 �E. CITY ADMINISTRATION General Goal 1. USE COMMUNITY RESOURCES IN THE MOST EFFICIENT AND EFFECTIVE MANNER POSSIBLE FOR THE DELIVERY OF HIGH QUALITY SERVICES TO THE CITIZENRY. Objectives 1. Make a concerted effort to take advantage of State and Federal grant opportunities. 2. Streamline administrative functions whenever possible; e.g., licensing and permitting processes. 3. Foster cooperation and communication with surrounding units of government regarding to service delivery. 4. Investigate licensing of rental housing units in an effort to promote quality development in the City. 5. Determine the feasibility of a formal City Task Force to promote communication and coordination amongst boards, commissions and civic groups within the City. 6. Encourage volunteerism and cooperation among citizen groups in the community. Recognize the value of the community's civic groups. 7. strengthen code enforcement in the City. e. Increase public relation activities in all City departments. 9. Provide several copies of all City ordinances, plans and reports to the City library. Attempt to secure such materials from surrounding communities. 23 �QUALITY OF LIFE General Goal 1. ENHANCE ALL CITIZEN'S QUALITY OF LIFE BY INCREASING THE CITY'S ECONOMIC, RECREATIONAL AND VOCATIONAL OPPORTUNITIES WHILE MAINTAINING A SAFE AND HEALTHFUL ENVIRONMENT. Objectives 1. Upgrade the appearance and viability of establishments in the City of Marlette. 2. Support an area-wide "911" system. Work to upgrade the existing system with more ·sophisticated equipment and an integrated network. 3. Communicate regularly with area human service programs at the local, county and state level. Educate residents to the opportunities available to them. Provision of an informational flier with billings is an economical way to achieve this goal. 4. Participate in an area-wide composting and recycling program in an effort to provide recycling opportunities for City residents and implement the County's solid waste plan. 5. Execute the City ' s current Recreation Plan. 24 �--IICIE-z~ I . I ' i ' ·- ;_ J ~ 3 ~;,1.----~ ~ : VILLAGE OF MARLETTE ZONING 11AP FIGURE VI 25 �LITERATURE REVIEWED City Council Minutes, 1986 - January 1989 Economic Development Commission Minutes, 1987 - January 1989 Michigan Department of Planning. Natural Resources, Community Recreation Michigan's 1987-1988 Recreation Action Program; _B_u_i_l_d_i_n_g~M_ic_h_ i-g_a_n_'_s__R_e_c_r_e_a_t_io_n__F_u_t_u_r_e~•~ Michigan Natural Resources (MDNR). An Element Department of of Marlette City Charter Marlette City Ordinances Marlette General Development Plan, 1980 Marlette Recreation Plan, 1979. Recreation Board Minutes, 1988 - January 1989 Sanilac County Data Series The Marlette Leader, 1988 - January 1989 Thumb Area Recreation and Tourism Analysis, 1975, Michigan State University Departments of Parks and Recreation and Resource Development. Authors , Moncrief and Houck. 26 �APPENDIX A 27 �CITY OF MARLETTE SANILAC COUNTY ACTIVE HOMES CORP 7938 S VAN DYKE P. 0. Box 127 (48453) Phone ....... (517) 635-3532 Emp: 95. Est: 1960 Sq. Ft: 400,000 Annual Sales: $5.1-lOmm. Export SIC: 2452 OETIKER IMC 3305 Wilson Street P.O. Box 217 (48453) Phone ......... (517) 635-3621 Emp: 76. Est: 1961. Import SIC: 3429 D GP Inc 3260 Fenner P. o. Box 155 (48453) Phone ....... (517) 635-7531 Emp: 25. Est: 1982 SIC: 2221 PLASTA FIBER INDUSTRIES, IMC. 6300 Euclid Street (48453) Phone ..... (517) 635-7536 Emp: 200 Est: 1953 SIC: 3714 GM R INDUSTRY 6587 Warner Street (48453) Phone ...... (517) 635-2814 Emp: 3. Est: 1977. Sq. Ft.: 6,000. Import/Export SIC: 3559 3599 3714 SANILAC STEEL, INC 2487 South Van Dyke P. 0. Box 185 (48453) Phone ...... (517) 635-2992 Emp: 10. Est: 1967 Sq. Ft.: 6,500 Annual sales: $5.1-lMM. SIC: 3441 GENERAL MACHINE (see GMR INDUSTRY) SNOW SCREW PRODUCTS IMC MARLETTE CONCRETE PRODUCTS IMC 3370 Warner St (48453) Phone ...... (517) 635-3575 Emp: 9. Est: 1940. Annual Sales: $101-500M SIC: 3273 3272 3487 s Main St (48453) Phone ...... (517) 635-2521 Emp: 8. Est: 1955 Sq. Ft: 10,000 Annual Sales: $5.1-lMM. SIC: 3599 28 �• MARLETTE LEADER 305 Kain (48453) Phone •....• (517) 635-2435 Emp: 3. Est: 1877 SIC: 2711 TANGENT TOOL & EHGRG INC. 3410 S Kain P. o. Box 265 (48453) Emp: 15. Est: 1967 Sq. Ft: 10,000 Annual Sales: $5.1-lKK. SIC: 3599 METAL CRAFT CO Div Grant Inds. Inc. 2900 Boyne Road (48453) Phone ...... (517) 635-7401 Emp: 14. Est: 1936. SIC: 3469 29 � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Wyckoff Planning and Zoning Collection Creator An entity primarily responsible for making the resource Planning & Zoning Center (Lansing, Mich.) (Organization) Wyckoff, Mark A. Description An account of the resource Municipal master plans and zoning ordinances from across the state of Michigan, spanning from the 1960s to the early 2020s. The bulk of the collection was compiled by urban planner Mark Wyckoff over the course of his career as the founder and principal planner of the Planning and Zoning Center in Lansing, Michigan. Some additions have been made to the collection by municipalities since it was transferred to Grand Valley State University. Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1960/2023 Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Subject The topic of the resource Michigan Comprehensive plan publications Master plan reports Zoning--Michigan Zoning--Maps Maps Land use--planning Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Special Collections & University Archives Identifier An unambiguous reference to the resource within a given context RHC-240 Format The file format, physical medium, or dimensions of the resource application/pdf Type The nature or genre of the resource Text Language A language of the resource eng Text A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Identifier An unambiguous reference to the resource within a given context Marlette_Master-Plan_1991 Creator An entity primarily responsible for making the resource City of Marlette Planning Commission, City of Marlette, Sanilac County, Michigan Date A point or period of time associated with an event in the lifecycle of the resource 1991-08 Title A name given to the resource Master Plan for the City of Marlette Description An account of the resource The Master Plan for the City of Marlette was prepared in August 1991 by the City of Marlette Planning Commission. Subject The topic of the resource Master plan reports Marlette (Mich.) Sanilac County (Mich.) Source A related resource from which the described resource is derived <a href="https://gvsu.lyrasistechnology.org/repositories/2/resources/870">Planning and Zoning Center Collection (RHC-240)</a> Rights Information about rights held in and over the resource <a href="http://rightsstatements.org/vocab/NoC-US/1.0/">No Copyright - United States</a> Type The nature or genre of the resource Text Format The file format, physical medium, or dimensions of the resource application/pdf Language A language of the resource eng Publisher An entity responsible for making the resource available Grand Valley State University. University Libraries. Lemmen Library and Archives