COMPREHENSIVE LAND USE PLAN AND THOROUGHFARE PLAN

Transcription

1 COMPREHENSIVE LAND USE PLAN AND THOROUGHFARE PLAN Updated February 2010 INTRODUCTION McLendon-Chisholm has a very rich history. In fact, the community has the combined history of two early pioneer communities. On October 18, 1969 the communities of McLendon and Chisholm combined their histories and formed the single incorporated community of McLendon-Chisholm. Prior to that date two separate settlements thrived in this portion of Rockwall County. The Community of Chisholm s namesake was from the Chisholm family, who had two brothers who contributed to the community. Colonel B. Chisholm was a Civil War veteran and his brother Enoch settled on 200 acres in Enoch was also a Methodist preacher who organized the Chisholm Chappell around The McLendon family also settled in the area in the early 1850s. P.A. McLendon was a business man who built a combination store, cotton gin, and blacksmith shop around At the turn of the century both communities contained a little over one hundred residents each. Both communities had post offices which were eventually closed in Today the community of McLendon-Chisholm carries on the history of both pioneer communities as a single unit. The dynamics of the Dallas-Fort Worth Metroplex has promised an exciting future to this community with the colorful and unique history. DEMOGRAPHICS The City of McLendon-Chisholm is located in Rockwall County, which is one of the smallest counties area-wise in Texas. Even so, there is nothing small about the dynamics occurring in the surrounding area. Some of the most aggressive growth of urban population is occurring in this county. This urban expansion is placing continual pressure on the rural character and goals of McLendon- Chisholm. The future expansion of regional thoroughfare systems, including the southern Loop around Dallas and the adjacent cities will eventually include the City on the inside of its perimeter. Some of the fastest rowing urban areas are located in Rockwall County. Even so, the City of McLendon- Chisholm has embraced the rural heritage of the community and established goals to maintain that rural character. Nevertheless, the City will likely experience significant growth in the next ten to fifteen years. The US Census recorded 403 persons living in McLendon- Chisholm in year That population increased to 914 persons in year Urban development extending from The city of Rockwall and experienced by adjacent cities will continue to influence an increase in population for McLendon-Chisholm. The North Central Texas Council of Governments estimated a 2005 population of 1,360 persons for the City. Future projections for population are influenced by the recent average annual growth rate, which is substantial, being thirteen percent between the years 1990 and Using this growth rate a population near 3071 can be expected by year Using a more conservative growth rate that keeps the City s growth rate proportional to the County, a population of 2,550 can be projected. The potential for even greater population exists in the event that higher densities of residential housing are ever adopted. However, the current goal of the residents of the City is to maintain the rural, country setting of the community and adapt new growth into that character. LEGISLATIVE AUTHORITY The Texas Local Government Code (TxLGC) authorizes the adoption of a comprehensive plan in Chapter 213 for the purpose of promoting the sound development of municipalities and promoting public health, safety and welfare, and that zoning regulations must be adopted in accordance with a comprehensive plan. The state statues give further guidance by specifying that land use decisions be designed to (1) lessen congestion in the streets; (2) secure safety from fire, panic and other dangers; (3) promote health and 1

2 the general welfare; (4) provide adequate light and air; (5) prevent the overcrowding of land; (6) avoid undue concentration of population; and, (7) facilitate the adequate provision of transportation, water, sewers, schools, parks and other public requirements. Texas railroads laid track through the town. GOALS AND OBJECTIVES During the course of development of the Comprehensive Land Use Plan, a number of goals and objectives were identified as being critical when considering future land use patterns. These statements included: General Goal: The development of all types of land uses must emphasize value and quality. Residential Goals: New residential development should encourage all types of development pertaining to social, economic and aesthetic character. Residential land use should incorporate the existing housing stock into the plan without significant changes to the existing regulations or place undue hardship on existing residents. The rural character of the City must be preserved and encouraged in future development. Higher densities of residential uses will be considered on individual basis and contain amenities that are consistent with the rural nature and character of the City. Non-residential Goals: Non-residential activity must be encouraged on SH 205 by providing for regulations that emphasize and promote corridor commercial development. Encourage development of commercial corridors that are aesthetic and attractive for customers and residents, by taking advantage of the traffic corridors located in McLendon-Chisholm Utilize screening, landscaping, and masonry requirements to buffer the impact of nonresidential uses on residential property and to create an aesthetic and efficient nonresidential base. Utilize the Commercial Corridor and Commercial Node principles of planning as presented in this planning document. brochure. The urban design elements are applicable to future development, and should also be applied to existing development whenever possible. It is important to note that the residential concepts provided herein are usually applied to developments that have much higher densities than is projected in the goals of McLendon-Chisholm. However, this does not alter the application of the these principles. The intent of this plan is to assist the City maintain and encourage residential and nonresidential development that continues to provide high value and excellent quality for the residents of the City. Neighborhood Concept The neighborhood concept is one of the oldest and most widely used and accepted practices in urban land use planning. This concept helps to create quality spaces in which people may live. The concept places primary emphasis on creating neighborhoods that are buffered from the impacts of elements from outside the neighborhood system. By using a transition of land use intensity, the most sensitive element of a neighborhood, residential use, is protected from the effects of intense commercial use. The neighborhood concept recognizes that the foundation of a neighborhood is its streets. Streets serve two primary purposes in neighborhood systems: to facilitate the movement of people and goods, and to serve as physical boundaries between adjacent land uses or neighborhoods. Streets should be designed and located so as to accomplish their purpose of efficient traffic service, while discouraging through traffic in neighborhoods. Curvilinear street patterns are encouraged. In addition, a high priority is placed on LAND USE PRINCIPLES A number of factors must be considered when planning for the future development of a city. The primary factor is a clear image of the type of city that the residents of McLendon-Chisholm want at the point of ultimate development. The Future Land Use Plan Map shows how the City plans to use land in the future. This Plan is based upon input from the Planning and Zoning Commission and the City Council during this planning process, with input from citizens during the development process. Physical elements, including major roadways, railroads, the floodplain, and flood-prone areas, also have an impact upon a city s development. These physical features can be either naturally formed or man-made, and can serve as barriers to growth. Urban Design Elements The term "urban design" refers to the planning of development in a comprehensive manner in order to achieve a unified, functional, efficient, and aesthetically pleasing physical setting. Urban design consists of a number of elements that are accepted by planning professionals as desirable and necessary for the orderly growth and development of an area. They enable planners to effectively create the desired form of the town. The urban design elements that have been applied in the City of McLendon-Chisholm s Comprehensive Land Use Plan are described in the following pages of this 2 connectivity of subdivisions to insure appropriate traffic circulation. concept of connectivity also includes pedestrian traffic. Rural Neighborhood Concept This The Rural Neighborhood Concept, as illustrated in Rural Application of the Neighborhood Concept, functions to maintain the character of rural communities as they develop. This concept is a variation of the Neighborhood Concept as applied to urban areas. Its primary emphasis is placed on large-lot residential areas (lots 1-1/2 acres or greater) and locating urban land uses in a manner that protects sensitive, residential areas from the effects of urban development. Limited neighborhood commercial services within rural, residential areas are located only at the intersection of major arterials. All other urbanized development is located in districts, separate

3 zones along arterial roads that will not threaten the nature of rural neighborhoods. Additionally, rural design features differ from those in urban areas by ensuring that development maintains the rural, natural character of the Town. For instance, drainage channels should be natural as opposed to lined with concrete, and buffers should consist primarily of open space and natural vegetation as opposed to walls or other hardscape materials. rather than an eyesore. Strip commercial is a common, but undesirable, type of commercial development. The primary characteristics of strip commercial are: Shallow lots Numerous small parcels Numerous curb cuts for entrances; Numerous small buildings with no architectural unity; Minimal (or no) landscaping Limited The lack of landscaping or other buffers, To avoid this type of undesirable development in the future, commercial developments in McLendon-Chisholm should be required to incorporate the elements of the commercial node and commercial corridor models into their design plans, as should redevelopment of older areas. Commercial Corridors New Urbanism or Neo-Traditional Development In the last few years an emphasis has been placed on land development that increased the density of uses in order to conserve on utilities and natural resources. This emphasis has been called smart growth. Its objective is to provide quality living, recreation, shopping, and work spaces that are located in close proximity to each other. Smart growth includes the planning concepts of New Urbanism, or Neotraditional, development. The primary characteristics of the New Urbanism/Neo- Traditional concept as summarized by the Congress of new Urbanism are. Connectivity Mixed Use Mixed Housing Quality Architecture and Urban Design Smart Transportation Sustainability The commercial corridor development form emphasizes the location of commercial uses along an arterial. This development form is characterized by high intensity commercial use located near the intersections of major arterials, with less intense commercial uses located along the arterial between intersections. To create cohesiveness among a variety of commercial uses, development guidelines should require uniform signage, shared driveways, and landscaping along the thoroughfare in commercial corridor developments. The following are the primary elements of commercial corridors: Depth should be restricted to not more than 300 feet and not less than 150 feet. Parking lot interiors and perimeters should be landscaped to screen automobiles and break-up large areas of pavement. Access to commercial property should not encroach into residential neighborhoods. Primary access is directly from arterial streets. Buffering between single family and commercial uses may consist of landscaping, and/or solid walls. In addition, dumpsters and mechanical equipment areas should be screened. Corridor development should orient traffic toward arterial streets and discourage entry to residential neighborhood. Commercial Nodes Commercial Development Forms Commercial development, because of its infrastructure needs, intensity, and traffic volume, is a critical land use to the urban form of a community. Elements such as building orientation, lot depth, land use intensity, and location should be planned so that commercial development becomes an asset to the community, The commercial node development form consists of commercial land use that generally develops around intersections of major thoroughfares and around intersections of collector streets with arterial streets. A distinguishing characteristic of nodal development is that the commercial activity is directed toward the intersection, and does not extend along the intersecting streets. The size of a commercial node is generally not limited, but is determined by the type of commercial use at a particular location. These physical elements may serve as barriers to contain intense land uses. 3

4 The following are the primary elements of commercial node development: Parking lot interiors and perimeters should be landscaped to screen automobiles and break up large areas of pavement. Unlike Commercial Corridors, Commercial Nodes should not be restricted to 300 feet or less in depth. The commercial activity should determine the depth. Buffering between single family and commercial uses may consist of landscaping incorporate could be a combination of landscaping, decorative pavers, banners, signage, street furniture, and statuary. These elements can create interest in a particular location, and establish a community theme throughout the town. Focal points are used at locations where characteristics unique to McLendon- Chisholm are evident such as in an area where the amount of traffic and visibility are high. Entry statements are special treatments applied where significant amounts of traffic enter the City. They are intended to communicate that one has entered the City. Edges and Transitions Well-defined edges and gradual transitions of land use are important to the function of the Comprehensive Land Use Plan. Edges are boundaries of land uses that clearly indicate the beginning and termination of a land use type, while transitions are land uses that serve as a buffer zone between uses of differing intensities. Edges are generally recognized as physical elements, such as creeks/floodplains, interstate freeways, or thoroughfares. These physical elements may serve as barriers to contain intense land uses. Screening Walls and Buffers: When conflicting land uses must be located next to one another, a means must be provided to soften the impact of the more intense use. This can be accomplished by providing screening walls or landscape buffer areas between the incompatible uses. Screening Walls: Walls used to screen incompatible uses should be solid. Wooden fences are not recommended for this purpose because the properties of a wooden fence cannot offer an adequate barrier to offensive impacts from adjacent uses, and they have a tendency to deteriorate over a short period of time. It is recommended that screening walls consist of solid masonry materials, combined with landscaping. Screening walls that are adjacent to public roadways should always be combined with a variety of landscaping materials. Landscape Buffers: Incompatible land uses may also be effectively screened with the use of landscaping material. There may be occasions when a six-foot screening wall, while limiting access, does not provide adequate characteristics to buffer against sound or visual effects from adjacent property. In such cases, it is recommended that rapid growing trees, at least three inches in diameter at the time of planting, be placed along the screening wall at intervals that will provide full coverage at ultimate tree growth. If sufficient land exists, berms may also be used. Focal Points and Entry Statements Focal points and entry statements are design elements that are used to draw attention to significant areas of the town. Focal points are intended to make a statement about the community and to establish a City theme by using such elements as uniform signage and the City logo. Other elements that may be 4 FUTURE LAND USE PLAN The Future Land Use Plan illustrates the future pattern of land use for the City of McLendon-Chisholm as summarized below. Residential Land Use: Although the zoning ordinance may permit a variety of residential districts, the Comprehensive Land Use Plan addresses primarily only single family residential uses. Higher densities will be promoted and appropriate upon site specific application on individual properties. Uses other than single family will be permitted by specific approval of each project. This flexibility will permit zero lotline and higher density development as provided for in this text at site specific locations and upon approval of a planned unit development. Residential density is limited to a minimum of 1-1/2 acres lots by straight zoning. Densities smaller than that are possible upon specific approval of the City Council. However, the Future Land Plan Map indicates at least three densities on the plan: Rural Residential, Urban Low-Density Residential, and Urban High-Density Residential. These designations were not intended to represent zoning categories and should not be associated as such. However, there is a direct relationship between these categories and the zoning districts. The Rural Residential area is generally that area that is planned for the lowest density in the City, whatever that density may be. Currently it is one unit for every five acres. However, this plan realizes that development may occur in this area and provide for lots less than five acres. In that sense, the Rural Residential designation represents lots that are greater than 1-1/2 acre and possibly greater than five acres. The Urban Low-Density Residential areas represent property that will not exceed the five acre minimum and will most likely be limited to 1-1/2 acres. These are areas that have already been developed as subdivisions and are not candidates for future development. The Urban High-Density Residential area represent property that are candidates for development less than the 1-1/2 acres minimum as provided in the zoning ordinance. This designation does not intend to zoning lot sizes for these purposes but is basically directing higher density growth into this area if

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6 it is to occur. It is important to note that higher density zoning may occur in any of the above described areas if such development has been approved by the City Council. However, the principles of design, buffer, and transition will still be applicable for any development. Commercial Use: Outside of public and quasi-public uses, non-residential uses in McLendon-Chisholm are generally limited to commercial type uses. The zoning ordinance provides for clean industrial type uses; however, there is no property particularly suited for industrial, since those are generally located adjacent to railroads or Interstate Highways. If at a later date, specific developments can justify industrial uses, these will be permitted after specific consideration. However, they would generally be located in the areas shown as commercial. Commercial uses are generally limited to node type commercial that are focused on specific intersections of principle arterials. The Node Commercial principle encourages all traffic at these sites to be focused on the arterial. No traffic is permitted to invade the residential community. It is likely these will be basic service and retail businesses. Corridor Commercial uses are generally focused on SH 205 between FM 550 and the southern city limit line. The corridor is located generally 350 feet on either side of the centerline of SH 205. Distances greater than 350 feet run the risk of having out-parcels divided off in the rear removed from visibility and access by the property along the highway. This does not mean that commercial property that exceeds the 350 foot depth is not permitted; upon presentation of specific plans developments greater than the 350 foot distance will certainly be appropriate. THOROUGHFARE PLAN Transportation planning is an integral part of the City of McLendon-Chisholm Comprehensive Land Use Plan. As the Town changes, the thoroughfare system must be capable of handling traffic movement in a safe and efficient manner. The City of McLendon-Chisholm s Thoroughfare Plan is coordinated with the Future Land Use Plan and provides the tools to develop a transportation system that can accommodate the needs of existing and future land use. The primary form of transportation in McLendon-Chisholm is the automobile. For this reason, the transportation element of the Comprehensive Land Use Plan is focused on the system of public roadways, which is designed to expedite traffic movement and enhance safety. Thoroughfares located in the City of McLendon-Chisholm are relatively simple in scope and include a simplified combination of the Functional Classification System that includes a Principal and Minor Arterials. The remaining roadways are designated as local roads. Upon experiencing added growth in the community, Summary of McLendon-Chisholm Street Classification Street Classification Designation Plan Classification Principal Arterial Street P8D Principle Arterial 8-Lane Divided Principal Arterial Street P6D Principal Arterial 6-Lane Divided Principal Arterial Street P4D Principal Arterial 4-Lane Divided Minor Arterial Street M4D Minor Arterial 4-Lane Divided Minor Arterial Street M4U Minor Arterial 4-Lane Undivided Collector Street C2U Collector Two Lane Undivided Local Residential Street R2U Residential Two Lane Undivided distribution, collection, access, and termination of trips. The hierarchy of the functional classification system ranges as follows: Principal Arterials, Minor Arterials, Collectors, and Local streets. Streets located within municipalities generally are various sizes, and have different numbers of vehicle traffic lanes and design requirements. This Plan has categorized McLendon-Chisholm s streets according to the Standard Street Classification System used by the Texas Department of Transportation (TxDOT). Principal 8-Lane Divided Thoroughfare: This is the most intense thoroughfare as it relates to traffic volume. It is a controlled access freeway system. There is only one thoroughfare of this magnitude that impacts the City, the southern Outer Loop. This thoroughfare is designed to relieve the greater regional traffic impact and provide for circulation of great quantities of vehicles. The phenomenal growth that has occurred in the metroplex is driving development further into the rural areas. This roadway will serve as a southern relief of the vehicular traffic caused by this growth. It will also significantly impact the extreme southern border of the City of McLendon- Chisholm. Its presence will likely increase the through traffic on other thoroughfares with which it intersects, most significantly SH 205. Principal 6-Lane Divided Thoroughfare: The purpose of this thoroughfare is to carry vehicular traffic through the City as quickly and efficiently as possible. It serves as a regional thoroughfare and as a result these roadways are often members of the state or federal highway system. Its width varies but will likely require between 100 and 120 feet of right-of-way. The impact of the volume on these roadways is often subject to dynamics that occur outside the community s borders; however, the local impact can be significant on property adjacent to the roadway if sufficient rights-of-way are not adequate to carry the traffic. SH 205 is a principle arterial in the regional system. Previous thoroughfare plan efforts have identified this roadway as having six (6) lanes; the current Thoroughfare Plan concurs for the section located north of FM550. The provision of six lanes permits the design of center-turn lanes, deceleration and acceleration lanes, and expanded opportunities for additional lanes at intersections. The classification of six lanes of traffic does not necessarily mean continuous lanes throughout the length of the thoroughfare; although, it may. Principal 4-Lane Divided Thoroughfare: The purpose of this thoroughfare is to carry vehicular traffic through the City as quickly and efficiently as possible. Often four lanes are utilized with the expectation that in the future the roadway may be increased to six lanes. A minimum of 100 feet of right-of -way is required since the median will likely incorporate a center turn lane at various locations and acceleration and deceleration lanes may be provided along the arterial. Four lanes are planned for SH 205 from FM 550 to the southern city limit line. Minor 4-Lane Divided Thoroughfare: Although it holds the label of Minor it is a significant roadway. Its purpose is to carry large volumes of traffic across and through the City. This roadway system would typically require between 80 to 100 feet of right-of-way. There is only one of these planned for McLendon-Chisholm, Stevens Road (FM 550-Proposed). This roadway does not currently exist in its ultimate form. Ultimately it will realign to combine other roadways and eventually cross the entire City. It is significant in that it is the largest east-west thoroughfare in the Thoroughfare plan. Being divided permits for additional lanes at major intersections as well as acceleration and deceleration lanes occurring at locations of major development. these roads should be re-evaluated to include collector roadways and additional lanes. Functional Classification The roadway classification system is intended to categorize streets by function for the purpose of clarifying administrative and fiscal responsibility. A complete circulation system provides separate facilities for the movement, transition, 6 Minor 4-Lane Undivided Thoroughfare: These roadways serve to move large volumes of traffic from neighborhood to neighborhood; they may or may not traverse the entire city. The right-of-way for these roadways may be between 70 to 90 feet in width. There are a number of these roadways provided in the Thoroughfare Plan: League Rd, Klutz Rd, Smith Rd, Pullen Rd, and FM 550. Commercial activity may occur at the intersections of these

7 roads with other arterial roadways, but will not normally have significant commercial development occurring along the right-of-way. Collector 2-Lane Thoroughfare: This is the smallest roadway in the thoroughfare system. Its purpose in McLendon-Chisholm is to function as a less intense minor arterial and move volumes of traffic from neighborhood to neighborhood. However, its primary purpose is to relieve the traffic from local roads and feed the arterials. The rights-of-way of these streets may be between feet in width. The additional width permits wider shoulders that may be used for parking or additional lanes if needed. Local Street: Local streets provide access to residential property and feed the collector street system. Local roads typically carry volumes of less than 1,000 vehicles per day. They are no more than two lanes and should be designed to discourage any kind of through-traffic, either through a curvilinear arrangement, the incorporation of loops and cul-de-sacs, or both. PARK PLAN Areas dedicated for passive and active recreation is a critical part of the community dynamic. Any effort considering the long range use of land should also include an analysis of the existing and future park plan goals, which in the case of the City of McLendon-Chisholm is focused on an existing rural environment, which has great potential for controlled urban growth. This Comprehensive plan addresses basic elements of a park plan. Development projects should consider the type of parks, size of parks, and location of parks to enhance the quality of a planned development. Actual design criteria and configuration of future parks will be addressed in a detailed Parks Plan which will be prepared at a more appropriate time as the City develops. In the meantime, characteristics of parks should reference this document for guidance. 7 There are generally two types of parks: active parks and passive parks. Active parks contain regulation designed play areas such as ball fields, basketball courts, swimming pools, and other types of particular sports. These active parks usually are dedicated primarily to competitive, organized sports or have paid employees maintaining and administering the activities. Passive parks consist of simple green areas with minimum or no facilities other than designated walk paths to parks with ball fields and basketball courts used for unorganized pick-up games. Playgrounds with pavilions and rest benches are usually a central feature of passive parks. In order to have a well balanced parks system, both types of parks Parks Classification and Standards (National Standards) Park Typed Acres/ 1000 Population Community Park Neighborhood Park Minimum Acres Population Served 5 to 8 Acres 25 Acres Several Neighborhoods 1 to 2 Acres 15 Acres 4,000 to 5,000 people Mini-Park 0.25 Acre 0.25 to 1 Acres Special Use or Linear Park Adjacent Neighborhood should be planned and accessible to all the residents of the community. Service Area 1 to 2 mile radius 1/4 to 1/2 mile radius Varies Varies Varies Varies 1/4 mile radius The City of McLendon-Chisholm is an emerging community based upon a rural background. In the future, dedicated parks will be a necessary and desired element in the growth of the city. In the near future, the city will encourage parks,

8 open spaces, trails (pedestrian, bike, and equestrian), and green belts as integrated parts of planned development The Park Plan proposes to utilize the substantial area of natural floodways to satisfy the basic open space needs of the community. A number of tributaries cross through McLendon-Chisholm. These green areas provide opportunities for natural areas that can link the neighborhoods of the community together. While McLendon-Chisholm is still in a relatively undeveloped state, these green areas should be set aside and protected. As such, future development will be strongly discouraged from reclaiming the 100-year flood area. This protection of the flood plains will provide both open space areas for future recreation as well as deter negative impacts of stormwater run-off acerbated by reclamation and lining of existing creeks and drainage areas. Within the areas set aside for open space, green belts, and within the flood plains, a system of trails should be developed. These trails are encouraged to be for pedestrian, bike, and where appropriate equestrian use. In the near future many of these areas set aside for trails may not be fully developed, but provision for location and some form of construction must be addressed as development occurs. It is recommended and encouraged that all developments include dedication and improvements to a trail system as an amenity package. Planned developments with flood plain areas will be required to present a trail system plan as an amenity option within the area designated as flood plain. Trail Systems: Pedestrian, bike, and equestrian trail systems are encouraged to be developed within the City. It is not necessary that the trail systems be provided adjacent to each other. However, it is critical that a method of linking the systems be provided so that they may be extended from development to development. Construction material for the equestrian trails should be other than a paved surface. On the other hand, the pedestrian surface must be relatively smooth and dust free to provide for pedestrian as well as bicycle traffic. Therefore, some sort of paved surface is preferable. When the pedestrian and equestrian systems are placed side-by-side the separation of the outside edges of the travel areas should be a minimum of five feet. As the City develops, it is critical that land area for neighborhood parks be set aside and/or constructed. Residential subdivisions will incorporate walking/bike pathways not only through the neighborhood but to also include links to adjacent neighborhoods and to other trail systems within the City. All subdivisions are requested to include these characteristics in the overall design of the residential plan. DOWNTOWN PLAN Early in 2008, City Council asked the Planning and Zoning Commission to provide guidance relative to establishing a Downtown Plan. The Planning and Zoning Commission assigned a citizen committee to provide input to the task 8

9 and after much work and discussion presented proposals to the City Council. There has been much discussion of the concept of a Downtown Plan and District. The consensus of current leadership is to continue with the concept of a Downtown District and future zoning of such a district within the City. The Downtown District will be geographically placed within the city limits at a future time. This District would serve the purpose when the need for a primary office and retail/commercial district along a major thorough fare becomes a functional reality for land use or planning. This District would also provide protection for residential areas in the proximity of the district Landscaping plans, building elevations and site plans will be required within this District. Architectural compatibility is a goal of a Downtown District. An Architectural Review committee appointed by City Council will review each project within the District. McLendon-Chisholm is comparatively undeveloped. Consequently, the location of the Downtown District or Districts will be determined as development occurs. The location of Downtown areas and Districts will be primarily dictated by the major thoroughfares within the city. Traffic volume will be a major factor. It will be critical that commercial development located along major roads such as State Highway 205 observe strict access guidelines. It may be necessary to provide parallel service drives between commercial properties. It is critical to also consider pedestrian safety and access around the parkways and commercial fronts. Pedestrian activity is an important feature and should receive considerable attention in the design of the District as well as the individual commercial projects. This includes leisurely walking features as well as utilization of the walkways alongside the commercial establishments. Goals: The purpose of the Downtown Plan is to achieve these goals: 1. Create a downtown area that will attract high quality investment and reinvestment over time. 2. Capitalize on the existing historic and rural character of McLendon- Chisholm and provide the City with a thriving Downtown center. 3. Provide development and land use flexibility while ensuring a place of Heritage for McLendon-Chisholm. 4. Provide a mix of uses in a pedestrian friendly environment. 5. Foster civic pride in the accomplishments of the past 6. Protect and enhance McLendon-Chisholm s attractiveness to visitors and the support and stimulus to the economy thereby provided. 7. Insure the harmonious, orderly and efficient growth and development of the City. 8. Stabilize and improve values of properties within the District. 6. Designing structures that embody the distinctive characteristics of a type, period, and/or method of construction, Historic Architecture, not necessarily following one specific style, but influenced by many so that development within the District is an eclectic mix of buildings, but there is a similar vocabulary in the building design and construction materials. 7. Designing streets and buildings which will contribute to creating a safe environment. Mixed Uses: Although the downtown area is primarily focused on commercial and office uses, it is important to note the vitality of the area will be dependent on having a mixture of residential uses in the area. Exclusively residential subdivisions are better placed outside the Downtown area. However, the coordinated placement of residential, office, and commercial service and retail is appropriate for the area. The design style is the Tri-Partite building, having three distinct architectural divisions in the elevation. These may be two-story or more than two-story; the distinction is the articulation of the three distinct styles. IMPLEMENTATION A critical component of the planning process is the implementation, or execution, of the plans that have been developed. If implementation measures are not included in the Comprehensive Planning process, these goals may never be realized. A number of methods may be used to implement the Comprehensive Land Use Plan. The City may wish to use some or all of the following measures: Ordinance Application; Official Map Maintenance; Checklists, Forms, and Applications Revision; and The Planning Program The Comprehensive Land Use Plan is usually implemented by utilizing a Intent: The Downtown Plan purposes to address a number of issues which are intended to provide pedestrian accessible and environmentally pleasing commercial areas that include mixed uses where appropriate. The areas of focus include: 1. Providing a comfortable and attractive environment for pedestrians which include such things as buildings framing public space, street trees, lighting and awnings that will attract pedestrians. 2. Constructing individual building frontage with unique faces that provide for pedestrian and auto pass-through to parking. 3. Providing shared and consolidated parking both on-street and behind buildings that will benefit the entire district. 4. Contributing to the definition and use of public sidewalks, parks and plazas. 5. Designing and building an infrastructure of new buildings to accommodate a range of uses over time without the need to destroy those buildings and rebuild them for each successive use. 9

10 combination of the above methods. One method may adequately implement one portion of the Plan, or a number of methods may be required. The following text addresses the different implementation methods and provides a description of how they are recommended to be used in the implementation of the Comprehensive Land Use Plan. Zoning Ordinance The basic implementation of the Comprehensive Land Use Plan is the zoning ordinance and map. The zoning map should reflect the land uses proposed in the Comprehensive Land Use Plan, which is by law only a guide to possible zoning district designations. And, although the Comprehensive Land Use Plan is not considered as being binding on the use of land, the zoning map and text document are. The zoning categories for the City of McLendon-Chisholm are simple and descriptive of basic land uses. Even so, it is necessary to create twelve zoning districts to provide for the existing and future land use possibilities. The City has an agricultural use, four single family zoning districts, a HUD Code manufactured home district, five commercial zoning districts, and one industrial district. It also has a Planned Development District that provides opportunity for innovative and mixed unit development. A description of the purposes of each district is as follows: AG Agricultural District: This district provides for the continuance of farming, ranching, and gardening activities on land now utilized for these purposes. When land in the A district is needed for urban purposes, it is anticipated the zoning will be changed to the appropriate category to provide for orderly growth and development in accordance with the Comprehensive Plan. Once land has been rezoned into another district, the intent is such land shall not be changed back to the A category by any subsequent request for a change in zoning. MH HUD Code Manufactured Housing District: State law requires the City to provide for manufactured housing development. If it does not, then manufactured housing is permitted to be constructed at any location where a traditional house may be built. NC Neighborhood Commercial District: This district is planned to be a more restrictive district than other commercial located along the highway. The uses permitted in this district are more compatible with sensitive residential areas. GB General Business District: This district provides for more intensive commercial uses that require access to high traffic volume areas.. CP Commercial Planned Center District : This district provides for medium-intensity concentrations of shopping and related commercial activities. Large-scale retail buildings are not permitted within this zoning district, for these larger retail facilities the Planned Development District is preferred.. O1 Office District: This district is dedicated to low intensity office uses which can be located in close proximity to residential neighborhoods. O2 Office District: This district is provided for office buildings with attendant retail and service uses which are intended primarily for the occupants of such office buildings. L1 Light Industrial District: The industrial district permits the most intense uses in the City. It is located generally along arterial roadway and encourages truck traffic to utilize access from the arterial and not invade into the residential neighborhoods. The industrial uses permitted in this district are basically clean uses that do not require emissions into the air or waterway. PD Planned Development: It is likely that there may be occasions where applicants may wish to create unique developments that are not permitted by the designated uses. The PD district may be used to permit new and innovative concepts in land utilization. While great flexibility is given to provide special restrictions, allowing development otherwise not permitted, procedures are established within the PD to insure against misuse of the increased flexibility. The Planned Development is used to provide compromises to the straight zoned districts but never should be used to circumvent those straight-zoned regulations. SF5 Single Family Residential District: This district is used for residential areas that are generally large lot development. Some agricultural type uses are permitted such as the keeping of horses and other livestock. The SF1 district is designed to accommodate single family residential development on lots having a minimum of five acres. SF2.5 Single Family Residential District This district is designed for single family dwellings located on lots that have a minimum size of two-and-one-half acres. Developments under this district will have a low density and the development characteristics are similar to those now existing in most of the platted subdivisions. SF1.5 Single Family Residential District: This district is also an urban single family district; however, it has the smallest possible lot size at a minimum of oneand-one-half acre. Developments are required to have at least ten lots. 10 Application of the Plan How should Planning Principles be applied to this situation? The Comprehensive Land Use Plan has provided a description of applicable planning principles for McLendon-Chisholm, which are provided in the Urban Design chapter of this document. They include the neighborhood concept, nodal and corridor commercial development forms, the establishment of edges, and the use of transitional land uses, buffering, and screening techniques. These planning principles should be considered by city officials when making decisions affecting development in the city. The neighborhood concept and commercial development forms should be employed when determining the placement of land uses and infrastructure in future developments. Edges, transitional uses, buffering, and screening techniques will be beneficial when considering the compatibility of adjacent land uses and their effects on one another. What does the Future Land Use Map recommend for this area? Planning and zoning decisions should be made in agreement with the Future Land Use Map. This map provides a general picture of how land uses may be arranged to reflect the growth goals and objectives of the City. It is important to note that this map does not serve the same

11 purpose as the City s zoning map. The Future Land Use Map is not law. It does not dictate exact boundaries of land uses. Therefore, it should be considered to be somewhat flexible. Changes other than those literally shown on the map can be made with the assurance that they are not in conflict with the Comprehensive Land Use Plan if they are in agreement with the goals and objectives and the planning principles provided in this text document. Contact: City of McLendon-Chisholm 1248 S. Highway 205 McLendon-Chisholm, Texas Tele: (972)