The Andrews University Plan for Downtown

Plymouth. IN

The Andrews University Plan for Downtown

Plymouth, IndianaSeptember - December 2004

ForThe Citizens of Plymouth, Indiana

A study commissioned by theCity of Plymouth Redevelopment Commission

Executed by theAndrews University Division of Architecture Urban Design Studio

Students:Jenny An

Parhannson CadetEthan Cook

Shirleen GarciaErik Petersen

Rhiannon PorterLisa Rasmussen

Tim SchrockIsaac Smith

Kimberly StroupVincent Wang

Paul WeberRenna Wells

Kellie WymanEric Zaddock

Professor:Andrew von Maur

© February 2005Andrews UniversityDivision of ArchitectureBerrien Springs, Michigan 49104

For further information, contact269.471.6003www.arch.andrews.edu

Contents

Introduction 7The Process 8

Project 9The Site 10Illustrated Masterplan 12

I. Historic Downtown 15II. A Downtown Park 23III. Gateways to Downtown 31 A Southern Gateway 32 A Northern Gateway 36IV. Courthouse Square 41V. Western Downtown 49 Technology Park 54VI. City Hall and Civic Square 59

Phasing Development 67Ordinance 73Draft Proposal for a Form-Based Ordinance 76Acknowledgments 105

Historic Downtown

Downtown Park

Southern Gateway

Northern Gateway

Technology Park andWesternDowntown

Courthouse Square

City Hall and Civic Square

7

Introduction

Plymouth, Indiana is a city of nearly 10,000 citizens located in northern Indiana. It is the county seat and largest city in Marshall County, about 120 miles north of Indianapolis and 25 miles south of South Bend, the region’s largest city. Plymouth’s economy is fueled primarily by a healthy manufacturing sector, which ranks Marshall County as one of the most stable markets for income and employment in northern Indiana. The city also boasts one of the best-preserved main streets in the region (Michigan Street) and is actively pursuing a host of downtown redevelopment strategies as part of its greater effort to ensure a prosperous future with roots in Indiana traditions.

The Andrews University Plan for Downtown Plymouth, IN that follows was commissioned by the City of Plymouth Redevelopment Commission. The plan was executed between late September and early December 2004 as an academic exercise by students in the Division of Architecture of Andrews University, Berrien Springs, Michigan following a design workshop (“charrette”) in Plymouth. At the heart of the project was a general schematic redevelopment proposal for the greater downtown of the city, accompanied by various in-depth studies of suggested designs and strategies. The primary intent of the plan is to propose urban and architectural design solutions which build on existing policies in Plymouth. Ultimately, it is hoped, the proposals herein may serve as guidelines, examples, models and inspiration for future efforts.

8

The ProcessA brief Summary

The project was begun through invitation by the city’s redevelopment commission, which early on discussed the potential scope of the work with Andrews University faculty. The essential nature of the project was to propose design solutions within the given site, which was jointly determined to benefi t both the city and the university’s academic requirements.

The design process itself was commenced through a nine-day community design workshop (a.k.a. “charrette”) to which the public was generally invited to offer input, feedback and criticism. This charrette (September 27 through October 6, 2004) also served as an opportunity for the design team to study and document the site fi rsthand for an extended period. Students were lodged at various Plymouthites’ homes during this time and familiarized themselves with the physical, social and cultural context of the downtown in particular. The design progressed as students offered proposals and subjected them for scrutiny to local offi cials, experts and other citizens during various meetings and larger public presentations held adjacent to the Marshall County Historical Society museum. The fi nal design therefore is a result of a collaborative effort involving both students and participating citizens.

Following the charrette, the students returned to Andrews University for the academic semester in order to refi ne and complete the project. Various design experts as well as some Plymouth citizens assisted in occasional design reviews held at the university throughout the semester. The fi nal product was presented in the Plymouth public library on January 12, 2005. Finally, this document compiles a summary as well as the conclusions of the project as a whole.

top the Marshall County Historical Society museum at Garro and Michiganmiddle students studying the neighborhoodbottom students presenting design ideas during one of the interim reviews in downtown Plymouth

9

Project.Project AssumptionsA Proposal for an Urban Neighborhood

This project has identifi ed greater downtown Plymouth as an urban neighborhood. In terms of design, its intrinsic value today lies in its successful urban characteristics. Therefore, this document asserts that any successful redevelopment efforts must be based on those principles which have defi ned great urban neighborhoods throughout the ages. These principles include the preservation of an identifi able center and identifi able neighborhood edges, walkability, appropriate density, a healthy mix of uses, the provision of strongly defi ned public space, a network of streets and blocks scaled to the pedestrian, a variety of complimentary building types and institutions, and the provision of streets and squares designed for both pedestrians and automobiles.

The plans herein are therefore deliberately opposed to conventional development patterns (“sprawl”) as well as to pseudo-urban strategies which imitate the appearance of towns without addressing the fundamental physical requirements of urban life. At the most basic level, this plan seeks to promote an environment which fosters the classic American neighborhood designed for good business, noble civic institutions and dignifi ed homes for all citizens.

10

The SiteThe Downtown Neighborhood

The area of study considered during this project was selected based on existing boundaries which currently defi ne the urban neighborhood surrounding historic downtown Plymouth. While the eastern edge of the site is approximately drawn by the Yellow River, the southern and western boundaries are defi ned by existing railroad tracks which cut through the street grid. The northern edge of the site was determined to be delineated by Monroe Street, which was found to mark the transition from a predominantly mixed-use environment surrounding downtown to a predominantly residential character to the north.

The main street which crosses through the site is Michigan Street (the historic Indiana state road to Michigan) which crosses the Yellow River from the south. Today, Michigan Street is part of IN-17, which departs at LaPorte Street in order to head south along Center Street underneath the railroad viaduct. The other major street which crosses the site is Jefferson Street, which runs east-west just north of the historic downtown business center. Jefferson Street is part of the historic Lincoln Highway leading to the western states.

top left location of Plymouth in Indianatop right map of greater Plymouth showing the area of study in redopposite existing site

11

Michigan

Center

Walnut

Plum

Water

First

LaPorte

Garro

Washington

Adams

Jefferson

Madison

Monroe

Lake

12

Illustrated MasterplanThe Downtown Neighborhood

The size of an urban neighborhood can be understood in terms of the amount of time it takes the average citizen to walk from the edge to the center for daily needs and conveniences. The diagram above illustrates a quarter-mile radius centered on the intersection of Michigan St and Garro St, traditionally identifi ed as the center of town. A quarter mile roughly corresponds to a fi ve-minute walk.

The illustrated Masterplan shown here summarizes the various design proposals intended for the redevelopment of this neighborhood. This drawing, along with the following specifi c proposals, is suggestive of what the physical form of downtown Plymouth could become through coordinated planning, construction and the adoption of a form-based ordinance, such as the one proposed within this document.

top left existing plantop right 5-minute walking radiusopposite proposed illustrated masterplan

13

Garro

Washington

Adams

Jefferson

Madison

Lake

LaPorteW

alnut

Plum

CenterFirst

Michigan

Water

i.Historic DowntownRedevelopment Strategies

An identifi able town center is important to the identity of any city, and Plymouth has a vibrant, attractive historic downtown. However, the following proposals suggest that certain physical improvements can assist in making it even more attractive for business, residents as well as visitors. Conventionally, towns of similar size have focused on beautifi cation programs which decorate sidewalks and install banners and planters to encourage revitalization. And while aesthetic improvement ought to be considered in any redevelopment process, this plan proposes that true revitalization hinges on more fundamental formal issues encompassing a much greater area than Michigan Street.

16

above scenes on Michigan Streetopposite (left) diagram of proposed parking distribution (right) existing conditions

17

Historic Downtown and Parking

Modern business in Plymouth depends on the suffi cient availability of parking within a relatively close proximity. Over the decades, Plymouth’s efforts to provide ample parking lots has resulted in the destruction of much of the surrounding neighborhood, which is evident in the accompanying aerial photo. While Michigan Street itself is a shining example of town-building (including parking, generous sidewalks, beautiful buildings and ample storefronts) it has in effect become an island within a sea of parking and is largely disconnected from any human-scaled environment.

On-street parking should be maximized through effi cient striping and a reduction of curb-cuts. Beyond this, parking lots should be located within the center of blocks in order to allow buildings to occupy the street frontage, particularly at intersections.

Historic Downtown:

Existing Parking CountWithin one block from MichiganOn-Street 323Off-Street 473Total 796

Proposed Parking CountWithin one block from MichiganOn-Street 566Off-Street 270Parking Garage 136Total 972

Michigan Street OnlyExisting (45) 79Proposed (60) 110Net Gain 31

ParkingGarage

Michigan

Garro

18

Urban Infi ll Development

The photographs on this page illustrate typical downtown conditions in which parking lots dominate the public realm. This type of environment, which completely surrounds the historic downtown, is extremely uninviting to pedestrians and potential home-owners, even though the businesses themselves are essential to the neighborhood.

The proposal for the 1st Source Bank block, however, illustrates how street frontage can be redeveloped, without reducing the number of off-street parking spaces, simply by providing a more effi cient layout of parking spaces and driveways. This way, the “empty” lots will not appear as “missing teeth” to the downtown observer.

At this point, it should be noted that Plymouth’s current zoning policies promote such a fragmented environment. Any serious attempt to reshape downtown Plymouth as a pedestrian-friendly, urban neighborhood must include the placement of buildings towards the street and the placement of services (incl. parking) towards the rear of buildings. In instances where some parking must be located at the street, as it must behind the post offi ce, a wall or fence should screen it from the pedestrian environment.

top left looking west at Michigan and Washingtontop right looking east at Center and Washingtonbelow looking south-east at Center and Adams

19

left 1st Source Bank block redevelopmentright old fi re house block redevelopment

20

Michigan Street Improvements

Perhaps one of the most essential improvements to the downtown would be the slowing of traffi c on Michigan Street. While the timing of traffi c lights and the enforcement of posted speeds can go a long way in addressing this issue, it is still necessary to address the unusually wide road condition. By changing the existing 45º to 60º diagonal parking, and by adding a center rumble-strip (textured pavement), the physical lane widths are signifi cantly decreased and naturally slow traffi c. Simultaneously, the rumble-strip highly discourages travelling vehicles from occupying the center of the street, providing a place of refuge for crossing pedestrians.

left existing (top), proposed (bottom) Michigan Street conditionsright existing (top), proposed (bottom)opposite bird’s eye view of the historic downtown (new buildings in red)

21

23

II.A Downtown ParkA Downtown Destination to fuel Redevelopment

A central question to the redevelopment strategies for downtown Plymouth has been the 100-year fl ood plain east of Water Street which is periodically fl ooded by the nearby Yellow River. While the fl ood plain is still occupied by various businesses as well as residences, the city has taken an active role in purchasing and clearing property in response to the Federal Emergency Management Agency’s (FEMA) call to minimize future fl ood damages in this area. While the demolition of such a signifi cant area may appear to be detrimental to Plymouth’s local economy, signifi cant efforts have already been made to shape this fl ood plain into a civic and economic asset for all.

24

An alternate Proposal

Previous efforts have included a proposal to reshape the fl oodplain into a public park, submitted by Lehman & Lehman, Inc. in association with BDI. The plan within this document proposes an alternate scheme which builds on the previous efforts. A comparison of the two schemes reveals that the main design difference lies in the way in which the park and the buildings meet at Water Street. While the earlier scheme includes private development east of this street, the new proposal brings the entire park within only one block of Michigan Street. One benefi t of this arrangement would be a decreased distance between the park, its visitors and downtown merchants.

left (top) approximate extent of the 100- year fl ood plain. (bottom) proposal by Lehman & Lehman, Inc. in association with BDIright proposal by Andrew Universityopposite proposed bird’s eye view of the park and downtown from the southeast (new buildings in red)

25

26

above Proposed view of Water Street frontageopposite (top) south elevation of proposed fi eldhouse and parks headquarters (far right) existing and proposed street sections of Water Street.

27

The Water Street Frontage

The photograph above illustrates the current conditions on Water Street, which is proposed to be redeveloped as the city’s “face” towards the park. The earlier scheme fronts the park with the backs of buildings, parking lots and a drive. This plan fi nds it essential that a public park should be fronted by a public street and the fronts of buildings. In this way, a pleasant and elegant street encourages complimentary activities to enhance both the park and the downtown, rather than separating the two with an excessively automobile-oriented environment. Furthermore, properties fronting the park would become desirable locations for residential and commercial development.

28

Park Amenities

While the existence of the fl ood plain necessitates the removal of all buildings within it, future construction can take place through the regrading of terrain. Proposed new construction within the park include a bandshell near LaPorte Street, an observation tower, and a fi eld house near Washington Street. The fi eld house is intended to house a public events hall, park headquarters and public restroom facilities for events in the park. Both the fi eldhouse and the bandshell with its outdoor gathering space are located directly adjacent to downtown in order to keep activity close by.

Furthermore, the park is intended to be a vital link within the “Greenways” project, currently in development. This plan proposes a farmers market structure and pedestrian bridge at the south end of Water Street, providing a destination intended to activate the park, the downtown and the “Greenways”.

top possible phasing of park constructionbottom proposed view of farmer’s market at the south end of Water Streetopposite (top) proposed view within park looking south towards a new bandshell (bottom) section and view of Garro Street civic monument within park

29

31

III.Gateways to DowntownFraming the Downtown Experience

Historic Michigan Street features what may be the most memorable tree-lined approaches to a downtown in all of northern Indiana. Before arriving between the beautiful downtown facades, however, one must cross through relatively uninspiring landscapes of parking lots and abandoned properties. This plan suggests that the redevelopment of these areas can result in the creation of “gateways” which frame the entire downtown experience as memorable and dignifi ed for both pedestrians and drivers. Beyond this, the proposals outlined herein demonstrate how underutilized property can serve to compliment existing businesses and residences.

32

A Southern GatewayMixed-Use Development Opportunities

Perhaps one of the most underutilized areas of downtown is located just south of the Yellow River. This area has historically been characterized by a dense, mixed-use environment which extended the downtown across the bridge. The proposals herein illustrate how renewed urban development could make business expansion attractive in this area, particularly for enterprises which require a larger building footprint. The plan illustrates how a typical drugstore (approx 12,000 sqft) and a hotel could be sited. Although on-street parking is provided, the bulk of the parking could occur behind the businesses, allowing the buildings to engage the pedestrians appropriately.

left existing conditions right diagrams of phases 1, 2 and 3opposite (top) bird’s eye view (new buildings in red) (bottom) existing and proposed drug store site

Phase 1

Drug store and cafe/restaurant development at Lake & Michigan

Parking structure at LaPorte & Center

Farmers’ Market and pedestrian bridge at LaPorte & Water

Phase 3

Mixed-use devel-opment at LaPorte & Michigan

Inn and mixed-use development at Michigan & the Yellow River

Phase 2

Mixed-Use Development at Michigan & Penn-sylvania

33

34

The Yellow River

While a downtown park may take advantage of the natural environment associated with the river, even the dense center of town surrounding the Michigan Street bridge could be further activated by riverfront development. The plan proposes that boardwalks be constructed here as an extension of the “Greenways”. Some buildings could then take economic advantage of this location and face the river with cafes, an inn, or residences. The restoration of the existing stone retaining wall could be augmented by tree lines, walkways and street lights, encouraging an increase in economic as well as civic and social activity throughout the downtown.

35

above view of the boardwalk looking eastopposite (top) section of the river looking west (bottom) existing river view downtown

36

A Northern GatewayShaping a dignifi ed Public Realm

The historic photograph above reveals the stark contrast between the urban center and the tree-lined north of Michigan Street which used to impress upon travellers that they had arrived. Today, a rather bleak intersection at Jefferson Street separates the historic business center from the residential north - a condition which gives the whole experience a more or less confusing and less-than-welcoming appearance.

This plan proposes that a roundabout be constructed at this intersection. While the roundabout would aid in decongesting rush-hour traffi c, it would also shape a much safer environment for pedestrians. Perhaps most importantly, however, by locating a civic monument amidst a landscaped intersection and by coherently arranging the surrounding properties, such an intervention would lend this place an air of dignity and beauty befi tted to an arrival in this city.

The roundabout proposal was conceived in cooperation with Peter Swift of Swift & Associates in Longmont, Colorado. Peter Swift is a traffi c engineer and expert in round-a-bouts and context-driven design.

left Michigan Street looking northright Intersection of Michigan Street and Jefferson Street looking south

37

A Round-a-Bout at Michigan and Jefferson*

A modern roundabout has three major characteristics compared to its predecessors, traffi c circles and rotaries. First, the roundabout gives vehicles in the circular travel way the right-of-way. Second, roundabouts are small, generally from 70 to 160 feet in diameter compared to 300 to 400 feet and more for traffi c circles and rotaries. Third, roundabouts have a raised entry “splitter” island that slows down or constrains speed just before entry, duplicating in a way the curvature the driver will experience within the roundabout itself. Roundabouts have been shown to reduce fatal and injury accidents as much as 76% in the USA. The reduction in accidents is attributed to slower speeds and reduced number of confl ict points. All research suggests that modern roundabouts are safer than signalized intersections for pedestrians. This safety advantage has been attributed to the slower traffi c speed at roundabouts and the division of the pedestrian crossing into two stages, from the near-side wheelchair ramp out to the splitter island, and then from the splitter island to the far-side wheelchair ramp. In each stage the pedestrian has to look in only one direction to cross a one-way traffi c stream. Pedestrian refuges are provided in the areas within the splitter islands. Furthermore, roundabouts eliminate maintenance costs associated with traffi c signals which amount to approximately $3,500 per year per intersection. In addition, electricity costs are reduced with a savings of approximately $1,500 per year per intersection. By yielding at the entry rather than stopping and waiting for a green light, delay is signifi cantly reduced. Intersections with a high volume of left turns are better handled by a roundabout than a multi-phased traffi c signal. A reduction in delay corresponds to a decrease in fuel consumption and air pollution. In addition, the central island provides an opportunity to provide landscaping. The diagram on the left illustrates a schematic design for a two-lane roundabout, which preliminary studies suggest would more than adequately satisfy existing and future traffi c volumes. The red lines indicate how little property would need to be acquired for this type of roundabout. Conversations with INDOT regarding this subject indicated a willingness to consider this type of solution.

*source: www.roundaboutsusa.com

38

The Gas Stations

A further consideration at this intersection is the frontage of the gas station properties, currently located on the two southern corners. While the roundabout can function without the removal of the gas stations, the place could be visually improved by providing garden walls and plantings at the corner of the intersection. Decorative signs displaying fuel prices can also be located here.

Another proposal intended for the long-term includes the relocation of the convenience stores to the corner of the intersection. In this way, the pedestrian experience is further improved and the entire intersection benefi ts from the storefront-like activity.

top left current condition at Michigan and Jeffersontop right proposed garden walls and round-a-boutbelow proposed convenience stores at round-a-bout

39

left looking south on Michigan Street towards the intersectionright looking west on Jefferson Street towards the intersection

41

IV.Courthouse SquareReshaping a Civic Center

Although Plymouth is proud to boast a beautiful 19th Century courthouse immediately adjacent to the business center, its surrounding square has been marred by unthoughtful administrative expansion. The various parking lots and county buildings which surround the square do little to compliment the original architecture, civic space or neighborhood real estate values. As it is in the best interest of the city to retain the immediate presence of most county facilities, the proposals outlined herein illustrate how future development might take place not only to serve the effi ciency of county government, but also to benefi t downtown Plymouth.

42

Restoring a Character to the Square

The aerial view above reveals how fragmented the perimeter planting is today - old tree lines which used to line the square on the opposite side of the surrounding streets have virtually disap-peared except on the west side. A primary objective, therefore, is to replant the perimeter to give the place some sense of order, as well as to cover some of the more unfortunate buildings. Also, a gen-eral replanting scheme within the center of the square, along with a proper relocation of various monuments, would help to organize this civic space along some lines of dignity. Future development should always locate effi ciently striped parking lots behind buildings, while parking management programs should limit parking on the square to visitors only. Our preliminary studies suggest that on-street parking could be considerably in-creased simply by restriping spaces more effi ciently.

top left proposed planting and building schematictop right aerial view of existing conditions

43

clockwise, left to right existing building footprints; phase 1: reconfi guration of square; phase 2: redevelopment of jail site; phase 3: redevelopment of southern edge; parking diagram: illustrating on-street and off-street in yellow

Existing Parking CountOn-Street 138Off-Street 104Total 242

Proposed Parking CountOn-Street 188*Off-Street 186Total 374

Net Gain 132

*Afforded through restriping, limitation of curb-cuts and new on-street parking on Jefferson Street

44

above bird’s eye view looking northwest (new buildings in red)

45

top proposed north elevation of squareabove proposed south elevation of squareright proposal to move the courthouse entrance to the side facing the square. Preliminary studies suggest that this arrangement would increase security internally. Most importantly, however, the courthouse would be accessible from the square itself - perhaps a more dignifi ed point of entry.

46

Buildings on the Square

This plan seeks to propose buildings which are characterized by the vernacular architectural traditions of northern Indiana while maintaining a meaningful relationship with the existing courthouse. The buildings are two-story, shallow storefront buildings developed to accommodate county expansion and/or mixed-use development. The design and location may attract title companies, law fi rms, other offi ces and 2nd story residences overlooking the square. Redevelopment could commence following the departure of the existing county jail. A public passage has been provided on the north side to allow quick and easy access to the parking lot located behind the buildings. Above this passage a tower attracts visitors towards this corner of the site, where one ultimately fi nds the courthouse entrance. In this way, the existing confusion about where the entrance is might be partially and elegantly alleviated.

47

opposite (top) section through the square looking west (bottom) current view of square looking north at the county jailabove proposed view looking north

49

V.Western DowntownReestablishing the Idea of living Downtown

While much can be done to revitalize a downtown by creating destinations, beautifying sidewalks and expanding business, a true revival depends on the solid reestablishment of residential dwelling and, in particular, homeownership within the neighborhood. A rental population and urban pioneers who fi x up older houses can only do so much towards this end. This plan proposes a more serious and sustainable repopulation inspired by traditional settlement patterns similar to those shown in the historic photograph of Plum Street above: new streets, new sidewalks, new trees, new houses. The western side of downtown may prove to be the best place for this type of development.

50

The western downtown is currently characterized by mostly underutilized real estate, abandoned industrial buildings, vacant lots and streets which are generally in disrepair. This plan proposes that the city collaborate with existing owners and the private development sector in repairing existing infrastructure, reparcelling lots, and redeveloping the entire western downtown into a mixed-use but predominantly residential area. And while a variety of dwelling types should be provided, it ought to be ensured that a considerable portion of new houses are attractive to the middle and upper markets.

To facilitate this, an abandoned railway R.O.W. can serve to extend existing First Street towards the south, connecting it with the remaining street grid. This extended First Street would then terminate at the old masonry depot, which may be restored as the city’s art center.

The great benefi t of large-scale redevelopment - in conjunction with a masterplan - is that aesthetics and quality can be controlled to an extent which encourages new home-buyers to consider investment in the fi rst place. Initial studies suggest that the western downtown could include up to 160 dwelling units, all within a fi ve-minute walk of Michigan Street.

left aerial view of existing conditionsright suggestive masterplan of same areaopposite bird’s eye view of the western side of downtown (new buildings in red)

51

52

New Streets

The redevelopment of the western downtown may afford the opportunity to rebuild streets in ways which accommodated the automobile and are pleasant and safe to the pedestrian. New neighborhood streets should always allow for narrow travel lanes in order to slow traffi c naturally. On-street parking and a tree-lined planter strip offer protection to the pedestrians on the sidewalk. Finally, building fronts and porches should be placed close to the sidewalks in order to provide a sense of humanity within the urban environment.

The following typical street sections are based on existing street dimensions and are proposed for T4 (Neighborhood General) and T5 (Neighborhood Center) conditions. For more information on T-Zones, see the chapter on ordinance.

this page (top) Neighborhood Center (T5) primary street (bottom) secondary streetopposite (top) Neighborhood General (T4) primary street (bottom) secondary street

53

54

Technology ParkJump-starting Development in the Western Downtown

Based on the residential squares in London and Boston, this development strategy encourages initial investment by constructing a square fi rst. Located at the intersection of First Street and Jefferson Street, this plan proposes a small neighborhood square to be built in association with a technology park, commercial and residential development. While various locations within the western downtown may be available for redevelopment of this type, the location of this square on Jefferson Street provides a highly visible, accessible and prestigious address for potential high-profi le businesses and residences in the form of rowhouses. Activity resulting from this new environment would, in return, encourage further investment in the surrounding area.

Jefferson Street is proposed to be redeveloped as a planted boulevard extending from the tracks to the proposed roundabout at Michigan. Like the neighborhood square, the boulevard might provide an attractive address for investors to settle on. Beyond this, a median would assist pedestrians in crossing this unusually wide roadway.

above section of neighborhood squareright existing and proposed conditions of Jefferson Street

55

above bird’s eye view of proposed square and technology park.

56

Phase 1

Technology incubator on Jefferson St

Commu-nity Resource Center

Existing

Building footprints and streets

Existing

Aerial Photo

Phase 4

Surround-ing infi ll and mixed-use development

Phase 3

Mixed-use development around new square and Jefferson St

Phase 2

Jefferson St and First St improvements

Tech Park expansion

Square and mixed-use development

57

above proposed view of tech park and square

59

VI.City Hall and Civic SquareRestoring the Idea of the Civic Center

The historic photograph above shows Center Street looking north towards the old fi rehouse on the right - the former home of Plymouth’s city hall. Today, city offi ces are located within a former bank building on Michigan, and although the building is dignifi ed, space is beginning to run out. The plan set out in this document proposes that long-term planning efforts include the construction of a new city hall in association with a civic square for the purpose of ennobling the entire downtown neighborhood. Just as the original purpose of Center Street was to align civic institutions parallel to the business center, a new civic square and city hall may serve as an anchor for redevelopment here.

60

A Civic Monument on Garro Street

Terminating Garro Street to the east of the river lies the Lincoln High School as a civic monument within the neighborhood. The proposals herein have located a new city hall and civic square on this same axis, presenting a dignifi ed facade at the end of Garro Street to the west. The new square is designed to gather the public library and public safety facilities around a central square along with residences and rebuilt subsidized housing for the elderly. The center of the square is also aligned with Walnut Street, which ties it elegantly into the existing street fabric.

While this proposal may be the most ambitious scheme outlined in this document, it argues that good design can indeed encourage renewed investment in an area which is currently characterized by excessive parking lots and underutilized residential property. The ultimate goal is to offer all citizens of Plymouth a public place of rest and gathering within their urban environment.

top left current view looking west from Michigan on Garro Streettop right aerial view of proposed siteopposite proposed view on Garro Street with new city hall in background

61

62

Existing

Aerial Photo

Existing

Building footprints and streets

Phase 1

Move police station to SW corner of Center & GarroNew subsidized housing on former station siteBuild new city hall on Garro St R.O.W.

Phase 2

Build new civic square on Garro StExpand library towards squareExpand public safety facilities south of square

Phase 3

Private redevelopment of square perimeter

Phase 4

Reorientation of alleys and property linesUrban infi ll

63

Civic Square: Project Description

Phase 1 proposes that a new and expanded police station be located on the corner of Garro and Center Streets, immediately adjacent to the existing fi re station and located on city property. Subsequent phases continue to expand the public safety facilities within this block (including parking), creating an ensemble of complimentary buildings which front the new square. Meanwhile, the new police station and the library serve as a visual “gateway” along Garro Street.

Subsequent to the removal of the existing police station, subsidized housing can be provided for the elderly on this site in a new and improved facility adjacent to the library. The library, in turn, can expand towards the future square. The site for the city hall itself is located on center with Garro Street along with the square which fronts it. This site is large enough to accommodate any future expansions of city hall. Behind city hall, Garro Street returns to its current course.

top existing city-owned propertybottom proposed city-owned property

64

City Hall as a Symbol

The photograph on the right shows an approximate view of the site proposed for the new civic square and city hall. While the city hall itself would be characterized by a public architecture, various residences surrounding the square and building would benefi t from this noble location, which includes a central fountain. In contrast to the quality of contemporary conditions, the proposed composition restores the idea of civic space and downtown living in an effort to instill confi dence in Plymouth’s citizens and visitors - a confi dence inspired by the past, built for the present and projected into the future.

top section of square looking northbottom diagram illustrating the relationship between Lincoln High School and the new city hall and civic square

65

above proposed view of the new civic square and city hall, looking westleft approximate view of proposed city hall and civic square site

67

Phasing.Implementing DevelopmentPhasing Strategies and Implications

While the proposals herein may be understood to be benefi cial, the mere bulk of the work and interventions can be overwhelming in light of the conventional pace and process of development, particularly in urban redevelopment. The drawings in this chapter are intended to suggest various strategies of phasing development by outlining a rough possible sequence of events. In reviewing these drawings, it is important to remember that they are suggestive - not prescriptive - of development potential under a new, form-based ordinance. Truly sound and suitable designs can build upon these “suggestions”, but will require synthesis and modifi cation by the citizens of Plymouth.

68

Existing

Phase 2

Phase1

Phase 3

69

Phasing Development

The drawings shown on the opposite page suggest a potential scenario for phasing development projects in downtown Plymouth. Existing buildings appear in grey while new projects are added in red. Major landscaping/tree planting projects have also been included.

Phase 1 - Short-TermThe projects illustrated within this phase can be commenced

within the short term. In fact, some of these projects are already being pursued, although not necessarily according to the designs outlined within this document. Projects on the west side include the location of a community resource center, a technology park at First Street and Jefferson Street, as well as the build-out of First Street along the abandoned railroad R.O.W.. Given the upcoming relocation of the county jail, the site north of the courthouse represents an early redevelopment opportunity. And while some urban infi ll and Michigan Street improvements can be commenced within the historic downtown, current discussions regarding a potential drugstore location at Michigan and Lake ought to ensure a model for future redevelopment. Finally, the area within the fl oodplain north of Garro Street (already largely controlled by the city) may accommodate the fi rst phase of the downtown park.

Phase 2 - Mid-TermMid-term projects begin with the general redevelopment of the

west side as a primarily residential area along newly improved First Street. At this time also, Jefferson Street is improved as a boulevard and the roundabout is commenced. And while the downtown park is completed, the area around and south of the Yellow River is generally redeveloped to optimize this location. Within the historic downtown, urban infi ll continues via a parking structure at LaPorte and Center, the newly relocated and expanded police station, as well as the beginnings of park-front redevelopment on Water Street.

Phase 3 - Long-TermProjects considered to be long-term goals include the

establishment of a civic square at Garro and Walnut, including the proposed new city hall. Other specifi c projects include the redevelopment of the block south of the courthouse, the properties surrounding the roundabout and the completion of the park-front redevelopment on Water Street. A charter school, among other things, should be considered as new citizens settle within the downtown neighborhood. Finally, general infi ll and redevelopment - particularly on the west side - completes the vision outlined within this document.

Note (Who pays for this?)

It should be noted that although this plan assumes a leadership role on behalf of the city, much can be done in cooperation with the private sector, including infrastructure improvements and new construction. This plan does not assume this project to be a single construction process undertaken by the city acting as developer. Instead, by fostering a healthy regulatory environment, revising existing ordinances, actively pursuing investors and collaborating with existing property owners, the city can act provide a framework within which the market can thrive.

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City and County Property (far left)

The drawings shown to the far left on the opposite page illustrate city and county properties in September 2004 (top) and the proposed shift in property ownership (bottom) following the suggested completion of this masterplan. Properties controlled by Marshall County are shown in red, while city properties are illustrated in yellow. Furthermore, the bottom drawing illustrates some properties in a lighter yellow, indicating ownership by nonprofi t organizations and/or other organizations supported (or initially supported) by the city.

Building Replacement (left)

The drawings shown on the right of the opposite page illustrate which buildings would eventually be replaced by the suggested masterplan. In the mid-term (top), the bulk of the buildings to be demolished are located on the west side and within the fl oodplain. The long-term proposal (bottom) includes the replacement of buildings fronting the downtown park on Water Street, as well as the replacement of existing structures surrounding the proposed site for a new city hall and square.

Evaluating the Quality of the Public Realm (right)

One way through which urban designers and architects evaluate the quality of public space is by testing whether it has a clearly identifi able fi gure, shape or character. This can be done by producing fi gure-ground drawings (right), which essentially illustrate the masses of buildings (black) and how they shape public space (white). The drawing of existing conditions (top) depicts the intersection of Michigan and Garro as a clearly identifi able fi gure in the form of a cross, indicating a strongly defi ned public realm. Such clear defi nition is lacking the further one departs from this intersection. The proposed masterplan (bottom) seeks to reshape this fragmented arrangement by providing new and improved public spaces through the proper placement of new structures (red). For instance, one may identify clear spatial fi gures at the proposed technology park and new city hall.

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Ordinance.Proposal for a Form-Based OrdinanceShaping a dignifi ed Public Realm

The proposals within this document have been driven by the understanding that in order to create vibrant, desirable urban environments, it is necessary to utilize the traditional urban design principles that have been successfully employed in all great, thriving cities, whether small or large. The following draft of a proposed form-based ordinance represents a vital mechanism within the overall efforts of traditional neighborhood development (TND) within downtown Plymouth. It is only through such a mechanism that general redevelopment can proceed without micro-management and ambiguous expectations.

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The Rural-to-Urban TransectShaping a dignifi ed and coherent Public Realm

Transect-Based Zoning: The Transect is a system of classifi cation of the built environment using a conceptual range of rural-to-urban to arrange in useful order the typical elements of urbanism. The Transect is an ordering system within which every urban element fi nds a place within its continuum. For example, a street is more urban than a road, a curb more urban than a swale, and a row of trees more urban than a cluster. This gradient, when rationalized and subdivided, becomes the urban Transect, the basis of a common zoning system. This subdivided continuum forms the primary basis of the following zoning categories, listed from most rural/least dense to most urban/most dense: Natural Preserve (T1), Rural (T2), Sub-Urban (T3), Neighborhood General (T4), Neighborhood Center (T5), and Urban Core (T6). These categories zone primarily for density and building type rather than for use because it is a premise of TND zoning that a mix of uses is desirable and that uses change over time. The Transect zoning categories that follow, therefore, allow broadly for residential, commercial, and light industrial uses, though some of these are designated as primary and some secondary to particular zones or building types. Civic buildings, though not typically listed, are an acceptable use in any zoning category and shall comply with regulations typical to that zone for requirements such as building heights and setbacks.

T2 - Rural/Parks

T4 - Neighborhood General

T3 - Sub-Urban

T5 - Neighborhood Center

T1 - Natural Preserve

T6 - Urban Core

right illustrative diagrams of the transect zones, showing what typifi es them, courtesy of the Congress for the New Urbanism (CNU)

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Propposed Transect Zones

The bottom plan diagram illustrates the proposed boundaries for the various transect zones in downtown Plymouth. These zones primarily consider form and only secondarily regulate use . This implies that a mix of uses is allowed in all areas of the neighborhood, provided that the particular use in question is suitable to the given transect zone, building type and block location, as described in the following ordinance. The various transect zones include:

Neighborhood Center (red - the densest form of settlement in Plymouth)

Neighborhood General (light yellow - the general form of urban settlement)

Neighborhood General Special District (dark yellow - a special neighborhood

area suitable for certain light industrial activity)

Rural/Parks and Civic Green (green - dedicated for parks and civic buildings)

Existing Land Use

The top plan diagram illustrates the existing land use conditions and is based on previous efforts by BDI/Lehman & Lehman, Inc. The various colors represent the following: commercial (yellow), residential (red), churches (green), civic/government (blue), industrial (brown). This mixed distribution indicates how diffi cult and counterproductive it is to zone primarily according to use and still achieve satisfi able results. It is in the nature of traditional neighborhoods for uses to change and be distributed as the market demands. In such neighborhoods, use-based zoning typically tends to be micro-managed and includes seemingly incoherent and complicated zoning maps. Also, these zones are typically regulated by standards devised for suburban environments, where different buildings are deliberately separated from each other, yielding a fragmented environment unsuitable for pedestrians or a dignifi ed public realm. This plan proposes that use-based zoning should only be considered for industrial facilities.

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PROPOSED TRADITIONAL NEIGHBORHOOD DISTRICT (TND)

ORDINANCE

PLYMOUTH, INDIANA

A. INTENT page 77

B. DEFINITIONS page 78

C. DEDICATION AND ADDITIONS page 80

D. DESIGN REQUIREMENTS AND GENERAL PROVISIONS page 80

E. IMPLEMENTATION, AMENDMENTS, AND PLAN CHANGES page 86

F. PERMITTED BUILDING TYPES ILLUSTRATIONS page 87

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PLYMOUTH TRADITIONAL NEIGHBORHOOD DISTRICT (TND) ORDINANCE

A. INTENT

It is the desire of the City of Plymouth (hereafter “the City”) to actively encourage a sense of community and to improve the health, prosperity, and general quality of life of its citizens through the wise utilization of the land and other natural resources within its borders. The City therefore recognizes the need to:

- enhance the existing City for the good of all its citizens;- increase the City tax base and promote local private capital

investment within the City;- preserve and highlight the natural and scenic attributes of

the adjacent landscape;- facilitate the effi cient provision of public services;- promote a greater variety of housing types, and a

corresponding expansion of retail and commercial opportunities;

- promote safer pedestrian circulation and citizen-to-citizen interaction for all residents, but especially for children and the elderly;

- conserve non-renewable fuel resources and reduce pollution; and

- increase the City’s appeal to tourists.

The City also recognizes that many villages, towns, and cities in the United States established and populated before 1945 (before the intensive use of the automobile and the advent of the interstate highway system) had a special sense of community and continue to be desirable places for their citizens to live, work, shop, learn, worship, and play. This desirability can be attributed largely to the fact that these places possess many of the following characteristics:

- dwellings, shops, and workplaces located in close proximity to each other;

- buildings, sidewalks, and trees aligned with streets in a disciplined manner, generally uninterrupted by curb cuts and parking lots;

- a range of street sizes, some of which are narrow (with sidewalks) and equally convenient for pedestrians and automobiles, others of which are wider and designed primarily for the automobile;

- well-defi ned parks, squares, and plazas which act as places for community gatherings, organized or individual recreation, and private contemplation; and

- civic, educational, and religious buildings located within and throughout the town that are both places of assembly for, and symbols of, the local community.

To promote the preceding objectives and characteristics in the downtown area of the City bordered by Monroe Street on the north, the railroad tracks on the west and south, and the Yellow River on the east—hereafter designated as the “Traditional Neighborhood District”—the City adopts the following Traditional Neighborhood District (TND) Ordinance as an addition to its existing Zoning Ordinance, to supersede the current provisions of the existing Zoning Ordinance with respect to new construction and development in the proposed TND. The Master Plan here proposed to govern development in this TND shall likewise supersede any existing Master Plan currently governing development in this proposed TND.

This Ordinance is intended as a controlling overlay to the present City of Plymouth Zoning Ordinance. For the area designated as the TND this Ordinance shall serve as the primary source for zoning regulations. Any specifi cation not listed in this Ordinance shall be taken from the existing Zoning Ordinance, but in any case where the existing Ordinance confl icts with this Ordinance the TND Ordinance shall control for the TND.

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B. DEFINITIONS

Words and phrases within this TND Ordinance shall have ordinary dictionary meanings except as may be defi ned hereafter. General defi nitions of the City of Plymouth Zoning Ordinance shall pertain to this TND unless otherwise defi ned herein.

1. Accessory Use Building: An incidental and subordinate building and/or use customarily associated with a principal building located upon the same lot as the Accessory Building.

2. Alley: A public passageway intended primarily to provide vehicular and/or service access to the rear of lots.

3. Artist Studio: Interior space for the teaching and/or production of the fi ne or useful arts, subject to the same prohibitions applicable to Light Industry uses.

4. Boulevard: A thoroughfare with central and/or side medians.

5. Building Height: The vertical distance from the average fi nished ground level of a building to the highest point of the coping of a fl at roof, the deck-line of a mansard roof, or the average of the heights of the eaves and the height of the highest ridgeline for a pitched or hipped roof.

6. Build-to Line: A line which establishes a required

location parallel to a property line for all or a portion of a structure’s wall or other vertical plane.

7. Enfront: To face, or be opposite, across a City Street, Square, or Park.

8. Flat (2-3, 4, or 4-6): A multi-family residential structure in which units are separated horizontally (by fl oor), sometimes with two per fl oor.

9. Flex-Building: A building of relatively open design allowing it to be utilized for a variety of businesses,

typically with commercial activity on the ground fl oor and offi ces or residences on upper fl oors.

10. Interior Block Parking Lot: A publicly owned area internal to a block, contiguous with public streets and/or alleyways, designated for use as surface parking. May be paved or unpaved.

11. Light Industry: Uses which are designed to serve the needs of the community for industrial activity and which are not offensive to nearby commercial or residential uses. Light industry includes manufacturing or assembly processes carried on completely within the walls of a building. Light Industry shall be uses which by their nature and implementation on the site do not produce any of the following adverse impacts, as determined at the boundary of the lot:

- noise at a level greater than typical street or traffi c noise;

- hazardous solids, liquids, or gases emitted into the environment;

- offensive odors or glare;- offensive vibration; or - any other adverse impact as may be determined

by the board, based on evidence presented.

12. Lot Coverage: For the TND as a whole, the ratio of the total of all building footprints, excluding civic building footprints, divided by the total land area in the TND. For a single lot, the total building(s) footprint(s) on the lot divided by the lot’s area.

13. Outbuilding: An enclosed structure sheltering an accessory use, subordinate to the structure sheltering the primary use, and on the same lot.

14. Outdoor Commercial Use: Any commercial use other

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than a restaurant, a Plan-designated farmer’s market, or licensed vending conducted primarily outdoors (outside a building or structure) for more than (5) consecutive days, or more than fi fteen (15) days in any year.

15. Outdoor Storage: Placement on a lot, and not within a building or structure, of supplies, materials, goods, or products for more than fi ve (5) consecutive days or more than thirty (30) days in any year if not fully screened from public view; if fully screened from public (but not necessarily from aerial) view, then not more than fi ve (5) consecutive days or more than sixty (60) days in any year.

16. Park: An area of at least ten thousand (10,000) square feet dedicated for pedestrian enjoyment and active or passive recreation.

17. Plan: The Master Plan and/or TND Ordinance which depicts the site and standards for development of the area designated as the TND. The Plan (with its accompanying TND Ordinance), upon approval by the board, will supercede prior zoning classifi cations of property within the TND, and govern all subsequent development therein.

18. Plaza: An entirely paved public space with an area of at l least ten thousand (10,000) square feet. A plaza shall be used primarily for public gatherings and activities, and for parking as a secondary use by permission.

19. Rowhouse: A multi-level single family residence typically with zero side-yard build-to lines and a front build-to line per Ordinance.

20. Scrap Yard: An area of land, or a building, within which waste or scrap materials are bought, sold, exchanged, stored, or otherwise handled. A Scrap Yard includes, without limitation, an auto wrecking yard, a “junkyard” as

defi ned by law, and/or property occupied by two or more inoperable and/or unlicensed motor vehicles.

21. Shared Parking: Any parking space or spaces intended for utilization by more than one commercial use at different times of day.

22. Sidewalk: A paved area developed for use by

pedestrians.

23. Sideyard House: A single family residential structure built to one side yard lot line with a large porch or porches on the opposite side of the structure and the primary entrance to the building being from this porch.

24. Square: An area of at least ten thousand (10,000) square feet with an average slope of no more than fi ve ( (5) percent. A Square shall be for pedestrian enjoyment and passive recreation, and shall be landscaped so as to present an attractive, maintained appearance.

25. Street: any paved thoroughfare located in an urban or semi-urban environment and bordered by curbs.

26. TND: A Traditional Neighborhood District, with development characterized by a mix of commercial, residential, civic, and recreational uses within 5-10 minute pedestrian proximity to each other. Used here also to refer to this TND as defi ned by the Master Plan and TND Ordinance.

27. Total Land Area: All of the land area comprising the TND and contained within the perimeter boundaries of the Plan. This includes, without limitation, all roads and lands encumbered by power line transmission rights-of- way.

28. Trails: Paths for pedestrians and/or non-motorized vehicles as indicated in, and executed in accordance

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with, the standards of the TND Plan.

29. Vista Termination: A lot, building, or monument site generally located at the end of a street and visible along that street.

C. DEDICATION AND ADDITIONS

The following policies with respect to land dedication within and/or additions to the proposed TND shall apply.

1. Dedication: Because of the special objectives of this TND and the special considerations allowed under this section of the TND Ordinance, land may not be removed from this TND, or this TND amended, except in accordance with Section E hereof.

2. Addition of Lands: Land areas of any size contiguous to this TND may be added to this TND by majority vote of the board. An applicant requesting to add lands shall be required to demonstrate the availability and access to public utilities or another approved method or methods of handling the sewer, water, drainage, and other utility needs of the addition, and show how the requirements of Section D herein will be met if the application for addition is approved.

3. Rededication: Lands designated for any particular zone (see Section D) within this TND may not be rededicated as any other zone except by application to the board in accordance with Section E hereof.

D. DESIGN REQUIREMENTS AND GENERAL PROVISIONS

1. Transect-Based Zoning: The Transect is a system of classifi cation of the built environment using a conceptual range of rural-to-urban to arrange in useful order the typical elements of urbanism. The Transect is an ordering system within which every urban element fi nds a place within its continuum. For example, a street is more urban than a road, a curb more urban than a swale, and a row of trees more urban than a cluster. This gradient, when rationalized and subdivided, becomes the urban Transect, the basis of a common zoning system. This subdivided continuum forms the primary basis of the following zoning categories, listed from most rural/least dense to most urban/most dense: Natural Preserve (T1), Rural (T2), Sub-Urban (T3), Neighborhood General (T4), Neighborhood Center (T5), and Urban Core (T6). These categories zone primarily for density and building type rather than for use because it is a premise of TND zoning that a mix of uses is desirable and that uses change over time. The Transect zoning categories that follow, therefore, allow broadly for residential, commercial, and light industrial uses, though some of these are designated as primary and some secondary to particular zones or building types. Civic buildings, though not typically listed, are an acceptable use in any zoning category and shall comply with regulations typical to that zone for requirements such as building heights and setbacks.

(1) 1. Zone Types: Because this proposed TND will govern primarily infi ll construction in the existing City, this TND Ordinance does not propose construction for every Transect category. Rather, this TND Ordinance proposes that future development in the TND be governed by and limited to the following zoning categories:

- Type I Neighborhood Center (T5)- Type II Neighborhood General (T4)- Type III Neighborhood General, Special District

(T4, SD)- Type IV Rural; Parks and Civic Green Space (T2)

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(1) 2. Type I Zone, Neighborhood Center (T5): The Neighborhood Center is the primary but not exclusive location for neighborhood commercial activity. The ground fl oor of many or most buildings in the Neighborhood Center will typically be devoted to commercial activities, with upper fl oors housing either residences or commercial space. The minimum frontage width of a Neighborhood Center lot shall be twenty (20) feet. The maximum height of the fi rst fl oor in Neighborhood Center buildings shall be fi ve (5) feet above grade. Building types intended exclusively for residential purposes and permitted in Neighborhood Center blocks are indicated below, in the TND Ordinance, and in the Permitted Building Types illustrations. All primary buildings in the Neighborhood Center shall be built to the front property line and, for a minimum of sixteen feet back from the front property line, to the side property line. For Corner Flex-Buildings (Type I.1 below) the long side lot frontage not edged by building shall be edged by a masonry (stone, brick, or stuccoed) wall and/or wrought iron fence not less than six (6) feet in height. Street front awnings and upper fl oor balconies are permitted on all Neighborhood Center buildings, and may extend beyond the lot line into the public right-of-way (R.O.W.) to a maximum of four (4) feet. Except on lots with an area less than twelve hundred (1200) square feet (which may have 100% lot

coverage) total building lot coverage may not exceed 75% of the lot area. Buildings on mid-block lots must be set back a minimum of twenty (20) feet from the rear lot line (except for permitted outbuildings, which have a three (3) foot rear build-to line). Outbuildings are not permitted on lots in Neighborhood Center, except for those occupied by 2-3 Flats (Type I.5 below) or Rowhouses (Type I.6 below). All buildings shall include fi re-rated walls (per local building code) along the sides of the building that adjoin another lot. Light industrial buildings, lumber yards, and car washes may be single story buildings, but must be at least 22’ in height. Primary entrances to primary buildings in

Neighborhood Center shall generally open to the front sidewalk. For further specifi cations for specifi c building types refer to the Permitted Building Types illustrations.

The following building/use types are permitted on Neighborhood Center lots:

On Corner Lots:I.1 Corner Flex-Building

On Corner or Mid-block Lots:I.2 4-6 Flat I.3 U-Court Apartments

On Mid-Block Lots:I.4 Mid-Block Flex-BuildingI.5 2-3 Flat I.6 Rowhouse

Neighborhood Center buildings and/or lots may be employed for the following uses:

- lodging, including hotel- retail sales and services- offi ce- private club- restaurants, including coffee shops and tea rooms- single-family or multi-family residences- artist studio- recreational building- medical clinic- elderly care and social facilities- workshop- automobile parking lots except on corner lots- warehouse- light industry- lumber yard- car wash- civic uses

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sides of any building that adjoins an adjacent lot.

The following building/use types are permitted on Neighborhood General lots:

On Corner Lots: II.1 Flex-Building* II.2 4-Flat II.3 Corner Detached Single Family House

On Corner or Mid-Block Lots: II.4 Duplex II.5 Rowhouse II.6 Sideyard House

On Mid-Block Lots: II.7 2-3 Flat II.8 Mid-Block Detached Single Family House

*Flex-Buildings are also permitted on mid-block lots that front a Type IV Zone or are part of a Type IV Zone (see Section D(1) 4).

Neighborhood General buildings and/or lots may be employed for the following uses:

- residential dwellings- lodging for not more than fi fteen (15) persons, including

bed and breakfasts- retail sales and services on corner lots, and on mid-

block lots as an accessory use for not more than fi ve (5) employees

- offi ces on corner lots, and on mid-block lots as an accessory use for not more than fi ve (5) employees

- artist studio - any civic use- automobile parking lots, per guidelines in Section D 3- any other uses deemed by the board to be in accordance

with the intent of this section

- parking garage (see Section D 3.3)- any other use deemed by the board to be in accordance

with the intent of this section

Neighborhood Center lots may be used for automobile service stations, including the dispensing of petroleum-based fuel, subject to the following conditions: a) that such facilities must be located on a corner lot, b) that there be no more than one such service station per intersection, and c) that the primary building shall be built to the front corner of the lot.

(1) 3. Type II Zone, Neighborhood General (T4): The Neighborhood General area is a primary, but not exclusive, location for neighborhood residences, with commercial activity typically located either on corner lots or in ancillary buildings. The minimum frontage width of a Neighborhood General lot shall be thirty (30) feet, except for Rowhouse (Type II.5) lots, which shall have a minimum width of twenty (20) feet. The maximum height of the fi rst fl oor in Neighborhood General Buildings shall be fi ve (5) feet above grade. Building types permitted on Neighborhood General lots are indicated below, in the TND Ordinance, and in the Permitted Building Types illustrations. Buildings in Neighborhood General located more than fi ve (5) feet back from the front property line on corner lots shall have a minimum four (4) foot high masonry wall (stone, brick, or stuccoed) and/or a wrought iron fence at the property line. On mid-block lots buildings built more than fi ve (5) feet back from the front property line shall have a minimum three (3) foot high picket fence or hedge located along the property line. No porches, balconies, stairs, or awnings may encroach into the public R.O.W., but they may extend past setback or build-to lines. Unless otherwise indicated, total building lot coverage may not exceed 70% of the total lot area in Neighborhood General. All buildings in Neighborhood General must be set back a minimum three (3) feet from the rear property line. Fire-rated walls (per local building code) shall be required for the side or

83

(1) 4. Type III Zone, Neighborhood General Special District (T4, SD): The Neighborhood General Special District area is a primary, but not exclusive, location for modestly-sized light industry uses, with neighborhood residences as a secondary use. All specifi cations and permitted uses of the Type II Neighborhood General zone apply to the Type III Neighborhood General Special District.

Neighborhood General Special District buildings and/or lots may also be employed for these additional uses:

- warehouse- light industry- lumber yard- car wash

Outdoor storage is also permitted provided that the storage area is surrounded by a masonry wall of a minimum six (6) feet in height. Light industrial buildings, lumber yards, and car washes may be single story buildings, but must be at least 22’ in height.

(1) 5. Type IV Zone, Rural; Parks and Civic Green Space (T2): This is an area exclusively for public enjoyment and civic use buildings. No other building type may occupy any part of the Type IV Zone. Specifi cations for civic use buildings within the Rural; Parks and Civic Green Space may be found in the Permitted Building Types illustrations.

The following building type is permitted on Rural; Parks and Civic Green Space lots:

On Any Lot:IV.1 Civic Building

Rural; Parks and Civic Green Space civic buildings may be used for the following purposes:

- City, County, State, or Federal Government- library- museum- historical and/or cultural society- public art gallery- music centers, symphony halls, or other structures for

the public enjoyment of musical performances- theater for the performing arts, indoors or outdoors- athletic facility, including playing fi elds- fountains, monuments, park furniture, and open-air

buildings (pavilions, gazebos, etc.)- trails- other uses deemed by the board to be in accordance

with the intent of this section

(1) 6. Special Exceptions and Other Uses: Applications for a special exception or other use within this TND shall be considered by the board in accordance with the following standards:

- The specifi c site is an appropriate one for the proposed use

- The proposed use will not adversely affect adjacent sites- The proposed use will not create any undue nuisance or

hazard

(1) 7. Prohibited Uses: The following new uses are specifi cally prohibited in this TND:

- chemical manufacturing, storage, or distribution as a primary use

- any commercial use which is primarily directed to patrons who are encouraged by the site layout or buildings to remain in their automobile while receiving goods or services, except for automobile service stations, car washes, and banks

- enameling, plating, or painting, except in artist studios as a primary use

84

- outdoor advertising or billboards as a principal use, or any outdoor advertising for a use not in the TND

- chain link fences- foundries - carting, express, moving, or hauling terminal or

yard, except for the delivery or pick up of goods or merchandise solely to service businesses in the TND

- manufacture or disposal of hazardous waste materials- manufacture or disposal of radioactive waste- scrap yards- mobile homes- commercial sand, gravel, or other mineral extraction- outdoor commercial- any use producing any of the adverse impacts defi ned as

prohibited under the defi nition of “light industry”

2. Street Types and Uses: “Street” is here used as a generic term that also refers to the following kinds of streets:

- Boulevards- Streets- Alleys

The street sections in this Plan describe changes to the existing streets within this TND. Future alterations or additions to the existing street grid beyond those proposed specifi cally in the Plan shall be done in accordance with the following guidelines.

(2) 1. Goals: Streets shall be designed generally to:

- minimize alteration of natural site features- improve the view of and from buildings and other

prominent vistas- minimize the area devoted to motor vehicle travel- permit on-street parking- promote pedestrian use and safety- promote the creation of vista terminations

(2) 2. Alleys: There shall be, where possible, a continuous network of alleys to the rear of lots in this TND.

(2) 3. New Streets: The Plan of this TND shall identify all new or altered boulevards, streets, and alleys.

(2) 4. Connection: All boulevards, streets, and alleys within this TND shall terminate at public land or in connections to other streets either within or outside the TND.

(2) 5. Controlled Access: Boulevards, streets, and alleys within or at the edge of this TND shall not be controlled by gates, bars, or other mechanisms that restrict public access.

(2) 6. Property Lines Coincident with Right-of-Way: Property lines of lots shall intersect with the side line of the street which serves as primary access to that lot.

(2) 7. Sidewalk Sizes and Requirements: All sidewalk systems shall be handicapped accessible. Sidewalks at least ten (10) feet in width shall be provided adjacent to all lot fronts in the Neighborhood Center. Sidewalks no less than fi ve (5) feet in width and separated from the curb by a planter strip shall be provided along both sides of all other streets within the TND. Public sidewalks shall generally be parallel with the streets they adjoin and must be within the street right-of-way. The sidewalk’s maintenance shall be provided by the City.

(2) 8. Lighting: Street lights shall be provided along all boulevards, streets, and alleys at intervals not greater than ninety (90) feet and not less than (30) feet.

(2) 9. Crossings: Streets shall be designed to minimize potentially dangerous pedestrian crossings. Pedestrian-activated crossing signals shall be provided as needed.

85

(2) 10. Access: Lot layout and street design shall ensure pedestrian access to all lots.

(2) 11. Layout: Street layouts shall be generally rectilinear with “deformations” as may be physically proper to adapt the street to topographic or other natural conditions, and to provide periodic vista terminations.

(2) 12. Construction Requirements: All boulevards, streets, and alleys shall be paved and shall comply with the Plan street sections.

3. Parking Requirements: Minimum off-street parking requirements for specifi c building types are indicated in the Permitted Building Types illustrations.

(3) 1. On-Street Parking: Except for places of access to off-street parking, continuous parallel parking shall be permitted along streets throughout the TND to within forty (40) feet of street intersections. From November 1 through March 31 overnight on-street parking is permitted only on one side of the street to facilitate snow removal. Sides will alternate every three (3) days: Sunday through Tuesday on one side, Wednesday through Friday on the opposite side, with parking on both sides permitted on Saturday.

(3) 2. Off-street Surface Parking: Off-street surface parking is permitted in the following types of conditions:

- on private parking lots or garages accessible from public rights-of-way

- on shared public parking lots

Off-street parking in Neighborhood Center, Neighborhood General, and Neighborhood General Special District zones shall be located at the side or rear of the buildings, are prohibited from being located on a corner, and shall be screened in accordance with Section D(3)5 to help minimize their view from

the street.

(3) 3. Parking Garage Requirements: Parking garages or structures built for the purpose of storing four (4) or more vehicles are permitted in Neighborhood Center and may be located at intersections provided that there is not more than one per intersection, and provided that there is commercial activity edging the ground fl oor with its primary entrance fronting the main street. For this condition up to 90% lot coverage is permitted. Parking structures may also be located on mid-block lots if surrounded by residential or mixed-use buildings. Automobile exit/entry shall not exceed twenty-fi ve (25) feet in width.

(3) 4. Intersections: Parking lots of any kind are not permitted at intersections.

(3) 5. Location: Parking lots shall be located at the side or rear of the buildings. Side parking lots shall be screened from the sidewalk by masonry walls, wrought iron fences, or hedges not less than six (6) feet in height, with entry and exit access not to exceed twenty-fi ve (25) feet in width.

4. Shared Parking Option: In order to minimize the land area used for parking requirements within the TND the City shall have the option of utilizing the provisions of this “Shared Parking” section of the TND Ordinance.

(4) 1. Specifi cations: Shared public parking lots shall follow the same location and screening requirements as private off-street parking (see Sections D(3) 4 and D(3) 5). Shared public parking may include interior block parking lots.

(4) 2. Allocation: Consistent with the intent of this Ordinance, the board may allocate land to be set aside for shared public parking. Any such set aside space shall be eligible for reconsideration for other use by the board.

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(4) 3. Changes: Any addition, reconfi guration, or reclassifi cation of shared parking subsequent to approval of this TND shall demonstrate continued conformance with this section, or compliance with the non-shared parking requirements.

5. Utility Requirements

(5) 1. Location: All utilities shall, where possible, be located underground and within street and alley rights-of-way. All utility outlets, service entrances, transformers, and the like shall generally be centrally clustered in a neat and orderly fashion and shall be screened from view where permitted by building and electrical codes.

(5) 2. State and Federal Standards: Water and sewage supply and distribution lines and facilities shall be in accordance with applicable State and Federal standards. Distribution lines shall generally be located within the right-of-way limits of streets.

6. TND Compliance: Proposals for new construction within this TND shall comply with all applicable provisions of this ordinance, and with other pertinent ordinances, regulations, and policies of the City; provided, however, that in the event of confl ict between such ordinances, regulations, or policies with this TND Ordinance, the TND standards shall control.

E. IMPLEMENTATION, AMENDMENTS, AND PLAN CHANGES

1. Adoption: This TND Ordinance shall take effect upon the approval of the authoritative elected and/or appointed representatives of the citizens of the City; and, in conjunction with appropriately submitted and approved Plans, shall govern the physical development of new

construction within the proposed TND. This TND Ordinance shall be added to and shall supercede in effect existing City master plan and zoning laws with reference to all properties within the area designated as the TND.

2. Implementation: In the TND all new private (residential, commercial, and/or light industrial) development shall conform to the guidelines of this TND Ordinance and its accompanying Plan. The City shall make every effort to procure outright, acquire through long-term lease, or otherwise make available those properties within the area designated for civic and/or public uses.

The TND, once approved, may be amended according to the standards and provisions of Sections E.3 through E.5.

3. Reconsideration: An application for amendment to this TND may be made no more frequently than semi-annually and shall be submitted a minimum of 15 calendar days prior to the next semi-annual reconsideration date following the date of approval of the TND.

4. Standards: An application for amendment to, or removal of land from, this TND shall be completed consistent with State, County, and/or City standards for subdivision and site plan review.

5. Prohibited Amendments: After approval of the TND Plan and Ordinance the City may not adopt amendments which: - would result in a lack on compliance with the City

Zoning Ordinance; - propose land removal which would result in the

remaining TND having land area of less than 90% of the original TND; or

- would have a substantial adverse impact on any special aspects or features of this approved TND.

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F. PERMITTED BUILDING TYPES ILLUSTRATIONS

Each building type in the permitted building types list for each zone is represented with diagrams explaining the specifi cations peculiar to that building type, one per page, in the following pages.

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For their Confidence and Support

Mayor Gary Cook and the City of PlymouthDoug Anspach and the Plymouth Redevelopment CommissionJerry Nikitas and the Plymouth Downtown Advisory Committee

Brent Martin and Kurt Garner, B. A. Martin ArchitectsLinda Rippy and the Marshall County Historical Society

For providing us with Lodging

Carol AndersMike & Judy DelpMindy & Kevin FlickKurt & Chris GarnerBill & Betty LaramoreRyon & Julie MaceyFr. John & Barb SchrammGeorge & Michelle Schricker

For their Interest and Assistance

Clifford Allen, Marshall CountyAllison Ramsey Architects, Inc.Philip Bess, University of Notre DameBrenwick Development, Developers of WestClay, INDawn Crise, Plymouth Chamber of CommerceToni Hutchinson, City of PlymouthJessica Jakubowicz, Indiana Department of TransportationTroy Keifer, City Planning DirectorKeystone DesignsKevin Klinkenberg, 180º Design StudioRevered Dr. Ronald LiechtyLithotech, PrintersDavid MillerMark Pittman, Indiana Department of TransportationRay Roth, WSBT-TVSandra Seanor, MACOGLew Seibold, Andrews UniversityPeter Swift, Swift & AssociatesRobert Turner, Developer of Habersham, SCRich Ulrich, Marshall CountyLyn Ward, The Pilot NewsKurt von Maur, PilotBill Watson and Kathy Bottorf, WTCA RadioWilliam Carroll Westfall, University of Notre Dame

Thank You.AcknowledgmentsTo the Citizens of Plymouth

We, the faculty at the Division of Architecture at Andrews University and the students involved in this project would like to thank the generous citizens of Plymouth for their kind hospitality and for giving us the opportunity to serve you with this work. We hope that you will fi nd it useful and meaningful for your future ef-forts in building a great place for coming generations.

For providing us with Meals

Plymouth Chamber of CommerceSaint Joseph Medical CenterB.A. Martin ArchitectsPlymouth Downtown Advisory CommitteeChristo’s Banquet CenterThe Brass RailHearts and Hands, Inc.Centier BankCrossroads Technology CenterWythougan Valley Preservation CouncilPlymouth Seventh-Day Adventist ChurchMr. and Mrs. Gary CookPIDCOJava Trails & The CrosswalkFirst Source BankMichiana Contracting, Inc.Commissioner Clifford Allen

And to anyone we may have forgotten,

© February 2005Andrews UniversityDivision of ArchitectureBerrien Springs, Michigan 49104

For further information, contact269.471.6003www.arch.andrews.edu