§ 300-80. Intent.

The Community Redevelopment Area (CRA) encompasses predominantly single-family and two-family residential neighborhoods, a downtown commercial district, two (2) commercial corridors, and industrial acreage. The CRA redevelopment plan identifies the redevelopment path that is needed for the CRA. Industrial development and redevelopment is in large measure going to be a function of infrastructure improvements and other capital projects, while redevelopment of the remainder of the CRA is largely going to be a function of urban development standards that will not only assist in the redevelopment of the area, but will shape the form it takes consistent with the CRA redevelopment plan objectives.

The following are the specific objectives of the urban form standards:

(A)

Encourage and facilitate redevelopment through:

(1)

Redevelopment incentives;

(2)

Clearly identifying how any given property can and should be developed;

(3)

Providing developers with certainty and predictability in the development review process through clear and certain direction as to the desired development outcome;

(4)

Allowing a wide range of land uses to accommodate real estate market cycles;

(5)

Providing flexibility in the permitted uses of land while not precluding reuse for the primary intended uses, nor precluding infill of urban intensity. Examples include allowing several uses within a building that is designed to ultimately house a research and product development use, or future ground floor retail that may not be supported by current market conditions;

(6)

Allowing maximum build-out of commercial and mixed-use properties by eliminating or minimizing building setbacks and on-lot open space requirements;

(7)

Establishing development standards that are most appropriate to the small lots, urban block patterns, alleys and narrow streets within parts of the CRA;

(8)

Flexible parking facility siting alternatives.

(B)

Long-term planning.

(1)

Whenever a site is developed at a relatively low intensity relative to the maximum permitted intensity, the site and improvements thereon should be designed and constructed to enable buildout of the site at the maximum allowable intensity at some future time without the need for substantial demolition. Known as "beginning with the end in mind," this approach may, for example, involve designing and constructing buildings to accommodate vertical expansion and designing surface parking lots to eventually accommodate a parking structure.

(C)

Transit-oriented development.

(1)

Allow mixing of land uses within a building or property.

(2)

Allow vertical development; allow structured parking.

(3)

Park once and walk to multiple destinations within the CRA; centralized parking, shared parking, on-street parking, internal trip capture, and modal split parking reductions.

(D)

Build a vibrant community within a community.

(1)

Activate the sidewalks by building close to the street with parking facilities behind buildings, and by controlling the interface between building and sidewalk.

(2)

Maintain, and enhance when possible, the stability and property values of residential neighborhoods through compatible transitions to nonresidential properties, and through building form standards that bring new or expanded dwellings closer to the street with a renewed emphasis on the front yard.

(3)

Encourage development that minimizes its impact on natural resources.

(4)

Encourage development that provides urban amenities and pedestrian conveniences for the enjoyment of the general public and contribute to place making.

(5)

Bring buildings to the roadway, ensure proper proportioning and require continuous building façades to "enclose" designated streets in order to help create a lively and visually appealing environment that invites people to live, locate businesses, and spend time shopping, dining and interacting with others.

(6)

Foster a safe pedestrian environment by increasing the opportunity for day and night activity on the public sidewalks and by ensuring "eyes on the street" through mixing of uses, fenestration and access standards.

(7)

Reinforce the interconnectivity of the urban components of buildings, streets, sidewalks, open spaces, transit facilities, and parking facilities.

(8)

Encourage visual interest by ensuring the building and visual landscapes are accented rather than their parking facilities.

(9)

Require the location of on-site parking facilities in the rear yard, accessed when possible through rear alleys or side streets.

(Ord. No. 2010-20, § 2(Exh. A), 9-14-10)