Institutions

Encourage a mix of uses which are not duplicative of existing development on the west side of Evansville. As more residential use is developed in the study area, commercial and office uses will follow. The key is to manage the mix, intensity and location of both commercial and office development to minimize congestion and safety issues and limit land use conflicts. During the planning process, many residents expressed concerns that University Parkway could become another Burkhardt Road with large box, strip, suburban development like the east side Walmart commercial area. This is not desired or needed in the area and should be avoided for University Parkway. The overlay district, plus design guidelines contained within this plan, if implemented, will manage this.

• Using the overlay zone, prohibit large format, big-box retailers unless they serve as an anchor that will contain small restaurants, shops, and services. Because of the Use and Development Commitments for Majestic Place adopted on May 3, 2013, some big-box could potentially be developed on the C-2 and C-4 parcels. The Use and

Development Commitments of Majestic Place did not limit big box uses so department stores, supermarkets, smaller scale retail, and restaurants are permitted. The development conditions for the C-2 parcel detail an open-air, retail structure designed to facilitate local vendors in a farmers-market type atmosphere. • Using the overlay district, change residential standards to permit housing to be located on the second floor, adjacent to, or attached to commercial uses. This would be appropriate along Roesner Road in

Majestic Place. Apartments could be located over retail, which would support a more walkable environment.

The area west of Roesner Road and north of the main thoroughfare within Majestic Place would be appropriate for residential use. The current development commitments allow for apartments, if they are not student apartments, senior living community (55 and over), and single-family dwelling. In the southwest corner of the area that is zoned R-3, a mix of residential use is permitted. It could include apartments, townhomes, condominiums, and single-family homes. These mixed residential zones provide new housing typologies for existing and new residents while preserving the existing natural areas and agricultural land along the corridor. It also potentially allows someone who has lived in the area to age in place and not leave the social community they have developed.

Appropriate types of housing in these areas could include: - Row House - Low-Rise Apartment - Small Mixed use - Stacked Flat - Walk-up Apartment - Zero-lot-line Patio Homes Expand the Tax Increment Financing District. The current TIF district is narrow and misses key opportunities in the southern half of the corridor, some of which are designated by the Comprehensive Plan for commercial, mixed use and industrial growth. It is recommended that the TIF district be expanded to include the commercial and mixed-use areas of Majestic Place as show on the Figure 4-1 The purpose of the expanded TIF district is to capture tax increments that would increase as development occurs. These captured taxes would assist in financing transportation, utility, and recreational improvements along the corridor.

Figure 4-1 Proposed TIF Expansion Recommendations 48

transportation An area’s transportation network plays a central role in supporting and maintaining economic success, and a good quality of life for all while ensuring safety, the efficient movement of traffic, and multiple modes of transportation. If goods, services or people cannot move effectively and efficiently through University Parkway, the economic and social well-being of the area will be impacted making it less desirable to locate new businesses and subdivisions in the corridor. As part of the planning process, the transportation network has been viewed as a key component to the success of the corridor plan and overall goals of the project.

The transportation network and land use framework presented in this plan are highly interconnected. The proposed land use plan was developed around available land and utilities as well as the protection of natural features and scenic views along the corridor. The recommendations discussed in this section represent an integrated vision that will support future development while maintaining safety, connectivity, and mobility throughout the University Parkway and the adjacent areas. The future recommendations described allow the County the opportunity to plan for proposed development in land use, transportation, and multimodal infrastructure.

Improve the safety and mobility for motorists, bicyclists, and pedestrians along the University Parkway Transportation Network.

Provide context appropriate facilities for pedestrians and bicyclists along roadways surrounding University Parkway. The preferred land use plan depicts additional development to occur along the corridor over the next twenty years and beyond. The land use plan highlights a variety of new types of development including single family residences, apartments, row houses, small mixed use commercial-residential buildings, small scale commercial, office, institutional, and advanced manufacturing. All of these uses will not only increase motor traffic, but also require multiple modes for bicyclists, pedestrians, as well as transit users. • Proactively consider the potential bicycle/pedestrian link when planning for transportation needs. Bicycle and pedestrian initiatives have typically been pushed by interest groups, rather than evolving as part of a rational, planning process that sees biking and walking as an integral part of the overall transportation system. This plan is trying to change that perception. These linkages apply not only to connections between residential areas and commercial centers, but where these modes are in relation to local transit systems and in the design of activity centers themselves, so that they can support access and circulation by modes other than just private vehicles. • Update zoning and subdivision standards to require the developer of new subdivisions to provide right-of-way or an easement to be used for multi-use paths connecting to other area trails. By requiring developers to set aside some land adjacent to roads for identified future improvements, a more coordinated and diverse transportation system will be provided for existing and future residents and business in the area. • Update zoning and subdivision standards to include the typical cross sections identified in this plan. • As Majestic Place and the Research and Development Technology

Park are developed, a multi-use path on University Parkway should be constructed that would connect with USI and future developments. • As the County improves Roesner Road, a multi-use path should be incorporated into the design to connect to the USI trail system on the south side of SR 62 to maximize recreational opportunities. • Any new or improved streets outside of University Parkway should include sidewalks to better serve pedestrians. • Developers should incorporate bus stops with shelters and other pedestrian amenities including bicycle racks into their development where warranted.

• The County supports additional transit options for the area. Developers should work with USI and METS to expand their transit network adding additional stops along University Parkway at Majestic Place and the Research and Technology Center as development warrants.

The developer could sign and provide to the APC staff a letter of agreement with USI and METS designating the future improvements, where they would occur, and the timing of such improvements. This letter should be included in the Development Plan Process as one of the requirements. • The County should require developers to install sidewalks/multiuse paths along local roadways to encourage pedestrian and bicycle movement within neighborhoods and subdivisions. These could be used as a secondary layer of pedestrian pathway management providing the ability to travel from a neighborhood to a commercial center, school, or office without the safety issues associated with the use of heavily traveled roadways. All new subdivisions as well as major commercial, office and industrial centers should be required to install sidewalks or paths that will interconnect into the proposed pathway, trail and greenway network. This should be accomplished through the zoning and subdivision ordinances. • Encourage cross easements between parking lots by grouping entrances to provide access from one business to another without the use of the main roadway. In general, for the various commercial areas along Burkhardt Road, there are several businesses and strip centers that do not have access between businesses. These developments are served by an excessive number of curb cuts for each existing business, which has added to congestion in the area.

Typically, in suburban developments, parking lots have been created for each business and individual curb cuts have been provided. This policy needs to be changed. Zoning and subdivision standards should be updated to require the creation of frontage roads (where feasible) and the internal connection of parking lots to have access between properties while enhancing the flow of traffic. As developments occur adjacent to existing businesses, the location of any curb cut serving the multiple businesses should be reevaluated. • Create trails, multi-use paths, bike lanes and sidewalks that are integrated as part of a planned system, that are located where users want, are direct connections to attractions, and provide acceptable safety levels.

Photo by Dawn Einwalter (CC BY-NC 4.0).

Copyright 2017 American Planning Association Why transit?

Public transportation services create benefits for residents and businesses it serves while promoting an environmentally conscious lifestyle. The most common form of public transit is buses which are used by METS in Vanderburgh County. Transit supports an increasing population with transit ridership increasing by 30% since 1995 with 35 million trips each weekday across the country. Transit creates several benefits for its users: • Reduce the risk of traffic related accidents with only a quarter the per capita traffic fatality rate. • A reduction in carbon emissions improving air quality. • Increase physical fitness through their walk to transit services reaching the recommended 22 minutes of daily moderate physical activity. This increased level of activity improves transit users health and lowers health care costs. • A growing portion of households would prefer to drive less and rely more on walking, cycling and public transit, provided these alternatives are convenient, comfortable, safe and affordable. In addition to the personal benefits, the economy is often bolstered by transit as well. • Every $1 invested in public transportation generates $4 in economic returns. • Every $1 billion invested in public transportation supports and creates more than 50,000 jobs. • Every $10 million in capital investment in public transportation yields $30 million in increased business sales. • Every $10 million in operating investment yields $32 million in increased business sales. • 71% of public funding for public transportation flows to the private sector, creating and supporting hundreds of thousands of jobs. • Home values performed 42% better when located near public transit.

Public Transportation Benefits, American Public Transportation, Retrieved from: https://www. apta.com/mediacenter/ptbenefits/Pages/default.aspx Tom Litman (2010). Evaluating Public Transportation Health Benefits, Victoria Transportation Policy Institute. Retrieved from: https://www.apta.com/resources/reportsandpublications/ Documents/APTA_Health_Benefits_Litman.pdf