Loading...
HomeMy WebLinkAboutComprehensive Study TOWN OF SOUTH WINDSOR, CONNECTICUT COMPREHENSIVE STUDY/SOUTHERLY AREA for SOUTH WINDSOR PLANNING AND ZONING COMMISSION by ROBERT W. DONALD/BROWN, DONALD & DONALD/INC. FARMINGTON, CONNECTICUT August 1979 TABLE OF CONTENTS Page BACKGROUND I PURPOSE 2 THE PRESENT SITUATION AND TRENDS 2 The Study Area 3 Existing Land Use 3 Existing Zoning 6 Development Potential 6 Existing Roads 9 Proposed Uses 10 Impact Area 13 Impact Measurement 13 THE TRANSPORTATION PLAN 17 Mass Transit 17 Expressway 19 Arterial Streets 21 Local Streets 22 Estimated Costs 24 THE LAND USE PLAN 29 Industrial Development 29 Planned Development District 29 Commercial Planned Development 31 Buckland Commons 32 Buffer 34 Route 5 Industrial Area 35 Municipal Facilities 35 Page ACTION PLAN 36 Transportation 36 Land Use 37 BACKGROUND The Plan of Development for South Windsor was adopted in 1967. Ten year s s later P Y in 1977 the Plan was updated. These plans provided the Town with a community planning policy until early in 1978 when J.C. Penney, the State and Town of Manchester announces a site selection immediately south of South Windsor for a Catalog Distribution Center. This building is perhaps the largest single building ever constructed in Connecticut and will generage about 5 ,400 vehicle trips each day. The Penney complex will occupy about 162 acres of the Buckland Industrial Park leaving about 230 acres undeveloped at this time. The Department of Transportation and Town of Manchester have proposed several changes in the existing and proposed highways as a result of the J.C. Penney site acquisition. These changes have or will create an adverse traffic condition in South Windsor by substantially increasing traffic on heretofore agricultural/residential streets. . Although the existence and eventual development of the Buckland Industrial Park has been considered in South Windsor's planning, the erection of a single, mammoth commercial use at one time has drastically impacted the transportation and use policies of the Town. Further background data concerning this situation may be obtained from the following reports: 1. Final Report. The Impact of the Buckland Industrial Park on South Windsor, January 18, 1979 by the Advisory Committee to study the impact of J.C. Penney/Manchester Industrial Park. 2. Burnham Street Traffic Study, October 1978 by Clare, Jensen and Miller. -1- 3. Final Study Report. Manchester Industrial• Park, January 10, 1977 by F. A. Hesketh and Associates. 4. Comprehensive Plan of Development, 1967 and Update, 1977 by South Windsor Planning and Zoning Commission and Brown, Donald & Donald, Planning Services, Inc. PURPOSE The purpose of this report is three fold. First, to analyze, summarize and explain the planning impact in South Windsor of J.C. Penney's building, further development of the Industrial Park, Buckland Commons, South Windsor Industrial development, physical characteristics, and adjacent land area. Second, to develop recommendations and a strategy for a transportation system capable of handling the traffic impact, in so far as possible or foreseeable. Third, to develop a land use plan and strategy for South Windsor in appropriate response to the situation and comment on fiscal, physical and legal impacts. THE PRESENT SITUATION AND TRENDS With the desire to make this report as readable and clear as possible, lengthy description of other reports and maps and the exhibits which are a part hereof -2- are avoided where possible. The maps which were prepared for this study are designed for self-explaination and are included as following. The Study Area The Study Area is bounded by the Town line on the south, Route 5 on the west and Chapel Road at Route 5, Pleasant Valley Road at Ellington Road, and Smith Street on the north and Buckland Road on the east. The area is shown on the Base Map. The Base Map is drawn from current Metropolitan District sources and has a scale of one inch equals 500 feet as drawn. The Regional Area is shown on a map covering the northeast quadrant of the region from U.S.G.S maps. This map is at an original scale of one inch equals 2000 feet. Existing Land Use The Existing Land Use Map shows the current situation in a graphic way. Most of the land in the study area is vacant/agricultural and not in an urban use. Scattered residential uses are located along Burham Street, Chapel Road, Long Hill Road, Smith Street and Clark Street. The area north of Pleasant Valley Road is residential of recent subdivision development. Commercial/Industrial development is located on Route 5 near the Town line and near Chapel Road. -3- L Wapping Comprehensive Study — Southerly Area South Windsor, Connecticut A:�\th South Windsor Planning and Zoning Commission FEET 6'.m--1 0 500 1000 Scale !f d ' PREPARED BY Robert W.Donald Brown,Donald & Donald Inc. Farmington, Connecticut ��1�� ■ t I 1Ut E1(ISTING LAND US � - ��� Commercial development is located on Ellington Road at Chapel and Pleasant Valley Road. Land which has been acquired for the proposed I-291 is shown near the Route 5/ Ellington Road area. The J.C. Penney Catalog Distribution Center is shown, in Manchester, south of the Town line. The Center covers about 40 acres under roof and has parking for about 1800 vehicles. Existing Zoning A portion of the existing map is shown on page 7 , Southerly Area, Zoning Map, Town of South Windsor. All of the area south of Chapel Road between Route 5 and East Hartford and Manchester, except one lot depth along Chapel and Long Hill Roads, is zoned Industrial. All of the remainder of the study area is zoned Residential excepting two small R-Commercial zones: on the southwest corner of Chapel and Ellington Roads; and west of Ellington Road at Pleasant Valley Road. The predominate residential zone is Rural Residence. Two areas of the RA zone are located on Pleasant Valley Road. The residentially developed land along the northerly part of the study area is zoned A20. Development Potential The development potential of land in the study area is shown on a map titled, Development Potential, shown on page 8. The most significant information conveyed by this study and the map is that the "suitable for development" and "fair development suitability" categories -6- MMS �, ..... :.. . .. ... .. .. 1 1 1 • �Ij����I�`q*'®,�,1�E= �III�;��� '`��I�sue' �.'.--_' ��-�i�i� �;.�''.A;,. c5 ���___� �������'�� I �.��'•' Y -- � �liuln �I,II,I IIOniI/'Ib II�II71L. 1 � --- ;—'�� © �' III • � I ' 1 II IN ®• _ _ �'I,��rlll •.,, �" III tilt; /1►�i / c= t�- ���yT:'!^R.�""���•••?J'�Y' a br .�. �, '1111111�„�II 11/ ;1 1� DEVELOPMENT POTENTIAL � � � �� amount to approximately 85% of the study area. This means that there would be little practical physical limitations to development of most of the study area. The limitations present in the fair category consist primarily of de-watering the soil. Designated Inland Wetland areas and locations are shown. Significant limitations possible due to wetlands are present in the area bounded by Ellington Road, the Electric Transmission Right-of-Way, Long Hill Road and the East Hartford town line. There are a few steep slope areas as shown and these natural features are rated for their usefulness as buffers. The slope and/or stony soil areas do particularly affect the study area. In summary, the land area comprising the study area presents relatively few development restraints. The wetlands and steep slope areas offer some opportunities for future buffers. Existing Roads The study area is served by two arterial streets; Ellington Road (Route #30) and Fitch Boulevard (Route #5) , both on the westerly boundary of the study area. Buckland Road on the easterly boundary is classified as a minor arterial as well as Burnham Road on the southerly boundary. Pleasant Valley Road, Chapel Road, Long Hill Road, Clark Street and South Street are classified as collector roads. Volumes ` -9- Existing (1978) traffic volumes for these roads are shown on the 1980 Traffic Volumes Map. Chapel Road 2300 ADT (Average Daily Traffic) Pleasant Valley Road 3100 ADT Burnham Road 950 & 2850 & 4300 ADT Clark Road 400 ADT Buckland Road 9550 ADT Proposed Uses There are three areas of proposed use which directly effect the study area. Each of these areas is shown on the map titled Land Use Plan Proposals. The first is the Manchester Industrial Park (Buckland) . This park includes J.C. Penney and has additional expansion space of about 110 acres over and above the 160 acres devoted to Penney. Trip generation for Penney's is estimated at 5300 ADT and the remainder of the Industrial Park is estimated to total 5200 ADT. The total Manchester Industrial Park trip generation is estimated at 10,500 ADT. Truck generation will probably be in the range of one percent to one and one/half of the total ADT. The second is the proposed "Buckland Commons". This proposal consists of about 110 acres of land, a northerly portion in South Windsor and the southerly portion in Manchester. The proposed location is shown on the Land Use Plan Proposals Map, however, there is also a proposal to locate "Buckland Common" in Manchester only. -10- i Comprehensive Stud — Southerly Area LF-6END P y y MM � GOUHT IIYaZZA,SE WY/�.� 1978 GOUN-r South Windsor, Connecticut GOONT DEGREASE OOM P¢pJEGTED cuU r-capT. w ITT 6 LIIIP- north South Windsor Planning and Zoning Commission „ FEET s JF - L'. n_ U 2000 ' I ' scale = , i II it t � y w -- -- a ` II I r, ' r' I hf D 5 D,�. "��` r� • � yr � �, `i� �dl ;�� � O U 5 TH WIN D5o (L. •�" r - I y , y u ►a x, B/ a i 'MIMPACT OF V54Cb r' a' AT ; , 11 i • �'"q-'sb s _ I U a I r '' PREPARED 6Y Robert W.Donald/ Brown,Donald & Donald / Inc. Farmington, Connecticut Comprehensive Study — Southerly Area HOT MR TITTAIN South Windsor, Connecticut now South Windsor Planning and Zoning C . T yeommission FEET JF 0 2000scale q X H0 2. ' s 0 I I i r f e , r r r jj //yy7•.•/' 1 T`IN- 1 f'« 1 D, 1 11 k 1 •; � t� <. Nr .� ./ y S yet j u a, . 6LJl.IG•LAt'�•© • - I :elo.n..: - e II Afib tNV Iz1�v1�.: P ., _ YJ N 1 , i S - .. �N�F ��". H..f_ ti Wit' E�'•. N. > n V i " 1 i e 71V *w �. t .,,ems ,'• :: 'v}r. .. ..._,. R•aREPMRFD BY Robert W.Donald Brown,Donald &Donald Inc. Farmington, Connecticut - This is presumedly a fall-back land use position by the proposers. The Commons is proposed to be 750,000 square feet of gross leasable space and 800 dwelling units. Traffic generation is estimated by the proposer at 13,500 ADT from the Commons and 2,850 ADT from residential use, by 1985. Full operation of the Commons might well generate 22,500 (@ 40 trips per 1000 GFA) . Trip generation for the residential might well be in the range of 4800 ADT (@ 80 trips per single and 5 trips per multi) . The third major area is the South Windsor Industrial Area within the study area. This area totals about 610 acres, however, with present and possible highways and physical limitations measured, only about 350 is potentially developable. Traffic generation from this area, at 30 trips per acre for industrial use, would represent about 10,500 ADT. Impact Area This is an area bounded by Pleasant Valley Road on the north, Long Hill Road on the west, the Manchester Industrial Park and South Windsor industrial zoned area on the south and east. This is an area that is very likely to be physically, economically and visually effected by the proposed land uses to the south and east. The area is generally undeveloped and buildable and will be highly accessible from the south if highway and transit systems are improved. The pressure for development and the lessening of living quality in this area are matters of community concern and are further addressed in the Land Use chapter. Impact Measurement -13- There are a number of indices to measure the impact of development. The most significant are indicated in the following. Traffic Land uses generate vehicular traffic as a by-product of their existence, type of use and intensity of use. The following measurement of trip generations have been used in this study. Shopping Center - Range of 20 to 30 trips per 1,000 square feet of gross floor area. Industrial Use - 30 trips per acre. Single Family Residential - S trips per dwelling unit. Multi-Family Residential - 5 trips per dwelling unit. Trips - both ways in 24 hours also called Average Daily Traffic (ADT) If we apply these general traffic measurements to the land use proposals, the following figures are obtained: Short-Range Future Development Manchester Industrial Park 10,500 ADT South Windsor Industrial Area 10,500 ADT Buckland Commons 15,000 to 22,500 ADT Sub Total 36,000 to 43,500 ADT -14- Mid-Range Future Development Impact Area @ Single Family Development 5,800 ADT @ A-20 Multi-Family 15,000 ADT Industrial 10,000 ADT Sub Total 30,800 ADT Long Range Future Development Route 5 Industrial Area 45,000 ADT based on 1500 acres Relative and Hypothetical Value The following measures were determined by using a 70% assessment ratio; a 40 mill tax rate; and current estimates of construction cost. Estimated Property Tax Return Per Acre Per Acre Single Family Residential (2 houses/acre) $ 4,700 Multi-Family Residential (8 D.U./acre) 12,300 Suburban Industrial Park Development 5,500 Suburban Shopping Center Development 25,600 Office and Corporate Headquarters 12,000 The above standards are indicators of two areas of concern to many people. The -15- intensity of human use measured by traffic and the economic return measured by value are topics which seem always to surface when discussing future land use. J.C. Penney Impact The 1980 Traffic Volume Map shows the effect of J.C. Penney only when operating. The shaded area represents the percent of increase in traffic volume. Clark Street - 835% ADT Pleasant Valley Road - 51% ADT Chapel Road - 46% ADT Because of the changes proposed in access to the I-86 and the Industrial Park access road, slight declines are shown on Buckland Road and Windsor Street and little effect in Manchester. This map graphically shows that South Windsor roads are substantially impacted by J.C. Penney and the Burnham Street closing proposed by the Town of Manchester. -16- THE TRANSPORTATION PLAN The Transportation Plan Map and the Sub-Regional Transportation Plan Map show the proposed Plan. The Plan is described as follows and estimated costs are indicated. Mass Transit The volume of traffic as a result of existing and probable land uses clearly indicate the need for Mass Transportation systems to serve the Industrial/ Commercial area of Southerly South Windsor, Northerly East Hartford and the Buckland Industrial Park (including J.C. Penney) . Examination of the Sub-Regional area indicates a unique opportunity to provide for a multi-use mass transit facility. The proposed interchange of Route 5 and proposed I-291 also involves relocation of the main railroad line east of the river. With a north industrial connector (further described in the next chapter) tying I-91 through the industrial area to I-86 and a full service road system,all the ingredients to rail/bus/car/truck interchange of systems is possible. A rail trip to Hartford and Springfield can be tied to bus service across the river and in a series of loops particularly along the service road. Rail or bus from Hartford/Springfield can be linked with bus service loop throughout the industrial area. A commuter lot (±700 cars) can be provided to serve commuters bound for Hartford or other points by rail or bus. A station located at this point can serve commuters both coming from Hartford and going to Hartford. -17- • � ` + • 11111111111�1111111��► TRANSPORTATION n,M.=, T I . � . , This point is the confluence of Route 5, the proposed North Industrial Connector, Ellington Road, the Industrial Service loop system and service to I-91 and I-86 and possibly to I-284. It is a remarkable opportunity to tie an integrated transportation system into a major regional employment center with excellent service to the central cities. Expressway The cancellation of two of the I-291 Circumferential Highway sections cast grave doubts on the viability of this road. The cancellation of the Southwest section demolished the theory. However, because of the industrial/commercial development of the area of the Northeast section of this road, a.s has been described, the corridor is of critical importance to transportation planning. The use of this link would have nothing to do with the original purpose of I-291 and the designation could best be forgotten. Its new use would be to serve one of the new major industrial parts of the region. With connectors in Windsor at I-91 over the Bissell Bridge to I-86 in Manchester, this road would be the ideal North Industrial connector. The benefits are twofold. First, the regional benefit of providing a northerly bypass of the mix-master and East Hartford/Hartford congestion and hazard is useful. A northerly "curtain" road which could tie into Route 5, I-91 and I-86 could serve to regulate the flow of traffic and offer alternative northerly travel routes, rather than just I-91. Second, the daily trip figures for the existing and proposed development require a road of this standard and capacity. Only a combination of mass-transit and roadway capacity is going to provide for adequate circulation and economic vitality. -19- • . SU � •REGIONAL TRANSPORTATION PLAN • � � � � ' r r � i t r �e �l ,r� ! t j r r.� • �.. ` �� ��F� 7 ��x �� �� � .� - ���'�`� � , H ..,1, y e �; i �R:'iiF1'r-- _ � r iiriis����c �Ilo+�-�/1bnJ ��1�� �� ;/' o�xw`. ����yJi�,ro�,>� Se"r�,ter r ei1'� ..al - l .ssi v '�\ira��n«,k� . _ .�:r/ *1�Hr��l�1���k I:�,i,,,�{t�i 1•,�1/i����� �C � H 'M .j \ i�;��ai�`�iY� ♦1p��; n In,rr.r� ri/��s'�e�•Ldli� � I � /�� r,.0 :�.n�,�f/ .?Y11 �� a �(�7tll�r� � x a'A"'�611L++fo1 �/� 4�I f\ .m. !�_�'� �1 I°�A-� � �T•rr �rti\�`.1 gn.�`rCti�, `�C�h �}n••�� •I„I��j`°l�j������w r Sid I1.�` � 1+����:t.� •s%= .i, ---"' !�y� ►t. �:•- r irk ��II .. �j= n��'�� ��,:� "i�Q �`i', 1 � .�.rn:f � � �� 1 ice•. Air '���� +•� �������A�@3�� .,may.--c� /�! t� � r ,�.�<< � IS?�y. r C s,, ,p�. .�i1Rr?� � � c'� - �r y �p"-`�� • ::rot. _n ��T7iix��'� , r� l�ll� qr� � .,1 i IIY yw n�, � ��cN �a ��11 �}�I (p1��6+�.r ,a�y s"'y�'c�aa��1\R; ten,�i, _ '��ri.•- .p � i •e.a�.-■,.R '�.�—„ 1 /`� .�ti i.�! a � a Y. � e,F" a�;.� ' rr Ir r � Ir r li r � r r � We have shown a regional proposal in relation to I-284. We recommend that this road be planned to connect with Route 5, as shown, and that Route 5 be upgraded and improved to the extent that the threat of I-284 extending through the Connecticut River meadows in South Windsor be removed and traffic needs properly served. Arterial Streets An arterial street is a high capacity street such as a state highway. These arterial streets are shown on the plan. First, Ellington Road relocation which was proposed as a part of I-291 construction. This road can serve as the feeder to the proposed Rail/Bus/Commuter Center from Route 5 and proposed North Industrial Connector as well as local service to South Windsor. Second, the Service Road shown on both sides of the North Industrial Connector constitutes a single functional entity providing service to the 450 acre South Windsor Industrial Area and as importantly - providing the western continuation of the Buckland By-Pass. Third, the Buckland By-Pass, which is shown on the Sub_Regional plan as one route because of the small scale, and with several possible routes on the South Windsor base map. This road is designed to connect Buckland Road and I-86 to Route 5 and the North Industrial Connector for the purpose of collecting, disbursing, regulating and handling the traffic generated by Industrial/Commercial Complex without having to use South Windsor local residential streets for that purpose. This road could almost be viewed as a curtain drain picking up traffic as it is generated and delivering it at a suitable point in a designed-functioning system. The alternative, of course, is the Farmington experience, where local -21- streets are used to handle a regional traffic demand. The result of this is that Farmington streets and roads are the most congested and hazardous in the Region and State. We can avoid this if we plan now and act on a sensible traffic system. The By-Pass theory is proven and it is necessary in this area. The differences in location are principally as follows : The preferred location would run along the northerly boundary of the Buckland Industrial Park and J.C. Penney and the southerly boundary of the proposed Manchester location of Buckland Commons. The connection can be made at the new industrial road in Manchester or could be connected directly to the proposed north land service road. A middle routing would provide connection to the Manchester Industrial Road and intersection to Burnham Road. If Burnham Road is -closed, this By-Pass is absolutely essential to the preservation of South Windsor's southerly residential neighborhoods. Looking at proposed traffic volumes, there appears to be ample justification for this By-Pass even if Burnham Road is to remain open. The most direct location next to the traffic generation is best but the northerly routing around the Industrial/Commercial complex would provide adequate service. A part of the By-Pass/Service Road system would be the relocation of Burnham Road west of Clark Street to a new intersection with Chapel Road as shown. Local Streets The primary purpose and intent of the above described transportation system is to design a system capable of handling a regional Industrial/Commercial Complex and to keep that traffic off local and residential streets. -22- The plan shows several changes to local streets to accomplish this purpose. First, that Pleasant Valley Road and Wheeler Street be connected with no access to the south. We recommend that this be done even if no other portion of the plan is accomplished. If traffic flows from the Complex are allowed to commence from J.C. Penney to Route 5 and Bissell Bridge along Pleasant Valley Road, it will be hard to stop and will result in substantial degradation of the residential community. Second, that the Chapel Road, Clark Street, and Burnham Road intersection be reconstructed to one of the alternate designs shown depending on a By-Pass location. This design along with the relocation of Burnham Road will serve to regulate traffic flow into Chapel Road and the South Windsor Industrial area along the northerly side of that area. With the service road along the southerly side of the industrial area providing primary access, traffic levels on Chapel Street can be maintained at reasonable levels. We would also recommend that the opportunity be taken to improve the road surfaces of both Pleasant Valley Road and Chapel Road as they are in poor condition. This work should not perhaps be done until a By-Pass system and a North Industrial connector are committed. We recommend this as a purely pragmatic timing response to the need for an overall traffic plan and program as outlined above. Buckland Road is scheduled for reconstruction as a two lane road. An estimate of $173,000.00 for this work has been made. Serious consideration should be given to increasing the capacity of Buckland Road beyond this improvement, however. Buckland Road will be the link between Wapping Center and the confluence of many roads serving South Windsor and I-86 and the Industrial/Commercial complex at the eastern end. It may well be that a need for increased capacity and upgrading will be necessary. -23- Estimated Costs In Table 1, estimated costs for the Transportation Plan are tabulated. All of these are present cost estimates for the improvement except I-291. That cost is out-of-date. We suggest that for the North Industrial connector as shown herein, that$60m. be used as a more accurate reflection of today's costs. The estimated costs for Mass Transit facilities are for a middle level of size and type for such a center. Other designs will produce different costs. -24- Table 1, South Windsor Transportation Plan - Estimated Costs Mass Transit 1. Commuter lot (700 cars) $ 250,000 2. Train/bus station 450,000 3. Rail access construction 200,000 4. Land acquisition 1,200,000 $ 2,100,000 Expressway 1. North Industrial connector $40,000,000 (former I-290 corridor) Service Roads 1. Service roads, both sides of North Industrial $ 1,710,000 collector. Ellington Road relocation to Burnham Street relocation. 2. Burnham Road service connector to Chapel Road 150,000 (not including bridge) $ 1,860,000 By-Pass 1. Industrial Road By-Pass, north of Buckland $ 1 ,150,000 Industrial Park (both Manchester and South Windsor) -25- Local Street 1. Chapel Road reconstruction $ 870,000 2. Buckland Road reconstruction 1,500,000 3. Pleasant Valley Road reconstruction 1,400,000 $ 3,770,000 Local Intersections 1. Clark Street and'Chapel Road, Pleasant Valley $ 370,000 Road and Wheeler Road connector Note: Costs are current (1979) estimates except I-291 (North Industrial Connector) which may be closer to 60 m. at this time. -26- SUMMARY - TRANSPORTATION PLAN Mass Transit - Plan and build Bus/Rail/Commuter Center where Route 5,_ North Industrial Connector (former I-291 Corridor) , railroad, proposed service loops, and Ellington Road come together. Expressway - Build a North Industrial Connector in Former I-291 Corridor. Need not be interstate design standards but should have high capacity. - Plan I-284 to merge with Route 5 in East Hartford and improve Route 5 north to high capacity. Arterial Routes - Ellington Road relocation to North Industrial Connector and Commuter Center. - Plan and build service roads along the North Industrial Connector for local service and to connect with -27- - A By-Pass road to be planned and built serving the Buckland Industrial Park and Commons area. To connect I-86 to Route 5 (via Service Road) . Local Streets and Intersections - Connect Pleasant Valley Road to Wheeler Road, severing connections to the south. - Redesign Chapel, Clark and Burnham intersection along with Service/By-Pass Road to control traffic flow. - Resurface, drainage, improvements with no widening for Chapel and Pleasant Valley Roads. - Redesign Buckland Road for high level of capacity - mid range - 5 to 10 years. -28- THE LAND USE PLAN The land use recommendations are shown on the Land Use Plan Map. These recommendations are based upon the following assumptions and information: 1. South Windsor Comprehensive Plan of Development. 2. The Transportation Plan contained herein. The North Industrial Connector (I-291) and the Bypass are essential to the Plan. 3. The recommendations for land use regulations contained in the proceeding chapter. The Land Use Plan is appropriately explained by identifying the several land use areas and indicating the reasoning behind their designation. Industrial Development This is the area presently zoned industrial and shown on the Comprehensive Plan. It's original designation was at least partly based on the location of I-291. Its future development rests upon the construction of a high capacity road through its length. This area is South Windsor's opportunity to provide for the economic future. The development potential is assisted by the development of the Manchester Industrial Park but full development is contingent upon transportation services; both road and mass transit. The area is t610 acres, however, with allowances for roads, mass transit, wetlands and property shape, we estimate 350 acres should be considered full development. Full development would result in 10,500 ADT and revenues of about 2 million dollars in today's value. Practically, however, the time frame for full development might be several decades at present regional growth rates. Planned Development District This is the impact area previously described and discussed. Because of the land -29- �• • • y II ,� 1.• ��. MIA� Flaw wid 41k IMP 074 _..�..•i�� .• .�. • r . • `�i�:�� '� -low, 7 1fit,��•-....\ .� , ;i� e/ .! y. .. �r _ �� I��•���/�L'f1,.��----•------_ �:���iii� ��ri���� 1 1111M ' . . VAD use changes and development in Manchester and.the future use of the South Windsor Industrial Development Area, this area we believe requires special land use consideration and regulation. Some seven years ago the Commission reviewed "Planned Development Regulation" and determined that such regulation was unnecessary at that time. We recommend that this type of regulation would be highly appropriate to this critical area. This type of regulation would permit development subject to site plan review and specific standards designed for an optimum environment and protection of adjoining residential neighborhoods. The effect of development would be highly variable p g y ar able depending on the proper mix of uses. The measurement indices described earlier permit the calculation of impact based upon various futures. This area could be an admixture of land uses based upon the detailed review of individual proposals measured against overall effect. Commercial Planned Development This area is stated to have I-86 access on the south and adjoins J.C. Penney along the westerly boundary. The area is mostly in Manchester with about 50 acres located in South Windsor. At this time this area is the subject of a request for zoning changes to permit a Regional Shopping Center as well as residential uses. The proposal is estimated to have a construction cost of 33 million dollars. The question of future land use for this area is based upon the same pressure for development as a result of the Manchester Industrial Park as the Planned Development District, only more so. It is closer to J.C. Penney and expressway access and is therefore more attractive for development. The Industrial Development Area is presently zoned for Industry. The Planned Commercial Area is zoned residential. We recommend that South Windsor accept the economic and market reality of -31- development potential in this area and capitalize on it, but only on acceptable terms. The terms must include transportation routes, buffers, design quality and environmental constraints. The traffic generated by such development is undoubtedly going to be developed whether the 50 acres of South Windsor land is included or not. It would seem prudent to try to share some of the economic return if the town must deal with the environmental impact in any event. Buckland Commons Due to the timeliness of this particular individual proposal, the following analysis is included in this report. INTRODUCTION This proposal for a major shopping center is an important land use decision, as indeed, other recent residential and industrial development decisions have been. The comments which follow are designed to summarize the planning issues which the Commission, among others, is considering. POSITIVE IMPACT OF' 'THE PROPOSAL 1. Economic. The possible direct economic benefit to the Town of South Windsor of both commercial and townhouse space would be substantial. The public interest aspects of this benefit are manifest. 2. Land Use. A successful commercial enterprise at this site will help in the marketing of adjacent industriaZ/commerciaZ land in South Windsor. This might also happen if "BuekZand Commons" is built in Manchester only. 3. Transportation. A direct and indirect benefit could be the immediate construction of by-pass roads and systems to control traffic movement and congestion in this area from the proposed development. -32- NEGATIVE IMPACT OF THE PROPOSAL 1. Transportation. BuckZand Commons will add to the problem created by J.C. Penney and Manchester Industrial Park. 2. Land Use. A change in planning concepts of this part of town would be appropriate. (This study is presently underway, however). 3. Protection. Extensive buffering provisions might have to be put in place to protect adjacent residential uses. COMMENTARY It seems to me that several issues surface as the most significant out of all the evidence presented, the existing situation, and past and present planning policies. 1. Economics. It seems apparent that BuckZand Commons could be built in Manchester only; not as well perhaps, but built. The negative effects could then be produced without the economic benefit. The economic benefit is in the public intitrest, if the negative effects can be mitigated. 2. Transportation. The need for traffic improvements in this general area exists and is a by-product of J.C. Penney and the Manchester Industrial Park. The "Commons" increases traffic volumes but this can occur if it is constructed only in Manchester. Transportation improvements must be made in this area with or without the "Commons". If the "Commons" were partially located in South Windsor, then it would be appropriate to require that they share any expense involved in transportation. 3. QuaZity of Life. If the "Commons" is located in Manchester only, we will be unlikely to be able to require much in the way of buffering or site planning amelioration of land use conflicts. If the "Commons" is to be partially in South Windsor, you may appropriately require ample buffering and site planning consideration designs to lessen land use conflict in the neighborhood and prevent depreciation in adjacent property values. -33- 4. Zoning. The GC zone is not ideaZZy suited for this type of deveZopment. The use of a "PZanned DeveZopment" or "Design Zone" wouZd be more in the pubZie interest. (sent to the Commission - August 31, Z979) There are also a variety of land uses appropriate to this location. The Office Park concept may well be highly suited to this particular environment for example. The "Commons" proposal is a current issue but the desirability of this land area for regional development is the more important issue. Buffer This element of the Land Use Plan is essential for the accomplishment of the Land Use Plan; mitigation of the effect of J.C. Penney; and commercial development for economic benefit. The northerly boundary of the Land Use proposals in South Windsor (and Manchester) is either presently residential or maybe residentially developed. The identification and design of a buffer area to separate residential from the more intensely developed land uses is necessary at the earliest stage of planning. An effective buffer can take many forms. 1. Land forms -- hills, bumps, etc. 2. Plant materials - trees and shrubs. 3. Proximity - distance. 4. Construction - walls, fences, foundations, etc. -34- We recommend that the buffer protection shown on the Land Use Plan Map achieved by the following methods: 1. Zoning regulations. 2. Zoning boundaries. 3. Road location and access. 4. Development of design specifications for buffers. Route 5 Industrial Area The Route 5 Industrial Area, consisting of about 2,000 acres, adjoins the Study at the westerly end. This area has most of South Windsor's industrial development and it contributes significantly to the town's economy. There are no land use conflicts with the land use proposals. The Transportation aspects of continued development of this area are addressed in the Transportation Plan. Municipal Facilities We do not find the need to change or amend the recommendations in the Comprehensive Plan as a result of this study. -35- ACTION PLAN The recommendations and proposals contained in this report will need to be effectuated by a number of legislative bodies, planning organizations and public officials. The time sequence is of concern as well as the overall time frame. The actions recommended are presented by areas of the plan as follows: Transportation 1. Terminate Pleasant Valley and Wheeler Roads. 2. Commence planning and construction of the bypass. a. If "Buckland Commons" or another commercial development is permitted, such use should build the eastern end of the bypass. b. If immediate development in South Windsor is not to occur, the Commission should lay out the bypass location and the Town Council should proceed to acquire the right of way. c. The Town Council should request State assistance for construction of the bypass. 3. The Town should vigorously press for the construction of the North Industrial Connector (I-291) including service roads (west part of bypass) at the earliest possible time. 4. Buckland Road, Chapel Road and Pleasant -Valley Road should be resurfaced. -36- 5. Planning should begin to improve the capacity of Buckland Road for the mid-term. 6. The Town should actively lobby for the redesign of Route 5 and abandonment of I-284 proposal aimed at the South Windsor Meadows. 7. The Town should actively lobby the Regional, State and Federal transportation agencies to establish the "South Windsor Station" and incorporate mass transit into all improvements in the South Windsor-North Industrial Area. Land Use 1. The Commission should identify the best layout of the bypasp road. 2. The Commission should study "Planned Development Zone" concepts for use in the areas shown on the Land Use Plan. 3. The Commission should prepare design specifications for buffers to be used where shown on the Plan and as appropriate. 4. The Industrial Zone should be amended to provide for buffer design along Chapel Road in particular, but also for other conditions where appropriate. 5. The Commission should adopt as part of the Comprehensive Plan of Development, such recommendations made herein as they approve. -37-