Interstate 20 Corridor
SMALL AREA STUDY LONGVIEW, TEXAS
Table of Contents
INTRODUCTION...... 1 About the Plan...... 3 Study Area Description...... 5 Planning Process...... 7 Community Input...... 8
EXISTING CONDITIONS...... 13 Framework & Physical Assessment...... 15 Market Assessment & Program analysis...... 23
LAND USES & MASTER PLAN...... 35 Conceptual Land Use Plan...... 37 Illustrative Master Plan...... 46 Branding & District Strategies ...... 67
IMPLEMENTATION ...... 73
APPENDIX...... 89
ACKNOWLEDGMENTS Thanks to the City of Longview’s elected and appointed officials, the City staff, the citizens and stakeholders who provided knowledge, assistance and insight throughout the process of developing these plans.
Mayor and City Council Advisory Committee Dr. Andy Mack - Mayor Kent Bryson Ed Moore - Council District 1 Dennis Rand Nona Snoddy - Council District 2 Dr. Dale Lunsford Kasha Williams - Council District 3 D.J. Nelson Kristen Ishihara - Council District 4 Beverly Christopher David Wright - Council District 5 Peggy Vaughn Steve Pirtle - Council District 6 Joycelyne Fadojutimi Rhonda Bullard City Manager’s Office Michael Shirley – Staff Liaison Kasha Williams – Council Liaison David Willard - City Manager Kristen Ishihara – Council Liaison Keith Bonds- Assistant City Manager City Staff Longview Economic Development Michael Shirley - Director of Development Services Corporation (LEDCO) Ingrid Self - Assistant Director of Development Services Wayne Mansfield- President/CEO Angela Choy - City Planner Kedarious Colbert - Planner Voting Members: Thomas Kirn - Planner Peggy Vaughan Rolin McPhee - Director of Public Works Conner Cupit Shawn Hara - Media and Tourism Manager Natalie Lynch Randy Peters Consultant Team Wray Wade Freese & Nichols, Inc. Ex-Officio Members: Catalyst Urban Development Frank Edwards Claire Abernathy Henry Keith Honey John Martin Rev. D. J. Nelson Introduction 1. ABOUT THE PLAN 2. PLANNING PROCESS 3. COMMUNITY INPUT 4. STUDY AREA DESCRIPTION A SHORT HISTORY OF LONGVIEW
Longview was incorporated on May 17, 1871. During the 1870s and 1880s, the town grew rapidly as the International Railroad built a connection between Longview and Palestine. As a result of a major fire in 1877, the original frame buildings within downtown were replaced by brick and stone structures. Between 1910 and 1920, the growth slowed and Longview was known as a rural cotton and lumbering center. A paved highway was built through town— now known as US Highway 80. The new highway brought nearly 2,000 people and by 1929, the City had roughly 7,000 residents. In the 1930s, the discovery of an oilfield spared the City from the economic effects of the Great Depression. Longview was able to capitalize on its established business center as well as its governmental seat of Gregg County in order to transform itself from a sleepy cotton, lumber and railroad town into a burgeoning city. Originating in Longview, construction on the Big Inch pipeline began in 1942. This pipeline transported crude oil to the East Coast for refining and ensured an uninterrupted supply of gas and oil during WWII. At this time, Carl Lewis Estes made concerted efforts to attract diversified industries to Longview. As a result, Longview continued to see growth and remains an important regional industrial and medical center today. Introduction ABOUT THE PLAN The Longview Interstate 20 Corridor Small Area Study is intended to provide an overall strategy and guidelines for what future development could look like in this area. This includes addressing the design of building form, streets, public spaces and branding strategies. The ultimate goal of this document is to present an innovative yet realistic vision and strategy for strengthening the Interstate 20 Corridor as an economic driver for the community.
City of Longview Comprehensive Plan, • Invest in designated areas to create an urban mixed-use March 2015 environment to attract people and create a sense of place • Be a community that instills passion and pride for the love of its city The Longview Comprehensive Plan was adopted in March 2015 with and where all citizens are proud to call Longview their home the vision “to be a premier community promoting education, business opportunities, and cultural diversity; capitalizing on our heritage and Key goals that the Comprehensive Plan identifies for the Interstate 20 natural beauty; while focusing on families and healthy living; and Corridor area are: creating a safe, welcoming environment that attracts vibrant people to • Focus on commercial and retail development call Longview home.” With that vision in mind, the Comprehensive Plan • Create a positive and identifiable image of Longview along the strives to meet the following goals: corridor • Build on Longview’s historical significance and heritage • Promote location of regional retail land uses, those which generally • Enhance Longview’s natural beauty and preserve its natural draw from a service area greater than five miles, where existing resources transportation infrastructure supports them • Create a thriving city that attracts people of all ages, provides • Leverage transportation investments to enhance land use and opportunities to young professionals and graduates to stay in economic benefit decisions. For example, implement backage roads Longview, allows young people to be engaged and fosters a family- where possible along both sides of Interstate 20 to enhance land friendly atmosphere use/economic benefit to the City • Provide opportunities and healthy choices for Longview’s citizens • Explore a large regional park on the north side of Interstate 20 • Ensure adequate facilities and services to maintain safety for Longview’s visitors, residents and workers • Strengthen Longview’s image, identity and character to foster a distinctive and appealing place to live and visit
INTRODUCTION 3 Mayor’s Task Force on the Interstate 20 As a call to action, the task force urged the City Council to take Corridor Report to City Council, June 2013 action and redevelop this primary gateway into the City. The task force recognizes that development efforts of the Interstate 20 Corridor are not The Mayor’s charge to the Interstate 20 Corridor task force was to a short-term project, but rather require long-term commitment by the broaden the tax base by enhancing the Interstate 20 Corridor through City. beautification, economic development and redevelopment efforts. Based This Small Area Study addresses the recommendation to have a small on observing the existing conditions, the task force noted the following area plan developed. Based on the other recommendations listed, the about the Interstate 20 Corridor: consultant team examined development and redevelopment strategies to • The Interstate 20 Entryway to Longview provides a negative first help improve the visibility and vitality of the Interstate 20 Corridor. impression • There is only a small portion of Interstate 20 within the Longview Market Study of the Proposed Hotel and City limits Conference Center, September 2014 • A significant amount of opportunity for economic development currently exists DP Consulting was hired to complete a market study for a proposed • There are significant roadblocks to future development that must be hotel and conference center in September of 2014. The study suggested removed locating the conference center and hotel south of Downtown Longview • Currently, there are no coordinated redevelopment efforts underway. in order to receive City incentives. Hotels require visibility, good • The existing code and code enforcement is inadequate directional signage and complementary uses, such as restaurants and • Marketing of the unique opportunities of the corridor is needed entertainment, to be successful. The consultant recommended a site that is large enough for complementary development to occur. Based on the market assessment and inspection of the competitive hotels in the area, Upon assessing the existing conditions, the task force came up with the the consultant recommended a nationally-branded, prototypically-built, following recommendations: limited service hotel that has approximately 120 guest rooms.
EDWIN ST LORIN DR RUTH ST
LAMBERT LN • Remove and redevelop the former hotel at Interstate 20 and Estes ST A VESTA ST
NIMITZ ST MELB IVORY LN Parkway MAGNOLIA ST 4 S GREEN ST MARGO ST
DELL ST
BRADLEY ST
SUE ST SUE WARREN ST • Improve the City’s visibility along Interstate 20 ST LILLY EUGENE ST EUGENE RIDGECREST DR S ACCESS RD ESTES PKWY CELESS AV
• Consider location and size when evaluating feasibility of Interstate BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST
20 hotel/City conference center HUBBARD DR N PERRY ST PERRY N
CRAIG ST IRA DR MLK BL MLK • Create a small area plan to guide development and redevelopment. SIGNAL HILL DR ST BISHOP
ETHEL ST PERRYST W • Create a destination retail/entertainment district MORRISON ST BRONCO ST 9
BEASLEY ST 3 N ACCESS RD • Develop a Sabine River Urban Recreation Area 1 2 • Consider long-term development of Interstate 20 Frontage 10
RYDER DR LETOURNEAU DR 6 5
GARLAND RD
8
7
ESTES DR
4 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY STUDY AREA DESCRIPTION The Interstate 20 Corridor study area is located in the southern tip of Longview. The core of this study area is generally bound by Ethel Street on the north, Garland Road on the east, Estes Drive on the south and the railroad line on the west. Additionally, there are two offshoots from this main core. The first offshoot is on the northeast and is generally bound by Neiman Marcus Parkway, Interstate 20 South Access Road and Lilly Street. The second offshoot is northeast of the main core, extending up Elderville Road and Green Street to just north of Edwin Street, then returning roughly on Estes Parkway. The Interstate 20 Corridor doesn’t contain any notable physical features, such as parks or natural bodies of water; however, it is home to Longview’s Cherokee Water Treatment Plant. The area is approximately 844 acres and consists of approximately 576 parcels. Adjacent land uses include single-family residential, commercial, industrial and undeveloped land. See Figure 1.1: Interstate 20 Corridor Study Area Boundary.
FAST FACTS: 844 Acres 576 Parcels 1.32 Square Miles
INTRODUCTION 5 THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLI
S HIGH WYLIE CI
MOBBERLY AV
E ST ARMOND DR ARMOND ST SAPPHIRE ST DCO DR
LE BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR
Legend
± Study Area Boundary (844 Acres) 0 410 820 Feet KODAK BL HUNTSMAN WA
Figure 1.1: Interstate 20 Corridor Study Area Boundary
6 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY PLANNING PROCESS Freese and Nichols Inc. (FNI) served as the primary consultant for this Longview Interstate 20 Corridor Small Area Study. The consultant team also included Catalyst Urban Development, which provided the market assessment and assistance with programming. The planning process for this study was broken down into three phases. PHASE 1: ANALYSIS OF EXISTING PHASE 2: CONDITIONS PLANS AND RECOMMENDATIONS PHASE 3: DELIVERABLES
Phase 1: Analysis of Existing Conditions Upon completion of the initial analysis, the consultant team met with key stakeholders to identify any areas of interest and/or needs for the The Longview Interstate 20 Corridor study kicked off with a site tour in neighborhood before beginning the design process. which the consultant photo-documented the existing physical conditions. While Catalyst Urban Development conducted the market assessment, Phase 2: Plans and Recommendations FNI compared the following traits: Based on the findings from the existing conditions and the market • Figure-ground of the urban building form assessment, FNI developed a land use program, circulation strategies • Pavement and urban design recommendations that ultimately formed the illustrative • Parking lots plan for the Interstate 20 Corridor study area. Branding and district • Land values strategies to make the study area identifiable to residents and visitors • Activity generators were also developed. The FNI team identified action items for the City of • Key identity blocks Longview to use as they move forward with the implementation of both • Physical features study areas. • Vacant land • Public-owned land Phase 3: Deliverables • Transit routes • Encumbrances The final phase of the planning process was the completion of the • Areas of strong identity deliverables, which include this document and any supporting charts, • Ease of assembly tables, maps or illustrations for the City to use.
Chapter 2 reviews the analysis in detail with supporting maps, and a concluding map highlights the key blocks where reinvestment could occur first.
INTRODUCTION 7 COMMUNITY INPUT Great planning involves the public and community stakeholders from the beginning of the process, building the plan on local ideas and values, and creating a sense of ownership in the final plan. Plans that have the most public participation result in strategies tailored to and owned by the community. The Longview Interstate 20 Corridor Small Area Study is derived from a variety of public engagement methods that include Advisory Committee (AC) meetings, stakeholder interviews and public input exercises. The City staff also played a vital role in promoting the planning process through the City’s website and in local publications. Advisory Committee Meetings The City of Longview assembled an Advisory Committee (AC) for the Interstate 20 Corridor Small Area Study. The AC consisted of representation from the Chamber of Commerce, the Longview Economic Development Corporation (LEDCO), local stakeholders and businesses, and City elected and appointed officials. The consultant team met with the AC on four separate occasions to discuss the vision for the study areas, examine existing conditions and present recommendations. Meeting 1: The first AC meeting allowed the consultant team and AC to meet, get acquainted with each other, and discuss issues and desires for the study area. Members of the committee were asked to identify opportunities, challenges, a desired vision, and one thing that would make a difference in the Interstate 20 Corridor Small Area Study. Figure 1.2 through Figure 1.5 depict the information that was gathered on large boards. Additionally, committee members had an opportunity to fill out comment cards if they had any additional input that they didn’t voice during the meeting.
8 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Figure 1.2: AC Meeting 1 Board- Opportunities Figure 1.3: AC Meeting 1 Board- Challenges
INTRODUCTION 9 Figure 1.4: AC Meeting 1 Board- Vision Figure 1.5: AC Meeting 1 Board- One Thing That Would Make A Difference
10 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Meeting 2: The second AC meeting gave the consultant team an opportunity to present initial findings of the existing conditions and market analysis. These initial findings set the stage for the design process. Upon presenting these findings to the AC, the consultant team solicited feedback from the AC team regarding desires that best corresponded with the market and physical findings. Meeting 3: Combining the input gathered from the previous two meetings and stakeholder interviews, the consultant team developed preliminary recommendations, plans and strategies for the Interstate 20 Corridor. At the third AC meeting, the consultant team presented the preliminary design and strategies. Upon the conclusion of this presentation, the AC provided feedback on what they felt needed to be changed to the plan, recommendations and strategies prior to bringing the final document to City Council for adoption. Meeting 4: The consultant team presented the implementation strategy at the final AC meeting. After a brief discussion on how to move forward with the plan, the consultant team asked the committee to recommend the plan be adopted. The AC unanimously approved the document and recommended it be presented to the Planning and Zoning commission and City Council for adoption. Stakeholder Interviews As part of the study process, the consultant team interviewed two key Interstate 20 Corridor stakeholders. These stakeholders represented the development community and LeTourneau University. The purpose of the interviews was to engage stakeholders in an open, candid discussion about the Interstate 20 Corridor of Longview in order to get a better understanding of existing visions, barriers and opportunities for the study area. Key takeaways from these two interviews included: • There is a need to re-brand the Interstate 20 Corridor. • The area can become developer-friendly through codes. • Estes presents a unique opportunity to connect to downtown through streetscape improvements. • There are pockets within the surrounding neighborhood that have charm, but the neighborhoods as a whole need some attention in order to thrive. • Attracting development in the corridor is challenging.
INTRODUCTION 11 PUBLIC MEETING The consultant team facilitated a public meeting to share the findings and recommendations of both the Downtown and the Interstate 20 Corridor study areas. After the presentation, attendees were asked to give their feedback on boards posted throughout the room. There were roughly 75 community members in attendance for the presentation and several left comments either on the boards or on small comment cards. Some of the comments from the participants included: • Love the renaissance neighborhood idea off Estes Parkway and frontage cooperation for Mobberly at LeTourneau University. • I really want to see the properties across from LeTourneau on the west side of Mobberly develop. Housing first, followed by after-event dining, coffee or adult beverages. • Love the recommendations for the neighborhoods east and south of LeTourneau University. • The development around Texas Wesleyan would translate so beautifully to LeTourneau. The ripple effects would be great for the University, the surrounding neighborhood and the City. • Bookstore and coffee shop off campus. • There are two food desserts in South Longview. Community gardens would be an idea for the Interstate 20 floodplain and parks. • Support the small businesses in the area.
WEBSITE The City hosted a comment page on their website to generate any feedback from citizens who were not able to attend the public meeting. In combination with the feedback from the various meetings, the comments collected through the website helped shape the proposed plan. Between the stakeholder meetings, public meeting and the website comments, the response from the community was overwhelmingly positive. Citizens and stakeholders were enthusiastic about creating defined neighborhoods, cleaning up Estes Parkway and creating a front door for LeTourneau University, a key asset to this study area.
12 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Existing Conditions 1. FRAMEWORK & PHYSICAL ASSESSMENT 2. MARKET ASSESSMENT & PROGRAM ANALYSIS SCULPTING THE FRAMEWORK
One prototype of development doesn’t fit all projects. Because of this, we examined the existing conditions of the Interstate 20 Corridor study area as a way to inform our design strategies and recommendations. This is a two- pronged process. We look at the existing conditions from a planner’s lens and from a developer’s lens. In other words, we study the existing conditions to build the framework of an area that serves the greater good of the community while also being financially feasible and grounded in reality. Existing Conditions
FRAMEWORK & PHYSICAL ASSESSMENT The following maps provide critical information pertaining to the future redevelopment of the Interstate 20 Corridor study area. The analysis concludes with the designation of catalyst blocks. These blocks are worth pursuing first in order to drive momentum within each study area. It should be noted that these mapping observations are not absolute and should not discourage investment or creative thinking.
THIRTEENTH
PAMST TWELFTH NEAL ST
BATES ST WELLER DR SOCIET
GARRETT ST KIM ST KIM BIG OAK BL
ST
BERLY AV DRY ND DR ND
LIE CI WYLIE ST R ST
S HIGH ST WY
MOB
ARMO SAPPHIRE ST
Urban Building Form LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
The urban building form map of the Interstate 20 Corridor study LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST area shows that most of the land is currently a greenfield. There is MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
some development along Interstate 20, Estes Parkway and Eastman ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV Road. The form of development along these major roads suggests PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR that the automobile is the predominant form of transportation. Being EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST situated along a major interstate, this primary mode of transportation BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD is expected. Future development, however, can carefully balance BEASLEY ST LUCY DR ROLLINS ST the automobile and the pedestrian, by creating highly visible lifestyle IH 20
ELDERVILLE RD centers serving the residents and visitors of Longview and those RYDER DR
LETOURNEAU DR
passing through to another destination. GARLAND RD
ESTES DR Legend ± Study Area Boundary Building Masses 0 400 800 Feet KODAK BL HUNTSMAN WA
Figure 2.1: Interstate 20 Corridor Urban Building Form
EXISTING CONDITIONS 15 THIRTEENTH
PAMST TWELFTH S NEAL ST
BATES ST WELLER DR SOCIETY
GARRETT ST KIM ST KIM
BIG OAK BL ND DR ND
ST WYLIE ST R T
DR BBERLY AV YLIE CI S HIGH ST W
MO
ARMO SAPPHIRE ST
Auto Footprint LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
While a majority of the Interstate 20 Corridor is currently undeveloped, LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST the areas that are developed are heavily dedicated to the automobile. MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
301 acres of the total 844 acres are dedicated to the automobile. ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV Buildings within this study area often serve a single use and are PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR surrounded by a large volume of parking. EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Pavement Areas (301 Acres) 0 395 790 Feet KODAK BL HUNTSMAN WA Figure 2.2: Interstate 20 Corridor Auto Footprint
THIRTEENTH
PAMST TWELFTH NEAL ST
BATES ST WELLER DR SOCIET
GARRETT ST KIM ST KIM BIG OAK BL
ST
BERLY AV DRY ND DR ND
LIE CI WYLIE ST R ST
S HIGH ST WY
MOB
ARMO SAPPHIRE ST
Parking LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
As mentioned in the previous analysis, the single-use building types LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST within the Interstate 20 Corridor study area place a heavy emphasis on MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
the automobile and, as a result, the buildings are surrounded by large ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV parking lots. Typical across the country, zoning codes generally require PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR a minimum amount of parking per use. Without connected and shared EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST parking between neighboring single-uses, these areas often become BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD deserts of excessive pavement and lack any sort of distinguishable BEASLEY ST LUCY DR ROLLINS ST and desirable identity. While only 53 acres of the total study area are IH 20
ELDERVILLE RD dedicated to parking, this makes up 8 percent of the developed land RYDER DR
LETOURNEAU DR
outside of the right-of-way. GARLAND RD
ESTES DR Legend ± Study Area Boundary Parking Lots (53 Acres) 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.3: Interstate 20 Corridor Parking
16 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY THIRTEENTH
TWELFTH S PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY GARRETT ST
KIM ST KIM BIG OAK BL
WYLIE ST R T ST DR
BBERLY AV OND DR OND YLIE CI S HIGH ST W
MO ARM SAPPHIRE ST
Interstate 20 Corridor: Transit Framework LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
Longview is served by Longview Transit. Bus routes 1 and 6 enter LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST the Interstate 20 Corridor study area. Route 1 connects riders from MARGO ST
BRADLEY ST WARREN ST SUE ST SUE RIDGECREST DR
Downtown to the Walmart Supercenter and surrounding retail ST EUGENE
BERTHA AV and commercial uses south of Interstate 20. Route 6 stays north PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR of Interstate 20, traveling down S. Eastman Road, crossing along EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST Ethel Street, and eventually connecting to Estes Parkway, to return to BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
Downtown Longview. This route will divert into the Longview Business BEASLEY ST LUCY DR ROLLINS ST IH 20 Park, on the northeastern edge of the study area, upon request.
ELDERVILLE RD RYDER DR There are only a handful of bus shelters and benches located within LETOURNEAU DR the Interstate 20 Corridor study area. Most of the bus stops are only GARLAND RD marked with a sign. The signs and benches are very close to busy streets, making patrons feel unsafe as cars drive by at high speeds. ESTES DR Legend ± Study Area Boundary Transit_Routes 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.4: Interstate 20 Corridor Transit Framework
THIRTEENTH
PAMST TWELFTH S NEAL ST
BATES ST WELLER DR SOCIETY
GARRETT ST KIM ST KIM
BIG OAK BL ND DR ND
ST WYLIE ST R
T DR BBERLY AV YLIE CI S HIGH ST W
MO
ARMO SAPPHIRE ST
Encumbrances LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
Elements such as alleys, easements, utilities, floodplain and historic LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST structures can impact a developer’s ability to assemble tracts of land. MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
Generally speaking, since there are large areas of undeveloped ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV land within the Interstate 20 Corridor, the encumbrances are limited. PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR
That being said, there are oil and gas activities in the area that EVA CI SIGNAL HILL DR
W LOOP 281 S ACCESS RD
1 W PERRYST BISHOP BISHOP ST significantly impact two tracts of land to the east of Estes Parkway. BL MLK ESTES PKWY ETHEL ST
BRONCO ST
MORRISON ST ELDERVILLE RD N ACCESS RD
Further assessment of these tracts may be needed to determine the if BEASLEY ST LUCY DR ROLLINS ST development over the oil and gas lines is feasible or if an easement IH 20
ELDERVILLE RD is necessary. Also, sewer mains and manholes run through the largest RYDER DR Site # Historic Building or Site
LETOURNEAU DR areas of vacant land, so future development will have to make 1 Brown-Birdsong House GARLAND RD accommodations around these elements. Since the surrounding areas are connected to the City’s infrastructure, future development won’t Legend likely endure tremendous challenges connecting to these systems. Study Area Boundary Easements # Historic Buildings and Markers Historic Structures ESTES DR ! Manhole È) Oil/Gas Well A! Fire Hydrant " Tank Battery ± SewerMain XY XY XY XY XY Crude Oil WaterMain X Y X Y X Y X Y X Y Natural Gas 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.5: Interstate 20 Corridor Encumbrances
EXISTING CONDITIONS 17 THIRTEENTH
TWELFTH S PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY GARRETT ST
KIM ST KIM BIG OAK BL
WYLIE ST R T ST DR
BBERLY AV OND DR OND YLIE CI S HIGH ST W
MO ARM SAPPHIRE ST
Property Values LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
The property values map for the Interstate 20 Corridor study area LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST illustrates that 88.5 percent of the land outside the right-of-way has a MARGO ST
BRADLEY ST WARREN ST SUE ST SUE RIDGECREST DR
land value less than $5 per square foot. Properties valued at $5-$10 ST EUGENE
BERTHA AV per square foot make up 9.5 percent while properties valued at $10- PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR
$25 per square foot make up 1.5 percent. Only three parcels within EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST the Interstate 20 Corridor study area have a land value of $25-$50 BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
per square foot, making up the remaining 0.5 percent of land outside BEASLEY ST LUCY DR ROLLINS ST IH 20 the right-of-way. Since almost all of the study area has low property
ELDERVILLE RD values, this presents an opportunity for significant development at RYDER DR
LETOURNEAU DR
relatively affordable up-front costs in the land acquisition phase. GARLAND RD
Property Value No Data Under $5 per sf ESTES DR $5 - $10 per sf $10 - $25 per sf $25 - $50 per sf ± Over $50 per sf Study Area Boundary 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.6: Interstate 20 Corridor Property Values
THIRTEENTH
PAMST TWELFTH S
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY GARRETT ST
KIM ST KIM BIG OAK BL
BERLY AV ND DR ND
WYLIE ST R ST T DR YLIE CI S HIGH ST W
MOB ARMO SAPPHIRE ST
Land Use LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
The predominant land use within the Interstate 20 Corridor study area LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST is commercial followed by single-family residential. There is a small MARGO ST
BRADLEY ST WARREN ST
cluster of government buildings on the south side of Interstate 20 ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV which make up the Longview Cherokee Water Purification Plant. The PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR exits along Interstate 20 at both S. Eastman Road and Estes Parkway EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST are predominantly lined with hotels and motels as well as gas stations BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD and fast food restaurants. As such, these areas serve motorists passing BEASLEY ST LUCY DR ROLLINS ST through who need to stop and fill up their tank, grab a quick bite to IH 20
ELDERVILLE RD eat, and maybe sleep for the night before continuing on to their final RYDER DR
LETOURNEAU DR
destination. There is very little that serves as an end-destination in itself GARLAND RD along Interstate 20.
Legend
ESTES DR Study Area Boundary Government
Single Family Post Office
Duplex School ± Multi-Family Church Commercial 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.7: Interstate 20 Corridor Land Use
18 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Y
T AGNESS
DUNBAR DR E R I ST CI
WYLIE DCO
D
ST
MALEDON DR YLIE C
SAPPHIRE ST DR R
W O LE D
C S F I D R L O S T MILLIE ST N E IM A N M A I B RAYBURN DR R L O B F C U I Age of Structure A Figure 2.8: Interstate 20 CorridorS Age of Structure S LORIN T P K G
B W
T E
T DR Y S B
R L E
T S E D W IN S Y B
A E G L A N C R M RUTH M T B E VICKERS CT R H E ST T L N T
E S R N
VESTA ST T E
HOWARD ST THIRTEENTHST
BLOUNT ST T FOURTEENTH ST The overall approximate date of construction for Interstate 20 Corridor IM IT Z S T B N A S S OL I IVORY LN T A G N O M LILLY ST
D R
MARGO ST S Y
E S HIGH ST RD EASTMAN S
T
E L
L is quite varied, with buildings dating from the 2010s all the way back L
D ARNOLD ST WARREN ST C A D R T C R E S T A
E BL MLK EUGENEST D G L R I S MACARTHUR R L
B A to the 1930s. Most of this development took place from the 1950s to ST MELBA H A
ST N B E R T H A R A T E L N D
W ING A V Y
R
PITTMAN ST T R the 1990s. Only a few buildings were built in the 1930s and 1940s as N S T
SWANCY ST S D E R D R J O H N S O N
A P B B H U S IRA
IG CRAIG ST LN CARRIE E D well as the 2000s and 2010s. T R 81 C 2 H V W LOOP S S N T DR S
I IL A E A P S C D N C R L L A E
O S O W
S R E S ETHEL ST
T
I C
L R
R D R N
Y
E BISHOP ST D R
R O OV I L R D
M BEASLEY C Y D R The construction type is predominantly made up of inexpensive B U L ST R L U ST GILMOUR TER E S SS A N E R LI CC E D OL N A N R E materials, which is typical of auto-oriented corridors across the R L D U D E R O R T N V E A I L L RYDER DR country. There are a few newer structures that have higher-quality M L T E L ESTES PKWY S R B A D K E L building materials, architectural detailing and enhanced landscaping. S INTERSTATE 20 M It is important to note that the quality of building materials and CUMMINGS ST Date Built (Decade) landscaping tends to have a direct corrolation with the property value 1930 1980 W O O D E
D RD GARLAND W 1940 1990 map. A ESTES DR 1950 2000 This product is for informational purposes only and may not have been prepared for or be suitable for legal, engineering, or 1960 2010 surveying purposes. It does not represent an on-the-ground survey and represents only the approximate relative location of 1970 I-20 Small Area property boundaries. KODAK BL Plan Boundary HUNTSMAN WA Approximate Date of Construction
0 1,000 2,000 THIRTEENT Interstate 20 Small Area Plan Feet TWELFT ± GLASKE DR WELLS ST
EWING ST HARRIS DR NIXSON DR NEA OSS DR OSS H ST
H ST
ST M M ST RDR RLY AV SOCIETYDR RGINIA ST WELLER DR M L ST BATES ST
VI PA ROBERT WILSON RD
S HIGH ST KIM BIG OAK BL
DUNBA Publicly Owned Lands MOBBE HOMER AV WYLIE CI
ARMOND DR SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR ST WYLIE
BOBBY ST LORIN DR The City currently holds six parcels of land within the Interstate 20 MACARTHUR ST NEIMAN MARCUS PKWY
EDWIN ST LORIN DR RD EASTMAN S
LAMBERT LN LILLY ST LILLY VESTA ST Corridor study area. Of those six, only one is currently developed. As ST MELBA NIMITZ ST S GREEN ST IVORY LN mentioned earlier, this developed parcel houses the Longview Cherokee MAGNOLIA ST MARGO ST BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR Purification Plant. There are no churches, parks or schools within this ST EUGENE BERTHA AV WINGATE LN PITTMAN ST JOHNSON ST study area. Part of the Longview Business Park is within the study area HUBBARD DR SWANCY ST
EVA CI SIGNAL HILL DR CRAIG ST
W LOOP 281 W PERRYST Rollins Park S ACCESS RD while Rollins Park is directly north of the study area, off of Ethel Street. BL MLK ESTES PKWY BISHOP ST
BRONCO ST ETHEL ST
ELDERVILLE RD
BEASLEY ST LUCY DR ROLLINS ST IH 20
Cherokee Water
ELDERVILLE RD Treatment Plant RYDER DR
LETOURNEAU DR
GARLAND RD
Legend
Study Area Boundary
City Land Holdings ESTES DR Business Parks
Churches
Parks ± KODAK BL HUNTSMAN WA Schools 0 435 870 Feet
Figure 2.9: Interstate 20 Corridor Publicly Owned Lands
EXISTING CONDITIONS 19 THIRTEENTH
PAMST TWELFTH S
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY Longview Neiman GARRETT ST
KIM ST KIM Business Marcus Post BIG OAK BL
WYLIE ST
T ST
Joy DR OND DR OND YLIE CI Park National Office W
Global Service ARM Activity Generators Longview SAPPHIRE ST Center Operations BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
The main activity generator for employment within the Interstate LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST 20 Corridor study area is the Longview Business Park. There are a MARGO ST
BRADLEY ST WARREN ST SUE ST SUE RIDGECREST DR
variety of hotels and restaurants that attract motorists passing through ST EUGENE
BERTHA AV Longview, creating a small tax base for the City. Outside the study PITTMAN ST WINGATE LN
JOHNSON ST HUBBARD DR SWANCY ST area, there are a handful of activity generators that drive people near EVA CI Rollins SIGNAL HILL DR CRAIG ST W LOOP 281 Park S ACCESS RD
W PERRYST BISHOP BISHOP ST or through the site. These include the Walmart Supercenter, Rollins BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
Park, Joy Global Longview Operations, the post office, Eastman BEASLEY ST LUCY DR ROLLINS ST IH 20 Chemical Company and Neiman Marcus National Service Center.
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Eastman Chemical Company
ESTES DR Wal-Mart Supercenter Legend ± Study Area Boundary
0 395 790 Feet KODAK BL HUNTSMAN WA ) Activity Generators 1/4 Mile Buffer Figure 2.10: Interstate 20 Corridor Activity Generators
THIRTEENTH
PAMST TWELFTH S NEAL ST
BATES ST WELLER DR SOCIETY
GARRETT ST KIM ST KIM
BIG OAK BL ND DR ND
WYLIE ST R ST T DR BBERLY AV YLIE CI S HIGH ST W
Strongest Identity Blocks MO ARMO SAPPHIRE ST
LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST Based on the current development patterns of the Interstate 20 EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
Corridor study area, there are six areas that are noted to have the NIMITZ ST ST LILLY IVORY LN S GREEN ST strongest identity and drive most of the traffic to the study area. These MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST SUE ST SUE RIDGECREST DR include ST EUGENE BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI • Walmart Supercenter SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD • City of Longview Cherokee Water Purification Plant N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
• The land bound by South Martin Luther King Jr. Boulevard, Ethel ELDERVILLE RD RYDER DR Street and North Access Road and containing the La Quinta Inn LETOURNEAU DR & Suites, the Comfort Inn & Suites, and the Centerstone Suites GARLAND RD • Cracker Barrel Old Country Store and Holiday Inn Express and
Suites ESTES DR
Legend ± Study Area Boundary
• Shell gas station, Texas Best Smokehouse, Burger King and Shilo 0 390 780 Feet Existing Strongest Identity KODAK BL Inns HUNTSMAN WA Figure 2.11: Interstate 20 Corridor Strongest Identity Blocks • Longview Business Park
20 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY THIRTEENTH
PAMST TWELFTH S NEAL ST
BATES ST WELLER DR SOCIETY
GARRETT ST KIM ST KIM
BIG OAK BL ND DR ND
ST WYLIE ST R
T DR BBERLY AV YLIE CI S HIGH ST W
MO
ARMO SAPPHIRE ST
Physical Features LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
Since most of the Interstate 20 Corridor study area is made up of LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST undeveloped land, there is a large amount of tree coverage. In MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
particular, tree coverage exists on the northeastern and southern ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV portions of the study area. As mentioned previously, there are no parks PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR within this study area. EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD W PERRYST
BISHOP BISHOP ST ROLLINS PARK MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST There are currently 116 acres of land that fall within the floodplain. ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST Almost all of this land is currently undeveloped and is split between IH 20
two bands. The larger band is in the north-east portion of the study ELDERVILLE RD RYDER DR area. The second band is in the south-west portion of the study area. LETOURNEAU DR As with the floodplain in the Downtown study area, these areas must GARLAND RD be remediated and brought up to the City’s code for floodplain Legend development before any structures can be built. Unlike the Downtown Study Area Boundary
ESTES DR Flood Plain (116 Acres) study area, the floodplain has a significantly larger impact in the Floodway Interstate 20 Corridor as both bands cut through large greenfield sites ± Existing Parks Existing Vegetation 0 400 800 Feet KODAK BL that would otherwise be ripe for development. HUNTSMAN WA Figure 2.12: Interstate 20 Corridor Physical Features
THIRTEENTH
TWELFTH S PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY
GARRETT ST KIM ST KIM BIG OAK BL
BERLY AV ND DR ND
WYLIE ST R ST T DR YLIE CI S HIGH ST W
MOB ARMO SAPPHIRE ST
Vacant Land LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
42 percent or 351 acres of the land within the Interstate 20 Corridor LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST is vacant land. When removing the right-of-way (205 acres) from MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
the total study area acreage, vacant land makes up 55 percent of ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV the developable area. The large, continuous areas of vacant land PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR allow for a variety of development opportunities, such as a corporate EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST campus or a lifestyle center. Easy access to the highway can allow BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD future development to be a potential regional draw. BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Vacant Land (351 Acres) 0 395 790 Feet KODAK BL HUNTSMAN WA Figure 2.13: Interstate 20 Corridor Vacant Land
EXISTING CONDITIONS 21 THIRTEENTH
TWELFTH S PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETY GARRETT ST
KIM ST KIM BIG OAK BL
WYLIE ST R T ST DR
BBERLY AV OND DR OND YLIE CI S HIGH ST W
MO ARM SAPPHIRE ST
Ease of Assembly LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
Ease of assembly is often defined by the number of property owners LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST within a block. A majority of the Interstate 20 Corridor study area MARGO ST
BRADLEY ST WARREN ST SUE ST SUE RIDGECREST DR
blocks are made up of more than three property owners. Since these ST EUGENE
BERTHA AV blocks are quite large, this information can be misleading. One PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR property owner may own a parcel that is large enough for an entire EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST commercial development to occur. Since most of the parcels within BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
the Interstate 20 Corridor are fairly large, assembly would likely be BEASLEY ST LUCY DR ROLLINS ST IH 20 minimal in order for development to occur.
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Legend
ESTES DR Study Area Boundary 1 Property Owner ± 2 -3 Property Owners More than 3 Property Owners 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.14: Interstate 20 Corridor Ease of Assembly
THIRTEENTH
PAMST TWELFTH S NEAL ST
BATES ST WELLER DR SOCIET
GARRETT ST KIM ST KIM BIG OAK BL
BERLY AV DRY ND DR ND
ST WYLIE ST R T YLIE CI S HIGH ST W
MOB
ARMO SAPPHIRE ST
Conclusion LEDCO D BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
The conclusion map identifies the areas with the most potential for LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST redevelopment. The areas in green are most likely positioned for new MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
infill development while the areas in orange are most likely positioned ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV for reinvestment or redevelopment. The pink areas are not likely to be PITTMAN ST WINGATE LN
JOHNSON ST SWANCY ST HUBBARD DR redeveloped in the near future because of the evaluation of the land, EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST BISHOP BISHOP ST value of the property or difficulty of assembly. BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Legend Study Area Boundary Building Masses ESTES DR Strongest Existing Identity Reinvestment / Redevelopment Infill ± Unlikely To Redevelop In Near Future Vacant Infill 0 400 800 Feet KODAK BL HUNTSMAN WA Figure 2.15: Interstate 20 Corridor Conclusion
22 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY MARKET ASSESSMENT & PROGRAM ANALYSIS The Consultant was engaged to analyze the real estate programming potential for Longview’s Downtown and Interstate 20 Corridor trade area through study of macro-economic trends and macro-demographic shifts, definition of the market trade areas to better understand the socio- economic condition of the area and related land use potential, and the determination of a conceptual land use planning program envisioning opportunities in the potential for the primary land use drivers of office, hotel, retail and housing. This effort emphasizes strategies and programming for new investment over a 10-year period. This assessment focuses on the subdivided trade area analysis for Interstate 20 Corridor alone, but should be understood in context with the same analysis prepared for the Downtown study area.
Macro Context: Growth and Livability Percentage of Total Texas The 2016 Forbes study of the ten fastest-growing large cities in the U.S. Job Gains Attributable to each 29% United States showed Texas to have two of the top three (Austin #1 and State Dallas #3). In 2017, US Census shows Texas to have four of the largest metropolitan areas in the US (Houston #4, Dallas #9, Austin #11, Fort Worth #16). Further, and being the nearest regional economic
anchor to Longview, the DFW Metroplex has been projected to grow 11% to 10.68 million people by 2040 which is equivalent to the City of California
Chicago moving to North Texas over this period. Despite this regional 7% 4% growth, Longview was not ranked in Wallet Hub’s study of the 60 best All Others 4%
cities to live in the US, and its employment growth was negative through New York early 2016 only to recover to positive in early 2017 according to Texas North Carolina A&M Real Estate Center. These trends identify a regional opportunity for Washington DC Longview to induce new market appeal through strategic reinvestment Figure 2.16: Percent of Total US Job Gains Attributed to each State. and redevelopment. Source- Dr. Lloyd Potter, Texas State Demographer, NCTCOG According to a study on job growth completed by the Bureau of Labor Macro Context: Texas Job Growth Statistics/Federal Reserve Bank of Dallas, since 1990, Texas has had Job growth is a key driver for new investment in any trade area as it fuels more than twice the employment growth than the rest of the country. new growth in all other land uses and helps establish marketplace brand Texas has reported a 68 percent increase in jobs over that period, awareness. As mentioned above, Texas continues its long-term trend of whereas the United States overall has experienced a 29 percent increase. having strong growth across multiple market sectors. Dr. Lloyd Potter, Additional states’ rates are as follows: Florida 48 percent (also above the a Texas State Demographer and collaborator with NCTCOG (North country’s average); California 25 percent; Illinois 12 percent; New York Central Texas Council of Governments), has identified the Texas job base 10 percent; and Michigan 7 percent (Figure 2.17). Such growth provides to have grown by 2.18M between 2004 and 2014, highlighting the real potential for the type of redevelopment possible in the trade areas state’s ongoing momentum as a region center of growing employment. with proper planning strategy. These statistics are significant as they show Texas has been the largest job creating state for over 25 years, and continues this trend without any slowing of momentum (Figure 2.16).
EXISTING CONDITIONS 23 Increase Further study of the job growth market in Texas shows major cities being since 1990 Index, January 1990= 100 well positioned statewide. In a study by the Bureau of Labor Statistics/ TX +68% Texas A&M Real Estate Center, DFW ranked 1st in 2015 among all 160 Texas metropolitan statistical areas (MSA) for receiving highest number
150 FL +48% of jobs. The United States as a whole reported an increase of more than 2,650,000 non-farm jobs within this time period, and the state of 140 Texas’ share of national employment growth was shown to be 7 percent. +29% 130 U.S. (Figures from this particular study refer to over-the-year net employment CA +25% change from 1Q 2015 to 1Q 2016.) Although Longview had negative 120 IL +12% growth from 1Q 2015 to 1Q 2016, the market has picked back up 110 NY +10% and is expected to have low growth over the next five years. Specific job MI +7% 100 growth data for each of the eight individual Texas markets was reported as follows in Figure 2.18. 90 1990 2000 2005 2010 Figure 2.17: Employment Growth Since 1990 in Selected States. Sources- Bureau of Labor Statistics, Federal Reserve Bank of Dallas
Figure 2.18: Over-the Year Net Employment Change, 1Q2015-1Q2016. Source- Bureau of Labor Statistics, Texas A&M Real Estate Center
24 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Macro Context: Capital Centers Access to investment capital is a key factor in the ability for redevelopment and reinvestment to occur. The Dallas/Ft. Worth market is one of the major metro areas attracting investment capital. As the fourth largest MSA, Dallas/Ft. Worth had the fifth largest total investment and fifth largest GDP in 2015, according to Howmuch and BEA. Longview has the opportunity to capitalize on its proximity to DFW and surrounding cities through strategic programming and positioning.
Figure 2.19: Where the Money Is: A Look at America’s Economic Output Source- Howmuch and BEA
EXISTING CONDITIONS 25 Growth Trends As will be discussed in more detail within this study, the Longview trade area contains a large percentage of 25-34 year-olds, and exists within a larger regional economy being driven in part by those contributing to the knowledge-based economy comprised of professional services, science and other professions requiring higher education. These two groups represent a large opportunity to help drive the shift toward redevelopment in Downtown. As such, these groups’ potential is described herein.
Millennials Although there are no exact birth years specified for when the Millennial generation (also known as Generation Y) starts and ends, members can have been born as early as 1980 and into the mid- to late-1990s, making them currently within the age range of approximately 16-36. Referring to the US map graphic, there were 10 metropolitan areas reporting the largest average annual net influx (arrivals minus departures) of 25-34 year- olds between the years 2010-2013. Of special note is that three of those 10 metro areas were in Texas. Dallas-Fort Worth-Arlington, Houston- The Woodlands-Sugar Land, and Austin-Round Rock, combining for a total of 28,500 net influx per year – the largest regional gain rate in the US according to the Brookings Institute. The research group The New Economy Seattle- Minneapolis- has identified the Millennials as the Tacoma- 8.6K 5.3K St. Paul- Bellevue Bloomington In the same time largest consumer-driven generation period, metro New in history. They are expected to spend York lost 22,970 millenials per year more than $200B in the US annually from 2017 onward, totaling $10 Portland- 7.7K Vancouver- trillion in their lifetimes. Given Texas Hillsboro Denver- Aurora- is receiving the largest share of this Bloom eld 12K population segment, and DFW gaining 1/3 of this migration, it becomes important that Longview plans for 9K Washington DC- 5.2K Arlington- this age group when devising new Alexandria redevelopment and reinvestment Dallas-Fort Worth- 12K Arlington strategies. Charlotte- 10.9K Gastonia- 5K Concord San Francisco- Oakland- Fremont Austin-Round Rock
Houston- 12.4K The Woodlands- Sugar Land
Figure 2.20: Ten Metropolitan Areas with Largest Average Annual Net Influx of 25-34 Year Olds, 2010-2013 Source- Advertising Age, The New Economy
26 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Creative Class The Creative Class was labeled by Richard Florida (an American economist, social scientist and professor) and is described as an “’ascending economic force’ made up of knowledge workers, intellectuals and various types of artists.” Members of this group include scientists, engineers, professors, poets, architects, and others in design, education, arts, music and entertainment. A study conducted by Martin Prosperity Institute analyzed those markets within the US that are attracting such workers. The color-coded map in Figure 2.21 depicts the Creative Class Projected Absolute Growth from 2010-2020. This is important as these jobs represent the largest growth segment of the US job market, and knowledge-based and creative workers are a key driving force for economic development in post-industrial places like the Fort Worth area. Martin Prosperity Institute has widely published the trends and desires behind this workforce demographic pointing to interest in urban areas due to leisure life and community rather than actual work. They are looking for cultural, social and technological climates in which they feel they can best “be themselves,” according to Richard Florida. As such, 5 of the 12 fastest growing MSAs are in Longview’s general region and show strong interest within the creative class market.
Figure 2.21: Creative Class Projected Absolute Growth from 2010-2020 Source- Martin Prosperity Institute
EXISTING CONDITIONS 27 Trade Area Figure 2.22 illustrates the boundaries for the Downtown and Interstate 20 Corridor trade areas. These trade areas were defined by measuring a 10-minute driving distance to both study area boundaries as well as natural and transportation barriers as shown in Figure 2.23. As the trade areas for the Interstate 20 Corridor and Downtown overlap, the larger trade area has been subdivided to form two analysis zones (blue for Downtown and red for the Interstate 20 Corridor study areas) to exclude repeating information. While these distances may not reflect the full potential, they meet conservative underwriting practices.
Figure 2.22: Downtown Trade Area (Blue Area) Source- ESRI BAO, Catalyst
Figure 2.23: Ten-minute Drive Distances Superimposed on Trade Area Boundaries Source- ESRI BAO, Catalyst
28 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Demographic Analysis Age Analysis Analysis of the age groups in an area points to opportunities for market focus and positioning. Such analysis for the Longview trade area has been performed and Figure 2.24 identifies the results. The highest concentrations of people are Millennials and Gen X demographic groups in the Interstate 20 Corridor trade area. Market awareness of these groups includes their support for mixed-use urban places across North Texas. This is a positive indicator for new investment in the trade areas over time. Over the next 10 years, Figure 2.24: Interstate 20 Corridor Age Analysis Millennials and Gen X’s are projected to slightly Source- ESRI, US Census, Catalyst decrease. Steps should be taken to minimize the loss of these groups. While these age groups are the largest drivers of development over the next 10 years, special care should be taken to respect the needs and desires of the existing older population.
Income Analysis The analysis of incomes in the trade area is a fundamental study of the viability of all non-subsidized real estate program types for incomes drive capital Figure 2.25: Interstate 20 Corridor Income Analysis market attention to an area. According to the Source- ESRI, Catalyst Households by Income figure, the largest groups are subsidized housing owners and low income earners with an income of less than $35,000. The lower income segment is growing and market rate households are declining resulting in a lack of retail potential. Strategies should be prepared to stem this decline. The second largest group has an income of $35,000-$149,000. These are market rate apartment dwellers, first time owners, and renters by choice; all strong candidates to support new development in the area.
EXISTING CONDITIONS 29 Retail and Restaurant Analysis Market Tapestry Segments The trade area has been analyzed to determine the “psychographic” make-up of its residents. This is a retail industry term in which the shopping habits of a population characterize them within certain demographic groups for analysis purposes. ESRI has combined these into a series of market “tapestry” segments for each group. These segments are in turn examined by retail investors to determine the nature of the residents that comprise a trade area, their lifestyle choices, and what they choose to spend their money on. The five largest populations of tapestry segments identified in the trade area are defined below. Their titles were created by ESRI and are used to describe market segments nation-wide. 1.Barrios Urbanos The largest LifeMode in the trade area is Ethnic Enclaves, within which the tapestry segment Barrios Urbanos accounts for 16.8 percent of the population. These are multi-generational Hispanic homeowners that reflect younger diverse families with children or single- parent households with multiple generations living under the same roof. These families enjoy shopping the latest trends and purchase with an eye to brands. 2. Salt of the Earth Second, the Cozy Country LifeMode includes the Salt of the Earth tapestry segment, which makes up 12.0 percent of the population. This population is comprised of older families that are entrenched in traditional rural lifestyles. Figure 2.26: Market Tapestry Segments Source- ESRI, Catalyst
30 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY 3. Southern Satellites 5. Hardscrabble Road The third largest LifeMode in the trade area is Hometown, within which Lastly, the Hardscrabble Road is the last LifeMode within the trade area. the tapestry segment Southern Satellites accounts for 9.7 percent of The Hardscrabble Road are married couples and single parents living the population. They reflect non-diverse, older, settled married couple in older housing. This is a highly diverse and less educated group. High families who normally own homes. unemployment and rented housing is common among this group. 4. Rooted Rural Based on the market “tapestry” maps for Interstate 20 Corridor there appears to be a greater majority of recent immigrants, seniors and Another segment within the Hometown LifeMode is the Rooted Rural lower income families, though none are a dominate force with regard to tapestry segment which reflects 8.7 percent of the population. These are reinvestment. Rather than focusing on psychographics as the centerpiece non-Hispanic whites that are normally employed in the forestry industry. for planning in this study area, attention should be shifted toward age 80 percent of people in Rooted Rural population are homeowners. and income data.
Figure 2.27: Top Ten Market Tapestry Segments Source- ESRI, Catalyst
EXISTING CONDITIONS 31 Existing Major Retail Nodes Analysis of competing retail centers shows few competing developments in the trade area. The competing centers exist along US 250/Hawkins Parkway and East Loop 281. Though these competitive nodes are within the Downtown Trade Area, they should be considered during the positioning of new retail and entertainment along Interstate 20 for such establishments would need to appeal to regional pass through traffic or destination uses that draw people from the northern portion of the Longview trade area (by existing centers of retail) to this Interstate 20 Corridor location.
Retail Potential A “sales leakage” analysis was performed for the trade area that measured the purchases made by residents within the trade area at establishments outside the trade area by each retail and restaurant category. This type of analysis is a helpful tool in determining the nature of opportunity that exists in “recapturing” these transactions within the trade area. Once appropriate discounting occurs, the amount of transactions that are deemed possible for the trade area are converted into building square footages through historical sales($)/sf figures by retail category. The analysis shows the Interstate 20 Corridor trade area to reflect a general over supply without strong support for new retail investment. This does not mean retail will not occur, but will require a more tailored approach that induces regional demand beyond the trade area and cannibalizes existing older/out-positioned development.
Figure 2.28: Major Retail Nodes Source- Directory of Major Malls, Inc.
32 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Office and Employment Analysis Employment Categories The various types of employment categories are shown in Figure 2.29. This is an important analysis of the existing workforce in the trade area as it identifies the types of jobs currently being worked. In this case, the analysis shows Non-Farm Employment broken down by categories, and white collar jobs are a larger employer in the trade area. “White collar” jobs are fundamental to determining office space demand as this type of work is typically housed in office space.
Office Potential Employment data and related forecast associated with population growth in the trade area through 2026 was analyzed to determine the related absorption potential for new office space. This analysis focuses on the determination of the amount of “white collar” jobs being added to the trade area in this period, and after appropriate discounting a conversion to building area. “White collar” employment is projected to increase by 586 jobs in the Interstate 20 Corridor trade area from 2016-2026. The programming analysis shows a projected 43,961 square feet of space needed for these jobs. Given that existing vacancy in the market is larger than this demand, much of this demand would likely occur within current vacant space. Additional office space is needed in the Interstate 20 Corridor trade area through 2026.
Figure 2.29: Downtown Trade Area Employment Source- ESRI, Catalyst
EXISTING CONDITIONS 33 Housing Analysis New housing demand has been measured by defining the growth anticipated in the trade area through 2026, applying appropriate discounting and allocating this new demand to various housing categories. This breakdown includes the use of a discount rate determined through study of qualifying household incomes for both new lease and mortgage agreements and historic percentage of rental vs. ownership. Through this analysis, a 10-year building program was prepared that includes 890 various unit categories in rental households, and 75 units that reflect home ownership categories. Of the rental units, 460 are forecasted lower income households, and 165 units senior housing. There is a forecasted demand for 890 units across all categories Figure 2.30: Example Live Performance Venue over the 10-year period in the Interstate 20 Corridor, though some of this investment may shift to the Downtown study area due to the nature of its appeal to a portion of the market segments present in the trade areas. Consolidated Programming Planning Program for Ten-Year Period
• Retail/Restaurant: 206,684 sf (across both the Interstate 20 Corridor and Downtown) • Office: 43,961 sf Figure 2.31: Example Limited Service Hotel • Hotel: 150 keys (per DP Consulting Report) • Live Performance Venue: (Sized per LEDCO programming report) • Residential: Market Rate 170 units Lower Income 460 units Senior Housing 165 units New SF Construction 75 homes 890 total residential units The plan for the Interstate 20 Corridor study area should take a proactive approach to guide new interest and investment into this area. This strategy should be targeted around Figure 2.32: Example Restaurant and Outdoor Dining strong placemaking concepts in development “nodes” that center on area anchors such as LeTourneau University and the proposed AMP Amphitheater currently under study by LEDCO. In addition, the existing commercial frontage development is negatively impacted by the broader community around it. A reinvestment strategy should be enacted to create new interest in these neighborhoods to allow them to improve over time, thereby strengthening the local market for all commercial uses. The likely development types that may occur in these nodes are shown in Figure 2.30 through Figure 2.33, and some of this programming may reflect market inducement to locate along Interstate 20 versus elsewhere in Longview including the mall area.
Figure 2.33: Neighborhood Renaissance
34 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Land Uses & Master Plan 1. CONCEPTUAL LAND USE PLAN 2. ILLUSTRATIVE MASTER PLAN 3. BRANDING & DISTRICT STRATEGIES A REDEVELOPMENT PLAN
While Downtown and the Interstate 20 Corridor are presented in two separate documents, it is important to note that there is a strong correlation between the two study areas. The success of Downtown will help drive momentum in the redevelopment of the Interstate 20 Corridor. Conversely, if all efforts are placed on the Interstate 20 Corridor first, Downtown Longview will receive minimal benefits as it redevelops. It is critical that the City be very strategic about when, where and how it invests within these two study areas. Land Uses & Master Plan CONCEPTUAL LAND USE PLAN The Conceptual Land Use Plan is intended to be a blueprint of the study boundaries. It is important to stress the need for revitalization and redevelopment in the Interstate 20 Corridor. The land use vision must allow flexibility in land use patterns. Future developments will require cooperation with both public and private entities. That flexibility in final application for the area’s infill should still require high quality applications, but should not discourage investment. Rather, strategic partnerships will be essential in implementing the community’s desires for destinations and gateways in each sub area. The right of a municipality to coordinate growth is rooted in its need to protect the health, safety, and welfare of local citizens. An important part of establishing the guidelines for such responsibility are land uses, which sets an overall framework for the preferred pattern of development. Specifically, it designates various areas for particular uses, based principally on the specific land use policies. It is important to note that associated land use information and maps are not zoning regulations. Rather, the information is proposed to be used as a tool to guide development, infrastructure and future development decisions. The Interstate 20 Corridor Land Use Plan is a refinement of the 2015 Comprehensive Plan’s future land use chapter, but must work in context of the existing land use chapter to maximize citywide strategies. The refined land use strategies are based upon area planning scale, market findings and new community input.
Interstate 20 Corridor Land Use Strategies Land Use Categories Land uses in the Interstate 20 Corridor study area must remain The land use types build upon destination initiatives and provide flexible. Revitalization efforts, particularly along Estes Parkway and development choices. The Land Use Concept designates a range of within the surrounding neighborhoods, are critical. Future flexibility housing options comprising of medium-density and urban-style mixed in redevelopment must work holistically with future public corridor use units. The residential products target market-rate units, affordable improvements. The land use policies for the Interstate 20 area will housing and student housing choices for students, faculty and staff of require a wide range of economic development efforts, rehab and LeTourneau University and residents who work in the area. The non- reuse incentives, and dedicated City staff resources. While the Interstate residential components are appropriately located and mixed to include 20 area is not currently targeted by new development, it will equally traditional retail-oriented sites all the way to walkable mixed use need City staff resources to oversee neighborhood and commercial developments near the university. Growth can be flexible, timely and improvement programs. The 2015 Comprehensive Plan describes responsive to demands. Interstate 20 retail and intended uses. Because the existing land use policy for retail includes hotel, office and entertainment uses, the retail categories are preferable over commercial categories along Estes Parkway and portions of Eastman Road.
LAND USES & MASTER PLAN 37 Figure 3.1 Conceptual Land Use Plan
38 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses Medium-density residential uses include existing “This use is representative of two-family attached sites. dwelling units, such as duplex units and townhomes. Medium-density land uses often provide areas for Buildings empty-nesters who may not want the maintenance of Building suggestions for medium-density a large-lot single-family home, and for young families residential uses and urban design forms are who may find a townhome or duplex more affordable based on existing developments. than a single-family home. It is anticipated that new areas for medium-density land use will be developed Parking in the future. The City should consider each proposed medium-density development on its Parking suggestions for medium-density MEDIUM own merit, but also generally on the following: residential uses include existing parking DENSITY placements. RESIDENTIAL • Patio homes or townhomes provide a buffer between single-family land uses and higher intensity land uses, such as multi-family or non- residential. • Patio homes or townhomes provide a buffer between single-family land uses and higher intensity land uses and major thoroughfares or collectors. • Land proposed for development of patio homes or townhomes should be located in proximity to an arterial or collector roadway.” (The Longview Comprehensive Plan, page 42)
LAND USES & MASTER PLAN 39 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses “Traditional apartment-type units in attached living High-density products targeted at providing complexes characterize high-density residential land student housing near LeTourneau University. use. There are currently a number of high-density residential areas within Longview and future areas that Buildings have been recommended for high-density are also shown. It should also be noted that medium-density Traditional garden-style apartments are not uses should also be permitted in any area designated recommended, rather, new urban-style building for high-density use. In order to ensure that multi- types are suggested. Multi-story mixed use family areas are designed to a high standard in the buildings should include some ground-level future, the City should consider incorporating design activities such as common spaces, leasing offices guidelines into the appropriate section of the and site amenities. HIGH Longview Zoning Ordinance.” (The Longview Two- to four-story buildings with new buildings Comprehensive Plan, page 43) DENSITY aligned along streets and sidewalks. RESIDENTIAL Setbacks- 10 to 25 feet. May include variations in front setbacks to provide facade interest, areas for entry plazas, site furnishings, landscape areas, common yards and stoop frontages.
Parking On-street angled or parallel parking. Off-street surface and structured parking located behind buildings with mid-block entrances. No new surface parking is recommended adjacent to street unless building is also located near the front setback line or parking as a single bay of parking lane adjacent to major thoroughfare.
40 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses “Retail land uses are intended to provide for a variety of retail trade, personal, and business services establishments. Retail uses for the Interstate 20 Corridor will Retail establishments generally require greater visibility require flexibility in future application. Land uses than do other types of nonresidential land use (e.g. office, should include traditional retail such as restaurants commercial). In response to this need, retail land uses have and local services but also allow appropriate been designated in the higher traffic areas of Longview, flexibility for redevelopment and destination uses. with concentrated retail uses recommended along Interstate These flexible uses might include new hotel, office, 20, along Loop 281, and at major intersections. However, small mixed-use, entertainment and education the type of retail that develops in each of these areas will expansion. likely be different, as described in the following sections. Buildings Interstate Highway 20 (IH-20) has currently been RETAIL Traditional commercial, retail and restaurant developed with various types of retail and buildings. Buildings include new or renovated commercial. Much of the interstate corridor is spaces with improved facades and front yard a flood plain; hence, much of Longview’s aesthetics. retail will be along the eastern portion of the Longview planning area. Generally, regional One-to multi-story buildings with new buildings retail uses draw from a service area radius of aligned along streets and sidewalks. five miles or more, depending on the actual use. For example, a large single-item retailer may draw Setbacks- 10 to 25 feet for buildings with parking from a 5-mile radius, while a shopping mall may behind buildings. Up to 80 feet building setback draw from a radius of more than 15 miles. Another with single bay of parking located in front of example of a regional retail use is a fitness center which building. May include variations in front setbacks draws from about a 5-mile area. It is anticipated that the to provide facade interest, areas for entry plazas, Interstate 20 Corridor will continue to develop with retail site furnishings and landscape areas. and commercial uses intended to serve a larger population Parking than Longview itself provides. It is important to note that this retail corridor (as well as its loop) is capturing sales On-street angled and parallel parking. Off- tax dollars from people traveling from adjacent localities, street surface parking behind buildings with thereby increasing the City’s sales tax revenue. The mid-block entrances. No new surface parking is continued opportunities for regional retail development recommended adjacent to street unless building is have the potential to make a positive financial impact on also located near the front setback line or parking Longview. (The Longview Comprehensive Plan, page 44) as a single bay of parking adjacent to major thoroughfare.
LAND USES & MASTER PLAN 41 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses “Areas designated for commercial land use are Commercial areas in the Interstate 20 Corridor will intended for a variety of commercial uses and require flexibility in future application. Uses include establishments. These may require outside storage, local services, sales, flex office, warehousing and light product display and sales. Examples of such industrial. Appropriate flexibility for redevelopment uses include automobile-related services and and destination uses should be considered. These dealerships. Commercial uses often locate along flexible uses might include artist studios, live-work major thoroughfares because they have a need for units, hotel, office, small mixed-use, entertainment, increased accessibility. The challenge lies in the fact and education expansion. that some commercial uses generally have a greater need for outside storage areas, which tend to Buildings lessen the visual quality of major thoroughfares. Buildings include new or renovated spaces with For areas in which commercial uses have improved facades and front yard aesthetics. Adoptive been recommended along Interstate 20 reuse for existing building stock maybe be considered. and US-80, increased design-related COMMERCIAL guidelines should be applied to future Primarily one-story buildings with new buildings commercial development within aligned along streets and sidewalks. Existing buildings close proximity of these corridors (e.g. include multi-stories. 100 feet). This could be done with an Setbacks- 0 to 40 feet for buildings with parking overlay district, and would help to ensure behind buildings. Up to 80 feet building setback with these commercial uses do not detract from the single bay of parking located in front of building. May positive aesthetic quality of Longview along this include variations in front setbacks to provide facade high-traffic thoroughfare. These guidelines should, interest, areas for entry plazas, site furnishings, and at a minimum, require 1) open storage areas to be landscape areas. Based on potential reuse and small buffered and/or screened from public view; and 2) parcel found in the study area, appropriate flexibility building facades to be of masonry material. should be applied for building requirements. Within recommended commercial areas, office uses Parking and retail uses should be permitted as well; however, commercial uses should generally not be permitted On-street angled and parallel parking. Off-street within office or retail areas. Commercial uses should surface parking behind buildings with mid-block be permitted within industrial areas, provided they entrances. No new surface parking is recommended are properly buffered from less-intense uses and adjacent to street unless building is also located near follow the guidelines previously recommended.” (The the front setback line or parking as a single bay of Longview Comprehensive Plan, page 46) parking adjacent to major thoroughfare.
42 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses “The industrial land use designation is applied to New industrial uses are comprised within areas intended for a range of heavy commercial, the existing Longview Business Park. These assembly, warehousing, and manufacturing uses. include assembly, distribution, manufacturing, Large tracts of land with easy access to roadway and warehousing and associated office uses. rail transportation are becoming increasingly hard to find for the industrial business community. Several large areas within Longview and the ETJ, all with proximity to railroad lines, have been recommended Buildings for industrial land use. Traditional light industrial and business park type Examples of desirable uses within the designated buildings. industrial areas include research and technology INDUSTRIAL One- to multi-story facades. complexes. It is recommended that the City concentrate on attracting businesses Setbacks- 25-40 feet, but vary based on site engaging in light industrial-type activities requirements and site circulation needs. May contained within a building (i.e. a include variations in front setbacks to provide minimal amount of open storage), such facade interest, areas for entry plazas, site as high-tech services, medical services, furnishings and landscape areas. and software manufacturing. Such businesses tend to have many advantages, including employment and increased tax base.” (The Parking Longview Comprehensive Plan, page 47) Off-street surface parking for larger sites.
LAND USES & MASTER PLAN 43 2015 COMPREHENSIVE PLAN AREA PLAN CONSIDERATIONS DESCRIPTION Intended Uses “This land use designation is representative of uses For the Interstate 20 Corridor, public/semi public that are educational, governmental or institutional uses include existing sites. in nature. Public/semi-public uses are generally permitted within any area; therefore, the areas shown Buildings on the Future Land Use Plan map include the related uses that are currently in existence. However, it is Existing buildings include the City of Longview anticipated that there will be a need for additional Cherokee Water Purification Plant and related public uses with future population growth. The City facilities. should remain aware of necessary increases in police Parking and fire protection based on population growth and of potential needed increases in space and Parking for the Cherokee Water Purification Plant PUBLIC/ personnel for City administration. The Public is located within the property boundaries. No SEMI-PUBLIC Facilities Assessment addresses some of additional parking is currently recommended. Longview’s anticipated public facility needs based on the population projections made within this Future Land Use Plan. Further, locational recommendations for those facilities have been included.“ (The Longview Comprehensive Plan, page 43)
44 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Figure 3.2 Interstate 20 Corridor Study Area Dynamics
LAND USES & MASTER PLAN 45 ILLUSTRATIVE MASTER PLAN The greater Interstate 20 Corridor study area currently presents many challenges and with that, many opportunities for improvement. Figure 3.2 highlights the primary issues and assets surrounding the Interstate 20 Corridor. Many retail and commercial uses are struggling along Estes Parkway. Due to the quality of buildings, lack of signage and landscaping, Estes Parkway presents a negative identity for the area and gateway into Longivew. The surplus land within the TxDOT right-of-way could be prepositioned to help create a stronger regional presence for highway travelers. A key opportunity exists at the edge of LeTourneau University to create a vibrant development that can act as an entry point into the campus and better relate the Interstate 20 Corridor to Downtown. Finally, while outside the study area boundary, the residential neighborhoods between Estes Parkway and Eastman Road are under-positioned. An examination of the connectivity within these neighborhoods can strengthen the overall identity of the Interstate 20 Corridor and add value to the study area’s reinvestment. Figure 3.3 shows the Illustrative Master Plan for the Interstate 20 Corridor, including the neighborhoods to the east of Estes Parkway. Within the following pages, the key are highlighted with a detailed description of land uses and programming. Specific development opportunities should help capture market potential and may offer something new to Longview in the form of a unique gateway development. This can position new commercial development and aid in attracting residents and visitors to the Interstate 20 Corridor of Longview. The Master Plan identifies opportunities aimed to transform the Interstate 20 Corridor by implementing quality development that meets the community’s goals for the future. These opportunities can provide physical change and implementable projects that help connect Interstate 20 to LeTourneau University and Downtown. The Master Plan for the Interstate 20 Corridor will require strategies for targeted long-term policy intervention that can influence development. While at first glance, it may appear that the Interstate 20 Corridor is in need of retail revitalization, the renaissance of the neighborhood just outside the study area boundary is a key driver to the success of the Interstate 20 Corridor. Along with strengthening the surrounding neighborhoods, policy implementation, beautification efforts and civic amenities within the study area can help spur private investment. The success of one project can create momentum for the next project, however the inverse might not be true. Thus, the success of the Interstate 20 Corridor as a whole is based on appropriate phasing of the projects outlined in the following pages.
46 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY LEGEND Neighborhood 1 Block Neighborhood 2 Block Neighborhood 3 Block Commercial Block Mixed Use Block Civic Block Community Identity Block Landscape and Graphics Streetscape Improvement Zone Residential Building Commercial Building Existing Building Quarter-Mile Walking Radius New Street Key Neighborhood Hierarchy Street
Existing Interstate 20 Interchange Figure 3.3 Interstate 20 Corridor Illustrative Master Plan
LAND USES & MASTER PLAN 47 Project 1: Neighborhood Renaissance The existing large neighborhoods south of LeTourneau University and east of Estes Parkway are important drivers to the success of the Interstate 20 Corridor. In its existing condition, the neighborhoods are a collection of disconnected subdivisions that lack a true sense of identity and strong residential character. As a first step in the neighborhood renaissance, strategic road and trail additions can form an enhanced, interconnected community comprising three defined neighborhoods. A street hierarchy, neighborhood centers, open space system and range of housing types will help define the neighborhoods as unique communities. Infill of the vacant lots can increase property values of the existing homes, repositioning homeowners to further invest in their properties. As a result of the neighborhood renaissance, the context of LeTourneau University will be stabilized and the basis for improving the commercial establishments along Estes Parkway will have been formed. Tied to the neighborhood renaissance is the opportunity for a civic or cultural venue along Estes Parkway and a community identity amenity space. Both of these areas capture the existing floodplain and utilize it as an asset instead of a challenge. The civic or cultural venue may be in the form of an urban vineyard or arboretum with a facility for meetings, weddings or other functions. The community identity amenity space offers an opportunity for trails and large- scale active and passive recreation within the neighborhoods. Once the housing and street network components of the renaissance have achieved momentum, LEGEND these additional neighborhood elements can be better defined based on the Neighborhood 1 Block community’s needs and desires. Neighborhood 2 Block Neighborhood 3 Block Project 1 Potential Program Estimates Commercial Block Mixed Use Block Existing New Total Civic Block Housing Units Housing Units Housing Units Community Identity Block Neighborhood 1 88 150 238 Landscape and Graphics Streetscape Improvement Zone Neighborhood 2 186 125 311 Residential Building Commercial Building Neighborhood 3 90 155 245 Existing Building TOTAL 364 430 794 Quarter-Mile Walking Radius New Street Acreage Key Neighborhood Hierarchy Street Civic/Cultural Venue 17.5 Acres Existing Interstate 20 Interchange Figure 3.4 Neighborhood Renaissance Community Identity Amenity Site 12.5 Acres
48 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY NEIGHBORHOOD RENAISSANCE TACTIC 1: Maintain Properties and Encourage Upkeep
The first step in the neighborhood renaissance is to maintain the existing properties and encourage upkeep. This can take form in a variety of strategies, but the emphasis should be placed on the physical characteristics of the properties within the neighborhoods. The existing residents are the biggest asset to the Interstate 20 Corridor so getting them excited to improve their neighborhood is critical in getting momentum going.
Strategies for Maintaining Properties and Encouraging Upkeep Fencing, Mowing, Landscaping and Debris Removal: Landscaping and lawn maintenance is one of the easiest ways to improve the overall aesthetic of residential properties. Cleaning up overgrown brush and mowing lawns are very cost- effective ways to have a large impact. The City may consider offering an increased brush and bulk trash pickup schedule to help residents dispose of overgrown lawn clippings. In some older neighborhood, there may be residents who are not physically able to clean up their property due to age or handicap. The City can work with local philanthropic groups and churches to create a program that can help these residents improve and maintain their landscape. Code Compliance: To ensure lawns are maintained and debris is removed, the City’s Code Compliance Department may make routine checks within the neighborhood. Residential Idea Book: To help homeowners and others making home improvements, the City may consider creating a Residential Idea Book. This book could include a style guide of housing typology, tips on choosing paint colors and landscape materials that are appropriate based on sun and watering conditions, and how-to instructions on simple home improvement projects that add value to the home.
LAND USES & MASTER PLAN 49 NEIGHBORHOOD RENAISSANCE TACTIC 2: Reinvest in Existing Neighborhoods to Promote Long-Term Vitality
Following improvements to dilapidated structures and overgrown lots, property values could collectively increase and spark interest from potential home buyers and builders. At this point, it is important to reinvest in the existing neighborhoods in order to promote long-term vitality. The roadway hierarchy and connecting disjointed roads should take place. Gateway points into the neighborhood should be enhanced with signage and landscaping. Community amenity spaces should begin to take shape and a safe, walkable environment can help enhance the overall aesthetics of the neighborhood.
Strategies for Promoting Long-Term Vitality Neighborhood Preservation Committee: Based on the “Broken Window” theory, neighborhood decline is accelerated by the perception of disorder- a small amount of litter, graffiti, or deterioration from lack of maintenance can include other, more extensive deterioration. While simultaneously encouraging residents to maintain their properties, City Council may consider forming a Neighborhood Preservation Committee (NPC) as an ad-hoc advisory committee that reviews and recommends methods for stopping the “life-cycle decline” of neighborhoods. The NPC can identify and rank City infrastructure and right-of-ways in a priority list. This can make a seemingly daunting task of revitalizing the entire area manageable by breaking it down into smaller projects. Neighborhood Outreach Programs: The City may consider creating a position within the planning department for a Neighborhood Vitality Specialist. This key role can be an advocate for the neighborhood, providing the residents with tools on forming homeowners associations, applying for grants, streamlining the permitting process for neighborhood projects and new investment. Neighborhood Pattern Book: As new development comes in, it is important that a design aesthetic is maintained. The City may consider creating a neighborhood pattern book that outlines design standards for new development so that the overall vision for the neighborhood is achieved.
50 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY NEIGHBORHOOD RENAISSANCE TACTIC 3: Implement Policies
There are a variety of potential programs and policies that the City can implement to help boost the neighborhood renaissance initiative and encourage future investment. Below are example neighborhood polices and programs. The City, the Neighborhood Preservation Committee and other stakeholders should evaluate these and other programs not listed and implement those that best fit the community’s needs.
Potential Neighborhood Policies and Programs Minor Rehabilitation and Replacement Program: The main goal of the Minor Rehabilitation and Replacement Program for the City is to prevent the decline and deterioration of qualified single-family occupied structures by helping them maintain their home through rehabilitation. Rental Housing Inspection Program: The purpose of this program is to protect the vitality and integrity of the neighborhood by ensuring its rental housing stock is maintained in a safe and healthy manner, and that tenants are provided dwelling units that meet fire, building and health standards through proactive, yet fair and reasonable enforcement of City codes and ordinances. Exterior Incentives: Exterior incentives are those which encourage private owners to perform minor external improvements to their property in exchange for a city rebate. External improvements may include adding a front porch, new facade or roof replacement, among others. Generally speaking, property owners will spend a specific amount of money on private improvements and the City will rebate the owner a certain percent of the total value. Living Space Expansion Program: In many neighborhoods, the structural condition of an individual property may be in excellent condition, but the structure may not meet the living space desired by the resident or the current market environment. A program that encourages the addition of new living space should be established by the City. Rather than focusing on demolition, this program focuses on adding additional square footage to the existing structure, such as a new section to the home or a second story. Neighborhood Assistance Program: A Neighborhood Assistance Program provides organizational tools for residents to create and maintain neighborhood organizations. These neighborhood organizations can identify development issues and encourage private property maintenance. The City may also provide assistance with neighborhood signage and branding through sign toppers and gateway signs at primary neighborhood entrances. Connectivity Enhancements: Walkability is a key factor in making neighborhoods attractive for reinvestment. It may be necessary for the City to proactively create or improve sidewalks, pathways, bicycle routes, and trails and to mitigate any major impediments or barriers to walkability in order to enable residents to have convenient access to parks, public facilities and retail.
LAND USES & MASTER PLAN 51 Figure 3.9 Rendering of the Neighborhood Renaissance
52 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Project 2: Estes Parkway Corridor Revitalization Estes Parkway is a major corridor connecting Interstate 20 to Downtown Longview. It gives many travelers the first impression of the City. In its current state, Estes Parkway is defined by blighted development, vacant lots and a lack of coordinated identity. In order to present a better image of the City, it is suggested that the City institute a program to clean up the blighted developments in a block-by-block fashion and improve the landscape and graphic streetscape elements. Stronger pedestrian and vehicular connections should be established in conjunction with the neighborhood renaissance. Once an improved presence is created along Estes Parkway, property values could increase, new development is more likely to occur, and increased tax base could result.
LEGEND Neighborhood 1 Block Neighborhood 2 Block Neighborhood 3 Block Commercial Block Mixed Use Block Civic Block Community Identity Block Landscape and Graphics Streetscape Improvement Zone Residential Building Commercial Building Existing Building Quarter-Mile Walking Radius New Street Key Neighborhood Hierarchy Street Existing Interstate 20 InterchangeFigure 3.5 Estes Parkway Corridor Revitalization
LAND USES & MASTER PLAN 53 CORRIDOR REVITALIZATION TACTIC 1: Establish Design Character and Employ Branding Efforts
An initial step the City can take to improving the Interstate 20 Corridor is to clean up and improve the streetscape character along Estes Parkway. As part of this process, the City may want to establish a design character and expectations for the corridor. It is important to focus on the quality of design and materials that will be used. Although a nicer product may be more expensive, the return on investment can be much greater in the long run, both from an aesthetic standpoint and the potential investment that higher-quality materials can attract. With that in mind, the City should plan with the end in mind instead of rushing to get a cheap fix now. As part of establishing a design character and expectations, landscaping elements that screen parking from the road should be incorporated. Once the City has identified the desired design character, it is important to begin employing branding efforts. Targeted gateway enhancements are an ideal location to get momentum going. Block-by-block corridor enhancements can be small wins and show the community that efforts are being made. At this time, it is also important to update commercial sign standards to help create a cohesive look along the corridor. Thoughts about sign height, fonts, sizes, colors and materials should be a part of this update. Cleaning up the corridor and implementing a cohesive design character and branding efforts can significantly improve the overall aesthetic of the Interstate 20 Corridor, making it a more attractive gateway for residents and visitors into the City.
Design and Aesthetic Elements to Consider Parking Areas: Large expanses of pavement for parking do not generally contribute to a positive visual image. Therefore, the City should consider either providing incentives for or requiring parking areas to be placed to the side or the rear of the primary on-site structure (to the back of the lot) and out of public view. An example of an incentive would be to require the construction of a slightly reduced number of parking spaces when parking areas are located to the rear or side of a building. Landscaping and screening, which are discussed later within this section, should also be incorporated into parking areas. Lighting: Lighting for businesses within non-residential districts is needed to provide visibility for the businesses and safety for those who patronize them. To avoid any adverse impacts on residential areas, lighting facilities are to be reflected away from adjacent residential areas. Lighting aesthetics are also important to consider. The City should examine developing a lighting theme to be used at various non-residential centers to brand commercial areas. Screening: There are many elements that are needed for business to operate that are not generally considered to be visually attractive. These various elements include trash receptacles, open storage, expansive parking lots, service areas, ground mounted
54 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY equipment, and roof-mounted equipment. Acceptable means by which to provide screening generally should include landscaping, earth berms in conjunction with landscaping (mainly for parking areas), masonry walls in conjunction with landscaping, parapet walls (mainly for roof mounted equipment), and use of other materials that are compatible with the structure(s). Landscaping: Landscaping is generally accepted as adding value to property and is an aesthetically pleasing element to incorporate in non-residential areas. Landscaping is particularly important along Interstate Highway 20 arterial and collector streets to project a positive image. Creative stormwater management techniques such as bio swales and rain gardens along with native plant materials should be encouraged within the corridor. Building Materials: Materials used for the exterior facades of buildings within non-residential areas should generally be limited to brick, stone, rock or some variation thereof. Either a City official or City Council should be able to approve alternate materials, such as concrete, concrete block or stucco. It is also recommended that reflective and/or mirrored glass not be permitted to comprise a large percent of building facades. Metal buildings should likewise not be permitted. Facade Articulation: The facades of large non-residential structures can be large and visually unappealing; this is sometimes referred to as massing. Massing concerns have generally arisen in response to large retailers (often referred to as big box retailers). While retailers are a real asset to the corridor, large, flat walls do not provide the visual appeal for which the community is striving. Therefore, architecture façade offsets are recommended.
LAND USES & MASTER PLAN 55 CORRIDOR REVITALIZATION TACTIC 2: Implement Policies
It is often in the community’s best interest to actively participate and incentivize redevelopment and property rehabilitation. There are a variety of revitalization programs and strategies that can be initiated by cities to encourage revitalization. While participation in programs initially requires the use of public funds, the returns on investment can often surpass the amount expended by the public. New development, building renovations and building rehabilitations enhance the overall look, feel and value of the community and can positively impact adjacent residential neighborhoods. The following programs and techniques are encouraged within the corridor to spur aesthetic improvements within the corridor’s existing commercial areas.
Example Neighborhood Policies and Programs Façade Improvement Program: A façade improvement program provides funds to assist businesses with repairs, touch- ups and changes to commercial building façades. The program encourages property and business owners to proactively renovate the façade of their business and improve the overall aesthetic of retail areas. Under this program, the City could match private investment up to a certain dollar amount and target certain retail areas or districts. Retail Rehabilitation Program: To encourage redevelopment of existing retail centers, the City could consider offering low- interest loans, matching funds or even grants in exchange for significant rehabilitation. Significant rehabilitation would include an improvement where both the exterior and interior of an existing structure are improved and modernized. This would lead to a new, attractive exterior and more functional and desirable interior spaces, likely increasing property values. These incentives should be used for more expensive rehabilitation projects and would likely require a higher degree of public participation in order to make such investments feasible. Retail Landscape Program: Landscaping has the potential to significantly impact the overall appearance of commercial centers. Many existing retail and commercial centers within the corridor have minimal landscaping and local businesses do not have the funding to make exterior improvements. Therefore, offering a landscaping incentive may entice business owners to perform minor improvements to their property. Neighborhood Enterprise Zone: Enterprise Zones (NEZ) use tax incentives and regulatory relief to attract investment to blighted urban districts. Once a NEZ is established, businesses or developments within the zone are eligible for incentives. Studies of state programs have shown some success in job growth and investment, but that targeted development incentives alone are insufficient to revitalize a district. The State of Texas Neighborhood Enterprise Zone (NEZ) program allows local communities to partner with the state of Texas to encourage job creation and capital investment in economically distressed areas. Local communities can nominate a new or expanding business as an “enterprise project.” Approved projects are eligible to apply for state sales and use tax refunds on qualified expenditures.
56 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Project 3: LeTourneau Campus Gateway LeTourneau University is a strong asset and partner for the Interstate 20 Corridor study area. It is important to capitalize on the university being a key anchor along the corridor. To do this, a mixed-use campus entry development is proposed at the intersection of Mobberly Avenue and Green Street. This project would include three-story buildings, ground level retail, secured surface parking courts and amenities such as a pool court and dog park. This development would formalize the entry to LeTourneau by having the buildings run parallel to Mobberly and utilizing a formal urban streetscape with street trees, special paving for sidewalks, and ornamental lighting. This mixed-use center can offer students who live off campus an opportunity to live in close proximity to the university instead of commuting from the northside of Longview, where most currently reside. The retail component of this development can be a potential “third” space for students. A coffee shop, cafe, or book store all make ideal uses that would be frequented by students, faculty and staff of LeTourneau University as well as other residents in the neighborhood and visitors driving up Estes Parkway and Mobberly Avenue.
Project 1 Potential Program Estimates • +/- $27 million development • +/- 200 market-rate dwelling units • +/- 8,000 square feet of campus retail/restaurant space LEGEND Neighborhood 1 Block Neighborhood 2 Block Neighborhood 3 Block Commercial Block Mixed Use Block Civic Block Community Identity Block Landscape and Graphics Streetscape Improvement Zone Residential Building Commercial Building Existing Building Quarter-Mile Walking Radius New Street Key Neighborhood Hierarchy Street Existing Interstate 20 Interchange Figure 3.6 LeTourneau Campus Gateway
LAND USES & MASTER PLAN 57 CAMPUS GATEWAY REVITALIZATION CASE STUDY: Texas Wesleyan University
In partnership with the City of Fort Worth, Tarrant County, Fort Worth Public Art and the North Central Texas Council of Governments, Texas Wesleyan University (TWU) was able to invest $15.2 million in street improvements along East Rosedale Street adjacent to their campus. The public-private partnership was vital to the success of the project, creating a “front door” to the university. Working with residents, TWU, Tarrant County, Fort Worth Public Art and business leaders, the City of Fort Worth and the design team produced a design and construction program that helped improve traffic flow, increase traffic safety, enabled more and safer pedestrian activity, enhanced the area’s appearance, improved drainage, incorporated public art, and moved the adjacent neighborhood closer to its vision as a center for urban life. The recently completed streetscape enhancements along East Rosedale Street strengthen the connection between the residential neighborhoods, TWU and the main corridor. In response to its growing student population, TWU plans to build more student housing adjacent to its campus. When built, the new housing would provide an increase in residential density to support the existing and future neighborhood- and university-serving retail.
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58 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Figure 3.10 LeTourneau Campus Gateway Rendering
LAND USES & MASTER PLAN 59 Project 4: Interstate 20 Interchange Opportunities In their current condition, the Interstate 20 interchanges at Estes Parkway and Eastman Road are components of legacy infrastructure that take up a large amount of land. The City can create new development site opportunities around these interchanges by leveraging the surplus TxDOT property. Since plans to expand Interstate 20 from four lanes to six lanes are already in the works, it is an ideal time to work with TxDOT to reconfigure these key interchanges. The reconfiguration of this land creates opportunities for a gateway development to occur at the northeast corner of the Estes Parkway and Interstate 20 interchange. Gaining the additional land allows a retail or commercial project to have presence on Interstate 20 and be an integral entry feature into Longview at Estes. This gateway project should follow the design standards that the City establishes for the corridor. Enhanced landscaping should be incorporated at the interchanges as part of the branding and identity effort as well.
Project 1 Potential Program Estimates • +/- 16 Acres of Potential Captured Development
LEGEND Neighborhood 1 Block Neighborhood 2 Block Neighborhood 3 Block Commercial Block Mixed Use Block Civic Block Community Identity Block Landscape and Graphics Streetscape Improvement Zone Residential Building Commercial Building Existing Building Quarter-Mile Walking Radius New Street Key Neighborhood Hierarchy Street Figure 3.7 Interstate 20 Interchange Opportunities Existing Interstate 20 Interchange
60 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY INTERSTATE 20 INTERCHANGE CONSIDERATIONS: Diamonds and Cloverleafs
The Interchange of Interstate 20 and Estes Parkway is structured as a two-adjacent quadrant partial cloverleaf. Cloverleafs are typically used where right-of-way, multi-modal and/or environmental restrictions preclude ramps in one or more quadrants or to provide connections for all movements without intersection delays. For interstate connections with other arterials, collectors and local road, diamond interchanges are often the preferred method for many reasons, including economics, traffic flow and safety. When making the decision to change from a partial cloverleaf to a diamond, the following should be considered: • All freeway exit maneuvers at diamond interchanges are executed before reaching the structure, conforming the driver expectations. Diamond interchanges also eliminate weaving on the freeway mainline and cross street. • The double exit/entrance at cloverleafs can result in signing problems and driver confusion. • Ramps at diamond interchanges can be widened to increase storage capacity. Loop ramps, regardless of width, almost always operate as a single lane, thereby limiting storage capacity. Operational capacity needs to consider the control at the ramp terminal and may not always be significantly greater than with free-flow loops. • The loops in cloverleafs result in a greater travel distance for left turning vehicles than do diamonds. Loops operate at lower speeds, especially for trucks, which have the potential to turn over if traveling the loop too fast. • Cloverleafs require more right-of-way and are more expensive to construct than diamonds.
Example X Interchange Design
LAND USES & MASTER PLAN 61 Project 5: Framework for Potential Development Sites Once Estes Parkway is improved and the neighbohood connections are underway, the Interstate 20 Corridor will be better positioned for new commercial and retail development. To further help make the area more attractive for developers, LEDCO and the City may consider continuing their efforts in land banking the underutilized development. As part of this effort, LEDCO and the City should assemble smaller neighboring parcels to create one larger parcel and create a simple road network between these new larger parcels. The assembly of larger parcels gives the flexibility for larger-scale regional commercial and retail development to occur.
Potential Land Assembly Sites 1. +/- 19 Acres 2. +/- 12 Acres 3. +/- 3 Acres 4. +/- 4 Acres 5. +/- 6 Acres 6. +/- 9 Acres 7. +/- 7 Acres 8. +/- 23 Acres 9. +/- 24 Acres 10. +/- 50 Acres LEGEND Neighborhood 1 Block Neighborhood 2 Block Neighborhood 3 Block 2 Commercial Block Mixed Use Block 1 Civic Block
5 Community Identity Block 4 7 Landscape and Graphics 3 Streetscape Improvement Zone Residential Building 6 8 Commercial Building
9 Existing Building Quarter-Mile Walking Radius 10 New Street Key Neighborhood Hierarchy Street Figure 3.8 Framework for Potential Development Sites Existing Interstate 20 Interchange
62 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY FRAMEWORK FOR POTENTIAL DEVELOPMENT SITES TACTIC 1: Redevelopment Strategies
There are a variety of land development tools available to the City. Each have a different level of risk and the risk assumption for each method differs based on the structure of the deal and level of control desired by the City. The more control a city has on development, the more risk falls upon the City. Conversely, the more development is left to the market, the less risk and control the City has.
Redevelopment Strategies Market-Driven Development with Zoning Intervention: Under this scenario, Project 5 of the Interstate 20 Corridor master plan would be translated into zoning code amendments/changes, design guidelines, and overlays. These codes and overlays would determine the allowable uses and achievable densities. The public sector would have the right to plan infrastructure and roadways in accordance with the master plan, under the assumption that such fixed investments could help guide growth over time. The public sector would also take on the responsibility of communicating the plan vision to the landowners. Catalytic Development Entity: Under this scenario, the public-sector players involved create a Catalytic Development Entity (CDE) that would be the single steward for development in the area. This CDE may fall within the description of LEDCO— it would have the authority to enter into transactions, issue and assume debt, acquire and divest of property, and a host of other factors relevant to the act of a real property development. The CDE would need to be seeded with monies in actuality (via grants, public transfers, or fundraising) or other assets in lieu of monies (lands, properties, other assets, etc.) in order to capitalize its property acquisition efforts. The CDE would enter into transactions and negotiations with land owners— issuing debt if need be to cover excess expenses— and assemble the lands for projects. Once assembled, the CDE could either develop the properties, hire a fee developer to develop the property, or engage in an RFP process. The CDE would function much like a private developer, except that its primary goal is not purely profit-generation, but rather the execution of redevelopment of the land within the Interstate 20 Corridor. In this regard, it is a combination of private sector business agility and motive and public sector objectives and agendas. The CDE would have to be funded up-front, however, with monies that have not yet been identified. Alternatively, the CDE would be given assets, such as non-related real estate, that could be monetized to fund the acquisition and development process.
LAND USES & MASTER PLAN 63 Public Private Partnership: This option is almost identical to the Catalytic Development Entity option but involves a slightly different mechanism to conduct land acquisition. Instead of acquiring land via transactions, the CDE engages land owners in a constructive negotiation and then land owners place their land into the development as equity contributions. They do this in exchange for a preferred return on the upside of the land values once they CDE develops the land (either on its own or via sale to a developer). This allows the CDE to move forward with the developments within the area without the need to raise capital for the acquisition of land owner parcels. It does, however, require an extensive and involved legal process for constructing the terms of participation and structuring the mechanisms for equity return to land owners and investors.
PROS CONS
Market-Driven • Requires little or no public monies for land acquisition • No control over the ultimate design or execution of the development Development • Does not require public sector involvement in the development • Actual development will likely take longer than currently anticipated, with Zoning process delaying the arrival of revenues for the City Intervention • Existing efforts can be adequate to guide zoning changes and • Requires developer interest to engage in potentially protracted design guidelines negotiations with landlords. Developers may not be interested in these negotiations because easier options exist • Zoning can be reversed or changed, eliminating protection for the area well before any real development is finished or revenues are recognized Catalytic • Accelerates the development process • Requires up-front capital for property acquisition Development • Combines public goals with private sector mentality • Requires creating a separate entity that has quasi-private motives and Entity dashed lines of political accountability • Allows for political responsibility to a board while maintaining development discipline and focus on the dollars and cents • Provides a single entity who will steward projects from concept to completion
Public Private • Accelerates the development process • Requires creating a separate entity that has quasi-private motives and dashed lines of political accountability Partnership • Combines public goals with private-sector mentality • Allows for political responsibility to a board while maintaining • Requires complicated legal and financial structuring and management development discipline and focus on the dollars and cents to create the partnerships • Provides a single entity who will steward projects for concept to completion • Requires little or no up-front capital for land acquisition
64 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY FRAMEWORK FOR POTENTIAL DEVELOPMENT SITES TACTIC 2: Communication and Marketing
To create interest in the Interstate 20 Corridor, the City and LEDCO must know how to communicate with businesses to be successful in growing the local economy. With the rise of the internet and social media, influential communication with businesses has shifted. As the paths of communication between communities and businesses have broadened and the business demands for rapid information communication have increased, the necessity of effective marketing communication has become ever more crucial. Below are some considerations when developing a plan to effectively communicate with businesses.
Communication and Marketing Considerations Budget allocations for marketing strategies do not always correlate with the effectiveness of the strategy. For example, print advertising, which receives very low effectiveness ratings, receives the second highest average budget allocation. The most effective marketing strategy for economic development is through the organization’s website. Websites are often the first point of contact with an economic development organization during the site selection decision making process, rather than personal interaction with staff. Based on a Development Counselors International (DCI) survey, the following is a list of features typically found on an economic development organization website, in order from most effective to least effective at capturing the attention of executive decision makers: • Incentive information • Workforce statistics
• Demographic information • Comparisons to competitor locations • Database of available buildings/sites • Major employer list • Staff contact information • Quality of life information • Target industries • Maps of community/region
LAND USES & MASTER PLAN 65 • Press releases/announcements • Testimonials from local employers • Video content Effective marketing is often correlated with higher budgets and more staff time devoted to marketing. Most marketing strategies that are outsourced at a high rate tend to be strategies that have a low effectiveness. Most economic developers are investing relatively little into online advertising. Getting credible third parties such as industry peers, the news media and national rankings to share favorable things about a community is critical in influencing perceptions about the business climate. Real estate brokers play an important role in the site selection process. Economic developers should allocate resources to research this audience. Industries most targeted by economic development organizations often differ from those that are served by corporate real estate professionals and site selectors. Furthermore, the economic development organizations that tend to have effective marketing results and stronger local economies are those that have campaigns which align more closely with the industry focus of corporate real estate professionals and site selectors. The generation of potential development leads is the top measure of marketing success for organizations, and the amount of jobs created is the top measure of success for organizations overall. However, manufacturing is the top industry target for most economic developers even though it is a declining employment industry. High-growth employment industries such as business services, information, and finance/insurance were all often significantly lower priorities for economic developers.
66 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY BRANDING & DISTRICT STRATEGIES Branding and district strategies consist of organized design elements to create a cohesive and positive user perceptions. A place-based branding strategy helps set a vision, describes and plans the offer, organizes its delivery and communicates to the target market audience. Figure 3.11 is just that, a system with measurable components that, when combined, can provide a unique setting and sense of place. As the Interstate 20 Corridor study area continues to evolve, critical design ideas should be the focus for continuous improvements. Figure 3.11 identifies eight key elements in the branding strategy for the Interstate 20 Corridor. In the following pages, each element is described.
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E S T E S P K W Y ¨¦§20 Branding and District Strategies kj City/Regional Identity LeTourneau University Edge Longview City Limits Estes Parkway Revitalization District Thematics $ Eastman Road Enhancement kj Neighborhood Center 0500 1,000 2,000 Feet Green Street Enhancement South Area Neighborhood Signature ] City/Regional Identity Streetscape Figure 3.11 Branding and District Strategies Map Date: February 24, 2015
LAND USES & MASTER PLAN 67 City and Regional Identity A city identity establishes a special sense of place and creates a strong identifiable image of the community. Major entries to the city, such as highways or major arterials, are key locations to establish gateways and present the city identity through gateway signage, enhanced landscaping and city branding elements. With high levels of traffic on Interstate 20, gateway signage along Interstate 20 can provide the City the opportunity to make a positive first impression with travelers. As shown in the Branding and District Strategies map, regional identity elements, should be installed on Interstate 20 in each direction at Estes Parkway and Eastman Road. Additionally, regional identity elements should be installed on Estes Parkway at the southern entry to the city. The design of the gateway signage should showcase the existing City character, incorporate city branding and include native landscaping. Green Street Enhancement Enhancements to Green Street were originally proposed in the Longview Comprehensive Plan from 2015. The plan described Green Street as a lesser traveled vehicular corridor which offers supplemental connectivity between LeTourneau and Downtown. The comprehensive plan originally recommended implementing Complete Streets concepts to key corridors within the City, including Green Street Complete Streets is an initiative that aims to maximize the utilization of public rights-of-way for all transportation users, regardless of age or ability. By conducting a road diet, adding bike lanes, adding sidewalks, and other pedestrian amenities, Green Street will effectively become a “green street”. Along the corridor, the total number of lanes should be reduced and bike lanes should be installed to the right-of-way; one in each direction. Sidewalks should also be installed or repaired along the corridor to provide for pedestrian connectivity in the corridor. Additional enhancements such as street trees, landscaping, benches, and enhanced pedestrian crossings should be considered to further the Complete Streets initiative and create a more pleasant traveling experience.
68 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Figure 3.12 Example Street Section near LeTourneau University LeTourneau University Edge Edges provide a transition from one destination to another. Edges can also act as a gateway to alert visitors they are leaving one area and entering another. Currently, the edge of LeTourneau University along Mobberly Avenue lacks a sense of place, pedestrian connections across the street, sufficient lighting, and landscaping. The addition of a more pedestrian friendly streetscape along LeTourneau University edge can improve connectivity and enhance the overall experience approaching the school. Improvements to Mobberly Avenue adjacent to the university should stand apart from the streetscape design of the rest of Estes Parkway to signify a gateway to the university, but complement some of the same landscaping and streetscape elements for a seamless transition from one section of the roadway to another. A change in sidewalk material to brick, new roadway lighting with seasonal banners, and pedestrian roadway crossings should be considered along this section of roadway. Currently, there are few opportunities for safe pedestrian access across Mobberly Avenue. The addition of mid-block crossings, with either signalization or signage, can allow more opportunities for better pedestrian movement, improved safety, and increased pedestrian activity especially when traveling to the existing bus stop on Mobberly Avenue or to new development. District Thematics The intersection of Estes Parkway, and Mobberly Avenue is also the gateway of LeTourneau University as well as the roadway leading to Downtown. In this area, special gateway monumentation and wayfinding signage should be incorporated. As a junction point, wayfinding signage helps to direct visitors toward areas of interest such as Downtown or the university. Wayfinding signage matching the city branding theme here would connect the different areas of interest and create cohesive design throughout the city. Gateway monumentation such as an arch, vertical monumentation, or distinct signage would be well placed. Enhanced landscaping, surrounding the monumentation and complementing landscaping beds along each roadway leading to the intersection would help elevate the importance of the gateway.
LAND USES & MASTER PLAN 69 Neighborhood Signature Streetscape/Neighborhood Branding Zones Neighborhood branding zones provide neighborhoods the opportunity to better define neighborhood character and increase neighborhood pride. In these areas, targeted signature streetscapes can be installed to designate neighborhood entries, neighborhood centers and places with the opportunity to implement neighborhood branding. Limited signature streetscapes can take the form of community gateway monumentation, special landscaping, bulb outs at intersections, and other pedestrian amenities. Community gateways are a smaller version of gateway monumentation signifying the entry to a neighborhood or district and may include landscaping beds and neighborhood branding elements. Landscaping beds strategically located at entries, intersections and landscape medians make for a more aesthetically pleasing roadway. Bulb outs at intersections have the ability to reduce vehicular speed, improve pedestrian safety, and also provide places for neighborhood branding monuments or signage to be installed. Any of these elements should be implemented in the recommended neighborhood branding zones. Neighborhood Center Strong neighborhoods are formed by the connections and relationships forged between residents. Often these relationships are built in neighborhood centers. Neighborhood centers provide a place for residents to gather, communicate, or simply celebrate. Places of congregation take many forms such as community centers, pocket parks, community pools, or some other unique public place that is special for the community. Each of the three existing neighborhoods within the study contain at least one location that serves as a neighborhood center. These neighborhood centers are strategically placed in the center of each neighborhood, based on a quarter-mile walking radius, the length a person is typically willing to walk before considering they decide to drive. In the future, these locations should be improved, protected, and preserved. If a neighborhood center must be removed, it should be replaced to ensure a high quality of life.
70 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Eastman Road Enhancements Eastman Road is a major access point to the City from Interstate 20. Improvements should be made to both the roadway and adjacent properties to elevate the overall appearance of the road. This particular corridor is more vehicular centric than pedestrian oriented; however, that does not mean roadway aesthetics should be ignored. Any abandoned buildings should be removed to make room for new development and reduce blight. Other streetscape improvements, including landscaping and lighting, should be made along the corridor with special attention at intersections. Sidewalks should be added or repaired along the roadway to increase pedestrian activity especially near neighborhoods and improve the overall streetscape experience as a defining edge to the neighborhoods. In general, the roadway should have a cohesive look along the entire thoroughfare and complement the design details from other major corridors. Estes Parkway Enhancements As a major vehicular corridor leading from Interstate 20 to Downtown, Estes Parkway should reflect the city identity with even more streetscape enhancements than the typical recommended enhancements on other roads. Along this corridor, the road ranges from four lanes to six lanes. Where possible, landscaped medians should be installed and roadway lighting with banners should be incorporated. Banners on the lighting can be alternated throughout the year for different seasons, city events, or city branding. Sidewalks should be repaired or installed where needed and enhanced with landscaping and street trees along the roadway. Improving the pedestrian environment greatly improves participation in walking. In addition to enhancements to the right-of-way, regulations should be put in place to require parking screening and landscaping for commercial developments along the corridor. Consideration should be made to enhance existing or proposed bus stops along the corridor to provide benches, protection from the elements, and aesthetically pleasing designs.
LAND USES & MASTER PLAN 71 Figure 3.13 4-Lane Street Section Example
Figure 3.14 6-Lane Divided Street Section Example
72 LONGVIEW: IH-20 CORRIDOR SMALL AREA STUDY Implementation IMPLEMENTATION OVERVIEW
However good a plan may be, its benefits will not be realized until it has been implemented. To implement the Interstate 20 Corridor Small Area Plan, the City of Longview, its partners, and stakeholders in the area should take a proactive stance toward the area’s future. Attention must be given to how public investments and other public actions can be used as a catalyst to achieve the kind of redevelopment desired. The question is, “What needs to be done to get ready for and to spur redevelopment of the area?” The implementation strategy presented herein will address this question. Implementation
Implementation of lasting, valuable change in the appearance, character and economic function is imperative. For the vision to be realized, it will be critically important for the City to emphasize implementation that focuses on specific projects based on research of available property, under- performing properties, and strategic locations. These developments will come from private funding for the majority of the catalytic projects. Some public subsidy will likely be required to mitigate cost of land assembly, infrastructure and site issues. Conversion of the Interstate 20 Corridor Plan into physical projects will require a steady commitment from City leaders and staff, strong public/private sector cooperation and continued coordination with business and property owners, residents, and transit agencies. Not all elements of the plan can be implemented at once. Therefore, setting priorities based on projects that make the most impact should be the first focus of the implementation stage. TASKS FOR IMPLEMENTATION REGULATORY ACTIONS The Interstate 20 Corridor Small Area Study is a performance standard As a high priority action, the City should update its current regulations for what Longview desires. The final product may not precisely conform and policy documents to incorporate the Interstate 20 Corridor to the plan but should embrace principles and key ideas of the recommendations. This is imperative to ensure the community’s vision plan and perform according to land use, master plan and branding and desires can be properly regulated and to establish development recommendations. This plan will be a living document and items will expectations prior to public and private investments. As such, the likely need to evolve over time. Implementation tasks revolve around four following should be conducted: equally important categories: • Adopt the Interstate 20 Corridor Small Area Study as an amendment 1. Regulatory Actions to the comprehensive plan. 2. Economic & Financing Strategies • Update the Zoning Ordinance or Unifed Development Code (UDC) to incorporate the Interstate 20 Corridor uses, standards and vision. 3. Communication & Marketing • Create Interstate 20 Corridor Design Guidelines that clearly 4. Developments- Developments can be separated into two sub separate guidelines from requirements. categories defined by: • Private investment • Capital improvements
75 IMPLEMENTATION ECONOMIC & FINANCING STRATEGIES A multi-tool approach is recommended in which multiple strategies, funding sources and patterns are employed in order to collectively work to achieve the desired results. A range of strategies may be appropriate within a given location and, therefore, each possible strategy should be understood and examined in order to determine where it may be most appropriately used. Regulatory actions, such as zoning updates, are only some components of what the City could do to implement the Interstate 20 Corridor vision. Financial incentives, specifically TIFs, should be utilized by the City in order to create incentives to attract desired development. In most cases, funding could include private funding, City funds, Tax Increment Reinvestment Zones funds, improvement districts, tax abatements, and state and federal grants. As a whole, the following are to be conducted: • Put in place funding mechanisms to sustain on-going financial tools (ex. TIF, PID, BID). • Review incentive packages with LEDCO. • Monitor and seek out grant and funding sources for public improvements. In order to reach its full potential, the advancement of the Interstate 20 Corridor Small Area Study will need to consider three types of economic development and incentive mechanisms:
Public-born actions to help prepare larger development landscape for private investment. Public actions simultaneous with private investment to induce the desired development form, pattern and density shown throughout the Interstate 20 Corridor Small Area Study.
Incentives to reduce the risk of project development. Development Roles Many of the recommended projects and improvements outlined in the Interstate 20 Corridor Small Area Study will require financial assistance in order to be implemented. When possible, local, state and federal funding sources should be used to leverage private sector dollars. New investment occurring in the Interstate 20 Corridor area that capitalizes on market potential will require a planning and implementation strategy reflecting a combination of efforts by various entities. The following are key financing tools, programs and potential funding sources along with summarized development roles.
City of Longview The City has the opportunity to help induce initial catalytic developments by positioning access to special funding and incentive mechanisms for the renovation and selective new infill in existing under-performing areas as identified in this plan. Further, as a land owner in the district, the City can leverage its current land assets to facilitate the implementation of key features of the Interstate 20 Corridor Small Area Study to be executed in the most efficient manner. The following are example programs other cities have explored or implemented:
76 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY COMMUNICATION & MARKETING Example Programs The City, Chamber of Commerce and LEDCO will play major leadership • Texas Chapter 380 Economic Development Grant roles in the implementation of the Interstate 20 Corridor Small Area • Tax Increment Financing Study. As such, it will be imperative for these organizations to promote, • Public Improvement District Financing coordinate and facilitate the desired results. Communicating their roles, • Sales Tax Sharing providing technical support, and marketing development opportunities • Community Development Block Grant and financial resources will all be necessary. The following are key • Municipal Management District components for communication and marketing: • Development Fee Rebates • Infrastructure Cost Participation • Prepare marketing collateral for the study area. • Low Interest Loans/Subordination »» Should contain a simple summary of the overall plan, specific • Facade Maintenance Loan Program concepts/projects, and supporting market material • Economic Development Administration (EDA) »» Should be highly graphic • Coordinate with other public agencies, property owners, and developers to ensure that future development conforms with the Longview Economic Development Corporation (LEDCO) Interstate 20 Corridor Small Area Study master plan. • Open regular communication and coordination channels with key Faced with the opportunity for new investment formats identified in the Interstate 20 Corridor Small Area Study, LEDCO should work as the City's property owners within the study area. strategic implementation body. This would involve LEDCO identifying »» Example- Set up meetings with area churches and key the specific catalytic projects and marketing these concepts to targeted stakeholders regional developers/investors in the marketplace that have shown past »» Administer technical assistance to involved parties successes in the implementation of such projects. • Research specific built projects that are noteworthy within context of the Interstate 20 Corridor Small Area Study. Resource staff should Private Development Marketplace meet with developers through informal processes to present plan and determine interest. The private development marketplace can act as the tool for the • Put formal RFQ together to larger marketplace if informal process Longview community to realize the strategic investment potential doesn’t prove effective. identified in the Interstate 20 Corridor Small Area Study. Private • Market developers who do the type of work envisioned within this developers, both for-profit and non-profit alike, can work in concert plan. with the City in the identification of key sites to deliver new and • Tell the story of Interstate 20 Corridor and continue the buzz around renovated construction in the development format described as part of the unique opportunity of Longview’s Interstate 20 Corridor within this report. In order for the Interstate 20 Corridor momentum to move the region. beyond initial catalytic efforts in a manner that may not require public/ • Assist with the relocation of existing businesses for key development private partnerships, initial catalytic projects will have to be completed sites, if necessary. in a manner that provides successful comparable projects that market • Initiate more detailed studies for transportation and infrastructure underwriting can reference. This may take the form of public land being improvements. contributed to a project, public infrastructure cost assistance or gap financing through sources of funds available to the City.
77 IMPLEMENTATION DEVELOPMENTS • Catalytic projects that bring people to the area When viewed as a whole, implementation of the entire Interstate 20 • Infrastructure improvements that would lessen the burden for Corridor Small Area Study can be difficult to understand. As such, it developers is necessary to break down the plan into another level of organization • Improvements that make development opportunities more obvious called developments. By identifying developments, the master plan recognizes that is critical to the immediate and long-term success of Priority Actions the Interstate 20 Corridor. The exact timeline of each development is difficult to determine and is subject to change since implementation In order to successfully realize the community’s vision set forth in this of an individual development is influenced by a number of factors. strategy, recommendations must be prioritized. The most important These include funding, competing priorities, political climate, and other implementation item is to develop the infill opportunities and capital unforeseen challenges. projects described. Phasing for these development opportunities will be dependent on market conditions. Implementation of developments will The recommended developments must remain flexible and will require require continuous creative partnerships, input and coordination. forethought on behalf of the City in regards to design timing, funding and partnership strategies. Once this project framework has been established, An important early step toward the implementation of the Interstate the City can focus on strategically implementing the developments. 20 Corridor Small Area Study should be the identification of achievable priority actions and catalytic projects. Simple actions such Many Interstate 20 Corridor developments can fall into two broad as development code changes and simplification of the development categories, private investment and public improvements. Development process are extremely valuable, low cost priority actions that can be of the master plan will necessitate the view of both public and private implemented in the short-term and set the stage for redevelopment and lenses. For private investment, developers will likely be looking for the reinvestment. following to occur in order to implement private development: • Whether market demand exists for new construction Once this framework is established, the City can focus on strategically • A property that can be put under control implementing catalytic projects. These are developments which include • Infrastructure that will support the project target sites that are expected to create the most vitality, investment and redevelopment in the area because of their high visibility, strategic • Community support and entitlement to allow the project to happen locations and large sizes. Additionally, the implementation of these developments would begin to address optimal land use and site For public improvements, part of the challenge with implementation opportunities as envisioned in the Interstate 20 Corridor Small Area will be to determine what are the intelligent improvements to make in Study. advance of private investment. A build-it-and-they-will-come approach is not necessarily appropriate for all capital improvement projects (CIP). In fact, only a very few standalone capital projects are recommended. It will be critical for public investment to meet the following guidelines: • Public improvements that are driven by private investment
78 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY Public Improvements • Project 2: Estes Parkway Corridor Revitalization The City should update the CIP database or rankings to align with the • Project 3: LeTourneau Campus Gateway projects in the Interstate 20 Corridor Small Area Study. CIP project • Project 4: Interstate 20 Interchange Opportunities categories include: • Project 5: Framework for Potential Development Sites • Project 1: Neighborhood Renaissance • Project 2: Estes Parkway Corridor Revitalization • Project 4: Interstate 20 Interchange Opportunities • Project 5: Framework for Potential Development Sites • Branding & District Strategy 1: City and Regional Identity • Branding & District Strategy 2: Green Street Enhancements • Branding & District Strategy 3: LeTourneau University Edge • Branding & District Strategy 4: District Thematics • Branding & District Strategy 5: Neighborhood Signature Streetscape/Neighborhood Branding Zones • Branding & District Strategy 6: Neighborhood Centers • Branding & District Strategy 7: Eastman Road Enhancements • Branding & District Strategy 8: Estes Parkway Enhancements Private Investment The following are identified as private developments most likely to be implemented in the near term based on market potential and the physical assessment of the Interstate 20 Corridor. The identification of these developments are not meant to discourage other private investment in the study area or public-private partnerships as market forces are dynamic.
79 IMPLEMENTATION REGULATORY ACTIONS
Long Short Mid Term/ # Action Item Term Term On Going
RA-1 Prepare or update the Unified Development Code (UDC) to include the small area study recommendations.
RA-2 Create a position within the Planning Department for a Neighborhood Vitality Specialist.
RA-3 Establish a Neighborhood Preservation Committee for the neighborhood south of LeTourneau University.
RA-4 Create an overlay district (or include in the UDC) that has design guidelines for new development in the Interstate 20 Corridor. Per the Comprehensive Plan item LU 4.3, incorporate design guidelines outlined within the Comprehensive Plan into the Zoning Ordinance in order to ensure that all future developments are designed to high standards. RA-5 Create an inventory of vacant structures within the study area and adjacent neighborhood. Per the Comprehensive Plan item NE 9.1, develop a comprehensive list of all vacant land and dilapidated properties. If staff is limited, citizens’ groups interested in the problem could do a survey of affected properties within their respective neighborhoods. A listing of properties could be integrated in the City’s GIS system in order to share between departments and citizens. RA-6 Create a list of regional restaurants or entertainment venues that might be potential tenants in the Intestate 20 Corridor. Per the Comprehensive Plan item NE 17.1, develop a list of fun-themed restaurants and entertainment that cater to young adults and are successful in other communities for evaluation. RA-7 Make routine code enforcement checks within the neighborhood to ensure lawns are maintained and debris is removed.
RA-8 Adopt the Interstate 20 Corridor Small Area Study by ordinance as an amendment to the Comprehensive Plan.
80 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY REGULATORY ACTIONS (CONT.)
Long Short Mid Term/ # Action Item Term Term On Going
RA-9 Develop a Neighborhood Pattern Book for residents and developers to use as a guide for improving existing homes and setting the character for new homes. Per the Comprehensive Plan item NE 15.2, pattern and idea books include standards and graphics to assist developers with infill development and new construction. Neighborhood and architectural patterns, maintenance, new construction, and landscaping are a few items addressed in residential pattern and idea books. RA- Maintain a simple, straightforward development procedure for developers that meet the intent of 10 this Small Area Study.
RA- Work with local business owners and stakeholders to advertise the existing Façade Improvement 11 Program.
RA- Establish a sense of safety within the neighborhoods and along the Estes Parkway and Eastman 12 Road corridors. Per the Comprehensive Plan item NE 12.2 and NE 12.3, promote crime and safety programs to citizens for increased community awareness and increase police presence in areas perceived to be unsafe or until perception changes.
81 IMPLEMENTATION ECONOMIC & FINANCING STRATEGIES
Long Short Mid Term/ # Action Item Term Term On Going
EFS-1 Create a Tax Increment Financing (TIF) District for the Interstate 20 Corridor. Per the Comprehensive Plan item ED 4.1, create a financing mechanism, such as a TIF to sustain the redevelopment strategy. EFS-2 Explore funding and grant opportunities for neighborhood reinvestment. Per the Comprehensive Plan item NE 9.3, identify funding sources that could be used for smaller demolition projects. Smaller demolition projects may be necessary for dilapidated houses to assist and encourage property owners to invest in infill revitalization. EFS-3 Pursue grants, TxDOT funding and other financing mechanisms for roadway aesthetic enhancements and improvements. The Comprehensive Plan items T 1.6, T 2.3, T 3.3, T 7.4 and T 7.5 all address funding opportunities for roadways. EFS-4 Coordinate and participate in funding for interchange improvements at Interstate 20 and Estes Parkway and Eastman Road.
EFS-5 To help improve the façades of the buildings along Estes Parkway and Eastman Road, funding should be designated. Per the Comprehensive Plan item ED 2.1, allocate funding to façade enhancements. EFS-6 Reserve funding for the development of a community park in the floodplain. The Comprehensive Plan items P 4.2, P 4.3, P 4.4 and P 4.5 all address funding opportunities for new parks.
82 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY COMMUNICATION & MARKETING
Long Short Mid Term/ # Action Item Term Term On Going
CM-1 Create incentive strategies and marketing materials targeted at developing the Interstate 20 Corridor as a dynamic area with residential, higher education and commercial opportunities.
CM-2 Coordinate with LEDCO, the Chamber of Commerce, other public agencies, property owners and developers to ensure future development conforms with the Interstate 20 Corridor Small Area Study. CM-3 Market to residential developers who do the type of work envisioned within this plan. Per the Comprehensive Plan item NE 18.2, hold a developer forum to promote and educate investors of potential opportunities and benefits through the South Longview Incentive Program (SLIP). CM-4 Recruit specific types of users, such as a civic/entertainment venue, restaurants, hotel, and retail operations. Per the Comprehensive Plan item NE 17.2, create a partnership between the City of Longview, LEDCO, and private developers for the sole purpose of attracting and developing unique restaurants and entertainment. Per item F 3.1, study the feasibility of additional convention or event space, such as a multi-purpose event center, hotel conference center, or other entertainment and meeting venues. Identify partnerships and collaborate on the funding sources. Identify potential events that may be attracted to a new events center. CM-5 Continue to generate interest around new development in the Interstate 20 Corridor through various media outlets.
CM-6 Assist with the relocation of existing businesses for key development sites if necessary.
83 IMPLEMENTATION DEVELOPMENTS
Long Short Mid Term/ # Action Item Term Term On Going
D-1 Create budget estimates for priority public projects.
D-2 Update the CIP database with infrastructure, pedestrian circulation, parks and neighborhood centers recommendations. Per the Comprehensive Plan item T 1.4, maintain a proactive capital improvements program (CIP) process to provide regular project scheduling and funding to ensure substantial completion. D-3 Repair existing neighborhood roads and acquire land to create the right-of-way for new neighborhood roads. Per the Comprehensive Plan item T 7.3, maintain implementation priorities for all street improvements through a capital improvements planning process. D-4 Create a central green space/open space that utilizes the land within the floodplain for the neighborhoods.
D-5 Enhance the streetscape along Estes Road with sidewalks, street trees, banners and lighting. Per the Comprehensive Plan item T 8.1, develop streetscape/urban design standards to enhance the City’s visual/aesthetic appeal (e.g. design guidelines for consistent streetscape, landscaping, signage, entryway treatments, etc.) of roadways/specific corridors within the City. D-6 Encourage existing land owners along Estes Parkway and Eastman Road to integrate landscaping and screened parking in front of their businesses. Per the Comprehensive Plan items NE 14.2 and NE 14.3, develop a recognition/reward program to encourage business owners to enhance their properties through landscaping and other design aesthetics and provide and coordinate programs to prevent the deterioration of buildings, landscape, and parking areas. D-7 Work with Longview Transit to provide bus shelters along Estes Parkway and Eastman Road that adequately protect pedestrians from the elements. Per the Comprehensive Plan item T 4.5, work with Longview Transit to provide needed enhancements to the public transportation system of bus routes, bus stops, and sidewalk access to and from the stops.
84 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY DEVELOPMENTS (CONT.)
Long Short Mid Term/ # Action Item Term Term On Going
D-8 Partner with LeTourneau University to identify a developer that will construct a walkable mixed-use project that serves the university and the surrounding neighborhoods. Per the Comprehensive Plan items T 6.2 and LU 1.3, promote land strategies that foster the creation of walkable pedestrian friendly places and encourage neighborhood retail nodes to develop at key intersections in order to serve the needs of adjacent neighborhood areas within an approximate one-mile radius. D-9 Work with TxDOT to ensure the Estes Parkway Bridge reconstruction is coordinated with efforts to redesign the interchange from a clover leaf to an X configuration to create more land for development. Per the Comprehensive Plan item T 1.7, coordinate with TxDOT on improvements to the state highway system. As appropriate, consider land use, economic benefit and community implications to planning initiatives. Per item T 1.9, leverage transportation investments to enhance land use and economic benefit decisions within the City or strategic corridors. For example, implement frontage roads where possible along both sides of Interstate 20 to enhance land use/ economic benefits to the City. D-10 Prepare an interstate access justification report. Adding access can adversely impact the safety and operations of limited access highways, thus an interstate access justification report is a necessary step to justify access point revisions on existing highways in Texas. D-11 Implement Complete Streets principles on Green Street. Per the Comprehensive Plan item T 4.3, implement road diets on under-utilized minor arterial roads and collector streets to install bike lanes and sidewalks. Per item T 5.1, install bike lanes and sidewalks on Green Street by reducing the travel lanes to one through lane in each direction with turn lanes at key intersections, providing a direct bicycle facility connection between LeTourneau University and Downtown while serving a residential area with significant non-motorized access needs. Per item T 5.3, introduce and implement Complete Streets concepts to key corridors within the City. D-12 Land bank properties for commercial and retail use along and south of Interstate 20. Per the Comprehensive Plan item ED 1.1, continue the acquisition strategy of underutilized/distressed properties for reuse.
85 IMPLEMENTATION DEVELOPMENTS (CONT.)
Long Short Mid Term/ # Action Item Term Term On Going
D-13 Design, build and maintain regional identity elements along Interstate 20 at Eastman Road and Estes Parkway in conjunction with Interstate 20 expansion and/or Estes Parkway bridge improvements. Per the Comprehensive Plan item LU 5.7, establish an Entry and Corridor Maintenance Plan to ensure high quality visual aesthetics of major entry points and key corridors. D-14 Ensure adequate infrastructure for future commercial and retail properties along and south of Interstate 20 in conjunction with private development. Per the Comprehensive Plan item LU 1.6, preserve land along Longview’s Interstate for retail and limited commercial land uses, as designated on the Future Land Use Plan map. Per item LU 3.2, promote the location of regional retail land uses, those which generally draw from a service area greater than five miles, along Interstate 20 where existing transportation and infrastructure supports them. D-15 Design and bid streetscape improvements along Mobberly Avenue at the gateway to LeTourneau University. Per the Comprehensive Plan item T 8.1, develop streetscape/design guideline standards to enhance the visual/aesthetic appeal of roadways/specific corridors within the City, including Mobberly Avenue. Per item T 4.4, create an enhanced pedestrian environment along key entry roadways and those with adjacent residential development to encourage walking to local retail and service destinations, especially along Mobberly Avenue from Estes Parkway to E. Marshall. D-16 Develop district thematics at the intersection of Estes Parkway and Mobberly Avenue. Intersection enhancements may be necessary for aesthetics and traffic flow. Per the Comprehensive Plan item T 8.3, consider alternative traffic intersection designs, such as bulb-outs, chicanes, mid-block treatments and traffic circles or roundabouts for enhancing street aesthetics, as well as providing for targeted operational improvements. D-17 Create neighborhood centers within each neighborhood that are strategically located at or near the center in conjunction with the neighborhood renaissance program and private investment. Per the Comprehensive Plan item T 10.1, develop pedestrian-friendly access to key community resources and areas. Employ traffic calming techniques, as necessary, to moderate speeds and traffic volumes, particularly on residential streets.
86 LONGVIEW: INTERSTATE 20 CORRIDOR SMALL AREA STUDY DEVELOPMENTS (CONT.)
Long Short Mid Term/ # Action Item Term Term On Going
D-18 Design and bid neighborhood signature streetscapes and branding zones in conjunction with the neighborhood renaissance program and private investment. Per the Comprehensive Plan item T 8.4, encourage public/private participation and cooperation in beautification efforts. Explore utilizing assistance that may be available from private/volunteer groups to perform urban design related projects and help maintain enhanced public areas (e.g. street median, small landscaped areas, intersection corner, etc.). D-19 Design and bid streetscape improvements along Eastman Road. Per the Comprehensive Plan item T 2.2, identify ideal locations and implement sidewalks along key local streets and collector streets leading from neighborhoods to all parks and trails within a one-half mile walking radius. Per item T 4.2, enhance the safety of pedestrian crossing of major thoroughfares and other high traffic volume streets by providing accessible pedestrian signals at no less than one-quarter mile spacing within the developed areas of the City.
87 IMPLEMENTATION
THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST AppendixIH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR
Legend
± Study Area Boundary (844 Acres) 0 410 820 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Building Masses 0 400 800 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Pavement Areas (301 Acres) 0 395 790 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Parking Lots (53 Acres) 0 400 800 Feet KODAK BL HUNTSMAN WA T THIRTEENTH ST
HIRTEENTH ST
TWELFTH ST PAMST PAMST TWELFTH ST NEAL ST
BATES ST NEAL ST BATES ST MOSS DR
SOCIETYDR WELLER DR SOCIETYDR WELLER DR
GARRETT ST GARRETT ST
KIM ST KIM KIM ST KIM BIG OAK BL BIG OAK BL
WYLIE ST
WYLIE ST
S HIGH ST WYLIE CI S HIGH ST WYLIE CI
MOBBERLY AV
MOBBERLY AV ARMOND DR ARMOND ARMOND DR ARMOND SAPPHIRE ST SAPPHIRE ST
LEDCO DR LEDCO DR MILLIE ST BOSTIC DR MILLIE ST RAYBURN DR BOSTIC DR RAYBURN DR
BOBBY ST
BOBBY ST LORIN DR LORIN DR NEIMAN MARCUS PKWY NEIMAN MARCUS PKWY
MACARTHUR ST
MACARTHUR ST
EDWIN ST LORIN DR EDWIN ST LORIN DR S EASTMAN RD EASTMAN S LAMBERT LN RD EASTMAN S LAMBERT LN
VESTA ST ST MELBA
VESTA ST ST MELBA LILLY ST LILLY NIMITZ ST ST LILLY NIMITZ ST IVORY LN IVORY LN S GREEN ST S GREEN ST MAGNOLIA ST MAGNOLIA ST MARGO ST MARGO ST
BRADLEY ST
BRADLEY ST
WARREN ST WARREN ST SUE ST SUE
SUE ST SUE RIDGECREST DR RIDGECREST DR
EUGENE ST EUGENE EUGENE ST EUGENE
BERTHA AV BERTHA AV PITTMAN ST WINGATE LN PITTMAN ST WINGATE LN JOHNSON ST JOHNSON ST SWANCY ST SWANCY ST HUBBARD DR HUBBARD DR
EVA CI
EVA CI SIGNAL HILL DR SIGNAL HILL DR CRAIG ST CRAIG ST W LOOP 281 W LOOP 281 S ACCESS RD S ACCESS RD W PERRYST
W PERRYST
BISHOP BISHOP ST
BISHOP BISHOP ST
MLK BL MLK MLK BL MLK ESTES PKWY ETHEL ST ESTES PKWY ETHEL ST
BRONCO ST BRONCO ST ELDERVILLE RD ELDERVILLE RD N ACCESS RD
BEASLEY ST BEASLEY ST LUCY DR LUCY DR ROLLINS ST ROLLINS ST IH 20 IH 20
ELDERVILLE RD ELDERVILLE RD RYDER DR RYDER DR
LETOURNEAU DR LETOURNEAU DR
GARLAND RD
GARLAND RD
ESTES DR Legend ESTES DR Legend ± Study Area Boundary ± Study Area Boundary Parking Lots (53 Acres) Transit_Routes 0 400 800 Feet KODAK BL 0 400 800 Feet KODAK BL HUNTSMAN WA HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR
W LOOP 281 S ACCESS RD
1 W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST
MORRISON ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR Site # Historic Building or Site
LETOURNEAU DR 1 Brown-Birdsong House
GARLAND RD
Legend Study Area Boundary Easements # Historic Buildings and Markers Historic Structures ESTES DR ! Manhole È) Oil/Gas Well A! Fire Hydrant " Tank Battery
XY ± SewerMain XY XY XY XY Crude Oil WaterMain X Y X Y X Y X Y X Y Natural Gas 0 400 800 Feet KODAK BL HUNTSMAN WA T THIRTEENTH ST
HIRTEENTH ST
TWELFTH ST PAMST PAMST TWELFTH ST NEAL ST
BATES ST NEAL ST BATES ST MOSS DR
SOCIETYDR WELLER DR SOCIETYDR WELLER DR
GARRETT ST GARRETT ST
KIM ST KIM KIM ST KIM BIG OAK BL BIG OAK BL
WYLIE ST
WYLIE ST
S HIGH ST WYLIE CI S HIGH ST WYLIE CI
MOBBERLY AV
MOBBERLY AV ARMOND DR ARMOND ARMOND DR ARMOND SAPPHIRE ST SAPPHIRE ST
LEDCO DR LEDCO DR MILLIE ST BOSTIC DR MILLIE ST RAYBURN DR BOSTIC DR RAYBURN DR
BOBBY ST
BOBBY ST LORIN DR LORIN DR NEIMAN MARCUS PKWY NEIMAN MARCUS PKWY
MACARTHUR ST
MACARTHUR ST
EDWIN ST LORIN DR EDWIN ST LORIN DR S EASTMAN RD EASTMAN S LAMBERT LN RD EASTMAN S LAMBERT LN
VESTA ST ST MELBA
VESTA ST ST MELBA LILLY ST LILLY NIMITZ ST ST LILLY NIMITZ ST IVORY LN IVORY LN S GREEN ST S GREEN ST MAGNOLIA ST MAGNOLIA ST MARGO ST MARGO ST
BRADLEY ST
BRADLEY ST
WARREN ST WARREN ST SUE ST SUE
SUE ST SUE RIDGECREST DR RIDGECREST DR
EUGENE ST EUGENE EUGENE ST EUGENE
BERTHA AV BERTHA AV PITTMAN ST WINGATE LN PITTMAN ST WINGATE LN JOHNSON ST JOHNSON ST SWANCY ST SWANCY ST HUBBARD DR HUBBARD DR
EVA CI
EVA CI SIGNAL HILL DR SIGNAL HILL DR CRAIG ST W LOOP 281 W LOOP 281 S ACCESS RD S ACCESS RD W PERRYST
1 W PERRYST
BISHOP BISHOP ST
BISHOP BISHOP ST
MLK BL MLK MLK BL MLK ESTES PKWY ETHEL ST ESTES PKWY ETHEL ST
BRONCO ST
BRONCO ST
MORRISON ST ELDERVILLE RD ELDERVILLE RD N ACCESS RD
BEASLEY ST BEASLEY ST LUCY DR LUCY DR ROLLINS ST ROLLINS ST IH 20 IH 20
ELDERVILLE RD ELDERVILLE RD RYDER DR RYDER DR Site # Historic Building or Site
LETOURNEAU DR LETOURNEAU DR 1 Brown-Birdsong House
GARLAND RD
GARLAND RD
Property Value Legend No Data Study Area Boundary Easements Under $5 per sf # Historic Buildings and Markers Historic Structures ESTES DR ESTES DR $5 - $10 per sf ! Manhole È) Oil/Gas Well $10 - $25 per sf ! A Fire Hydrant " Tank Battery $25 - $50 per sf
XY ± SewerMain XY XY XY XY Crude Oil ± Over $50 per sf WaterMain X Y X Y X Y X Y X Y Natural Gas Study Area Boundary 0 400 800 Feet KODAK BL 0 400 800 Feet KODAK BL HUNTSMAN WA HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETYDR GARRETT ST
KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD
BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Legend
ESTES DR Study Area Boundary Government
Single Family Post Office
Duplex School ± Multi-Family Church Commercial 0 400 800 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST
PAMST
TWELFTH ST Y MOSS BATESDR ST NEAL ST
SOCIETYDR
WELLER DR T AGNESS IE
GARRETT ST DUNBAR DR E R
I CO ST CI
KIM ST KIM DON DR WYLIE D
MALE ST C
BIG OAK BL SAPPHIRE ST DR R
WYL O LED D
WYLIE ST
C D R S F S HIGH ST T I IM A N M L WYLIE CI O S MILLIE ST N E A I B RAYBURN DR R L O B F C U I MOBBERLY AV A S
S LORIN T P
ARMOND DR ARMOND K G
B W
T E
SAPPHIRE ST T DR Y S B
R L E LEDCO DR
T S E D W IN S Y B
A E G L A N MILLIE ST C R M RUTH M T BOSTIC DR RAYBURN DR B E BOBBY ST VICKERS CT R H E ST T L N T
LORIN DR E S R NEIMAN MARCUS PKWY N
VESTA ST T E HOWARD ST
MACARTHUR ST THIRTEENTHST
BLOUNT ST EDWIN ST T FOURTEENTH ST LORIN DR N IM IT Z S A S T B S OL I IVORY LN T A G N O M LILLY ST
S EASTMAN RD EASTMAN S D LAMBERT LN R MARGO ST S Y
E S HIGH ST RD EASTMAN S
T
E L
VESTA ST ST MELBA
L L NIMITZ ST ST LILLY IVORY LN D S GREEN ST ARNOLD ST WARREN ST C A D R MAGNOLIA ST T C R E S T A
MARGO ST E BL MLK EUGENEST D G L R I S MACARTHUR R L
B A
MELBA ST MELBA H A
BRADLEY ST
ST N
WARREN ST B E R T H A SUE ST SUE R RIDGECREST DR A T E L N D W ING Y
EUGENE ST EUGENE A V
R
PITTMAN ST T R S T N
SWANCY ST S D E R D R J O H N S O N
BERTHA AV A P B B WINGATE LN PITTMAN ST H U S IRA
IG CRAIG ST LN CARRIE E D T R
81 C JOHNSON ST 2 H V W LOOP S S SWANCY ST N T DR S
I E IL A HUBBARD DR A P S C D N C L L E EVA CI R A
O S O W SIGNAL HILL DR S R E S ETHEL ST
T
I C
CRAIG ST L R R D R
W LOOP 281 N
Y
S ACCESS RD BISHOP ST
W PERRYST E D R
R O
BISHOP BISHOP ST OV MLK BL MLK I L R D M BEASLEY C Y D R L ST B R L U ESTES PKWY U ST ETHEL ST GILMOUR TER E S SS
A E R IN C BRONCO ST L C E D L N A ELDERVILLE RD O N R E
N ACCESS RD R L BEASLEY ST D LUCY DR U ROLLINS ST D E R O IH 20 R T N V E A I L L RYDER DR M L T E L ESTES PKWY S R B A D ELDERVILLE RD K E L RYDER DR S INTERSTATE 20 M
LETOURNEAU DR
GARLAND RD CUMMINGS ST Date Built (Decade) 1930 1980 W O O D E
D RD GARLAND W 1940 1990
A ESTES DR 1950 2000 This product is for informational purposes only and may not Legend have been prepared for or be suitable for legal, engineering, or 1960 2010 ESTES DR Study Area Boundary Government surveying purposes. It does not represent an on-the-ground I-20 Small Area Single Family Post Office survey and represents only the approximate relative location of 1970 property boundaries. KODAK BL Plan Boundary Duplex School HUNTSMAN WA ± Multi-Family Church Commercial 0 400 800 Feet KODAK BL HUNTSMAN WA Approximate Date of Construction 0 1,000 2,000 Interstate 20 Small Area Plan Feet ± THIRTEENTH ST
TWELFTH ST GLASKE DR WELLS ST
EWING ST HARRIS DR NIXSON DR NEAL ST
SOCIETYDR
WELLER DR DR MOSS BATES ST
VIRGINIA ST ST PAM ROBERT WILSON RD
S HIGH ST ST KIM BIG OAK BL
DUNBARDR MOBBERLY AV HOMER AV
WYLIE CI
ARMOND DR SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR ST WYLIE
BOBBY ST LORIN DR
MACARTHUR ST NEIMAN MARCUS PKWY
EDWIN ST LORIN DR RD EASTMAN S
LAMBERT LN LILLY ST LILLY VESTA ST NIMITZ ST ST MELBA S GREEN ST IVORY LN MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST JOHNSON ST HUBBARD DR SWANCY ST
EVA CI SIGNAL HILL DR CRAIG ST
W LOOP 281 W PERRYST
Rollins Park S ACCESS RD MLK BL MLK ESTES PKWY BISHOP ST
BRONCO ST ETHEL ST
ELDERVILLE RD
BEASLEY ST LUCY DR ROLLINS ST IH 20
Cherokee Water
ELDERVILLE RD Treatment Plant RYDER DR
LETOURNEAU DR
GARLAND RD
Legend
Study Area Boundary
City Land Holdings ESTES DR Business Parks
Churches
Parks ± KODAK BL HUNTSMAN WA Schools 0 435 870 Feet T
HIRTEENTH ST PAMST TWELFTH ST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETYDR Longview Neiman GARRETT ST
KIM ST KIM Business Marcus Post BIG OAK BL Joy WYLIE ST Park National Office WYLIE CI
Global Service ARMOND DR ARMOND Longview SAPPHIRE ST Center Operations BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST HUBBARD DR SWANCY ST
EVA CI Rollins SIGNAL HILL DR CRAIG ST W LOOP 281 Park S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Eastman Chemical Company
ESTES DR Wal-Mart Supercenter Legend ± Study Area Boundary
0 395 790 Feet KODAK BL HUNTSMAN WA ) Activity Generators 1/4 Mile Buffer THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR
Legend ± Study Area Boundary Existing Strongest Identity 0 390 780 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST THIRTEENTH ST
PAMST PAMST TWELFTH ST NEAL ST TWELFTH ST NEAL ST
BATES ST BATES ST
SOCIETYDR WELLER DR WELLER DR SOCIETYDR
GARRETT ST GARRETT ST
KIM ST KIM KIM ST KIM BIG OAK BL BIG OAK BL
WYLIE ST WYLIE ST S HIGH ST WYLIE CI S HIGH ST WYLIE CI
MOBBERLY AV MOBBERLY AV ARMOND DR ARMOND SAPPHIRE ST DR ARMOND SAPPHIRE ST
LEDCO DR LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST BOBBY ST
LORIN DR NEIMAN MARCUS PKWY LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST MACARTHUR ST
EDWIN ST LORIN DR EDWIN ST LORIN DR S EASTMAN RD EASTMAN S
LAMBERT LN RD EASTMAN S LAMBERT LN
VESTA ST ST MELBA
VESTA ST ST MELBA LILLY ST LILLY NIMITZ ST NIMITZ ST ST LILLY IVORY LN IVORY LN S GREEN ST S GREEN ST MAGNOLIA ST MARGO ST MAGNOLIA ST MARGO ST
BRADLEY ST
BRADLEY ST
WARREN ST WARREN ST SUE ST SUE
RIDGECREST DR ST SUE RIDGECREST DR
EUGENE ST EUGENE EUGENE ST EUGENE
BERTHA AV BERTHA AV WINGATE LN PITTMAN ST WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST JOHNSON ST SWANCY ST HUBBARD DR HUBBARD DR
EVA CI EVA CI SIGNAL HILL DR SIGNAL HILL DR CRAIG ST CRAIG ST W LOOP 281 S ACCESS RD W LOOP 281 W PERRYST S ACCESS RD
W PERRYST BISHOP BISHOP ST
BISHOP BISHOP ST ROLLINS PARK
MLK BL MLK MLK BL MLK ESTES PKWY ETHEL ST ESTES PKWY ETHEL ST
BRONCO ST BRONCO ST ELDERVILLE RD ELDERVILLE RD N ACCESS RD N ACCESS RD BEASLEY ST LUCY DR BEASLEY ST LUCY DR ROLLINS ST ROLLINS ST IH 20 IH 20
ELDERVILLE RD ELDERVILLE RD RYDER DR RYDER DR
LETOURNEAU DR LETOURNEAU DR
GARLAND RD GARLAND RD
Legend Study Area Boundary
ESTES DR ESTES DR Flood Plain (116 Acres) Floodway Legend Existing Parks ± Study Area Boundary ± Existing Strongest Identity Existing Vegetation 0 390 780 Feet KODAK BL 0 400 800 Feet KODAK BL HUNTSMAN WA HUNTSMAN WA THIRTEENTH ST
TWELFTH ST PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
ESTES DR Legend ± Study Area Boundary Vacant Land (351 Acres) 0 395 790 Feet KODAK BL HUNTSMAN WA T
HIRTEENTH ST
TWELFTH ST PAMST
MOSS BATESDR ST NEAL ST WELLER DR SOCIETYDR GARRETT ST
KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S
VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD
BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Legend
ESTES DR Study Area Boundary 1 Property Owner ± 2 -3 Property Owners More than 3 Property Owners 0 400 800 Feet KODAK BL HUNTSMAN WA THIRTEENTH ST
PAMST TWELFTH ST NEAL ST
BATES ST WELLER DR SOCIETYDR
GARRETT ST KIM ST KIM BIG OAK BL
WYLIE ST
S HIGH ST WYLIE CI
MOBBERLY AV
ARMOND DR ARMOND SAPPHIRE ST
LEDCO DR BOSTIC DR MILLIE ST RAYBURN DR
BOBBY ST
LORIN DR NEIMAN MARCUS PKWY
MACARTHUR ST EDWIN ST LORIN DR
LAMBERT LN RD EASTMAN S VESTA ST ST MELBA
NIMITZ ST ST LILLY IVORY LN S GREEN ST MAGNOLIA ST MARGO ST
BRADLEY ST WARREN ST
SUE ST SUE RIDGECREST DR EUGENE ST EUGENE
BERTHA AV WINGATE LN PITTMAN ST
JOHNSON ST SWANCY ST HUBBARD DR
EVA CI SIGNAL HILL DR CRAIG ST W LOOP 281 S ACCESS RD
W PERRYST
BISHOP BISHOP ST MLK BL MLK ESTES PKWY ETHEL ST
BRONCO ST ELDERVILLE RD N ACCESS RD BEASLEY ST LUCY DR ROLLINS ST IH 20
ELDERVILLE RD RYDER DR
LETOURNEAU DR
GARLAND RD
Legend Study Area Boundary Building Masses ESTES DR Strongest Existing Identity Reinvestment / Redevelopment Infill ± Unlikely To Redevelop In Near Future Vacant Infill 0 400 800 Feet KODAK BL HUNTSMAN WA
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