Loading...
HomeMy WebLinkAboutCPPC 08-08-94 Meeting AgendaCOUNT' of FREDERICK Department of Planning and Development 703 / 665-5651 Fax 703 / 678-0682 MEMORANDUM TO: Comprehensive Plans and Programs Committee FROM: Kris C. Tierney, Deputy Planning DirecT�� RE: Meeting Date and Agenda DATE: August 3, 1994 There will be a meeting of the Comprehensive Plans and Programs Committee on August 8, 1994 at 7:30 pm in the Conference Room of the Old County Court House. Please let me know if you are unable to attend. AGENDA 1) Review and discussion of revised draft report on Corridor Planning effort. A copy of the report is attached for Committee members to review. There are still some missing pieces, most notably, diagrams of an idealized intersection and of the envisioned Route 11 corridor. We will make an attempt to have something ready for display and discussion at the meeting. 2) Discussion of proposed meeting dates and formats. It has been suggested that the Corridor Plan public meetings warrant meetings devoted solely to this topic, rather than combining them with the multi -agency meetings we have held in recent years. One option would be to have Comprehensive Plan update meetings that focused primarily -on the Corridor Plans, and not hold the multi -agency meetings. Another option would be to have the multi -agency meetings in October. Or, we can do as originally planned, and combine the two items into one set of meetings. 3) Other. 9 North Loudoun Street P.O. Box 601 Winchester, VA 22601 Winchester, VA 22604 DRAFT TEXT ADDITION TO COMPREHENSIVE PLAN CORRIDOR STUDY AREAS 8/1/94 Business Corridors Background Information Frederick County's annual work program which is adopted at the beginning of each calendar year, establishes priorities for the planning tasks to be undertaken during the upcoming year. The priorities which are established are based in large part on the policies established by the Comprehensive Plan. One of the projects begun in the 1993 calendar year and continuing into 1994 was the development of land use plans for the County's commercial and business corridors. The task of developing these plans was assigned to the County's Comprehensive Plans and Programs Committee. This Committee is made up of representatives from the Planning Commission in addition to citizen representatives from each of the County's Magisterial Districts. The Committee met monthly throughout the first part of 1993 to review and evaluate existing information and formulate an approach for the study. Public meetings were then held in the summer of 1993 to gain citizen input on issues that needed to be addressed in the studies. The Committee set out to develop corridor plans for three of the County's more prominent business corridors. The three corridors chosen to be studied were Route 7 from the interchange with Interstate 81, east to Route 660, Route 50, from the 81 interchange, east to the eastern edge of Westview Business Park, and Route 11, from the Route 37 interchange, south to Stephens City. Boundaries for the Corridor Study areas were established and refined following lengthy discussions among planning staff and Committee members. The study area limits are intended to delineate the extent of the commercial portion of the corridors. The boundaries were adjusted during the study process as a result of various factors. It is possible that additional adjustments to the boundaries could be made in the future in response to various influences. While there are other corridors within the County which warrant study, these three were felt to be in the most immediate need for attention. In the case of Routes 7 and 50, recent new development, in addition to the commercial development which has been in existence for some time, make these two corridors of high priority. In the case of Route 11, recent efforts to coordinate planning efforts between Frederick County and Stephens City (as a result of a request from Stephens City to participate in the planning for the Route 11 corridor) made this a logical choice for study at this time. Although the goals and policies established through this effort were developed as a result of a focused evaluation of the three corridors listed, including careful consideration of the characteristics of the particular areas and the stated desires of their residents, many of the same principles can, and should, be applied to other business corridors. Frederick County Comprehensive Plan Page 1 January, 1995 Business Corridors Intent and Process The intent of each corridor study was to evaluate the existing conditions within the delineated study areas in order to develop land use plans that would result in business corridors that are efficient, functional and attractive. In some instances this meant attempting to maintain desirable features of the corridors, while in others it meant trying to improve upon features which tend to detract from the appearance and overall function of the corridors. This process consisted of an examination of existing land use, zoning, site development, traffic flow, building types, and natural features, within each corridor, along with a review of current trends and public meetings to solicit input on the issues and concerns which exist in each of the areas. Once the existing conditions and desires of the area residents and business owners had been assessed, the next step was to formulate a proposed future land use plan for each of the three corridors. These land use plans are intended to be "blueprints" for the corridors in terms of general categories of use and interconnections between uses. The plans address transportation efficiency in terms of the need for improvements to existing roads, new connections between existing roads, as well as the location and spacing of entrances onto collector roads and the required traffic controls. Location and availability of sewer and water has been examined. Environmental features have been mapped and considered in planning for the areas. Historical sites have been documented and efforts to avoid, and or protect, these sites are a part of the plans. Consideration has been given to appearance of the corridors in terms of landscaping, setbacks, buffering, signage, and architecture. The proposed land uses shown in the plans intentionally avoid using actual zoning district designations, rather, they refer to broad categories of uses that are felt to be appropriate for the designated areas. There has been no attempt made to forecast a time frame for the development of the corridors. It is anticipated that at some point in the future rezoning proposals would be submitted for the areas indicated. By designating a general use category we hope to steer those interested in particular types of development into areas that are seen as appropriate, rather than receiving proposals for uses that are outside the realm of what has been determined to be acceptable. This should make it easier for those looking for particular features or locations to find areas for their intended use, while at the same time, reflecting the desires and policies of the County. It is hoped that these plans will result in the development of efficient, well planned areas. The road networks which are planned are expected to be capable of handling traffic generated internally, as well as through trips, for the foreseeable future. Through a combination of landscaping, setbacks, design standards, and sign controls, the corridors themselves should also have a pleasing appearance. This document contains general policy statements and examples of idealized designs. Detailed regulations and standards should be developed to follow up on these concepts. Frederick County Comprehensive Plan Page 2 January, 1995 Business Corridors Basic Corridor Pian Concepts Perhaps the most fundamental concept depicted in each of the Corridor Plans are the proposed future land uses. For the most part, the future land use delineations consist of additional areas of business, office and industrial use. Planned connector roads which, serve the properties identified as likely sites for future development, are seen as an essential element to the overall success of the plans. At the same time the plans attempt to direct future growth, they also set limits on the expansion of commercial growth along the corridors through the designation of the corridor boundaries. One of the primary objectives of the corridor plans is to insure that the commercial development that does take place within the corridor is of a standard that reflects favorably on the area. The Plans indicate traffic controls at key existing, and proposed future, intersections. These intersections and corresponding traffic controls, turn lanes etc. would be funded through means such as proffers or pro -rated assessments to the development(s) which generate the need for such improvements. Add information/policy on Stormwater management INSERT INDEALIZED INTERCHANGE DIAGRAM Frederick County Comprehensive Plan Page 3 January, 1995 Business Corridors CORRIDOR PLANNING ISSUES TO BE ADDRESSED WHEN ESTABLISI-IING NEW INTERSECTIONS OR ENTRANCES TRAFFIC PATTERNS - Frederick County needs to work with VDOT to insure that adequate traffic modeling studies are conducted and patterns are analyzed to insure that new intersections and entrances area adequately designed and constructed. SPACING REQUIREMENTS - Intersections and commercial entrances need to meet spacing requirements as specified in the County Subdivision Ordinance. Current requirements need to be examined to insure that adequate distances are provided when new entrances are established. Shared entrances should be encourage or in certain instances, required. SIGNALIZATION - Frederick County needs to work with VDOT and developers to insure that when signalization is needed, cost sharing mechanisms and agreements are in place to accommodate timely installation. TURN LANES - Standards need to be revised to insure that turn lanes allow for sufficient stacking of vehicles, and that adequate sinage and pavement marking is provided. RAISED MEDIANS - Raised medians should be required at all intersections along business corridors. LIGHTING - Streetlights should be required at all intersections and entrances to enhance visibility and promote safety. Lighting types should be designed to enhance the overall appearance of the corridor. ALIGNMENT - Wherever possible, intersections should align at right angles, without offsets, on opposite sides of the corridor and should conform to the corridor plans, Eastern Road Plan and Winchester Area Transportation Plan. BICYCLE LANES - Provisions should be made for bike lanes within the right-of-way at intersections. Appropriate signalization, signage and pavement marking should be included in design to minimize potential conflicts. Locations of bike lanes should conform to the recommendations of the Bicycle Plan for the City of Winchester and Frederick Count Frederick County Comprehensive Plan Page 4 January, 1995 Route 50 Corridor Study Area Description Business Corridors The area of the Route 50 corridor which is included in the land use plan consists of nearly 3,000 acres. The corridor extends from the 81 interchange to the eastern edge of the Westview Business Centre, a distance of 3.6 miles. The corridor study area also extends south to encompass the Winchester Regional Airport, the Airport Business Park, and surrounding uses. The largest single zoning category within the study area remains Rural Area (RA) zoning with approximately 1,300 acres. RA zoning permits general agricultural uses and low density residential development (one unit per five acres). The bulk of the remaining acreage (roughly 1,000 acres) is presently zoned for retail office and or industrial uses. Residential Performance (RP) zoning accounts for roughly 550 acres. RP zoning allows for residential development at a maximum density of up to ten units per acre, with an average overall density of four units per acre. Of the corridors which have had land use plans developed, the Route 50 corridor is the largest and has the greatest potential for additional commercial growth. Its proximity to the Winchester Regional Airport, in addition to Interstate 81, make it a highly desirable location for many commercial uses. Of the nearly 3,000 acres in the corridor study area, roughly -- acres are vacant. Of this vacant acreage, acres are already zoned for commercial or industrial use. For this reason, the transportation network within and around the corridor area will be of great importance. Frederick County Comprehensive Plan Page 5 Januarv, 1995 Business Corridors Another important element of this corridor plan will be a coordinated effort at stormwater management. The corridor contains a total of 131 acres of flood plain. The land along Sulphur Spring has experienced numerous flooding problems over the years. The County will need to insure that any future development within the study area is done in a manner that will help to alleviate this problem, not exacerbate it. In addition to floodplain, there is also 444 acres of land with slopes in excess of fifteen percent and historic sites have been identified. These areas need to be avoided and protected when surrounding land is developed According to the Virginia Department of Transportation's Average Daily Traffic Volumes on Interstate, Arterial, and Primary Routes, approximately 31,000 vehicles traveled daily on the segment of Route 50 between Route 522 and Clark County's corporate line in 1992. Based upon the Winchester Area Transportation Study (WATS), the majority of annual traffic traveling between this segment is concentrated between Routes 522 and 796 (Purdue Drive located just east of Delco Plaza Shopping Center.) Within the study area, traffic is heaviest during the P.M. hours. The highest P.M. peak count occurred between Routes 522 and 655. During this time, 1,406 vehicles traveled within this segment in 1989. Projections based upon the WATS indicate that by 2015, traffic within this segment will increase during P.M. peak hours by 42%. Traffic on Route 50 is also heavy between Routes 655 and 728. In 1989, the P.M_ peak count for this segment was 1,180. Traffic within this segment is expected to increase, especially as more development occurs off of Airport Road. Approximately 1,500 vehicles travel on Airport Road between Routes 522 and 728 per day. In 1989, 87 vehicles was the P.M. peak count. By 2015, the amount of traffic is projected to increase 500%. Frederick County Comprehensive Plan Page 6 January, 1995 Business Corridors INSERT ROUTE 50 ZONING MAP Frederick County Comprehensive Plan Page 7 January, 1995 Business Corridors Land use Plan The Route 50 Corridor plan shows two areas of business/office and industriaUoffice use adjacent to the Airport. One is a large area south of Route 50, the other is a smaller area east of Route 522 and north of Route 645 (Airport Road). Both areas would be expected to benefit from their proximity to the airport as well as easy access to Route 81. An area designated for office/industrial use is shown on the south side of Route 645 across from the intersection with Route 728, Victory Lane. These areas would basically be continuations or extensions of established land uses. An area of businees/office use is also shown west of the intersection of Airport Road and Route 522. This area would be expected to accommodate a future road connection resulting from the extension of Airport Road, west into the City. Plans at this time would be to connect with road segments which are, at this time, partially in place south of Lowes, extending east from Pleasant Valley Road. This connection is seen as an important link in the overall Winchester Area Transportation Plan. Two connector roads between Routes 522 and 50 are depicted in the plan. The purpose of these connectors would be to both relieve some pressure from the existing 522/50/81 interchange area, as well as to act as a connector between the various parcels that would otherwise have to utilize Route 50 as their sole means of ingress and egress. A connection is also shown between Delco Plaza and a planned collector road running from Route 522 east through the Prince Frederick Office Park and then north to Route 50. This connection is shown running behind the current sporting goods store and County Sanitation Authority Offices. It is hoped that this connection might make it possible to relocate the Delco Plaza entrance and light recently erected at the current Delco Plaza/Route 522 entrance with one further south, at the intersection of Route 522 and the planned collector road. This might be preferable as it would give more room for traffic which backs up in the north bound lanes of Route 522 as a result of the light at Route 50. Frederick County Comprehensive Plan Page 8 January, 199 Route 11 Corridor Study Area Description Business Corridors The Route 11 corridor study area encompasses approximately 1,500 acres. The corridor is roughly three quarters of a mile in length, running from Route 37 south to, and including, the northern edge of Stephens City. Interstate 81 forms the eastern terminus of the study area with the Baltimore and Ohio railroad tracks composing the western boundary. The vast majority of land within this study area (roughly 1,200 acres) is currently zoned Rural Areas (RA). There are about 175 acres of Business General (B-2) Zoning within the corridor, all of which is situated north of Bartonsville. There are also 23 acres of Residential Performance (RP) zoning and 11 acres zoned Industrial Transition (B-3). Perhaps the most outstanding feature of the Route 11 study area is the relatively pristine state of the southern portion of the corridor. The land from Bartonsville south to the Stephens City limits is relatively undeveloped. The majority of this segment of the study area (approximately 475 acres) is currently either used for agriculture or is vacant. Only two small scale, commercial enterprises are situated in this portion of the corridor. Based upon the counts surveyed in 1989 by the Winchester Area Transportation Study, 9,140 vehicles traveled on Route 11 between the south intersection of Route 37 and Stephens City corporate line. Traffic is heaviest during the evening, reaching a peak of 843 vehicles. The majority of this traffic during this time is traveling southbound. One deficiency within this segment is the inadequate shoulder width which can jeopardize safety and contribute to poor drainage. Frederick County Comprehensive Plan Page 10 lanuarv, 1995 Business Corridors INSERT ROUTE 11 ZONING MAP Frederick County Comprehensive Plan Page 11 January, 1995 Business Corridors Methods to be used to preserve the appearance of the Route 11 Corridor A Save existing stone fence rows wherever possible by incorporating them into site designs. AUtilize native species in plantings for buffers and landscaping along Route 11. (Sycamore, Cider, Maple etc.) A Incorporate interconnected bike and pedestrain travel ways into site designs. A Utilize traditional board fencing along Route 11 and within developments as appropriate. A Limit or prohibit the use of off-site signs along the corridor. Encourage the use of monument style signs. A Prohibit individual site entrances and parking lots along the frontage of Route 11. Insert Idealizes Route 11 Diagram Frederick County Comprehensive Plan Page 12 January, 1995 Business Corridors Land_ use Plan The Route 11 corridor plan calls for business/office uses along the majority of the corridor :with the exception of the area in and around Bartonsville which is shown as the site of a future Historic District. The southwestern portion of the study area, adjacent to Setphens City, depicts a continuation of the residential development within the Town. Future land use along the western edge of the corridor is shown as industrial/office. This designation would take advantage of the rail frontage to promote economic development in the area. One of the significant elements of the plan is the buffering of Route 11. The southern section of the corridor from Stephens City, north to Bartonsville is intended to be set apart from the existing commercial development along the northern third of the corridor. The intent is that through a combination of setbacks, vegetative screening, planting of shade trees along the edge of the right-of-way, and the provision of bike way and pedestrian access, that the corridor would have a parkway -like appearance. A planted median strip is also envisioned if and when this section of Route 11 becomes four lane. Uses locating within this section of the corridor would be expected to have no direct access to Route 11, but rather would access a proposed east -west connector road which in turn would intersect Route 11. The plan shows two collector roads which would connect the proposed future commercial development areas with Route 11 as well as Fairfax Street west of Stephens City and possibly with Route 642 on the east side of interstate 81. These roads would effectively create a bypass of the northern portion of Stephens City, providing an alternate means of traveling east -west or north -south without having to pass through the light at the intersection of Routes 11 and 277 (Fairfax Street). A similar arrangement should be planned for the southwestern quadrant of Stephens City to create a full bypass for north -south travel, further alleviating pressure on the Fairfax/Route 11 intersection. The plan calls for the formation of a Historical District around the Bartonsville area. Current County regulations stipulate that the formation of a Historic District must be done with the landowner's consent, although a proposal for a historic district can be made by the County's Historic Resources Advisory Board. In addition to its historical significance, much of the Bartonsville area is also within the 100 year flood plain and would therefore be otherwise limited in terms of development potential. It is intended that as mush as possible, the view to the west from Route 11 be screened. This could be achieved by requiring uses which locate within this area to use the east -west connector road as a means of access to Route 11 rather than having individual entrances a directly onto Route 11. Extensive screening and setbacks should also be required adjacent to Route 11, Frederick County Comprehensive Plan Page 13 January, 1995 � �. �►,. ;, �., �� ��� _. � 'F Route 7 Corridor ,Study Area Description Business Corridors The Route 7 corridor study area runs from the Interstate 81 interchange east to Route 660, a distance of 2.2 miles encompassing 1,450 acres. The study area extends north of Route 7 to include the Regency Lakes development and the property owned by the Frederick County School System, and south of Route 7 to include the residential developments along Valley Mill Road and Abrams Creek. The largest single zoning category within this corridor is RP accounting for nearly half of the 1,450 acres. There are still 400 acres that remain in RA zoning (of which 128 acres are owned by the Frederick County School System) and a total of only 166 acres zoned for business, commercial or industrial uses. The Route 7 corridor is probably the most limited of the three corridors studied in terms of the potential for further commercial development. This does not mean that the corridor is not expected to change dramatically in coming years, rather, the intensity of the change is not expected to be as great as the Routes 50 or 11 corridors. One reason for this is existing land use. There are only _ acres of vacant land within the bounds of the corridor study area. The corridor is also somewhat limited by topography, with roughly 370 acres of steep slopes. Route 7 between the eastern interchange of Interstate 81 and Route 656 is one of the most frequent traveled roadway in Frederick County. Approximately 21,000 vehicles traveled this Frederick County Comprehensive Plan Page 15 January, 1995 ROUTE 7 ZONING BY ACREAGE 1- ACRES 1,000 800 707 600 400 400 200 =s c:...:.$; 197 134 1.5 6 22 3 0 ' RA RP MH -1 B-1 B-2 B-3 M-1 M-2 ZONING The Route 7 corridor is probably the most limited of the three corridors studied in terms of the potential for further commercial development. This does not mean that the corridor is not expected to change dramatically in coming years, rather, the intensity of the change is not expected to be as great as the Routes 50 or 11 corridors. One reason for this is existing land use. There are only _ acres of vacant land within the bounds of the corridor study area. The corridor is also somewhat limited by topography, with roughly 370 acres of steep slopes. Route 7 between the eastern interchange of Interstate 81 and Route 656 is one of the most frequent traveled roadway in Frederick County. Approximately 21,000 vehicles traveled this Frederick County Comprehensive Plan Page 15 January, 1995 Business Corridors segment daily in 1989. Vehicles traveling east of this segment between Routes 656 and 660 lessened to approximately 16,500. Traffic remains heavy in both the A.M. and P.M. peak hours, although traffic is heaviest in the P.M. hours between I-81 and Route 656. The P.M. peak count for this segment in 1989 was 1,814 vehicles. By 2015, the peak count for this segment is expected to reach 2,824 vehicles. Volume of traffic on Routes 659 and 656 is also projected to increase. Based on traffic counts conducted by VDOT, 4,531 vehicles traveled the segment of Route 659 between Brookland Lane and Greenwood Road (Route 656). Approximately 1,972 vehicles traveled on Greenwood Road in 1993. Projected volume of traffic during peak evening hours is not expected to increase significantly on Greenwood Road. However, traffic on Route 659 is expected to increase. Based on the Winchester Area Transportation Study, 218 vehicles were recorded as the P.M. peak count for Route 659 in 1989. By 2015, this volume is expected to reach 377. This is consistent with the number of residential housing that can be developed along and just west of Brookland Lane. Because of the potential growth in this area and due to its narrow shoulder width, Route 659 as it exist today will not be sufficient to carry the traffic projected for 2015. Frederick County Comprehensive Plan Page 16 January, 1995 Business Corridors INSERT ROUTE 7 ZONING MAP Frederick County Comprehensive Plan Page 17 January, 1995 Business Corridors Land use Plan The Route 7 Corridor Plan shows a large area of institutional use at the northwest quadrant of the intersection of Route 7 and Route 660. This land was recently purchased by the Frederick County School System and is expected to be developed into a school site and possibly accommodate a new vehicle maintenance facility as well. Access to this site is shown as being provided by means of two proposed collector roads, one traveling from the intersection of Route 7 and Route 656, north to Route 661 (Redbud Road) and the other connecting Route 7 at Blossom Drive with the first, in the center of the School property. A collector road is also shown running north from Route 659 across Route 7 onto the Winchester Mall property and then continuing north through the Regency Lakes property, and also connecting to Route 661. An area expected to transition from residential to business/office type uses is shown on the north side of Route 7 across from Blossom Drive. Frederick County Comprehensive Plan Page 18 January, 1995 ROUTE 7 EAST CORRIDOR I PROPOSED LAND USE SCALE IN FEET 600 0 600 1200 1800 2400 ■o. PREPARED BY FREDERICK COUNTY DEPARTMENT OF PLANNING DEVELOPMENT, JULY 1994 TRAFFIC LIGHT r INSTITUTIONAL BUSINESS/OFFICE CONNECTING ROAD ® URBAN DEV. AREA �-® CORRIDOR BOUNDARY SCALE IN FEET 600 0 600 1200 1800 2400 ■o. PREPARED BY FREDERICK COUNTY DEPARTMENT OF PLANNING DEVELOPMENT, JULY 1994 Business Corridors Goals The following goals should apply to any designated business corridor Goal 1- Develop appropriate controls to insure that business corridors develop in a manner which is attractive and functional and reflects positively on the community. Goal 2 - Insure that new construction, as well as renovation of existing sites, is done in a fashion that is sensitive to environmental, visual, and transportation impacts. Goal 3 - Develop necessary road connections to insure that a satisfactory level of service for turning movements is provided along business corridors. Goal 4 - Provide the necessary infrastructure to create key economic development sites. Strategies The following strategies should be applied to all three of the corridors studied as well as any other business corridors. Strategy 1 - Refine regulations to insure that new buildings, signage and site design is of a fashion that will result in a cohesive appearance along planned corridors minimizing congestion and visual clutter. Strategy 2 - Insure that new development conforms to the land use plans developed for the individual corridor. Strategy 3 - Encourage the establishment of quality sites for economic development, Strategy 4 - Insure that measures are put in place that will provide the necessary protection for historic and environmentally sensitive areas. Strategy 5 - Insure that the location of business and industrial uses within the study area are appropriate in terms of scale and compatibility with surroundings. Frederick County Comprehensive Plan Page 20 January, 1995 Implementation Methods Transportation Business Corridors Implementation Method 1 - Work to implement the recommendations of the Winchester Area Transportation Plan and insure that adequate road networks are provided with needed road interconnections. Implementation Method 2 - Periodically update the Eastern Road Plan to reflect current conditions and respond to changing circumstances. Implementation Method 3 - Strive to locate and obtain the needed right-of-way for Route 37 and other needed road improvements. Implementation Method 4 - Formulate design standards for shared business entrances that will minimize interruptions to the dominant flow of traffic. Implementation Method 4 - Insure that major entrances and intersections identified in Corridor Plans are appropriately located and signalized at the time of development. Implementation Method 5 - Encourage vehicular access to adjoining parcels through the use of inter -parcel connections. Implementation Method 6 - Require development along road frontages to make accommodations for pedestrian and bicycle traffic. Plan for interconnected bicycle and pedestrian networks and encourage the Virginia Department of Transportation to include such facilities as a part of their road improvement plans. Implementation Method 7 - Strive for traffic safety through traffic controls, turn lanes, sight distance, posted speeds and entrance design and location. Appearance Implementation Method I - Revise setback, buffering, signage and parking requirements to minimize the negative visual impact of development along corridors. Implementation Method 2 - Develop improved landscaping requirements for business uses along street frontages which result in planting within the setbacks. Implementation Method 3 - Develop minimum standards for building materials in order to provide for a cohesive appearance along corridors. Frederick County Comprehensive Plan Page 21 January, 1995 Business Corridors Land Use Implementation Method 1 - Review buffering requirements to insure that adequate screening is provided between conflicting uses. Implementation Method 2 - Develop standards that will insure that site design takes into account appearance in addition to customary safety, transportation, and drainage concerns. Implementation Method 3 - Encourage larger scale site planning through the assembly of smaller tracts or other methods that will result in coordination of development between adjoining parcels. Implementation Method 4 - Insure that sufficient sewer, water, and stormwater management facilities are in place or planned for construction at the time of plan review. Implementation Method 5 - Take steps to establish a Historic District around Bartonsville. Environmental Implementation Method 1 - Develop standards to encourage the preservation of desirable vegetation along corridors. Implementation Method 2 - Develop corridor -wide plans for stormwater management and insure that individual site design conforms to the overall area plan. Implementation Method 3 - Refine regulations and (and their enforcement) aimed at protecting or limiting the disturbance of steep slopes and woodland areas to insure that these areas are actually avoided. Frederick County Comprehensive Plan Page 22 January, 1995