SUBURBAN URBAN PATTERNS:
THE FUTURE FORM OF SUBURBAN
GROWTH CORRIDORS
by
STEPHANIE A.
ROLLEY
Bachelor of Landscape Architecture
Kansas State University
(1982)
Submitted to the
Department of Urban Studies and Planning
in Partial.Fulfillment of
the Requirements of the Degree of
Master in City Planning
at the
Massachusetts Institute of Technology
May 1987
@Stephanie A.
Rolley
1987
The author hereby grants to MIT permission to reproduce and to
distribute copies of this thesis document in whole or in part.
Signature of Author
_
Depai-tfdefi
'of
Urban 'SudTisa d Planning
y 15, 1987
Certified by
Philip Barnard Herr
Adjunct Professor of City Planning
Thesis Supervisor
Accepted by_
Phillip L. Clay
Associate P ofessor
Chairman, Master in City Planning Program
RotCef
MASSACHUSETTS INSTITUTE
OF TECHNOLOGY
JUN 0 8 1987
UsPARIS
SUBURBAN URBAN PATTERNS:
THE FUTURE FORM OF SUBURBAN GROWTH CORRIDORS
by
Stephanie A.
Rolley
Submitted to
the Department
of Urban Studies and Planning on
requirements for
of the
May 15, 1987 in partial fulfillment
the Degree of Master in City Planning.
ABSTRACT
This thesis
seeks to identify the need for a new set of urban
design principles to be used in the future
design of suburban
growth
corridors
and
to examine
the
potential
for their
implementation.
The combined impact of
the federal
highway program, lienient
suburban development codes and a shift in the American economy
from a manufacturing to a service
economy is
currently being
realized in
metropolitan areas across the country.
The South
and West present a particulary clear picture of
the resulting
rapid suburbanization.
Specifically, one
resulting urban form is the suburban growth
corridor.
Once thought of
as
rather
unremarkable suburban
strip development,
suburban growth
corridors have emerged as
an urban form with a unique
set
of
characteristics.
As a
predominant urban
form
along metropolitan
interstates and
beltways, growth corridors deserve a closer look.
The basis of this thesis is a discussion
of traditional urban
design
issues
and
their
revision
for
application
in the
development of suburban growth corridors.
Three scenarios are
tested against the normative principles.
Thesis Supervisor:
Title:
Philip Barnard Herr
Adjunct Professor of City Planning
TABLE OF CONTENTS
CHAPTER I:
THE SUBURBAN GROWTH CORRIDOR PHENOMENON
STATEMENT OF THE ISSUES
A
. . . .
. . . . . . . .
DEFINITION OF SUBURBAN GROWTH CORRIDORS
Location . . . .
Characteristics
.
.
.
. . . .
1
.
4
.
.
.
. . . . . . . . .. . . . . . . . .
. . . . . . . . . . . . . . . . .
THE CATALYSTS FOR SUBURBAN GROWTH CORRIDOR DEVELOPMENT
7
Economic and Technical Change
. . . . . . . . . .
Regulatory Framework . . . . . . . . . . . . . . .
Interstate Highway System
. . . . . . . . . . . .
THE ROLE OF SUBURBAN GROWTH CORRIDORS
THE ORGANIZATION OF THIS PAPER
.
. . . .
.
.
.
.
.
.
7
7
8
.
8
. . .
10
. . . . . .
12
. . . . . .
13
. . . . .
.
5
6
CHAPTER II:
RETHINKING NORMATIVE PRINCIPLES FOR URBAN FORM:
THE SUBURBAN RESPONSE
THE NEED FOR NEW URBAN DESIGN CRITERIA
. .
THE RELATIONSHIP OF EMPLOYMENT AND HOUSING
PEDESTRIAN AND VEHICULAR SYSTEMS
. . . . . . .
A VISUALLY COHESIVE ENVIRONMENT
..
. . . .
.......
o..
THE RELATIONSHIP TO SURROUNDING COMMUNITIES
.
.
.
.
16
18
.
.
20
SIGNS AND SYMBOLS . . . . . . . . . . . . . o.......
22
IMPLEMENTATION AND
23
INSTITUTIONAL FRAMEWORK
.
. . . . .
CHAPTER III:
AN ILLUSTRATION OF SUBURBAN GROWTH CORRIDORS
PARKWAY CENTER, DALLAS, TEXAS
. . . . . .
HISTORY OF DEVELOPMENT
. . . . . . . . . .
26
. . . . . . . . .
28
. . . . . . . . . . . . . . .
Long Range Planning
. . . . . . . . . . . . . .
Zoning Administration
. . . . . . . . . . . . .
Transportation Agencies
29
30
31
. . . . . . . . . . .
31
INSTITUTIONAL CHARACTERISTICS
MARKET
INFLUENCE
. . . .
. . . . . . . .
Land Banking through Interim Uses
o...
The Shape of Development .
31
32
. . . . . . ..
. . . . . . ...
.
. .
33
.
.
.
Dominance of the Tollway .
.
Little Pedestrian Space
.
.
. . . . . . . . .
..
. .
. . ..
. . . ..
.
PHYSICAL CHARACTERISTICS
.
o.
..
..
..
33
. . . . . . ..
Not as Intense as Downtown . . .o.
...
.
Constantly Changing Environment
33
33
34
.......
CHAPTER IV:
A DEFINITION OF THE URBAN FORM OF SUBURBAN GROWTH CORRIDORS
HORIZONTAL PATTERNS
o..
. .
.
..
. . .
Vehicular
.
Pedestrian . .
.
. .
BUILDING TYPES AND LAND USE
.
.
36
. . . . . . . .
.
. . . . . . . . o. ...
.
. .
. o.......
.
. .. .. .
. .....
.. .. ....
.
.
.
... ..
36
38
39
. . . . ..
. . . . . ..
Low Strip Structures . .
. . . . . . . . . . . .. . .
Freestanding Towers
o
. ... . .
.o... . . . ..
.
Megastructures . .
39
40
41
CHAPTER V:
THE FUTURE FORM OF SUBURBAN GROWTH CORRIDORS
LOOKING TO THE FUTURE
.
.
.
.
.
.
..
INTENSE OFFICE/COMMERCIAL DEVELOPMENT:
. . .
.
. .. . ..
42
47
PARKWAY CENTER
..
.....
.
. . .
. . . . .
Characteristics
The Relationship of Housing and Employment . . . .
. . . .. .. .
Pedestrian and Vehicular Systems . .
. . .. . ..
. ..
A Visually Cohesive Environment
The Relationship to the Surrounding Community
. . . .....
. . . . . . . ..
Signs and Symbols
Implementation and Institutional Framework
.
.
.
.
47
48
48
50
51
53
53
AIRPORT FREEWAY/HIGHWAY
DEVELOPMENT:
STRIP COMMERCIAL
. . . . . . - - - - - - - - - - - - - 183
. . . . . . . . . . . . . .
Characteristics
. . . . . . .
Employment
and
Housing
of
Mix
Pedestrian and Vehicular Systems . . . . . .
. . . . . .
A Visually Cohesive Environment
The Relationship to Surrounding Communities
. . . . . . . . . . . . .
Signs and Symbols
Implementation and Institutional Framework
PRESTON ROAD/HIGHWAY
SCATTERED MIXED DEVELOPMENT:
. . . . . . . . . . . . .
Characteristics
. . . . . .
Mix of Housing and Employment
Pedestrian and Vehicular Systems . . . . .
. . . . .
A Visually Cohesive Environment
The Relationship to Surrounding Communities
. . . . . . . . . .. . .
Signs and Symbols
Implementation and Institutional
CONCLUSIONS
Bibliography
.
.
.
.
.
.
.
.
.
-
-.
-
-.
Framework
.
-
-
-
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54
54
54
55
56
57
58
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58
289
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-.
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59
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59
60
60
61
62
63
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63
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64
CHAPTER I:
THE SUBURBAN GROWTH CORRIDOR PHENOMENON
STATEMENT OF THE ISSUES
For
public
settlers.
The result has been
been used
to describe
and
values
land
raise
to
transportation
attract
word has
One
"the suburbs."
been
services and
utilizing public
transformed by land developers
has
land
agricultural
years,
hundred
one
over
locations and populations ranging from
small residential developments clustered along a railroad line
to
areas characterized as suburbs have
geographical differences,
unique
had four
in
characteristics
primarily inhabited
in
center
the
some very
the future
the suburbs
change
has begun to
in
types has
housing
available
the change
with the greatest impact on
has been
form of the suburbs
residents of
standards are
Suburban populations have begun
of
range
Perhaps
broadened.
urban
description
significant ways.
to diversify and the
that they own
p. 6)
that
decade
in homes
by
that
yards
of
enormous.(Jackson, 1986,
During the past
they are
1)
common:
by affluent and middle class residents 2)
who live far from their work places 3)
4)
over
Despite
automobile.
by
only
accessible
several counties,
ramble
often
which
communities
suburban
today's
the distance between
their work places.
The offices are
moving to the suburbs.
The past five years
office
suburban
development
office
have
to
space
brought
the
an
suburbs.
surpassed
that
unprecedented
boom of
By
the early 1980s,
in
central business
districts for the first time.
The total share of office space
outside central cities jumped
from 25
1
percent in
1970 to 43
1980 and
percent in
(Cervero, 1986a, p.
1984.
in
57 percent
389)
This massive shift of employment centers from central business
districts to the suburbs has brought suburban communities into
use developments
a new stage of development--intense mixed
the suburbs
have been touted as the wave of the future.
residential areas of
and support
uses
suburban
(shopping
communities
centers,
in
With
largely developed
schools and churches) in
place, a new type of suburban growth has begun.
The rapid pace of
and commercial development
suburban office
has not allowed time for comprehensive planning efforts.
As a
result, the form of suburban growth corridors presents several
Traffic gridlock is increasing
challenges in the next decade.
intended
for
residential
parking.
and
Multiple ownership patterns,
use.
building
reinforced by zoning and
free-standing
structures
with
create
controls,
surrounded
Conflicts arise between the
agencies
roadway systems
development strains
as office and commercial
jurisdiction
by
acres
of
rows of
surface
multiple municipalities
over
these
"suburban
downtowns."
administrators
Residents, city officials
and
all
residential
know
that
suburban
transformed into cities.
a California
However, as
communities
form.
real estate consultant has pointed out:
Until recently,
suburban
form
changes as demanded.
2
p.
has been a very flexible
vacant land
If a development was poorly
designed or constructed, there was always
to try again.
"Nobody
(Fulton, 1986,
The low density and relative large area of
has allowed
are being
Christopher Leinberger,
has an image of what that city should be."
14)
and developers
more land available
Now
suburbs
the
with
but
centers,
shopping
and
houses
just with expendable
in--not
filling
are
towers and
office
The structures being constructed are
corporate headquarters.
much more permanent and will have long reaching effects on the
Reconciling the image
of life in the suburbs.
future quality
of the suburb, which has made suburban locations so desirable,
with the
resulting urban
environment is a critical issue for
the future.
the nation's
Often, great thought
designers.
most talented
of some of
the offices
Suburban design had its beginnings in
and care went into the design of the suburbs developed
beginning of the century.
left
suburban
However, changes in the development
the ordinary practitioner and
to
development
of
vice-president
6)
p.
speculative builder.(Stern, 1981,
staff
development techniques
Mass production
process changed that.
at the
Thomas Black,
J.
Urban Land Institute, believes
the
that "we've been ignoring a major part of our urban landscape.
There is
a tremendous
urban designers, who don't
bias among
There's a real
like to admit that the suburban centers exist.
shortage of concepts as to what the alternatives are."(Fulton,
1986, p. 14)
The intent of this thesis is to examine
what
Robert
template" and,
suburban
Cervero
more
growth
has
the
called
the
specifically,
the possibilities for
"new
suburban design
design
Recognizing
corridors.
template for
the
need
for
improvements to the urban form of suburban growth corridors,
will examine
well
as
and organizational structures
the institutional
controlling the urban form
existing
suburban
of
urban
suburban
I
improvements to these patterns.
3
growth
patterns
corridors as
and
potential
A DEFINITION OF SUBURBAN GROWTH CORRIDORS
growth
urban
suburban
activity
centers,
The terms suburban
downtowns.
suburban
and
villages
suburban
megacenters,
corridors,
names:
given many
has been
commercial development
in this
used
be
will
growth corridors and suburban centers
office and
suburban
density
high
The general phenomenon of
paper to describe that phenomenon.
A
Institute
Urban
the
by
conducted
survey
nationwide
recent
Land
(ULI) identified 182 suburban activity centers in 16
survey defined activity
The
States.
the United
regions of
centers as projects with at least three million square feet of
floor space
and 5,000 employees.
spectrum of
developments.
as 30 million
as large
Many are
house over 100,000 employees.(Dunphy, 1986,
and
feet
square
These centers cover a broad
pp. 32-35)
point
The results of the ULI survey
development
suburban
each
characteristics,
Robert
each
with
requiring
very
different
towers and
(1986a,
The first
design
exceptionally
not
is
pp.42-49)
are typically master
The regulation
ownership.
urban
of
implementation
environments
responses.
freestanding
problem free,
certainly not
planned developments under single
and
different
and 3)
urban villages;
independent office structures.
two, while
very
types,
range of
1) campus-style office and business parks;
three basic types:
2) clustered
broad
divided suburban employment centers into
has
Cervero
the
to
policies
difficult.
in
these
The
third
category, freestanding independent office structures, presents
a unique challenge.
focused
My research is
which
meet
the
on
those
criteria
following
characteristics.
4
growth corridors
suburban
of
location
and
Location
United States
Suburban growth corridors of the South and West
topic
general
the
are
this
of
Although suburban
situation.
Planning and development decisions
in
sequence,
rapid
and
West
has
had
land
has
which
topography of the
ranch and
on former
if
little
municipal
unique impact on suburban form.
a
Developments have sprung up
have been made
comprehensive
In addition, the
planning has taken place.
South
before
often
the rapid
country,
and West presents a unique
the South
development in
the
across
growth corridors are located
pace of
thesis.
features which
topographic
any
range land,
The resulting urban patterns
dictate the form of development.
are formed almost entirely by people.
of suburbia has become more and more vague and
The definition
distorted as suburban development has taken
forms.
fact,
In
specific designation
the
for
The
suburbs.
standard metropolitan area
parts of a
and "not in
For the
central city."
suburban will
regional central business
areas
areas.
Others
lie
are
(SMSA)
as "central city"
or more
In
(CBD).
district
within
Bureau categorizes
purposes of
locations five
refer to
suburban
Bureau does not have a
Census
U.S.
on many different
this
thesis,
miles from a
many cases,
city limits of metropolitan
the
areas
incorporated
adjacent
to major
cities.
The boom
of office
and commercial development in the suburbs
was facilitated by the construction of
I
am
which
particularly
developed
highways.
felt
in
because
The dominance
these
of
suburban growth corridors
in
interested
their
of the
beltways and highways.
immediate
to
automobile is most strongly
emphasizing
situations,
proximity
the
need
for
resolution of conflicts between pedestrians and automobiles .
5
a
Characteristics
The term "growth" in the name suburban growth corridor denotes
Located in the
the constantly changing nature of these areas.
of
midst
are
which
communities
growing,
rapidly
the
composition of a growth corridor is constantly changing.
Suburban
corridors
growth
those
between
divided
of one
the ownership
developed under
be
can
entity and those which
are composed of a patchwork of landowners. My interest lies in
the development of growth corridors composed of many different
Methods of organization and control
property owners.
areas
are
less
much
in such
than single ownership
straightforward
developments and offer a particularly interesting challenge.
In
municipalities, a
the presence
addition to
such
as
In addition, private
Management Associations also
Traffic
have a hand in guiding development.
of
all
of
these
of several local
transit agency, state highway authority and
county government are usually involved.
associations,
the
many different levels of government and types
jurisdiction of
of agencies.
under
fall
typically
corridors
growth
Suburban
entities
future orchestration
The
is critical to any changes which
might be made in suburban urban patterns.
Although there is still
office development
exurbia, the
commercial
what may
located in
more immediate
development
residential communities.
corridor and
a substantial
amount of freestanding
best be described as
from office and
challenge comes
is
which
located
in
the
The relationship between
midst of
the growth
adjacent residential areas and the role that the
growth corridor plays in the lives of surrounding residents is
currently an important issue in many communities.
6
THE CATALYSTS FOR SUBURBAN GROWTH CORRIDOR DEVELOPMENT
Sternlieb have cited three factors
George
and
Hughes
James
instrumental to the boom in suburban office development during
the
p.
system. (1986,
the
highway
interstate
the
and
framework;
regulatory
changes;
technical
and
economic
decade:
past
32)
Economic and Technical Change
industry has dominated the American economy since
The service
1980s.
the early
industries
number
dramatic--the
was
p.
today.(Leinberger, 1986,
to service
jobs has
of industrial
in
jobs
all
declined from one third of
manufacturing
from
shift
The
1920
to
one sixth
In turn, anticipated office
45)
space demand to accommodate this shift has dominated
the real
estate development market.
the move
In addition,
to the
suburbs has been
facilitated
the increasing sophistication of office communications.
It is
necessary for back office functions to be performed
no longer
in the
by
same location
The freedom of
offices.
as executive
advanced telephone and computer communications has changed the
spatial
relationships
to the
initial move
between
and
within
suburbs was
The
by back office divisions of
by the
They have been followed
corporations.
companies.
move of middle
and top management.
Regulatory Framework
Federal tax
and regulatory policies have directed real estate
investors to nonresidential development.
included:
treatment
the
for
18-year
depreciation
and
syndications
7
These
policies have
schedule, special tax
limited
real
estate
allowing savings and
financial deregulation
partnerships and
loan associations to finance nonresidential development.
building codes
On a more localized level, suburban zoning and
expensive to
municipalities
developers.
to
incentive
as
offered relaxed standards
less
are
suburban
cases,
some
In
construct.
which
buildings
office
bulky
rise
allowing construction of low-
development by
have encouraged
have
In
exchange, the communities have received a broadened tax base.
Interstate Highway System
federal highway program is
moved
to
and 1960s
in the development
The initial impact was felt in
as residential
suburbs.
the
the final impact of the
being realized
growth corridors.
of suburban
the 1950s
out that
Sternlieb point
Hughes and
Intended
communities of commuters
as
a
system
to bypass
metropolitan areas, interstate highways are now the anchors of
intensive development.
impact of
The combined
the highway system and the shift to a
service and information based economy has precipitated a shift
in
modes
trucking companies have
Both
people
The
transportation.
of
and
goods
replaced
are
private
the
trolley
automobile and
and
box car.
no longer tied to terminals and
train stations.
THE ROLE OF SUBURBAN GROWTH CORRIDORS
Metropolitan areas have expanded
not easily
comprehended.
to the
point that
they are
In reaction, people have organized
their lives within smaller segments of the city.
8
High intensity suburban development has been identified as the
new
While
downtowns.
tempting
is
it
high
consider
to
intensity suburban growth corridor development as the suburban
central
of the traditional
equivalent
difficult to compare the two.
as employment centers, but
business
it
district,
is
The two share a common function
they differ
dramatically in their
size, form and density.
Is it
possible for
communities
role in suburban
have in
corridors of
Or is
cities?
as
there a
buildings to serve the same
central
business districts
new urban environment being
created?
Bisected
by
major
destinations in
growth
highways,
the same
55 mph.
are
sense as traditional downtowns.
corridor without
is possible to drive through a
less than
corridors
not
It
traveling at
These are places to drive through on your
way to somewhere else, stopping only when specific business is
required.
SUBURBAN
DOWNTOWN
GROWTH
CORRIDOR
9
When a
visit is
building, park
in the
to drive to an office
is possible
made, it
building's parking
structure and walk
directly into the building without ever having any interaction
with the rest of the corridor.
is a
A
visit to
a traditional CBD
much different experience, requiring the visitor to walk
through the urban landscape.
elements
Individual
reminiscent
of
downtown
shopping
both elements of the
consider
three
story
growth
suburban
downtowns.
functions of the
neighborhood
of
In
the
appear
centers
to
and
have
illustrates the
mile downtown
social
adopted by
Commercial developers
shopping
malls
difference between
which has
to
be
(Muller, 1976,
corridor of development which includes a
one square
been
the
are
regional shopping malls,
equivalent of a three city-block walk.
This analogy
suburbs,
growth corridor.
regional
corridors
the
p. 31)
a five mile
shopping mall
and a
shopping integrated with
offices and entertainment.
Although we may draw correlations between
corridors and traditional downtowns,
suburban growth corridor.
urban
environment.
As
The
the suburban growth
there is no model for the
scale
presents
a different
metropolitan areas grow into multi-
nodal networks, the growth corridor presents a new
urban form
with a new regional role.
THE ORGANIZATION OF THIS PAPER
The remaining
chapters of
this thesis present a view of both
the existing and the future form of suburban growth corridors.
Chapter II,
the
"Rethinking Normative
Suburban
Response,"
Principles for Urban Form:
provides
10
a
foundation
for
understanding urban
design issues unique to these areas.
third chapter examines
Center
in
Dallas,
one
corridor
Texas.
The
in
spatial organization of growth corridors.
this examination of suburban
growth
particular, Parkway
fourth
description outlined in this chapter and
expands
on
the
explores the typical
Chapter V completes
corridors
with specific
recommendations for three growth corridor scenarios.
11
The
CHAPTER II:
FOR URBAN
RETHINKING NORMATIVE PRINCIPLES
THE SUBURBAN RESPONSE
FORM:
THE NEED FOR NEW URBAN DESIGN CRITERIA
Before prescriptions
may be
made for improved suburban urban
form, some idea of what constitutes
must be
developed.
a coherent
set
good suburban
urban form
Kevin Lynch defined a normative theory as
of
ideas
reasons.(1981, p.73)
about
proper
city
and its
form
These ideas are necessary as a rational
ground for deciding what a city should be.(Lynch, 1981, p.
The following
as
a
set of
point
of
recommendations
corridors.
99)
normative principles has been developed
comparison
for
the
to
be
future
These principles
used
form
provide
a
of
in
developing
suburban
means
growth
of expressing
qualities which should be fostered in growth corridors.
Important to
consideration of ideas for future suburban urban
form is the definition of urban design. The
used in
this paper
built form, but the
refers to
entire
term urban design
not just the appearance of the
environment.
For
example, the
arrangement of landscape elements and the facades of buildings
are
important
important is
aesthetic
the climate
as the heat of sunlight
and
the
impacts
of
considerations.
of a place.
Ambient qualities such
(ever present in
traffic
However, equally
the South
congestion
should
and West)
also
be
considered.
This new urban form, suburban growth
we
rethink
our
conceptions
of
12
an
corridors, requires that
urban
environment.
As
chapter, suburban growth corridors
the previous
discussed in
are not the same as central business districts and other urban
environments which we have used in the past as our measure for
good urban design.
urban
of
regulation
have
design
been the subject of great
have resulted
theoretical work
Practical and
investigation.
institutional
and
practice
the
both
1960s,
the
Since
in established criteria for good urban design.
urban design
Six basic
descriptions of
corridors.
be-
Each
is
description
implementation
tested.
While
suburban growth
followed
by the means of
of
the
ability
implementation does not necessarily
it is
following
to
appropriate
principles
testing successful
should
The
each issue outline traditional considerations
design
the
and
of particular interest in
development.
corridor
growth
suburban
issues are
to
principle,
test
if it
successful
determine their validity,
helpful in beginning to think about how to take action.
Specific applications of
these
principles
are
presented in
Chapter V.
THE RELATIONSHIP OF EMPLOYMENT AND HOUSING
A mix
of employment and housing offers a variety of benefits.
Urban design professionals have long advocated the integration
of
housing
in
urban
settings.
However, while housing in
suburban growth corridors may solve some problems,
the concept
is not as easily applied in growth corridors and is not always
appropriate.
13
serious problem
Traffic congestion is probably the singlemost
Just as in their central city
suburban communities.
faced by
as
corridors
dependent on automobiles struggle to
employees
the
of
one
Just
get to and from work.
suburban growth
in
chaos
creates
gridlock
counterparts,
many
solutions to
congestion is the provision of housing close
suburban traffic
enough to places of employment to reduce the need for driving.
Studies
not
have
provision of housing in
the
that
proven
However,
suburban centers will alleviate traffic congestion.
the opportunity
for reduced
traffic congestion should not be
overlooked.
also a
Another problem faced by central business districts is
After the office workers go home at
the suburbs.
problem in
night, the area is
A more
activity.
of
devoid
virtually
diverse range of activities might ensure that the hotels won't
be the only locations of activity after dark.
for
Opportunities
the
of
more
Corporations have found a generous supply
in
suburban
And,
housewives.
the
in
Hotel maids
great
travel
and office
distances
course, suburban growth
of
executives.
security guards
city downtown, often via long bus rides.
have
changed
homogeneity for
dramatically
which they
increasingly diverse.
supply
of
low
available--particularly
from
the
are infamous
However, there
in
the
centers.
14
areas
income
central
Suburban communities
post
World
War
II
and populations are
is still a very limited
moderate
and
But
must often
homes located near the
from
area.
the
suburban growth corridors are inaccessible to lower
workers.
work in
of clerical workers
for corporate
corridors are ideal locations
property
who
people
living
from
corridors
growth
suburban
and
more
prices exclude
be especially
residential
family
single
suburban
as
important
will
housing
multi-family
income
housing
attracting employment
the above situations point to the apparent validity of
All of
However,
integrating housing into suburban growth corridors.
for
economic,
concept
is
environmental
only
partially
functional
and
applicable
to
reasons,
suburban
the
growth
corridors.
The
intensification
will also be
the
of
development which will bring housing
catalyst
strict requirements
for
for housing,
on growth corridor development
alone affordable
fact
that
increased
housing.
suburban
prices.
Without
it is unrealistic to depend
to
provide
any
housing, let
This problem is exacerbated by the
communities
are
historically
the most
reluctant to deal with affordable housing.
housing
Integrating
into
suburban growth corridors presents
some very different
urban
urban environments.
The
indicate a conflict.
Neutralizing
lane highway
design
considerations
very terms
the
from other
"highway" and "housing"
impacts
on residences is not possible.
of
an eight
Locating housing
adjacent to an eight lane highway goes beyond
the traditional
urban design principle of mixing housing and employment and is
not appropriate.
Perhaps
the
functional
most
relationships
arrangement of
different
uses
than
the
urban environments.
adjacent
important
to
one
environment.
residential and
in
element
between
suburban
to
uses.
growth
consider
The
corridors
is
the
segmented
is much
integrated functions of more traditional
Placing
another
Creating
compartmentalized suburban uses
does
not
artificial
create the same sort of
relationships
between
other uses will not guarantee a dynamic urban
environment.
15
In order to maximize
employment
while
the benefits
avoiding
the
of integrated
housing and
housing should be
problems,
located adjacent to suburban growth corridors.
This suggests
that growth corridors should be considered in terms of primary
and secondary areas, the primary area
to
the
highway
development.
and
appropriate
The secondary
being directly adjacent
for
office and commercial
area should
be removed
from the
highway but adjacent to the primary area.
The test of successful mixing of employment and housing should
compare not only
the
number
of
workers
to
the
number of
residents directly adjacent to a growth. corridor, but also the
number of single
family residences in the surrounding areas to
the number of multi-family residences in the corridor.
PEDESTRIAN AND VEHICULAR SYSTEMS
Traditional
urban
the provision of
design
a
contrast, suburban
principles are very concerned with
pedestrian
way.
these areas
Environments have
prohibit,
pedestrian
Located
In
impossible.
at the intersections
accommodate the automobile in every
been
created
activity.
which
For
restaurants are generally in abundance,
is usually
environment.
growth corridors have been designed almost
exclusively for the automobile.
of highways,
supportive
hinder,
if not
example,
although
a quick walk
to lunch
While the distance may be short, such
a walk would probably involve crossing
major thoroughfares or
a highway interchange without adequate signals and crosswalks.
Leon Krier has
complexity of
hypothesized
a city
that
"the
social
and cultural
has necessarily to do with its physical
and structural complexity and density.
16
.
.
.
Urban blocks
as small
should be
viable;
in length
and width
as is topologically
form as
many well
defined streets and
in
form
they should
as
squares
possible
horizontal
pattern
of
and
urban
of
space.
a
multi-directional
(1982,
p.
43)
His
the primary difference between suburban
hypothesis highlights
urban
the
traditional
growth corridors
downtowns--suburban
scaled to the car, while central business districts
have been
accommodate the pedestrian.
In addition, traditional downtowns have been served by
variety
transportation
of
principle
taking the
by
the
has
city into
generated
building
entities."
'form follows
types
without
Buildings have been shaped as
account.
isolated objects and architects have been
single
of affordable
lack
Krier has also noted that "the
parking spaces.
function'
Employees are discouraged
modes.
from driving private automobiles
a wide
(1984,
21)
p.
developments have provided acres
trained to organise
of
Parcel-by-parcel
surface
parking.
With
pedestrian connections between buildings and between buildings
and
bus
stops
almost
must
pedestrians
provided,
When
nonexistent.
walk
walkways
just
distances
great
are
to
traverse the parking lots.
Interaction
valuable
between
quality
corridors.
people
to
As
users
which
noted
share
an
of
should
be
spatial
in
is
a
growth
opportunities for
spaces are not necessary when people
move directly from the parking facility
New
environment
encouraged
traditional
above,
urban
urban
are
arrangements
to their destination.
needed
to
provide
these
opportunities.
Because
the
problems as
dominance
well as
of
the
automobile
leads
an unattractive environment, elimination
of conflicts between automobiles and pedestrians
importance.
to safety
is of utmost
However, improvements to pedestrian environments
17
an equal
by
balanced
be
must
in suburban growth corridors
Vehicles are not, and should not be,
focus on the automobile.
easily dismissed in an environment which found its very reason
Rather than mimic the pedestrian
in highways.
for existence
environment successful in traditional urban design settings,
Clearly defined
implemented.
are needed.
A
to
a
roadway
vehicular zones
pedestrian and
rapid transition must be made from a high speed
Designs
lot.
parking
transition and provide environments
and
traffic
vehicular
systems should be
vehicular
and
pedestrian
of
combination
a
address that
should
of
scaled to large volumes
separate
environments
tested at
two scales:
to
scaled
pedestrians.
Pedestrian scale
can be
scale is
the easier
of public -areas, the
and
the
provision
of the two to handle--the size and shape
pedestrian-related streetscape are
a
of
The regional
scale presents a
Determining the pedestrian scale
challenge.
difficult
between buildings
physical relationship
tests which can be monitored.
more
site specific
The
scale.
regional
specific scale and the
at the site
It
over a broad region is a function of many different tests.
the
of
examination
an
requires
transit and the pedestrian, the size
plazas and
roles
of various forms of
of blocks and
and scale
quality which Kevin Lynch called the
that general
"sense of a region."(1981)
A VISUALLY COHESIVE ENVIRONMENT
Kevin Lynch coined the
the following
context:
term "imageability"
"A
highly imageable
would seem well formed, distinct, remarkable;
the eye
and the
which he
.
.
.
used in
city .
.
.
it would invite
ear to greater attention and participation."
18
(1960, P.
corridor that
an
visit and
us to
would draw
suggests
name
very
the attributes of a
What are
10)
suburban growth
participate?
environment,
uninviting
a
The
strip of
buildings unrelated to one another and their visitors.
While
features
Some
typical form.
on a
limit the height of
structures,
rise
but
structures
the
still struggling
corridors are
architects of suburban growth
to settle
high
arranged
compactly
architecture
district
business
central
traditional
suburban building codes
allow
substantial floor
Others allow tall buildings which are often out
area ratios.
of context with
surrounding
the
community.
Current codes
promote scattered buildings, each surrounded by its own sea of
themselves rather
on
in
turn
Developments
parking spaces.
adjacent projects.
The problems of
individual structures are amplified when the
visual character
than opening
out toward
of the corridor is taken as a whole.
An array
of uses adds to the jumble of building types:
are hotels and motels,
there
shopping centers and malls, offices and
The
parking garages with car dealers and apartments mixed in.
variety of
the
is
it
While
result is often visual chaos.
structures and architecture which make an area interesting, it
an environment which is
for creating
also has the potential
confusing and offensive.
In
competition
suburban
growth
with
other
corridors
major suburban activity centers,
are
a
significant disadvantage.
Single-ownership master planned environments offer coordinated
and
facilities
transportation
adequate
landscaping,
infrastructure--all
suburban growth corridor.
different
types
of
which
features
(Lockwood,
suburban
are usually lacking in a
1986, p.
activity
centers
regional network, the regional perceptions of
become increasingly important to its
19
122)
success.
As many
emerge as a
a corridor will
be
must
image
cohesive
a
creating
of
means
Traditional
adjusted to the scale and pace of suburban growth corridors.
For example, visual organization can often be aided greatly by
This is true in
gateways and edges.
establishing boundaries,
appropriate
be
should
elements
the means
however,
growth corridors;
For example, where uses along the
sprawling
conflict,
boundaries
be
should
be established to
should
development..
strip
with the
corridor conflict
boundaries
community,
discourage
to the individual scale and
spine.
speed of a corridor's
surrounding
of establishing those
is no
there
Where
Similarly,
softly defined.
gateways to a growth corridor are important when the contained
Other
uses are distinctive and important on a regional scale.
the
corridors do not need
announcement
arrival
of
which a
gateway provides.
There are three textures, or degrees of scale, which should be
At the pedestrian
considered.
of
concern
at
slower
vehicular
elements
streetscape
speeds.
And
are
layout is of
and
design
Site
importance.
particular
scale,
building
mass
relationships are significant at high vehicular speeds.
Visual cohesiveness is similar to pedestrian scale in terms of
Specific architectural
our ability to measure and define it.
and urban design controls provide tests which can be monitored
by public agencies and architectural review
ability
to
regimented
designed
control
that
the
development.
the
environment
is
result
An
overly
a
boards.
must
perfectly
not
become
arranged
so
and
organized and orchestrated
development may be worse than a chaotic environment.
20
But our
THE RELATIONSHIP TO SURROUNDING COMMUNITIES
designers have advocated buffers between
Traditionally, urban
low
high density development and
by
apartments,
downtown
traffic
have
In
directly
often
are
corridors
growth
suburban
contrast,
family homes.
single
from
separated
been
and
functions
commercial
and
office
density
high
and
buildings
industrial
Surrounded
residential areas.
density
family homes--creating conflicts between
single
adjacent
to
the two.
Neighborhood
a matter of
buyouts have almost become
course in the development process of suburban growth corridors
and
suburban
faced
are
homeowners
the
with
urban
very
atmosphere which they moved to the suburbs to escape.
Even if
a corridor
usually
flanked
discern
where
occurs,
the
not adjacent to
is
strip
by
the
development,
begins
corridor
boundaries
between
and
it
areas
residential
it
making
is
hard to
Where this
ends.
and commercial
residential
areas need to be clearly defined.
a suburban
In addition,
the
of
part
integral
Located directly
on a
separate from
highway which
is on the fringe of the
often
are
determines
corridor
In
regional orientation.
intense
Physically unrelated
activity has
to the
gone unnoticed
congestion _have
along
development
whether
an effort
encroached
residents
their
of
to
considered
be
The size
it
has a
to capture as
communities have
large as tax base as possible, many suburban
allowed
is located.
it
which
the day to day life of the community.
and composition of a
local or
in
community
corridors
growth
community,
growth corridor may or may not be an
highway frontage.
the community,
this
until tall buildings and traffic
on
21
residential
areas.
As
between
and developers have erupted.
residents
groups while
territory is
The
and "theirs."
"ours"
but also
can,
and
The environment
enlarging the powers of others.
is divided into
the
of certain
status
and
identity
frequently do, threaten the
decisions
planning
Physical
identity-based.
only value-based,
are not
Such actions
decisions.
in
environmental
and
planning
technical
of
interpretation
concept
important
an
identified
Appleyard
Donald
conflicts
serious
intensified,
has
development
question of whose
being invaded, who the insiders are, and who the
outsiders are is one which is continually evolving.(Appleyard,
1979,
growth corridors expand and
As suburban
143-153)
pp.
to resolve the
will need
intensify, developers and residents
boundaries of their territories.
Testing
between
relationship
the
suburban
centers
and
surrounding residents is perhaps best quantified by the number
services
provides
and
offered
suburban
a
in
visitors
probably
relates
much
well as
of a growth corridor is not as
office workers
concern, testing
important as keeping
the concept in mind while making decisions.
and often
center which
A
more strongly with the
more ambiguous
A
surrounding neighborhood.
the image
center.
services to the neighbors as
businesses and
of
types
the
of
survey
a
is
measurement
less objective
A
the two areas.
trips between
of automobile
Images are vague
fleeting.
SIGNS AND SYMBOLS
In
examining
asserted
that
the
"the
Las
Vegas
sign
is
22
strip
more
Venturi's design studio
important
than
the
13)
found that, in Las
They
away there
Vegas, if you take the signs
bold signs
p.
(Venturi, 1978,
architecture."
is no
travelers on the highway.
communicate to
Car
partially true in suburban growth corridors.
shopping
in
centers,
rely
particular,
on
Large
place.
This is
dealers and
large
signs to
The buildings behind the signs are often
identify themselves.
rather unremarkable.
said that the
is
building
glass
reflective
growth corridor it might be
buildings in
types of
For other
and
the
are
glass
black
signposts
are
building
by
first
given
highway
are
Rarely
description.
for
the
growth corridor.
traveler to an office building in a suburban
Directions
granite, blue
Pink
sign.
exit
office
then by
and
building
names
displayed in a way which guides a visitor.
In an environment where the automobile reigns supreme, highway
and street signs have
corridor.
a great
the character
impact on
of a
Without some degree of coordination between highway
certain to
and city street signing, there is
and traffic
congestion.
the design of integrated
streets.
The
next
be visual chaos
In the 1970s urban design influenced
signs,
and lights
signals
for city
challenge is to integrate those systems
with highway systems.
IMPLEMENTATION AND INSTITUTIONAL FRAMEWORK
Suburban growth corridors
urban design
stretch
the
implementation processes.
range
of traditional
A complex combination
of responses is required to address the multiple jurisdictions
and interests involved in growth corridor development.
23
Coordination of high intensity development is difficult enough
when
one municipality.
it is located within the boundaries of
It is not unusual for suburban growth corridors to fall within
or
two
between
hodge-podge appearance or may
a
create
can
codes
building
differences
Subtle
jurisdictions.
more
encourage development in one section of the corridor more than
in an another.
is a gap between the private architectural review boards
There
and
planning
city
the
Architectural review
development.
zoning
have
staffs
and their
They
codes.
according to city code.
how to
that
ensure
will be
of administering
responsibility
the
In
facades
City planning councils
signs will be uniform.
compatible and
over
boards govern the quality
building
that
They ensure
of development.
control
have
which
councils
each parcel is developed
a gap in
two lies
between these
Daily public and private sector
regulate development.
decisions should be linked to a
broader plan
for the future.
The rapid pace of development makes this connection especially
important.
future design of
Three concepts have an important role in the
suburban growth
corridors:
regional planning, private sector
involvement and negotiated design.
of these
The
which each
degree to
concepts is utilized in a particular corridor should
be commensurate to the corridor's physical
size and
the type
of land uses contained within.
A
more
regional
bemoaned the
States.
lack
The
approach
of
is
regional
problems
Planners have long
needed.
faced
development provides an especially
coordination
in
coordinating
clear picture
for cooperation between local governments.
suburban municipality is closely tied to
future success of
the United
in
suburban
of the need
The future of each
its neighbors.
The
suburban growth corridors is dependent upon
24
development
transportation
and
infrastructure
coordinated
between municipalities.
Much
property owners
and
called
associations
sector
private
Management
improvement programs have been developed
Capital
agencies.
gridlock,
collaborate with public
forced to
have been
private sector
with
Faced
congestion.
traffic
over
concerns
public and
spin-off of
design is primarily a
suburban growth corridor
in
interest
current
the
of
Associations
In the process,
been -formed.
have
Transportation
urban design considerations are beginning to receive attention
Their involvement is very important
private sector.
from the
to implementation of urban design improvements.
which
The third concept
the
Fleissig has merged
design.
important
role in
negotiated design.
William
negotiation
of
concepts
and urban
elements in his concept of
two important
There are
an
play
is
development
corridor
growth
should
negotiated design.
stakeholders in
have
solutions.
commercial
surrounding
and
groups
neighborhood
the
property
merging of policy, financial and design
Second, the
Development negotiations
traditionally have been
based on financial and public policy considerations.
suggests that the result has been
tune with
and
to include citizen and
Expanding negotiations
municipality.
developer
the
only
involved
all of the
Development negotiations
corridor.
a growth
traditionally
owners.
bring together
negotiations to
First, the use of
buildings which
Fleissig
are not in
the surrounding community and don't make a positive
contribution to
considerations
urban
the
to
the
decision can be made.
environment.
negotiation
(Fleissig, 1986)
25
process
By
adding design
a more balanced
CHAPTER III:
AN ILLUSTRATION OF SUBURBAN GROWTH CORRIDORS
PARKWAY CENTER, DALLAS, TEXAS
Almost twenty years have passed since geographers and planners
identified
first
Corridors
suburban
the
the nation which exemplify many
across
exist
now
different stages of development.
of
examples
of
and
institutional
this chapter, attributes
In
as
described
are
corridor
growth
specific
a
corridor phenomenon.
growth
typical
characteristics of
physical
growth corridors.
HISTORY OF DEVELOPMENT
Parkway
suburban
in
Center
growth
Texas provides an example of the
Dallas,
Typical
phenomenon.
corridor
of highway
corridor developments across the South and West, this corridor
along a
is the result of scattered development
has intensified
development of
will continue
point that the area can be identified
to the
Both
as a specific place.
highway which
the
physical
and institutional
the area are relatively mature.
to change,
each has
Although both
an identifiable structure
and character.
Parkway Center
the Dallas North Tollway.
bisecting
the
Dallas Parkway, an extension of
straddles the
City
of
The tollroad runs
Dallas
and
north and south,
providing
a connection
between downtown Dallas and suburban communities to the north.
Much
of
the
tollroad
passes
26
through
residential areas of
However, between
Dallas.
Road
the
has
Parkway
(LBJ
1-635
as
served
a
Freeway)
and Beltline
catalyst
for
intense
commercial and office development.
The
of
sequence
the
of
photographs
area until
expansion of
Aerial
rapid.
been
only
reveal
area
scattered development in the
plans for
has
development
small
amount
of
the late
1970s.
As
a
lane Tollway extension were
the four
made, there were large numbers of real estate transactions and
development projects completed.
LOCATION
x-75
PARKWAY
CENTER
1-35
1-635
DALLAS
CBD
1-20
By 1980,
the large
real estate speculation in the
amount of
area led to it being referred to as the Golden
Parkway
area
included
office space in the
general vicinity
hotels.
were three
million
of the
The
square feet of
Tollway.
In the
major shopping centers and eight
expanded to
approximately 6
feet of offices, another 5 million square feet
under construction and an
in
four
immediate area
Development in the area
million square
announced
almost
Corridor.
additional
the surrounding area
119-120)
27
8
million
square feet
by 1985. (Lockwood,
1986,
pp.
MAJOR UPZONING CASES APPROVED SINCE 1983
Major rezoning cases from 1983 to present
that allow additional development rights:
I The 1son
&
ylorCos
90w
ar.
2 NoelRoadJO Valure
3 Ste Har"mn~
4 RearEstaieDelopmen Co
5 JohnGrao
6 aes
6 Nrv0sclsForesWer
7 Suburban
Amencan
Devlopment Co
0 RosewoodProroes
9 Tnies ParkWyJoa Ven.r
10VemnonA JamesSmn ie111111n
It the Wtsona Taor CoS
69 acres
21 acs
2 aces
A2 acres
is aces
78 acres
6 aces
7 acres
53 acres
4 9 oIdn soI
393000 9 R
725.00sq t
25 mdhonso I
65000,s0
'91000 sq 0i
167
sq fl
14 mhon sq fl oft*. 142000sq ft
59100 9q 0 lad
45 apanments 101Ac-e
3 mnideso
mdhon
12
The fu"g Cos
13 Hurd Dewgletomnl
14 Lylnen
Pobportees
3 acres
100acet
6 act"
300000sq 0
135m~hon
sq fR
1 dhonso f0
iS.CuoumCos
16 PachCRely
17 Prae Dewvowmenl
Co
Is MnwodRoa Joni Vemure
19 ChamponPaper
20 5nl
Pboperty
Co
21 6.0 Wallets
Co
22 Concourse
DelopenI Co
2 ac"es
22 acte
2 mdo sq ft
21 mahso ft
500.500
s
706000sq t
mdo osq
2 mhOnsq ft
237000SO 11
$60.000sq 11
4 aces,
6 acres
(vane11
68 acres
10ac ,
54 @cres
6 acres
23 Farmers
SraneoOffhePark
of ownersl 33 aces
24 Rodger MeweCadiNac
and'onely ofowners
10acr
I
t
1452 M~hon
sq
As the
Texas economy
has slowed
delayed.
Despite
expect longterm prospects
the
Tes anowedunder0
ne" omn
Dallas Business Journal
February 24, 1986
recently, development along
the Parkway also experienced a slowdown.
been
it
355.600
sq ft
de10velo- r
SourceCty records
andCatsta1fegsrates of owa0
SOURCE:
mead
Many
projects have
downturn, real estate analysts
for the area to be good.
INSTITUTIONAL CHARACTERISTICS
The
theme
of
multiple
suburban growth
corridors.
three municipalities
Dallas)
and
jurisdictions
several
is
a
common
one in
Parkway Center is divided between
(two suburban communities and the City of
transportation authorities.
Pockets of
development along the Parkway in the two suburban communities,
the City
of Farmers
Branch and
the Town of Addison, reflect
the liberal zoning policies of those two communities.
28
MULTIPLE JURISDICTIONS
DALLAS
PARKWAY
I
ADDISON
Beltline Rd.
'I
I
I-,
DALLA
FARMERS BRANCH
1-635
rn-rn
Parkway Center
i
1I4**
Long Range Planning
Each of
the municipalities
has its
The City of Farmers Branch is
own plans
in the
process of
Comprehensive Plan
to guide future growth.
the City of Dallas
has initiated
with
the
North
guidelines
"Parkway
Dallas
for future
Center"
is
development
a
result
of
in
of
have its
to
area.
study.
Addison is not actively working on plans for
course does
Center Project
Commerce
the
that
preparing a
At the same time,
the Parkway
Chamber
for the area.
The name
The Town of
the area
own set of development codes.
each municipality acknowledges the
existence
each is planning primarily for its own future.
29
of
prepare
but of
Although
the others,
BOUNDARIES OF PARKWAY CENTER
REGIONAL PERSPECTIVE
The
above
CITY OF DALLAS
diagrams
illustrate
the
isolated planning by
individual
municipalities.
conflicts
STUDY
inherent
in
Looked at
comprehensively, the boundaries of the Parkway growth corridor
would encompass both sides of the tollroad.
the most
comprehensive existing
In reality, even
planning effort, the Parkway
Center Project, is focused on only one side of the tollroad.
Zoning Administration
In addition to long range planning, each municipality
own
style
of
regulating
development along the Parkway.
Dallas, most development along
the
standstill
planning
while
long
has its
range
tollroad
Development which occurred prior to the
has
has
been
mid 1980s
been
In
at a
underway.
within the
City of Dallas was handled through standard zoning categories.
Recent zoning requests
Planned
Development
have
been
district
City of Farmers Branch and the
Planned
Development
in
the
form
ordinances.
Town of
districts
of detailed
In contrast, the
Addison have utilized
for
the
majority
of
developments.
The difference between these two methods of zoning
in the
have
resulting built
resulted
in
more
form.
Planned Development districts
landscaping
30
is evident
and
phased development
coordinated with
They have also
infrastructure improvements.
allowed developers larger square
footages than might have been
allowed under standard zoning categories.
A review of Planned
Development districts in the Parkway area
within the
City of
Farmers Branch reveals an increase in sophistication ordinance
language and requirements.
Transportation Agencies
agencies play
the Texas
the area's future:
role in
a major
dominant feature, two
such a
highways are
area where
In an
State Department of Highways and Public Transportation and the
Turnpike Authority.
the physical
viewing
averages 200'
impact of the Turnpike Authority on
form of the corridor is perhaps most evident when
aerial
an
The
the
of
photograph
right
than the
in width--not much less
way which
of
depth of many
parcels of -land adjacent to it.
In addition,
the Dallas
Area Rapid Transit agency
(DART) has
area.
As plans
in the
plans for future light rail stations
for suburban service are just being formulated, developers and
and
station
locations.
preferred
their
municipalities are vying for
of
As
yet
rail alignment
there has been little
planning between DART and suburban municipalities.
MARKET INFLUENCE
Land Banking through Interim Uses
Development of Parkway Center has advanced
land uses
ago.
to
have changed
from those
to the
point that
designated just ten years
For example, medium density apartment complexes
the
Parkway
which
were
built
31
in
adjacent
the early 1970s were
recently part of a major rezoning request.
is now slated for 4.9 million square
The City
feet of development.
of Farmers Branch Draft Comprehensive Plan estimates
that, in that
acreage in
city,
for
number
percent
of
the site
major
of
the nonresidential
the general
improvements.
rezoning
which allow significant
values in
65
the general vicinity of the Parkway the land value
exceeds the value of
large
90 acre parcel
The
cases
additional
Because of the
from 1983 to present
development
rights,
land
area of the Parkway have increased and
there is an increasing demand for rezoning.
The Shape of Development
Much of the built form
attributed
to
the
in
the
real
Parkway
estate
Center
market.
area
can be
office real estate
speculation boomed during the early 1980s.
The
result was a
rapid development process involving several parties.
Land was
purchased and zoned
by
was then
constructed, either
by the
developers.
A
structure
original owner or by a new owner.
Upon completion of construction, the building
most likely, sold.
was leased and,
The rapid sequence of events has created a
continuing cast of characters, very few
of which
have a long
term stake in the area.
The
highly
competitive
standard package.
amenities were
Typical
market
led to buildings which fit a
floor plans,
developed.
landscaping and site
Although building facades differ,
the formula remains the same.
In most
cases the
result is a
homogenous building which can be found on any growth corridor.
The most recently constructed buildings have
architectural
creativity
but
stand
alone
employed greater
as
buildings unconnected to any sort of urban fabric.
32
"signature"
PHYSICAL CHARACTERISTICS
of structures
The placement
on the land has
several repeated
characteristics:
Dominance of the Tollway
The term "center" in the name Parkway Center belies the actual
form
of
the
presented a
The
area.
much
more
original
accurate
name,
Golden Corridor,
description
of
the area's
physical form.
In addition
the
to providing the horizontal spine which organizes
corridor,
dimension to
the
Parkway
the landscape.
to accomodate overpasses
from
a
very
flat
also
contributes
a
vertical
Elevation changes in the roadway
provide
landscape.
the
only
available relief
Although the Parkway is the
dominant feature, the buildings rarely relate to it.
And, in
general, they do not relate to one another.
Little Pedestrian Space
This is not a pedestrian environment in any sense of the word.
Both the impact of the highways and the
climate discourage if
not prohibit
Few sidewalks connect
any pedestrian
the isolated buildings.
at the curbside stops
movement.
Pedestrians waiting
for public buses
look out of place and uncomfortable.
Not as Intense as Downtown
Parkway
Center
has
the
potential for becoming a relatively
intense urban environment.
However, it is not
with
business
the
development
Dallas
along
central
the
tollroad
district.
covers
to be confused
The core of
approximately
acres--in contrast to the 190 acre core of the Dallas CBD.
33
1000
Constantly Changing Environment
There is
changing.
a mix of uses and building types which is constantly
The
evolved from
buildings
composition
apartments and
and
structures have
of
along
the
Parkway has
strip shopping centers to office
megastructures.
provided an
uses
In
effect,
economical means
land until completion of the tollroad extension.
34
the
two story
of banking the
CHAPTER IV:
A DEFINITION OF THE URBAN FORM OF SUBURBAN GROWTH CORRIDORS
Understanding the spatial organization and
functions
growth
of
elements
corridors
visualizing
suburban
size,
the
their
growth
shape
is
form.
are
While
they most
composition,
a common
to
may differ in
corridors
The two elements
suburban
critical
future
and
certainly have
of
set of elements.
horizontal patterns
and building types/land use.
In addition to providing patterns by which
suburban growth corridors can be typified,
these
elements
also
attributes which
growth
corridors
can
exhibit
be
corridors.
are
a
a range of
used
to define
Suburban
which
phenomenon
emerged
from
sprawl.
The size and shape
seemingly
random
have
suburban
of individual
elements/characteristics are
discerning between the
growth
the means of
random
sprawl and
identifiable growth corridors.
This chapter
outlines the range of shapes
and sizes of
specific
elements
suburban growth corridors.
Specific sizes
and forms are based upon review
photographs of
found in
of aerial
Dallas, Texas and standard
real estate industry criteria given in the
35
Urban
Institute's
Land
Development
Handbook series.
HORIZONTAL PATTERNS
The
arrangement
horizontal
suburban growth
of
space in
corridors is divided into
very distinct zones.
The horizontal zones
can be defined by their speed and scale.
Vehicular
Highways and Major Thoroughfares
The
is
dominant
the
feature of growth corridors
high
speed
thoroughfares which
the corridor.
highways
or
busy
are form the spine of
Organization
of all other
space is determined by the highway.
Arrival speeds are such that the buildings
lining the corridor are
It
is
in
confusion
the
that
not comprehended.
midst
one
of
traffic
enters
a
and
suburban
growth corridor.
The major roadways which form the spine of
suburban growth corridors
between
those
those without.
from a
which
may
be divided
have overpasses and
Development of the roadway
six lane
local major thoroughfare
to a regional highway with overpasses will
occur simultaneous
with land development.
36
0ea
e
are
amount
this
of
dominant characteristic of
a
is
traffic
by
created
environment
growth
oriented
vehicular
The
corridor.
a
as
typified
be
can
which
an environment
create
to
necessary
to
lanes of traffic
least six
At
catalog.
attribute
important
an
is
roadway
in the
lanes
of
In addition, the number
suburban growth corridors.
highway
lane
eight
the
an
lanes of
four
with
is
Beyond this size the width
service roads.
of
size
of highway.
At the upper range
highway
to
seems
a barrier
be
rather than a spine.
Streets
on
Strips of development
the
are
highway
secondary
either
divided
further
Arrival
streets.
side of
by
speeds
decrease but congestion increases.
These
are
streets
wide but
may be
Those streets
to eight lanes of
the limits
resulting
in
four lanes
as eight lanes.
as wide
with six
traffic provide
corridor,
typically
of the growth
corridors
two to
four miles in length.
W
Similarly, streets running parallel to the
corridor's spine form boundaries.
37
Parking
Upon
leaving
particular
the
street
building,
to
the
the parking facility,
enter
a
visitor enters
either a surface or
structured parking garage.
Entering the parking lot at a
speed
gives
take in
visitors
their
an
much slower
opportunity to
surroundings
and approach
their destination.
Parking
story
lots
typically
buildings.
megastructures
serve one to two
Office
typically
towers
have
and
parking
structures attached.
Pedestrian
Plazas
The
immediate
structures is
surrounds
the only
the pedestrian.
of building
entryways
designed
of
individual
zone available to
However, standardization
types has resulted in typical
which
for
often
the
are
not
really
pedestrian, but rather
for effect.
Pathways
Designated pedestrian
nonexistent in
suburban growth corridors.
Instead, pedestrians
through
parking
paths are virtually
lots
make
their
own way
and on the edge of
streets.
38
BUILDING TYPES AND LAND USE
corridors
growth
Suburban
types,
building
by
typified
be
vertical
addition, land use
In
horizontal zones.
also
within the
organized
are
elements which
may
within growth corridors can be categorized
by
building type.
The unifunctional rows of
suburban growth
of
characteristic
as
are
buildings
related to
directly
is
use
cases, land
In the majority of
types.
building
corridors as the highways
through them.
which pass
Low Strip Structures
One of the first types of structures to be
neighborhood service,
and
Other uses
dealers
car
churches,
include
and
restaurants.
structures
These
often form a transition
zone between single family
in
found
structures are
the
core,
the
corridor
thoroughfares
residences and
Although they may be
the growth corridor.
these
low
bulky
typically on the fringe of
on
which
or
the
near
major
cross the corridor's
spine.
39
I
vow 8.0.10
low-rise
apartment buildings
centers.
service
office
low
centers which provide
shopping
are
uses
is
most typical
The
buildings.
apartment
and
buildings
freestanding
corridors
centers,
shopping
strip
often
growth
suburban
in
built
I1
L
Strip shopping centers
from 60,000
range
square feet to over 150,000 square feet in
size.
As
an
these serve the needs of
service centers,
the immediate
service,
of neighborhood
adaptation
area.
the
Instead of personal
focus
is
typically
on
business service and restaurants.
to 40 acres
Apartment complexes occupy 10
at a density of 10 to 30 units per acre.
In
to their transitionary role,
addition
these
inexpensive
relatively
provide
a
method
structures
banking
of
land
for
future more intensive use.
Freestanding Towers
Individual buildings ranging from three to
twenty
or
stories
taller
usually
are
spine.
The
a corridor's
scattered along
both visual interest and chaos
towers add
to the environment.
form is
The primary
office
structures,
or high rise.
growth
both low and sprawling
The more
corridors
signature"
standard.
often
rows
buildings--each
footprints
and
each
by
intense suburban
are
office
treatment,
neighbors
that of freestanding
unique
separated
parking
within
individual
oriented
toward
one
from
lots.
of
with
facade
its
Structures
developments
another
40
are
and rarely
whether
developments
other
to
relate
adjacent or across the highway.
The
first
structure
with
buildings.
square
shapes of office
typical
two
are
There
a
of
building which maximizes
thin rectangular
frontage.
sites with minimal highway
The
also
is
buildings
these
of
footprint
The second is a long
18,000 to 25,000 sf.
footprint
a relatively
is
18,000 to 25,000 sf.
to
ranging
sites
on
4:1
range from 2:1
area ratios
Typical floor
This
square
footages
5 to 20
potential total
in
results
acres.
from
over 1 million sf on
of
individual. sites.
Megastructures
shopping
The
feature
suburban
to
be
suburban
a
growth
Traditional regional malls have
corridor.
two or more
one to
which is almost certain
in
included
quintessential
a
is
mall
department
major
stores and
Often
of mall space.
two stories
one of the first developments in the area,
it
is
urban
require
also
one
Shopping
form.
as
a great impact on
with
much
as
100
mall
sites
may
acres of land,
approximately one half of which is devoted
to parking lots.
The supermall
mall.
is a hybrid of the shopping
This newer,
more
intense
41
type of
a
2 n.-
development
mall which
is
the
three story regional
includes office
and hotels as
well as multiple department stores and two
to three stories of secondary retail.
Both
structures
activity
centers
are
which
isolated
intense
rarely relate to
surrounding development in the corridor.
42
CHAPTER V:
THE FUTURE FORM OF SUBURBAN GROWTH CORRIDORS
LOOKING TO THE FUTURE
Tax
reforms,
changes
in the economy and
the increasing sophistication of municipal
planning
are
future pace
all
of
going
to
suburban
affect
the
growth corridor
development in the South and West.
As the
development boom levels out, there will be
opportunities
mistakes and
to
fill
create
in
an
gaps, correct
identity
in the
corridors of office buildings and shopping
malls--in
- effect,
development
retrofit
and
plan
existing
for
future
development.
To take advantage
we
need
probable
It
to
of
give
future
appears
these opportunities
some
of
that
thought
to
the
metropolitan growth.
the
current
suburban
development
phenomenon
beginning
a new stage of urbanization.
of
Suburban growth will
landscape.
is
only
dominate
the
the American
Incremental changes in policy
and economy will
development but
influence
the
focus
the
speed of
will remain on
the maturation of the suburbs.
Two common theories on the future
American
cities
views.
One
is
present
the
very
concept
43
form of
different
of
urban
villages.
Visualized
as
intensely
developed cores surrounded by
residential
have
development,
been
presented
organizing
suburban
villages
urban
as
a
as
where
of people work and live.
headed
toward
sophistication
a
society
has
working
of
The increasing
of
communications
URBAN VILLAGE
suggests that
decentralized workplaces.
individuals
of
Urban
centers
A second view of the future
are
means
intended
employment/entertainment
we
villages
sprawl.
are
large numbers
low density
electronic
led
to
out
a
of
-
vision of
their homes
with little need for office buildings.
DECENTRALIZED
WORKPLACES
To some degree both
the
future
However,
of
these
of
these
recognizes
the
The impact
of
development
beltway
corridors
and
visions of
will probably become reality.
neither
theories
suburban growth corridor.
along highway
on
future
metropolitan form will be significant.
As
suburban
becoming
areas
networks
Increasingly,
the
mature,
cities
of
are
communities.
traditional
CBD
and
surrounding area
are just a small part of
what is commonly
thought
of
as
a city.
With a
large stock of suburban housing in
place,
the
along
future
suburban
suburban
growth
form
highways
-
of
development
and
corridors--is
stage of development.
44
beltways-the
next
Hans Blumenfeld noted that
We
refer
city"
today
but
rather
metropolis."
reflects
long,
the
slow
has
the
fact
that
evolution
"modern
from
its
the city has
a revolutionary stage.
so
that
a
"modern
change of name
undergone
change,
merely
to
This
emerged into
It
not to the
it
larger
traditional
qualitative
is
no longer
version
city
different
a
but
a
form
of
the
new
and
of
settlement.(Gottdiener,
human
p.
15,
1977.)
Suburban
communities
centers and local
form of
their
look
parks,
to
shopping
often
the only
development other than homes, for
community's
center.
Residents
identify the boundaries of their community
by these
growth
centers.
It
corridors
employment
and
downtowns in
is
which
service
the suburban
serve
as
centers.
the
Not
the traditional sense of the
word, these
corridors are
creating a new
form of urbanization.
The
current
concern
of
community members and
the
stage
suburban
identified
for
policy
makers,
developers
has set
addressing
growth
only
the
corridors.
as
a
form
of
Previously
part
of suburban
sprawl, growth corridors have emerged as a
specific type
of development.
45
But within
o
COMMUNITY CENTERS
CENTRAL BUSINESS DISTRICT
SUBURBAN GROWTH- CORRIDORS
this type
there are
different shapes and
sizes.
The previous chapter outlined the range of
attributes which may be
growth
corridors.
specific design
the
varying
The
are
and
policy
are
growth
responses to
presented
in
corridors, three specific
examined
scenarios
suburban
In order to identify
situations
suburban growth
scenarios
found in suburban
in this chapter.
based
on
existing
corridors in the Dallas,
Texas area.
Existing corridors have been selected only
for
the
purpose
visualization of
and
scale
of
appears
cities
across
have
to
the
experienced
development
in
allowing
the
range
be
of
corridors.
representative of
South
and West which
rapid
suburban
past ten years.
following recommendations are made
context
of
the
better
the spatial organization
the
Dallas
of
six
The
in the
urban design issues
presented in
Chapter
scenarios is
tested against the normative
II.
Each
of the
principles associated with the six.issues.
46
The scenarios exhibit a range of types and
intensities
of
suburban
growth corridor
development:
Intense
Office/Commercial
Development:
Parkway Center
Strip Commercial Development:
Airport Freeway
Scattered' Mixed Development:
Preston Road
INTENSE
OFFICE/COMMERCIAL
PARKWAY CENTER
DEVELOPMENT:
Characteristics
Representing
the
development
scenario,
most
intense
Parkway
straddles an eight lane
serviced
by
highway
is
Center
tollroad which is
frontage
lanes on each side.
corridor
roads
The
constructed
with
three
limited access
with overpasses,
allowing access between the two sides.
Composed
primarily
supported by
of
office structures
hotels and business service,
Parkway Center exemplifies a concentration
of
development
Both
the
framework of
mature.
with
some
cohesiveness.
physical
and
institutional
this corridor are relatively
Parkway
Center
is
described in
greater detail in Chapter III.
47
The Relationship of Housing and Employment
Housing
is
not
appropriate
along
the
immediate spine of this
type of corridor.
Medium to
high density
housing should be
developed
on
transition
adjacent
to
lower
Oriented toward
areas
but
property
density
as
a
housing.
single family residential
close
to
employment centers,
HIGHWAY
clusters of mid-rise housing would provide
an
urban
lifestyle
as an alternative to
single family suburban housing.
The role of higher
transition
zone
provision of
retail and
density
could
housing
be
as a
emphasized by
personal service businesses,
restaurant space
on the first
level facing the corridor.
A
buffer of
green space should be provided between the
two residential densities.
In
addition
to
organization
housing
fulfilling
function,
adjacent
to
a
spatial
multiple
the
family
corridor
can
provide needed affordable housing.
Pedestrian and Vehicular Systems
Dividing
a
corridor
into
clusters of development is
important
Parkway
concept
Center.
development can
and
secondary
cluster an
in
manageable
a particularly
a corridor such as
Clusters
of
office
be defined by the highway
streets.
Within
each
internal circulation system of
sidewalks and streets should
be developed
48
OFFICES DENSE HOUSING SINGLE
WITH RETAIL
FAMILY
HOUSING
which brings the growth corridor down to a
more pedestrian scale.
continue to be
Recognizing that cars will
the dominant mode of transportation, it is
integrate parking facilities
necessary to
into the overall design of a corridor.
Parking structures
centralized within the
clusters would aid in
and
pedestrians.
They would also serve
another
important
promote
interaction
corridor.
The
separating vehicles
function--they
would
between users of the
urban
pedestrian network
would be strengthened if business services
were
also
centralized
clusters.
should
Distances
be
/business
with
adjacent
service
these
between structures
minimized
centralized
within
to
areas
open
the
spaces
parking
rather
than
scattered between buildings.
Pedestrian
connections
between
parking
facilities and destinations should be part
of
a
clearly
allowing
defined pedestrian system,
circulation
within
and between
clusters of development.
Encouraging any pedestrian activity in the
South and
the
West requires
climate.
Large
a sensitivity to
open plazas become
unbearably hot during a
good part
of the
year.
Providing shade from structures and
trees
is
important
as
is architectural
49
the
invites
and
protects
which
design
pedestrian..
In growth corridors like Parkway Center, a
transportation alternatives to
variety of
light
buses,
shuttle
private
should
of
arrival
of
points
and
buses
city
designs
Site
rail.
anticipate
includes
transportation
future
Possible
developed.
being
are
automobile
the
these
modes of transportation.
A Visually Cohesive Environment
In
of
corridor
large single
developments
use
mixed
ownership
with
compete
to
order
a
individual office sites like
Parkway
Center
present
a
organized
be
should
an office
as
image
cohesive
to
employment center.
Arrival to a corridor striving for
a such
an identity could be marked by cornerstone
a
structures. Forming
and architecture
gateway,
the size
of these buildings would
announce the highway traveler's arrival in
a
place.
'
Existing
structures
demark cornerstones to
Parkway
already
Center on
three of four corners.
Another
simple
means
creating
of
a
particular image is to apply a name to the
corridor.
Identifying
the area by more
than the name of the highway which spurred
50
step
first
the
is
development
toward
creating a place.
speculative office buildings
Corridors of
Set at angles to one another,
structures.
do not appear to be
often
buildings
the
of
Instead
front.
they
the highway
or to
related to one another
which
individual
many
of
composed
are
arrangements, buildings could be
as
designed to make an
vegetative edge
traveling through the
a person
impact on
be highlighted
could
The structural edge
by a
sited so
an edge along the highway.
create
to
random
corridor at 55 mph.
The
defined
be
should
above
sections
previous
in
described
clusters
by
street edge with buildings and
creating a
landscaping.
landscape
Strict
will also
design standards
help create a
image.
corridor with a distinct
and urban
However,
not
be so strict as to
stifle all creativity.
Rows of identical
standards
should
structures are only boring.
extends along the northern
As development
extension of the tollroad,
should
gateways
utilize
to
edges,
organize
the
Parkway Center
boundaries
and
corridor into
identifiable segments.
The Relationship to Surrounding Communities
Parkway Center is an example of a corridor
located
on
the
fringe
of
51
several
communities
but
with
no community which
calls the corridor its own.
this
scale
should
A
corridor of
be
considered
regionally.
Parkway Center is surrounded
of
land
uses.
Those areas adjacent to
residential development
as described
Intense
industrial
should
become
development
adjacent
to
"Mix of Housing
Where the corridor abuts
and
boundaries
should be handled
above under
and Employment."
commercial
by a variety
the
uses,
much
softer.
be
located
should
highway
the
and
intensity
should gradually diminish as it approaches
residential areas.
There is great potential for this corridor
to
expand
amount
into
of
vacant
Dallas.
In
adjacent to
might be
a center.
land
Farmers
existing
is
a
more
the
massive
that
property
office developments
from a
form,
needed
development.
and sizes should be
of
available in
available for redevelopment.
roadways will be
into
significant
Branch,
Parkway Center transitions
to
A
road
a
to
As
corridor
network of
carry people
Building heights
tied to
the capacity
network.
The tallest and
most intense uses should
be located along
the
Parkway,
decreasing
intensity with the
capacity
in
of
network.
52
size
and
the road
As
Parkway
Center
expands,
the
intersections of the road network with the
Parkway
will
and
be
with periferal thoroughfares
important
gateways
into
the
center.
Signs and Symbols
In
corridors
buildings,
of
the
speculative
building
is
office
the
sign.
Facade treatments and building forms speak
for the tenant.
signs,
Instead
visitors
of
identify
destinations by the color
building.
This
identification
the
written
their
and shape
type
should
word
looking for
of
of a
building
be
encouraged and
should
play a minimal
role in this environment.
Implementation and Institutional Framework
The impact of
growth
corridors composing
intense employment centers such as Parkway
Center should be considered
PUBLIC
PRIVATE
by a regional
planning authority.
(Negotiateed
Design
Cr eat ion
of
an
o ffice
should involve property
corridor
and
initiative
em p lo ym e n t im a g e
owners
along the
probably depends upon their
a
for
environment.
truly
successful
Traffic
Management
Planned
Development
oteners
Ce
"''''
Pui/
lPrrivate
Ass*cia
Audhority
Associations
districts
are
development to
and
critical
insure
in
this type of
that
large phased
commercial and office developments provide
53
the
necessary
infrastructure
and
amenities.
Local
municipalities
affordable,
medium
should
to
plan
high
for
density
housing.
STRIP COMMERCIAL DEVELOPMENT:
AIRPORT FREEWAY/HIGHWAY 183
Characteristics
Airport
Freeway
presents
an
entirely
different scale and speed of corridor from
Parkway Center.
strip,
this
Essentially an overgrown
highway
is
flanked
by car
dealers, fast food restaurants, motels and
office buildings.
Local
traffic travels
under the highway but highway exits bypass
local
thoroughfares,
focusing
highway
traffic on businesses lining the highway.
Mix of Housing and Employment
Housing is
this type
not appropriate in any part of
of
Center, this
corridor.
Unlike Parkway
is not an intense employment
center.
There
relative
to
provided
and
are
the
very
goods
housing
few employees
and
for
services
those
employees is not realistic.
54
few
Pedestrian and Vehicular Systems
Vehicles
are
corridor
especially
such
Pedestrian
as
and
dominant
Airport
in
a
Freeway.
vehicular zones should be
Parking
very clearly defined and separated.
There
is
some
need
connections between
the same
side of
for
pedestrian
businesses located on
the highway.
VEHICLES
A pathway
PEDESTRIANS
connecting the
facades of buildings which
might share parking and
provided.
are
patrons should be
Because all parking facilities
surface
lots,
there
asphalt and concrete.
are
acres
of
Pedestrian movement
should be drawn away from the
highway and
parking lots and up to the buildings.
Carefully
should
selected pedestrian connections
be
provided
between
surrounding
housing and the growth corridor.
The
highway
and
frontage
exceptionally congested
corridor.
in
roads
this
are
type of
Improved vehicular circulation
is needed throughout
without exception.
the
corridor almost
Clearly defined access
and egress points should be developed when
the occasion
arises through redevelopment
or
improvements.
highway
connections across
Pedestrian
the highway should not
be provided at the same level as vehicular
traffic.
55
p
II
PEDESTRIAN
WAY
A Visually Cohesive Environment
Airport
Freeway
corridor
which
arrival.
exemplifies
has
no
Scattered
edges leads up to
a
clear
growth
points of
development
on the
a concentrated
mass in
the center.
Airport
Freeway
narrow
is
an example of a very
corridor--lot
depths
are
approximately 500'.
Because the rear lot
lines
from
are
visible
boundaries
between
adjacent properties
well
defined.
could
frame
corridor
should
the
and
be especially
corridor
the
would
visually
In addition,
provide
between
and
conglomeration
buildings and signs.
buffer
the
highway,
A boundary of vegetation
concentrate
greenbelt
the
an
residential
of
such a
appropriate
and corridor
uses.
A
great
Airport
deal
of
Freeway
electrical
the
is
and
Elimination
of
visual
created
chaos
by overhead
telephone
those
of
lines.
elements
would
greatly enhance the visual environment.
In general,
the image of this corridor is
one of chaos.
familiar
But
form.
circulation
restaurant
in
Visitors
surrounding
works
the
because
chaos
know
a
is.a
how the
fast
food
it is the same
pattern as all other locations of the same
restaurant.
56
While
not
attractive,
development
along
functional and
strip
the
commercial
highway
is
important to our continual
dependence on the automobile.
The Relationship to Surrounding Communities
The
edge
of
the
corridor
adjacent
single family
housing should
well
edge.
defined
selected
As
pedestrian
to
have a very
noted
above,
access points should
be provided between surrounding residences
and
the
corridor.
those access
points,
clearly defined
restaurants
particularly
there
should
be a
boundary between the two.
The noise and odors
food
However, except for
from the highway, fast
and
other
obnoxious
to
uses
is
surrounding
residential areas.
This
type
of
corridor is a stopping off
point on the way
than
a
to work
or home, rather
destination.
Surrounding
communities have access
but
it
is
not
community.
highway
Ease
is
Freeway's
a
an
to
center
of
the corridor,
for
access
any
one
from
the
important part of Airport
function
in
the
region
and
should be preserved and enhanced.
Development
along
intersecting
transition
the
of
commercial
and
commercial
uses.
thoroughfares
highway
sorts
provide
between
community
a
highway
oriented
The difference between
57
transition
these
points
sprawling
and
strip development is difficult to discern,
but should be carefully considered.
Signs and Symbols
Much
like
strip,
the
the
building
Freeway.
in
well
big
studied
sign
the
are
rule
Signs must
seconds
as
and
Las
the
Vegas
little
along
Airport
convey their message
travelers
speed down the
highway.
At a
from
approaching businesses
slower speed,
frontage roads, buildings serve
the
as their own
signs.
An
adobe building
advertises a Mexican fast food restaurant,
the
blue
bright
roof
identifies
an
International House of Pancakes.
are particularly important
Highway
exits
in this
environment.
to
the
chaos of
and signs, it is often
traffic, buildings
difficult
In
select
the
correct
exit.
Signs placed one half mile before the exit
could inform travelers
of
the businesses
located at the upcoming exit.
Implementation and Institutional Framework
The role of municipal government should be
especially strong in regulation
corridors
with
a
strong
of growth
commercial
orientation.
58
gets
what
it
development
for
asks
for
in
terms
of
connections
be
should
agencies.
The
initiative
with
department
to
and
developed
city
by
state
implement
corridors is
it
Preston
which
the
the
highway
improvements to
is
a
Road
Road corridor.
major city thoroughfare,
is
connects
least intense growth
Preston
also
the
a
county highway
City
of Dallas with
outlying suburban and
rural
lanes of
divided by a median
traffic are
and controlled by stop
mile
intervals.
development
residential
are
areas.
and commercial
scattered
development--both
multiple family.
Six
lights at one-half
Office
among
single and
Vacant land still exists
along the roadway.
As residential development occurred in the
1970s,
Preston
neighborhood
Road
commercial
served
as
center.
In the
59
icn
/
:
Characteristics
of
cdel
the
PRESTON ROAD/HIGHWAY 289
example
E-1 ri
Negotiatd
Design
SCATTERED MIXED DEVELOPMENT:
While
PUBLIC
local
take
should
the
highway
exits.
An
PRIVATE
quality, prototypical designs
pedestrian
exits
municipality generally
a
that
Realizing
a
H
" n
n
in
development
years,
five
past
this
corridor has included office buildings.
Mix of Housing and Employment
housing
to
walls
Brick
corridor.
the
and
directly adjacent
development
commercial
office
between
interspersed
is
family
multiple
and
single
Existing
and
landscaping buffer residents from traffic.
and
has limited application
housing currently
relatively small
The
setting.
in this
employment
mixing
of
concept
The
numbers of employers do not provide enough
positions to employ large
numbers of area
residents.
As
office
additional
walking
of
the feasibility
buildings develop,
work will increase.
home- to
Pedestrian/bike paths
should be incorporated into
immediate
from
plans for the
in anticipation of future
area
employment possibilities.
Pedestrian and Vehicular Systems
The size of this
the
roadway
and
would imply that
more
than
the
corridor,
the
the
range of land uses
this
type
of corridor,
other
two,
is
supportive
However,
which
it
is
creates
environment.
at
a scale
distances
between
constructed
long
the most
to foster a
appropriate location in which
pedestrian
speed of
60
Parking is rarely concentrated
buildings.
in
creating large expanses of
buildings,
parking lots.
Just as in the Airport Freeway corridor, a
developed
be
should
system
pedestrian
connecting the entryways of buildings.
lots
parking
of
design
the
addition,
In
shade creating arcades
should incorporate
and landscaping.
building
of
design
and
location
The
service areas is especially important in a
should
homes
surrounding
from
and
roadway
the
from
areas
Screening service
this type.
corridor of
be
utmost
of
in site designs.
importance
A Visually Cohesive Environment
be
Landscaping should also
roadway
the
to
help
define
the road
vehicular
movement.
the
wide open
up
break
They would also
Trees
create a parkway.
planted in the medians and along
would
to line
used
space between buildings.
An
of
part
important
creating
an
environment which "invites the eye and ear
to greater attention and participation" at
the moderate vehicular speeds in this type
of
corridor
defined
is
ease of access.
entryways
at
Clearly
driveways
buildings are necessary.
61
and
Both
of
visual character
corridor would
this
decreased depths of parking
from
benefit
environment and the
pedestrian
the
lots between the right of way and building
facades.
While
land
vacant
is
be
should
consideration
designating
given
open
public
space.
corridor
is
The
and
appropriate
both
open space
owned
privately
publicly and
to
character of
suburban, rather than urban,
this
available,
still
preserve the suburban scale of
would help
the corridor.
to
gateways
Establishing
corridor of
a
is not necessary or
this speed. and scale
feasible.
The Relationship to Surrounding Communities
Because many of the uses in
serve
the
immediate
this corridor
community,
the
-l
relationship between the two is especially
important.
be developed.
-'
The scale
and
should be
compatible with the surrounding
neighborhoods.
may
be
architecture
As
the
of buildings
corridor
and
develop, selected densification
community
appropriate
considered
-
Pedestrian connections should
without
but
should
attention
provision of green space.
62
not
to
be
the
As this suburban area has matured, Preston
Road has developed a character of its own,
which
traffic
of
volumes
large
Despite
development.
residential
containing
areas
the
in
particularly
the
pass
through the corridor, a community oriented
quality remains.
Signs and Symbols
Because
traffic
garish signs.
kept
to
a
a
at
slower
necessary to have large,
is not
speed it
moving
is
minimum
should be
clutter
Visual
signs should be
and
unobtrusive.
role
in
orienting
corridor,
signs
thoroughfares
Traditional
a major
play
Because maj-or intersections
travelers through the
announcing
should
small
city
upcoming
be
provided.
street
signs are
find, let alone read, across
difficult to
a roadway of this size.
Implementation and Institutional Framework
Community
participation
but
possible
this
scale.
acquire
necessary
As
increasing
commercial
is
not
only
in a corridor of
suburban
communities
numbers of office and
development
there
need for "negotiated design."
is
cle
Dcsign
E1
7 !iselnes Coes1
Gu
Negotiate
a real
esgn
H
63
PUBLIC
PRIVATE
I
WJ7
CONCLUSIONS
In
metropolitan
West
it
that
appears
can
corridor"
be
the South and
in
areas
term "growth
the
to almost any
applied
The three
highway lined with development.
chapter were selected
scenarios
in
for their
diverse
effort to
see just how far the definition
of
this
characteristics
corridors
growth
in an
in
presented
this
thesis can be stretched. But can the urban
design
principles
presented in
the
growth
corridors
Chapter II be applied across
board?
suburban
for
Despite
growth
their
diversity,
present a new
corridors
urban form which requires
a different set
of urban design responses
from traditional
urban settings.
That set of
urban design
principles
be
to
can
range of sizes
applied
and
scales
the wide
that suburban
growth corridors fall within.
The
first
principle
to
consider in the
design of suburban growth corridors is the
acknowledgement
are
dependent
should
be
should
these
that
upon
the
environments
automobile
designed accordingly.
be
sensitive
requirements and
to
and
Designs
both
the
the impacts of vehicular
movement.
Shared urban
which
should
space is
be
the
overall
Individual
encouraged.
mixed use developments
but
a valuable quality
may
character
be successful
of
64
suburban
is
corridors
growth
cannot
their
isolated
forced simply because of
be
proximity
opportunities
of
Interaction between
structures and uses.
uses
one
to
one
another.
interaction
for
between
people in suburban growth corridors
be
promoted
pedestrian
through
the
connections
and
New
should
design
of
centralized
activities.
Traditional
gateways,
design
tools
for
corridors.
scale
and
boundaries
valuable
growth
urban
and
speed
these
edges
can
designing
If
of
of
be
suburban
adjusted
to the
the corridor, these
elements can improve the
applying
elements
environment.
In
elements, it is important
to remember that they are not essential or
appropriate in every situation.
The scale
of uses
street
fit
of the highway, the orientation
in
the
corridor
pattern
between
surrounding
and
determines
a
growth
communities.
larger the highway, the
the local
the degree of
corridor
and
Typically, the
less the corridor
is connected to the surrounding community.
A seemingly simple but important principle
is one related to housing.
vicinity of
Housing in the
suburban growth corridors can
be a positive addition to the environment,
ideally
allowing
for
time or even elimination
the automobile.
reduced
of the
commuting
need for
However, housing directly
65
adjacent
to
the
highway
is
not
economically or
environmentally feasible.
Housing
should
not
careful
consideration
be developed without
of
the
noise and
other negative impacts of the highway.
The
fit
between
government
is
various
levels
important
to
of
the
implementation of urban design principles.
The
size
and
institutional
complexity
framework
commensurate with
the corridor.
should
be
regional
the
of
the
should
be
physical
scale of
The institutional framework
expanded
planning
to
include
both
and more detailed site
planning.
These design principles and
tested in
this chapter
the scenarios
raise a number of
additional questions about the
future form
of suburban growth corridors.
The way in which suburban growth corridors
mature presents two interesting questions.
First, is
there a peak to growth corridor
development, a high point beyond which the
area
experiences
preliminary
review
disinvestment?
undertaken
for
The
this
thesis suggests that this is not the case.
It appears that growth
to
evolve,
corridors continue
experiencing
adjusting to the demands
ups
of the immediate
communities and the region.
of
this
question
might
and downs,
Further study
provide greater
66
into
insight
the
form of growth
future
corridors.
A second question raised by the maturation
of growth corridors is the
they will evolve.
corridor is
In many cases, a growth
limited in
commercial
zoning
size to a highway
district
existing development.
such
as
Parkway
potential
for
corridors.
Given
expand,
form into which
new
illustrate
forms
the
area
of
in
corridors
which to
become
much broader
the corridor of a highway.
such cases, the corridor
the
growth
may
centers of activity covering
areas than
by
However, corridors
Center
growth
bounded
appears to
In
be a
stage of development.
The
testing
of
urban
design principles
against the three suburban growth corridor
scenarios
presented
in
reveals the complexity
this thesis also
of
addressing the
visual cohesiveness of these environments,
and
the
incompleteness
understanding of it.
of
The question
our
of how
to address visual cohesiveness in suburban
growth corridors
.warrants
more
indepth
study.
Perhaps
and
most
concepts
provide
specific
a
importantly, the principles
presented
framework
urban
application of
this
thesis
for developing site
design
suburban growth corridors.
is
in
these
standards
for
The next step
concepts
67
and
principles
to an actual
environment.
Testing
site specific
to determine
growth
growth
this
corridor
thesis
at a
level is necessary in order
the extent
corridor
to which suburban
urban form can be planned
and regulated.
68
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