Land Use Plan Kingston, TN

Land Use and Transportation

Policy Plan

2014-2024

LAND USE AND TRANSPORTATION POLICY PLAN

KINGSTON, TENNESSEE

2014-2024

Developed by

The Kingston Municipal/Regional Planning Commission

Assisted by the

East Tennessee Development District Planning Advisory Service

Alcoa, TN

Adopted April 2014

TABLE OF CONTENTS

PAGE CHAPTER 1 INTRODUCTION Purpose of Plan ....................................................................................................................1 Scope of Plan .......................................................................................................................2 Community Goals, Process, and Methodology....................................................................2 Companion Planning Documents ........................................................................................2 CHAPTER 2 BACKGROUND FOR PLANNING Introduction ..........................................................................................................................5 Location and Size .................................................................................................................5 History ...............................................................................................................................5 Significant Factors Affecting the Physical Development of Kingston ..............................15 Governmental Structure .....................................................................................................21 CHAPTER 3SOCIO-ECONOMIC FACTORS AFFECTING DEVELOPMENT Introduction ........................................................................................................................23 Population ..........................................................................................................................23 Age .............................................................................................................................26 Migration............................................................................................................................29 Annexation .........................................................................................................................29 Summary of Findings .........................................................................................................30 Housing .............................................................................................................................31 Economy ............................................................................................................................33 Summary of Findings .........................................................................................................36 CHAPTER 4 NATURAL FACTORS AFFECTING DEVELOPMENT Introduction ........................................................................................................................37 Climate ...............................................................................................................................37 Air Quality .........................................................................................................................37 Water Quality .....................................................................................................................38 Topography ........................................................................................................................38 Drainage and Flooding .......................................................................................................39 Soils ...................................................................................................................................39 Summary of Findings .........................................................................................................53

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CHAPTER 5 EXISTING LAND USE AND TRANSPORTATION ANALYSIS Introduction ........................................................................................................................55 Existing Land Use and Transportation ..............................................................................55 Land Use Analysis Corporate Limits .................................................................................59 Residential ..................................................................................................................59 Commercial .................................................................................................................59 Industrial .....................................................................................................................60 Agriculture and Timber ..............................................................................................60

Public and Semi Public Land .....................................................................................60 Water ..........................................................................................................................60 Transportation ............................................................................................................60

Vacant Land ................................................................................................................60 Re-development and Re-use Potential .......................................................................60

Land Use Analysis Urban Growth Boundary ....................................................................62 Residential ..................................................................................................................62 Commercial .................................................................................................................62 Industrial .....................................................................................................................62 Agriculture and Timber ..............................................................................................62

Public and Semi Public Land .....................................................................................63 Water ..........................................................................................................................63 Transportation ............................................................................................................63

Vacant Land ................................................................................................................63 Re-development and Re-use Potential .......................................................................63

Transportation Analysis .....................................................................................................67 Thoroughfare Classification .......................................................................................67

Traffic Circulation Patterns ........................................................................................71 Traffic Generators .......................................................................................................77 Impediments to Traffic ...............................................................................................77

Pedestrian / Non-Vehicular Circulation .....................................................................77 Air/Rail/Port ...............................................................................................................77 Summary of Findings .........................................................................................................77 CHAPTER 6 THE DEVELOPMENT PLAN Introduction ........................................................................................................................79 Major Assumptions, Factors, Issues & Trends ..................................................................79 Development Goals ............................................................................................................80 Objectives and Development Policies ...............................................................................81 General Development & Growth Management .................................................................81 Residential - Housing .........................................................................................................82 Residential – Population Growth .......................................................................................83 Residential – Affordable Housing .....................................................................................84 Residential – Historic Preservation ....................................................................................85 Commercial ........................................................................................................................86 Industrial ............................................................................................................................87

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Public and Semi-public ......................................................................................................88 Transportation, Communication, and Utilities...................................................................90 Vacant Land, Underdeveloped Land, Agriculture/Timber, and Open Space .....................91 CHAPTER 7 PLAN IMPLEMENTATION Introduction ........................................................................................................................93 Methods for Implementation..............................................................................................93 Mandatory Referral .....................................................................................................93 Local Government Actions .........................................................................................93 Planning Commission Actions ...................................................................................93 Zoning .........................................................................................................................93 Subdivision Regulations .............................................................................................93 Building and Other Codes ..........................................................................................94 Public Improvement Program and Capital Budget .....................................................94 Implementation Schedule ..................................................................................................94 ILLUSTRATIONS AND TABLES 1 Regional Location Map.........................................................................................7 2 Original Plat of Kingston ......................................................................................9 3 Original Plat of Kingston with Current Land Use Overlay ................................11 4 Important Events in the History of Kingston ......................................................13 5 Population in Kingston and Comparable Areas 1960-2040 ...............................25 6 Population Pyramids for Kingston and Roane County 1980-2040 .....................26 7 Population Impact of Annexation 1970-2012 .....................................................30 8 Housing ...............................................................................................................31 9 Household Ages 1990-2012 ................................................................................32 10 Migration Pattern ................................................................................................33 11 Migration Distance and Direction .......................................................................34 12 Industry Data 1990-2010 ....................................................................................34 13 Income.................................................................................................................35 14 Air Pollution (PM2.5) Nonattainment Map ........................................................38 15 Natural Factors Affecting Development .............................................................41 16 Soil Types for Roane County ..............................................................................43 17 Soils Map ............................................................................................................47 18 Soil Corrosion of Concrete Potential ..................................................................49 19 Soil Corrosion of Steel Potential.........................................................................51 20 Existing Land Use – Kingston and Urban Growth Boundary ............................57 21 Existing Land Use – Kingston Corporate Limits ................................................61 22 Existing Land Use – Urban Growth Boundary ...................................................65 23 Roadway Classification ......................................................................................69 24 Average Daily Traffic Counts .............................................................................71 25 Average Daily Traffic Counts and Land Use .....................................................73 26 Traffic Flow Rates 1985-2012 ............................................................................75 27 Implementation Schedule ....................................................................................95

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CHAPTER 1

INTRODUCTION

PURPOSE OF PLAN

The purpose of this document is to provide Kingston, Tennessee with an updated policy plan for the future development of land and transportation facilities. Kingston’s existing Land Use and Transportation Plan was adopted in 1975. The 1975 plan is, at this point, very outdated, but does contain information that is still applicable; some of which is presented herein. A Land Use and Transportation Policy Plan is only one component of a General Plan, but it is an essential planning instrument for a community with the primary purpose of identifying land use goals and strategies for implementing them. The objective of such a plan, as outlined in Section 13-3-302 of the Tennessee Code

Annotated, is to serve as a guide for “coordinated, adjusted, efficient and economic development of the region which will, in accordance with present and future needs and resources, best promote the health, safety, morals, order, convenience, prosperity and welfare of the inhabitants, as well as efficiency and economy in the process of development, including, among other things, such distribution of population and of the uses of the land for urbanization, trade, industry, habitation, recreation, agriculture, forestry and other uses as will tend to create conditions favorable to transportation, health, safety, civic activities and educational and cultural opportunities, reduce the wastes of financial and human resources which result from either excessive congestion or excessive scattering of population, and tend toward an efficient and economic utilization, conservation and production of the supply of food, water, minerals, drainage, sanitary and other facilities and resources, and identify areas where there are inadequate or nonexistent publicly or privately owned and maintained services and facilities when the planning commission has determined that the services are necessary in order for development to occur.”

This Kingston Land Use and Transportation Policy Plan covers a planning period of approximately ten years, from 2014 to 2024. The information presented in this plan should be used as a framework to guide municipal and county officials, community leaders, businessmen, industrialists, and others as they make decisions that affect the future growth and development of Kingston and its planning region. The plan is not intended to supersede the responsibility or authority of local officials and employees. Instead, it is designed to give the public and private sectors a common set of goals, policies, and expectations to work toward in the community. The development goals, objectives, policies, and the implementation strategies present in this plan should be periodically reviewed, and when necessary, updated to reflect unanticipated occurrences or trends.

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SCOPE OF PLAN

This Land Use and Transportation Policy Plan is designed to formulate a coordinated, long-term development program for the City of Kingston and its planning region. The preparation of a development program requires gathering and analyzing a vast array of information. Due to the nature of the information used in this plan, some may be available only at the county level, some will be available to the city level, and some will be available for the city’s planning region. Data selected for presentation will be presented with as much detail as possible. The historic events, governmental structure, natural factors, and socio-economic characteristics of Kingston are studied to determine how these have affected and will affect land uses and transportation facilities. Existing land uses and transportation facilities are analyzed to identify important characteristics, relationships, patterns, and trends. From these analyses, pertinent problems, needs, and issues relative to land use and transportation in Kingston are identified. An amalgamation of this information is utilized to produce a Major Thoroughfare Plan and a Development Plan. The Development Plan, as present herein, consists of the identification of development goals and objectives and the establishment of policies for achieving them. To achieve the goals and objectives identified in the Development Plan, specific strategies or measures are outlined in an implementation schedule.

COMMUNITY GOALS, PROCESS, AND METHODOLOGIES

The development of community goals and objectives is a primary product of this Land Use and Transportation Policy Plan. Essential to the development of these goals and objectives are local leadership and citizen participation. Participation from these groups is necessary to identify local needs and problems perceived by the community at large. Several methodologies are available for obtaining valuable input. The methodologies utilized in this Plan include presentations, interviews, and workshops. From citizen participation, goals and objectives were identified, needs were recognized, and problems were identified. These goals and objectives are presented within Chapter 6 of this plan.

COMPANION PLANNING DOCUMENTS

A number of companion planning documents should be used in conjunction with this Kingston Land Use and Transportation Policy Plan. They include:

1. Urban Growth Boundary Report for the City of Kingston, Tennessee: August 30, 1999; amended October 28, 2005. State of Tennessee Local Planning Assistance Office.

2. Kingston Community Development Plan: 1995 - 2010. University of Tennessee

School of Planning.

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3. Kingston Tomorrow “A Design for Change”: May 1987. Kingston Tomorrow Group.

4. 201 Facilities Plan for the Kingston 201 Area: May 1978. Whitsitt, Gavin,

Holcomb Engineers-Architects. 5. Comprehensive Development Plan - Land Use and Transportation Elements for

Kingston, Tennessee: June 1975. Tennessee State Planning Office and Kingston Regional Planning Commission.

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CHAPTER 2

BACKGROUND FOR PLANNING

INTRODUCTION

There are many factors that influence a city’s shape, form, and arrangement. An examination of these factors can reveal the underlying causes of current conditions. This information will allow the city to maintain desirable characteristics and plan for the best way to mitigate the undesirable characteristics. This chapter will begin this examination with the history of the City of Kingston and present major events that have influenced the development of the city.

LOCATION AND SIZE The City of Kingston, comprising a total land area of approximately 5,183 acres,

is situated in Roane County. The community is located 20 miles southwest of Oak Ridge, 30 miles east of Crossville, 34 miles west of Knoxville, and 72 miles north of Chattanooga. The location of Kingston is shown on Illustration 1, which follows.

HISTORY

While Kingston is named after Major Robert King (he was the original land owner), it could have just as easily been named any of an assortment of names that relate to being a river town. The largest factor in any category that affected the development of Kingston is its proximity to the Clinch, Emory, and Tennessee Rivers. Without these rivers, the boundary between Native American land and settler’s land may have been located elsewhere. Fort Southwest Point may not have been built, which would have made settlement in the area more difficult, if not impossible. The early businessmen would not have been able to capitalize on the ability to move goods by raft or establish the ferries that further fueled the early economic base of the area. The effect of the river on commerce was diminished as railroads were established, bridges were built, and paths through the wilderness began to develop into roads for automobile traffic. The impact of the rivers on the area didn’t end there though. Watts Bar Dam threatened to flood the downtown until a controversial dike was constructed. The ability of the Tennessee Valley Authority (TVA) to use the river for inexpensive electricity production attracted numerous industries to the area, including the Manhattan Project. Both TVA and the operations that formed out of the Manhattan Project supply numerous jobs to the area and helped Kingston develop into the city it is today.

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6

.ILLUSTRATION 1

3 0 31.5

Miles

Kingston

REGIONAL LOCATIONKINGSTON, TENNESSEE

HarrimanOak Ridge

Rockwood

OliverSprings

7


8

In 1799, the Town of Kingston was established. The original plat for the town divided the land into 22 blocks with 85 lots, one of which was designated as a community graveyard. Illustrations 2 and 3 show the original layout of the city and how the current development pattern has followed the original design.

Illustration 2 –Original Plat of Kingston

*From: Valley of Challenge and Change, 1986

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10

SOURCE STATEMENT: This land used was derived by the Local Planning Assistance Office by associatingdigital parcel boundaries from the Tennessee Base Mapping Program (BMP) with parcel attribute data maintainedin the Comptroller of the Treasury’s Computer Assisted Appraisal System (CAAS) database. Each parcel wasassigned to one of the land use classes based on attributes contained in these two data sources or fromexamination and assignment by planning staff. Data Sources: Base Mapping Program dataset, July 12 2010;Computer Assisted Appraisal System database, December 6, 2010.

KINGSTON, TENNESSEEEXISTING LAND USE

(Based on 2010 Land Use Data)

Land Use Code!( Residence on Timber or Agricultural Tract

SFR < 5 acresSFR >= 5 acresDuplex (2 units)Multifamily (3 or more units)Mobile Home (1-4)Mobile Home Park (5 or more)Resort ResidentialGeneral CommercialOffice (Prof/Medical/Gen)Misc Commercial;Light Industrial / Warehousing

Heavy IndustrialPublic UseSemi-Public UseUtilitiesVacantAgricultural Tract Timber TractWater FeatureRoad/Rail ROWUnclassified improvements <$30,000Unclassified improvements >=$30,000CAAS data unavailable for parcelUncoded by Land Use Model

11 Illustration 3


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18201810180017901780

Important Events in the History of Kingston

188018701860185018401830 1910 1920 1930 194019001890 1990 2000 2010 20201950 1960 1970 1980

1804 Construction of the Federal Road began (Kingston to Georgia)

1804 The first Roane

County Court House built

1805 Treaty with the Cherokee signed (Fort Southwest Point and other property ceded to the United

States)

1783 Revolutionary War ends

1787 Construction of

Avery's Trace began(Knoxville to Nashville)

1790Thomas N. Clark

purchased area land and established a ferry across the Clinch River

1792 Tennessee Militia

establishedpresence as a

protective force against Indian

attack

1796 Tennessee becomes a

state

1799 Construction of

Walton Road began (Fort Southwest Point to Middle Tennessee)

1799 Town of Kingston

established

1801 Roane County established

1806 First school constructed

1807 Kingston named State Capitol for one day

1812‐1815 War of 1812

1797 Federal troops replaced

Tennessee Militiamen and established Fort Southwest

Point

1818 Bethel Presbyterian Church established

1846‐1846Mexican‐American

War

1856 Second Roane County

Courthouse constructed

1861‐1865American Civil

War

1898First Bridge

across the Clinch River

constructed

1898 Spanish‐

American War

1920's Kingston/Roane County became second largest

peach producer in the U.S.

1914‐1918 World War I

1940 First Kingston

PlanningCommission established

1941‐1945 World War II

1942 Kingston Demolition

Range created

1942Watts Bar Reservoir

opened for navigation

1943Kingston Demolition

Range renamed Clinton

Engineering Works

1951Constructionbegan on the Kingston Steam

Plant

1955Construction of the Kingston Steam Plant completed

1959‐1975Vietnam War

1950‐1953 KoreanWar

1974Third Roane County

Courthouse constructed

1974Restoration of Fort Southwest Point

began1990‐1991Gulf War

2003‐2011Iraq War

2001‐PresentAfghanistan War 2012

Kingston purchased new

City Hall

1960I‐40 opened from Lawnville Road to Alcoa Highway

1969I‐40 opened from Lawnville Road to

Highway 61

1974I‐40 opened from Westel Road to Highway 61

1972Kingston changed

to a Council/Manager

governance

Fort Southwest Point

K‐25 Gaseous Diffusion Plant

Third Roane County Courthouse

Kingston Steam Plant

Second Roane County Courthouse

W. T. Gallaher Steamboat on the Clinch River

Watts Bar Dam

http://mdgroover.iweb.bsu.edu/GPR%20FSWP%20Map.JPG

http://www.nps.gov/nr/publications/guidance/K‐25_Section_213_Final_Report_3_23_12.pdf

http://roane.countycriminal.com/img/court_photos/lg/photo_2399.jpg?width=713&height=400

http://www.flickr.com/photos/stelladolce/3604752321/

http://www.roanetnheritage.com/images/join.h1.gif

http://images.wisconsinhistory.org/700009330012/0933000271‐l.jpg

http://upload.wikimedia.org/wikipedia/commons/e/e2/I‐40.svg

http://newdeal.feri.org/images/r57.gif

First Bridge Across the Clinch River

The Roane County Heritage Commission

13 Illustration 4

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SIGNIFICANT FACTORS AFFECTING THE PHYSICAL DEVELOPMENT OF KINGSTON

Fort Southwest Point (1792- )

By the end of the Revolutionary War, settlers were interested in exploring the vast new world that lay to the west. The exploration and subsequent arrival of immigrants saw an increase in the hostility between Native Americans and the settlers. As a result of this hostility, the Tennessee Militia established a protective force in the area. The fort was built in 1792 and was named Fort Southwest Point due to the similarity of its location (at the confluence of two rivers) to Fort West Point in New York. These two rivers are the Clinch and Tennessee. The presence of a fort in the area made settlement possible by protecting the nearby settlers from Native American attack; however, before the operations of the fort ended, the soldiers were protecting the Native Americans from the settlers. Through a treaty with the Cherokee Indians, the land that was used for the fort was approximately a mile from the settlement that became Kingston. This is peculiar to development of the time in that the settlement usually surrounded the fort so settlers could quickly take shelter inside the fort during attack. Eventually, the Native American Territory was retracted westward to the opposite bank of the rivers from the fort. As settlement of the area increased, the fort became the economic base of the community. It served as a stopover point for travelers and a safe place to conduct trade.

Clinch and Tennessee Rivers As stated earlier, the rivers are probably the most significant factor affecting the physical development of the City of Kingston. Being the first highways of the frontier, rivers determined the location of the first fort in the area, Fort Southwest Point. The protection afforded by the fort allowed development to occur in the area. The western banks of the river served as the boundary between Native American and settler’s land. The later construction of Watt’s Bar Dam threatened to flood downtown Kingston, thus requiring a dike to keep the water out of downtown. Because the national defense program implemented after World War II identified the need for additional electrical generation capacity, the Kingston Steam Plant was constructed. The availability of abundant electricity has attracted industry to the area resulting in thousands of jobs. While this industry is not concentrated in the City of Kingston, it does present job opportunities for the residents of Kingston. This pattern has reinforced the transition of Kingston into a bedroom community.

Ferries (1790-1987) Thomas N. Clark established the first ferry to cross the Clinch River at Fort Southwest Point. Due to his ability to transport goods on the river, Mr. Clark became the main supplier of goods to the fort. In the late 1800’s, rail and automobile traffic began to replace ferries. In 1898, the first bridge crossing the Clinch River was completed. This new bridge significantly reduced the demand

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for ferries. Ferries continued to operate until 1987, when the bridge was built at Center’s Ferry.

Early Roads (1787-1803)

Avery Trace In 1787, the North Carolina General Assembly ordered the construction of a road that would allow settlers easier access to the Cumberland Settlements. Peter Avery was hired to mark the path that the road would follow. Much of the trail followed buffalo trails that were also used by the Cherokee as war paths. The road went from Fort Southwest Point in Kingston to Fort Blount in Jackson County, Bledsoe’s Fort at the Castalian Springs, Mansker’s Fort in Goodlettsville, and Fort Nashborough in Nashville. Having the forts along the way afforded some protection to the settlers as they traveled. The path was ten feet wide when it was originally built. For several years after it was completed, it was still difficult to travel on and only pack horses could follow the trail. A portion of the road was in Cherokee Territory and the Cherokee demanded a toll for using the road. As tensions between the settlers and the Cherokee grew, a 50-man protection force was sent with every group of travelers. Travelers were required to wait until a large enough group had assembled before setting off for destinations west. In the 1790’s the road was widened to allow wagons; however, several portions of the road were quite treacherous. One section near Spencer’s Mountain was so steep, wagons had to lock all four brakes and cut down a tree to drag behind the wagon. It was noted that the mountain top was “quite denuded of trees”. The road has also been known as The North Carolina Road and The Wilderness Road. With the starting point of this road being near Kingston, the travelers passing through and waiting for a group to assemble would have contributed to the local economy. Walton’s Road opened in 1795 and offered an alternate route to reach the Cumberland Settlements. Walton’s road was built under the supervision of William Walton of Carthage. The road connected the junction of the Clinch and Tennessee Rivers with the junction of Caney Fork and Cumberland Rivers. These two river junctions were the state’s most active overwater transportation channels. The Cumberland Turnpike Company operated the road as a toll road from 1802 to 1811. After 1811, the road reverted to state control; however, some sections were allowed to operate as a toll road to pay for the maintenance of the road. Like the Avery Trace, the location of the terminus in Kingston brought travelers through the city and served as a terminal for overland transport of cargo to the Cumberland River. Federal Road In 1803, the Cherokee Indians agreed to allow construction of a wagon road less than sixty feet in width that would connect Fort Southwest Point and Athens Georgia. The path of the road crossed the Cherokee Nation. The reason for the road was to connect dispersed white settlements; allow Tennesseans to access markets in Augusta and Savannah, Georgia; and create access to the Cherokee Nation. The route roughly followed the Cherokee Middle Path. The Cherokees reserved the right to control the collection of tolls and fees

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for ferries, as well as to construct inns and establish trade along the route. The agreement required that a ferry be maintained at Fort Southwest Point, Tellico, and the Chattahoochee River in Georgia. Using the other roads that connected to Fort Southwest Point, the emerging road network would allow easier travel and the transportation of goods from the Cumberland Settlements and all points north and east of Kingston.

Civil War (1861-1865) The Civil War years changed the country forever. The residents of Kingston were divided between supporting the Union and supporting the Confederacy. Many residents left the area for other parts of the country to live among others with allegiances more similar to theirs. Many of the residents wanted to remain neutral and stayed in and around Kingston until the Confederacy started drafting citizens to help with the war effort. The Confederate draft caused many families from Roane County to go to places that were still in the Union, and they remained there until the war in East Tennessee ended; approximately at the end of 1863. No major battles were fought in Roane County but there were a few skirmishes, some of which were neighbors taking shots at each other. The planning-related effects of the War could best be summarized as slowing down the development of the area due to so many people leaving the area and the number killed. After the war, the area saw more success with industry (see below).

Railroad (Post Civil War)

The 1880’s saw a major expansion of railroads in Tennessee. The railroad network, based on miles of track, nearly tripled its prewar size. The Cincinnati Southern rail line was completed in Roane County in 1879, which expanded the area for which crops and goods could be transported for sale. It also expanded the available suppliers for goods. The railroad also carried passenger cars, which made travel to and from the north much more convenient.

Early Industry (Post Civil War)

The City of Kingston was not the center of industry in the county in the years following the Civil War. It did see a resurgence in steam boat traffic carrying passengers and cargo up and down the river. With the various crossroads and rivers all converging on Kingston, a large volume of goods and travelers passed through Kingston, giving the hotels, inns, and stores a larger pool of customers.

Bridge (1898)

The first bridge built across the Clinch River was completed in 1898. The bridge had a significant effect on the ferry business in Kingston and allowed for more efficient travel across the river.

Watts Bar Dam (1939- )

Construction of the dam began in 1939 and was competed in 1942. The dam is a part of nine Tennessee Valley Authority (TVA) projects on the Tennessee River that serve to prevent flooding downstream and to generate hydroelectric power. TVA projects in the area provide a large number of jobs for the residents of

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Roane and surrounding counties. The most notable impact of the dam’s construction on Kingston would be the encroachment of the water on the city as the reservoir reached full pool. Anytime a river is impounded, the land on the river banks becomes permanently flooded. This land is often prime farmland, but in Kingston’s case the flooding would have been in the downtown area. This required the construction of a dike along the river bank. Construction of the dike was met with vehement opposition from the city’s residents. It even spurred the creation of the city’s first planning commission. Construction on the dike proceeded despite the opposition. The effects of the dam and dike on the physical development of the city is easy to see; one must only go to one of Kingston’s waterfront parks near downtown or use the waterfront portion of the walking trail to see the dike.

Manhattan Project (1942- )

While not located within Kingston, the Manhattan project changed the city, the country, and the world. It began in 1942 as the Kingston Demolition Range, and was presented as a 56,000 acre area for artillery training and airplane bombing practice. By 1943, the name was changed to the Clinton Engineer Works and construction of the top secret uranium enrichment facility started. The early stages of the project had four distinct facilities in Tennessee; the electromagnetic separation plant (Y-12), the gaseous diffusion plant (K-25), the thermal diffusion plant (S-50), and the graphite reactor (X-10). This project required massive personnel and electric power to be successful. The region already had power from the TVA hydroelectric dams, but needed thousands of workers that were brought into the area. The City of Oak Ridge was built to house the workers and their families; however, many workers lived in the surrounding areas. This is still true today. The operations of the plant may have changed, but the plant and supporting industries still provide many of the jobs in the region. Due to the number of jobs available in the region but not specifically in Kingston, it has become a bedroom community. This needs to be a consideration when making future planning decisions.

Kingston Steam Plant (1951- )

The 1950’s began with the construction of the Kingston Steam Plant across the river from Kingston. The construction of the plant was required by the National Defense Program, which identified additional electricity production capacity as a vital need. The construction of the plant created 3,000 jobs at the peak of employment. TVA had to construct houses and dormitories to accommodate the influx of workers for the project. The years since operation of the plant began, have not been without problems. The Census Tract immediately surrounding the plant is a nonattainment area for particulate air pollution standards. TVA has installed new equipment and improved the facility to reduce the pollution that is produced. In December 2008, a coal ash storage dike failed, releasing 1.1 billion gallons of coal ash slurry. The spill covered 300 acres and made it to both the Clinch and Emory Rivers. The cleanup effort is an ongoing project.

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Interstate 40 (1960, 1969, 1974)

The Interstate System began in 1958 as the Dwight D. Eisenhower National System of Interstate and Defense Highways. However, it took until 1960 for the first section of I-40 to open in Roane County. This section was from Lawnville Road to Alcoa Highway. The next section to open was from Lawnville Road to Highway 61 in 1969. The final Roane County section was from Highway 61 to Westel Road in 1974. In many cities and towns across the country, the traditional downtowns are the commercial core or central business district. These downtowns are typically developed along the main highway that runs through the community. Kingston is no exception to this trend. The interstate highways are access-limited and favor high speed travel with few stops. This has had a degrading effect on many downtowns as cars drive by instead of through the city. This has resulted in a reconcentration of businesses at interchanges and away from downtowns.

Expansion of Kentucky Street (1960’s)

In the 1960’s, Kentucky Street was widened to four lanes with a center turning lane. The properties along the street from north of the interstate to the downtown are zoned commercial and offer easy access to the businesses. This has perpetuated the location/relocation of businesses nearer to the interstate and away from the downtown.

Ladd Landing (1999- )

In 1999, the Ladd Landing development was started. The development is a planned development that includes a mix of single family homes, multiunit residences, commercial space, and a town center. The general idea of this type of planned development is that the residents rarely need to leave the development because of the commercial opportunities available in and around the development’s town center. Thus far, the development has been a success with several phases still being planned. The city purchased a building in the development and has moved the city hall there, and plans are in the works to build a YMCA in the development. While the city is benefiting from the development in tax dollars and new residents it has attracted, the new, second town center is further drawing traffic away from the city’s traditional downtown.

Sources: Parker, J. C. 200 Years of Kingston, Tennessee History 1799-1999. Kingston, TN:

Endless Impressions, 1999. Print. American History Timeline. N.d. Infographic.

http://www.animatedatlas.com/timelineexp.html Web. 28 Mar 2014. Bailey, Robert. Personal Interview. 12 09 2012. Carver, Martha. Tennessee. Department of Transportation.Tennessee's Survey Report for

Historic Highway Bridges. Nashville: Ambrose Printing, 2008. Web. <http://www.tdot.state.tn.us/environment/historic/bridgebook.htm>.

Hall, Jere, and Jack Shelley. Valley of Challenge and Change: Roane County Tennessee

1860-1900. Roane County Heritage Commission, 1986. Print. "Hartsville-Trousdale County Chamber of Commerce." . N.p.. Web. 28 Mar 2014.

<http://www.hartsvilletrousdale.com/>.

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Hill, Sarah H. United States, State of Georgia. National Park Service, Georgia Department of Natural Resources/Historic Preservation Division. Cherokee

Removal From Georgia. 2005. Print. <http://www.nps.gov/trte/historyculture/upload/Georgia-Forts.pdf>.

Johnson, Charles W., and Charles O. Jackson. City Behind a Fence. Knoxville, TN: University of Tennessee Press, 1981. Web. <http://books.google.com/books?id=cu803f66QU0C&lpg=PA207&dq="Kingston Demolition Range"&pg=PP1

Johnson, Edward A.. "Railroads." The Tennessee Encyclopedia of History and Culture. N.p., 01 01 2010. Web. 28 Mar 2014. <http://tennesseeencyclopedia.net/entry.php?rec=1104>.

Jones, Vincent. United States. Army. Manhattan, the Army and the Atomic Bomb. U.S. Army Center of Military History, 1985. Print. <http://www.history.army.mil/html/books/011/11-10/CMH_Pub_11-10.pdf>.

"OLD WALTON ROAD." www.rootsweb.com. Web. 28 Mar 2014. <http://freepages.genealogy.rootsweb.ancestry.com/~tqpeiffer/Documents/Ancestral Migration Archives/Migration Photo Galleries/(3) TRANS-APPALACHIAN/OLD WALTON ROAD/Page.html>.

"The Roane County Heritage Commission." . N.p.. Web. 28 Mar 2014. <http://www.roanetnheritage.com/>.

"Roane Count'ys Rich History." . The Roane Alliance, n.d. Web. 28 Mar 2014. <http://www.roanetourism.com/about_roane_county/history.asp&xgt;.

Robinson, George O. The Oak Ridge Story: The Saga of a People who Share in History. Reprint. Kingsport, Tennessee: Southern Publishers, 1950. Print.

Tennessee. Department of Environment and Conservation. Web. <http://www.tn.gov/environment/>.

"Tennessee Valley Authority." . N.p.. Web. 28 Mar 2014. <http://www.tva.gov/>. Vincent, Jay. City of Kingston. Regional Planning Commission. Comprehensive

Development Plan - Land Use and Transportation Elements. Tennessee Local Planning Assistance Office, 1975. Print.

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GOVERNMENTAL STRUCTURE

An examination of the governmental structure of a municipality is another important aspect of planning for its future. A municipality's form of government and the activity of its planning commission directly affect its ability to plan for growth and development. The purpose of this section is to provide a general overview of the governmental structure of Kingston, and to briefly describe its functions. The City of Kingston was incorporated in 1799 with a Mayor-Aldermanic Charter, but in 1972 changed its governing structure to a Council-Manager Charter. A six-member city council and mayor governs Kingston, while the city manager oversees the day to day operations of the city and supervises the city’s employees. A breakdown of the city’s employees by department is presented below. Finance - 5 full-time and 3 part-time Police -12 full-time and 8 part-time Fire - 14 full-time and 3 part-time Public Works- 9 full-time, 1 part-time, and 4 seasonal part-time Recreation - 7 full-time, 3 part-time, and 6 seasonal lifeguards Library - 2 full-time and 6 part-time Management - 2 full-time Water - 4 full-time Sewer - 4 full-time Transmission & Distribution Water/sewer - 5 full-time Municipal Planning Commission The Kingston Municipal/Regional Planning Commission was formed in 1940 in response to the TVA proposal to build a dike around the downtown to prevent flooding from the impoundment of Watts Bar Reservoir. The planning commission consists of ten members including the mayor and one alderman. The planning commission currently administers subdivision regulations and a zoning ordinance. The officers of the planning commission are chairman, vice-chairman, and secretary. Regular meetings of the planning commission are held monthly at the Kingston City Hall.

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22

CHAPTER 3

SOCIO-ECONOMIC FACTORS AFFECTING DEVELOPMENT

INTRODUCTION The data presented in this chapter will attempt to identify population and economic trends and patterns that will help the City of Kingston effectively plan for its future. This chapter will paint as complete of a picture as possible. However, the available data is not uniform through the years; nor is it consistently available for the jurisdictions that will be shown for comparison purposes. Some data is only available at the county level and will be presented as such. This information is important to this plan in that changes in demographics, housing, employment, and other economic factors can have an affect on the rate, type, and location of development. The formulation of community development strategies, identification of land use needs, and discussion of various land use issues that take place during the planning process must consider these trends and projections if the plan is to be relevant and effective.

POPULATION From 1900 to 2010, Kingston’s decade-to-decade growth rate averaged 30.2%. This includes decades with -37.4% growth (1910-1920) and 106.1% growth (1960-1970). After 1970, Kingston’s growth rate began to slow slightly and stabilize, averaging 9.5% from 1970 to 2010. The population is expected to continue growing at a projected average approximate rate of 7.5% through 2040, which outpaces the other municipalities and Roane County. These population statistics and those for surrounding municipalities, Roane County, and the State of Tennessee are presented in tabular and graphical form in Illustration 5 that follows. The components of population growth include a positive birth rate with respect to the death rate, net migration of people to the community, and annexation. Analysis of age categories can show trends in the age of a population and can be used to estimate a birth versus death trend (see Illustration 6 below). Migration of population from place to place is typically unpredictable; however, many communities rely on migration to generate growth. Thus they focus on creating an accommodating place in which to live and do business. Annexation can generate growth by integrating an existing population into the city, or by creating developable land through utility extension, where previously land was only marginally developable. Population data is not available for the city’s urban growth boundary alone, but other data, such as natural factors of the land and existing land use, is available and is presented in the corresponding chapter.

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AGE

While total population gives a community an idea of what to expect in population growth for the future, breaking the data down by age groups allows better analysis and the ability to plan and better meet anticipated needs. Population pyramids are presented below; these graphs illustrate the size of age groups for Kingston and Roane County. Population pyramids roughly fall into one of three categories: Christmas tree shaped (), box shaped (), and cup shaped (). Christmas tree shapes indicate slow growth, high birth rate, and short lifespans. Box shapes indicate low infant mortality, slow growth, and long life expectancy. Cup shapes indicate low birth rate, shrinking population, and long life expectancy. Another evaluation technique is to compare the 20 to 24 age group with the under 5 age group, as a majority of the 20 to 24 year olds are the parents of the under 5 year olds. When the under 5 category is less than the 20 to 24 category, the population is not replacing itself. Over many decades, this will lead to a declining population unless other factors, such as migration and annexation, contribute enough to the population to overcome any deficits. From 1980 to 2010, both Kingston and Roane County’s population pyramids are between box and cup shapes. Population projections for Roane County indicate this trend will continue through 2040 with the 65 and older group being the largest from 1990 through 2040. Looking at the 20 to 24 year old age group, the county experienced positive birth rates in 2000 and 2010 and is projected to obtain a positive birthrate again in 2030. Kingston experienced a positive birth rate in 2000 (projections are not available at the city level).

Illustration 6: Population Pyramids for Kingston and Roane County 1980 - 2040

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27

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MIGRATION

Migration data is available as a part of the Census Bureau’s American Community Survey. This data is collected continuously, and is presented as a twelve month rolling average within a range of years. The data used for this analysis is from 2005 to 2009, and is only available at the county level. One important fact about this data is that it typically involves broad generalizations and large statistical margins of error due to small sample sizes. The purpose of this section is to offer an idea of growth potential based on the migration of people from other states, counties, and countries to Roane County. The data is presented in two ways: first, it presents totals for the number of people currently living in Roane County, followed by their county of residence 12 months prior; then it presents totals for people who currently live outside of Roane County that lived in Roane County 12 months prior. These numbers, in migration and out migration respectively, can then be used to calculate the net migration. The net migration value for Roane County during the sampling period was -520 people. When factoring in the large margin of error, the value falls between -998 people and -42 people. While this is a wide range, all of the values within the margin of error are negative, which indicates migration has not been a major driver of population growth for Roane County as a whole in recent history.

Another number that is included in the migration data is the number of people that moved but stayed within the same county. During rolling twelve month periods within the same timeframe as above, 3,890 people (between 3,116 people and 4,664 people when using the margin of error) moved from one residence to another within Roane County. This type of movement may offer the City of Kingston opportunity to see population growth from migration.

ANNEXATION

Annexation offers another method for population growth. Records were available

from 1977 to current; however, the records may not have been complete. Also, land use data at the time of annexation is not available, and only entire parcels that were annexed were included in the totals presented. Table 7 shows the approximate number of parcels annexed and how that would translate to a maximum population if every parcel was used for a single residential use. Some of the parcels that are included are still vacant and some may have been subdivided after annexation, which could result in population totals different than those shown. The data was included to show the maximum potential impact of annexation to population growth. This data does not present actual population figures.

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Table 7: Population Impact of Annexation 1970-2012

Decade 1970-1979 1980-1989 1990-1999 2000-2012 Total

Approximate Number of

Whole Parcels

Annexed

32 159 131 96 418

Average Household

Size at Decade End

2.67 2.2 2.26 2.26

Maximum Population If

Used as 100%

Residential

85 350 296 217 948

Total Actual Population

Growth 299 111 712 670 1792

SUMMARY OF FINDINGS FOR POPULATION Based on the information presented in this chapter, Kingston should expect to see population growth over the next three decades (averaging 7.5% per decade). There are three ways population can grow: natural growth, migration, and annexation. Historically, natural growth was the main driver of population growth (i.e. the baby boomer generation). However, in recent years, the highest percentage of Kingston’s population is found in the 65+ age category. Having a large concentration of older residents can present some challenges for a city in supplying the specific needs of an aging population. Having a large portion of a population over 65 years old could lead to a rapid decline in population if the loss of residents is not met by a period of positive net migration or residential annexation. The effect of migration on the City of Kingston’s population can only be speculative at best. The data that is available on migration is very limited in both timeframe and scope. A twelve month rolling average from 2005 to 2009 showed that migration to and from Roane County results in a loss of residents. However, there are a large number of people that move within the county. This is a significant opportunity for population growth in Kingston due to its location in the county and its proximity to Oak Ridge and Knoxville.

Measuring the historical impact of annexation on population growth can be difficult. By looking at the above historical estimates, it is conceivable that annexation

30

could account for a large portion of any future population growth. When cities annex areas and extend utilities, some land that was previously not developable or suited only for low density uses can be developed at urban density, thus adding to the potential population increase by annexation. Caution should be taken when making these decisions due to the potential for encouraging sprawl and overtaxing utility infrastructure.

When making planning decisions based on population data, one must remember

that there are any number of factors that could significantly impact, positively or negatively, future population. For example, a major manufacturer opening or closing a plant could result in severe swings in population as people move away to look for new jobs or move in to fill the newly created jobs. There is no methodology that can account for this type of future impact on population. Planning decisions must be made using the best available data at the time.

HOUSING In addition to population trends, housing data can be useful in determining if land

use policies sufficiently match current and likely future conditions. The data used for this section is decennial census data except for the latest data, which is from the American Community Survey (ACS). As stated above, the ACS tends to have a significant margin of error due to small sample sizes. Data is presented for the City of Kingston except in a few instances where it is not available, and those cases are marked accordingly. In Table 8 below, data is displayed for number of total housing units, years that structures were built, and average household size.

Table 8 Housing Units 1970 1980 1990 2000 2010 Total 1283 1660 1936 2478 2814 Occupied * * 1427 2263 2556 Vacant * * 509 215 258 % Vacant 35.67% 9.50% 10.09% * Data Unavailable

Year Structure Built as of 2010 Houses

1939 or Earlier 46 1940 to 1949 138 1950 to 1959 690 1960 to 1969 245 1970 to 1979 404 1980 to 1989 286 1990 to 1999 410 2000 to 2009 354

Average Household Size 2010 2.26 2000 2.25 1990 2.31 1980 2.67 1970 3.21 1960 3.48* 1950 3.75** 1940 4.2**

*Tennessee **Roane County

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Assuming all of the current vacant housing units are habitable, 583 new residents could be added to the population before additional housing stock will be needed. The population projections presented herein indicate population growth of 330 people is expected from 2010-2020, another 562 people from 2020-2030, and 544 more people from 2030-2040. The current vacant housing stock is sufficient to accommodate the anticipated population growth until sometime between 2020 and 2030. The annexation of existing residential areas could extend the timeframe of reaching a 100% occupancy rate. The current vacant property within the city, if completely built out at the current average residential density of 1.28 units per acre, would accommodate 912 additional residential units. It is important to remember that this scenario is for illustrative purposes only. It is unlikely that a city will ever reach 100% occupancy and not all of the vacant land is developable at the current density.

Another important trend to note is the large increase in houses in the 1950 to 1959 time period. This period is referred to as the baby boomer generation. If you look twenty years later, there is another decade of significant growth, followed by another decade of significant growth twenty years beyond that. This oscillation in housing numbers occurs as the baby boomer generation has children, approximately twenty years later, the now adult children have children and so forth. These swings in housing numbers coincide fairly closely with decades of substantial growth: 1940-50 84.89%, 1950-60 23.54%, 1960-70 106.07%, 1990-2000 15.64%, and 2000-10 12.72%. As peaks in the trend decrease over time, the valleys also increase, which normalizes the growth in housing rate. The average household size has declined since 1940, meaning that a greater number of residential units are and will be needed to accommodate the same number of people. The decrease in household size correlates with the cup shaped population pyramids presented above due to fewer children per household.

The final trend that can be derived from housing data involves households with residents under 18 and households with residents over 65. Table 9 presents this data from the last three decennial censuses.

Table 9 Households with Individuals Under 18 1990 ∆% 2000 ∆% 2010 519 23.70% 642 9.03% 700 Households with Individuals Over 65 1990 ∆% 2000 ∆% 2010 602 24.09% 747 21.15% 905

As is evident from the above data, growth of households containing residents over

65 years of age began higher and has outpaced growth of households containing residents less than 18 years of age. This is another trend that correlates with the cup shaped population pyramids presented herein.

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ECONOMY

This section will examine the economic factors that affect the City of Kingston and the surrounding areas. Information on the physical location of jobs, the number of jobs in each industry category, and income data will be presented. In 2010, there were 1,949 jobs in the City of Kingston. Of these jobs, 229 were filled by residents of Kingston. The remaining 1,720 are filled by people who live outside of Kingston. Kingston also has 2,123 residents who drive outside of the city to their place of employment. Illustration 10 below graphically illustrates these figures. Illustration 10

Illustration 11 shows the number of jobs that Kingston’s residents commuted to in 2010 and the distance and direction they traveled to their place of employment. It is no surprise that the largest numbers travel east to Knoxville and northeast to Oak Ridge. As a reference, the 50 mile category begins near the Interstate 40 exit number 407/Highway 66 in Sevier County. While 16.7% of Kingston’s working population (393 people) make this long commute, the average commute time for residents of Kingston is 24.3 minutes.

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Illustration 11

Industry data is only available at the county level; the following information is for Roane County. In 2010, the largest number of jobs in Roane County were in the healthcare and social assistance field. After healthcare and social assistance, retail trade, accommodation and food service, and manufacturing were the largest categories. The number of employees in each of these sectors, except accommodation and food service, has declined from 1990 to 2010. During this period, the finance and insurance, arts, entertainment, and recreation sectors experienced growth. The data referenced in this section can be found below in Table 12. The 2010 data has a high margin of error due to a small sample size and should be regarded as an estimate rather that an actual count. Table 12 X – Data not available

* - High estimate

1990 2000 2010 Industry Not Classified X X 19* Mining, Quarring and Oil and Gas Extraction 85 77 19* Communications 106 X X Arts, Entertainment, and Recreation 74 184 96 Information X 307 99* Agriculture, Forestry, Fishing, and Hunting 375 254 19* Management of Companies and Enterprises 564 0 99* Finance and Insurance 184 497 258 Wholesale Trade 555 450 110 Real Estate and Rental and Leasing 507 184 481 Transportation and Warehousing 575 766 249* Administrative and Support and Waste Management and Remediation Services X 1,029 353 Other Services (Except Public Administration) 699 834 543 Utilities 914 629 X Educational Services 1,344 1,759 99* Professional, Scientific, and Technical Services 959 2,029 217 Public Administration 1,223 924 X Accommodation and Food Services X 1,077 1,078 Construction 1,564 1,758 308 Health Care and Social Assistance 2,167 2,675 1,920 Retail Trade 3,251 2,711 1,734 Manufacturing 5,037 4,629 1,046

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For income, median household income and individual per capita income is presented. Data is presented for Kingston, Roane County, Tennessee, and the United States for comparison purposes. As you can see in Illustration 13 below, Kingston has outpaced the other populations in median household income since the mid-1990’s. Kingston also outpaces Roane County and the State in individual per capita income. Illustration 13

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Illustration 13 (continued) 1970 1980 1990 2000 2010

Kingston Median Household 9,652 17,404 26,958 46,050 49,965

United States Median Household 7,630 16,523 28,471 41,186 48,340

Roane County Median Household 7,401 15,181 24,210 44,578 42,698

Tennessee Median Household 7,447 14,142 24,807 36,535 41,461

United States Per Capita Individual 3,893 9,910 19,188 29,845 39,937

Kingston Per Capita Individual 3,005 7,109 13,196 20,301 26,252

Roane County Per Capita Individual 2,095 6,286 12,015 18,456 23,196

Tennessee Per Capita Individual 3,368 6,213 12,255 19,393 22,463

SUMMARY OF FINDINGS FOR ECONOMY Kingston’s status as a bedroom community is evident in this chapter’s study of its economic factors. More people are employed outside of the city than within. Nearly 90 percent of Kingston’s working population commutes outside of the city for work. The average commute time is 24.3 minutes. This trend is driven by Kingston’s proximity to Knoxville and Oak Ridge. There are also a significant number of workers that commute to Kingston for work. Reliable data is not available to determine the predominant industry that attracts these workers to the city. When adding income data to the analysis, one could surmise that Kingston’s residents commute to higher paying jobs, thus leaving lower wage jobs within the city for those that commute to Kingston from the county and other nearby cities. As mentioned in the population analysis, in-migration from within Roane County to the city could be a source for population growth. This could easily occur if workers that commute to the city decide to move to the city to shorten their commute. If this type of migration begins to occur, policies that encourage lower cost housing may need to be examined. Sources: "Center for Business and Economic Research." University of Tennessee. N.p.. Web. 23 Apr

2013. <http://cber.bus.utk.edu/>. United States. Census Bureau. Web. <http://www.census.gov/>. United States. Census Bureau. Web. <http://onthemap.ces.census.gov/>.

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Chapter 4: Natural Factors Affecting Development

INTRODUCTION

The natural environment of a community can affect the location and density of developments. In communities with significant limitations due to natural factors, land use regulations need to ensure minimal conflict between the use and the physical environment. Natural factors can be placed in the following categories: climate, air and water quality, topography, drainage, flooding, and soils. Each of these categories brings with it a unique set of challenges concerning development. Ignoring these factors can prove to be extremely costly to specific property owners as well as the entire community. Density should reflect the degree of development limitations that natural factors may impose on land to protect the welfare of the general populace. The more information that is available about these natural factors, the better equipped the city is to match land and its most appropriate use. The purpose of this chapter is to review and evaluate the natural factors influencing the land use patterns in Kingston and its planning region.

CLIMATE

The climate in Kingston is described as temperate and continental. This climate is characterized by relatively mild winters with short, erratic cold spells and moderate summers with cool evenings. There is normally an abundant amount of rainfall in Kingston. The normal annual rainfall for the Watts Bar Watershed within which Kingston lies, is 51.69 inches. Precipitation is usually heaviest in late winter and early spring, and lightest in the late summer and early fall. Thus, the periods of heavy rains are offset by periods of moderate to severe drought. Kingston is subject to some localized flooding during periods of prolonged heavy rain. A majority of the city’s mapped flood hazard areas or floodplains are found within the shoreline of the Watts Bar Reservoir, a Tennessee Valley Authority (TVA) reservoir bordering the city to the north, west, and south.

The mean annual temperature of the Kingston area is 58.8 degrees Fahrenheit. The

average maximum temperature is 69.5 degrees Fahrenheit while the average minimum temperature is 48.1 degrees Fahrenheit. Extreme temperatures rarely exceed 100 degrees Fahrenheit or fall below 0 degrees Fahrenheit. Although winters are not severe they are often wet, consisting of slow, gentle rains that last a half a day or more. The average frost-free season usually extends from April to October. The climate of Kingston and the affect that it has had on development can best be described as minimal. Development in areas prone to localized flooding should be avoided, but in general, rainfall and climate have an insignificant effect on development in the municipality.

AIR QUALITY

Air pollution affects the natural environment, the built environment, and the health of those that are exposed to it. The United States Environmental Protection Agency (EPA) classifies geographic areas as attainment (in compliance with the regulations) and nonattainment (out of compliance with the regulations) for each of the regulated pollutants. A portion of Roane County has been classified as nonattainment for both the annual maximum and 24-hour maximum levels

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for microscopic particulate matter classified as PM 2.5 (2.5 microns and smaller). The nonattainment classification applies only to the Census Block Group 47-145-0307-2, which is immediately surrounding the Kingston Fossil Plant. The only portion of the City of Kingston that is within this nonattainment area is located to the west of the Clinch River and north of Interstate 40. The area is depicted on Illustration 14 below. Illustration 14

Map courtesy of the Tennessee Department of Environment and Conservation

WATER QUALITY

The City of Kingston operates its own two-million gallon water treatment plant. This plant averages 822,000 gallons of output per day. The plant gets its water from three sources: Watts Bar Lake, Swan Pond Spring, and an interconnection with the City of Rockwood system. The Kingston Water System also sells water to the Watts Bar Utility District East. The EPA, through its Safe Drinking Water Information System maintains a list of all water system violations. The Kingston Water System has had no health-based violations in the ten-year reporting period. The system has had eight monitoring and record keeping violations since 2001. Looking at the city’s water source and plant capacity, water supply infrastructure is not likely to become a limiting factor for future growth.

TOPOGRAPHY

Kingston is located on a peninsula formed by the Clinch River and Watts Bar Reservoir. The Emory River flows into the Clinch just north of the city and the Clinch River flows into the Tennessee River just south of the city. The city sits at the base of the Cumberland Plateau in the western portion of the Great Valley of East Tennessee. The underlying rock stratum of the Tennessee Valley consists mainly of Chattanooga Shale. This bedrock is covered in most places by a layer or layers of alluvial and colluvial material. The general topography of the city and its

38

urban growth boundary is a peninsula interrupted by alternating ridges and valleys. The ridges and valleys run in a generally northeast to southwest direction. Elevation within the city ranges from approximately 750 feet to just over 1,000 feet. Areas of slope over 15 percent are found along the ridges and along the waterfront. Looking at the existing land use map in the next chapter (Illustration 20), the development pattern has historically remained concentrated to the valleys and the areas along the base of ridges where access is easiest. The areas of steep slopes could be an impediment to future development as land with fewer limitations reaches full development. See Illustration 15 for a graphical depiction of the natural factors in the city and its urban growth boundary.

A secondary topographic issue that may affect future development is Karst Topography. Karst Topography in Tennessee is characterized by limestone formations that are eroded by the weak acids found in rainwater and in certain soil types. This erosion eventually forms caves, sinkholes, and subsurface water channels. The area in and around Kingston, along with most of East Tennessee, is identified as a Karst area. The United States Geologic Survey (USGS) topographic maps identify several sinkholes in the Kingston area.

DRAINAGE AND FLOODING Drainage in Kingston and the surrounding area begins on the ridges and runs to the valleys where it generally turns parallel to the ridges and flows to the neighboring rivers. This drainage pattern is known as the trellis pattern of geomorphology. This drainage pattern is common in the ridge and valley/folded mountain land form. Identified flood areas within the city are limited to areas that adjoin Watts Bar Reservoir and drainage areas as they adjoin the lake. Drainage within the city and in the surrounding areas should not be an impediment to future development as long as any alteration to drainage channels is done properly. Changes to drainage patterns may expose previously unknown areas of Karst Topography which may impact the ability to develop affected properties.

SOILS One of the most important of the natural factors affecting development in any community is the characteristics and capabilities of the various soils found in the community. Characteristics such as permeability, texture, depth to bedrock, associated topography, and susceptibility to flooding are all important in determining the appropriate land use for particular sites. Looking at soils from a development perspective, roads and foundations are the most likely factor that will affect development in the future. A general description of the largest soil types found in the county and a detailed description of the overall characteristics related to development follows. In general terms, soils are grouped into types such as shale, clay, sandstone, etc. These general soil groupings do not provide enough details to be useful for development and land use decisions. To provide a higher level of detail, soils have been grouped into subtypes that have similar characteristics. The authority on soils data is the United States Department of Agriculture, Natural Resource Conservation Service (USDA-NRCS). The NRCS study of Roane County categorizes 48 soil types in Roane County. Soils data will be presented at the county level only. The soil types, the associated acreage, and percent of the total land area of the county is provided as Table 16, which follows. Illustration 17 offers a graphical depiction of the location of these soils.

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40

LAWNVILLE RD

BUTTERMILK RD

PAINT ROCK FERRY RD

SWAN POND RD

HIGH S

T

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FLEET ST

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HASSLER MILL RD

CHANDLEY RD

OLD J

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OLD POPLAR SPRINGS RD

JAMES FERRY RD

HIGH POINT ORCHARD RD

SHADY DR

FOREMAST RD

KEYLON DR

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CRES

T DR

DUG RIDGE RD

LADD RIDGE RD

SPEERS RD

EXIT 350

HAMI

LTON L

N

SKYLINE VIEW LN

GALILEAN RD

LAKEWOOD RD

DUNCAN HOLLOW RD

PENINSULA RD

FIDDLERS LN

KUDZ

U DR

CULTON LN

ROGERS RIDGE RD

HOLDER HOLLOW RD

OAK LEAF ST

ELDE

RBER

RY ST

OLD DUG RIDGE RD

LITTLE JOHNSON VALLEY RD

ROSE

BAILE

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BOXBERRY RD

FROST HOLLOW RD

THE

BATT

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HOMEP

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PATTO

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LANE HEDGECOCK RD

HEIDL

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CEDAR BROOK LN

BOEING DR

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BRAHMAN RD

BLUFF POINTE RD

CROSS CREEK LN

SQUAW VALLEY RD

CANYON LAKE DR

SPEARS DR

OLD

HEDG

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LADD

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ALMA LN

LOVELISS ST

OLD RACE ST

MAINSAIL RD

EXIT 352

SCENIC LAKE DR

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BENDAMERE DR

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MURR RDSHEERWATER RD

FARR LN

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STER

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VAN STOWE RD

PEACH STREET DR

SCIENTIST RD

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LOWER GALLAHER LN

MELVIN DR

GREYSTONE WAY

WATERFORD PL

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SHUBERT ST

OLD N KENTUCKY ST

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GUNTERS WAY

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BROWN ELLIS DR

ARROWHEAD TRL

BOREING DR

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HENRY DAVIS RD

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ROGERS RIDGE LN

MARINERS PT

CEDA

RBER

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LANDHAVEN WAY

HOMERVILLE DR

HIGH POINTE VILLAGE WAY

KERNS LN

LERCHEN RD

FOREST WAY

HUGHES HALE LN

CHESTNUT VIEW DR

MISTLETOE BERRY RD

VINCINDA LN

BRENTWOOD CT

FORTENBERRY ST

EXIT 356B

BRAC

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STURGESS ST

EXIT 356A

ELMER DR

ARSENAULT XING

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BROOKBERRY RD

STINNETT ST

CHASEBERRY RD

LITTO

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SUZANNE PL

SARGENT DR

EXIT 350

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RIDGECREST

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WOODLAWN DR

SMITH RD

HESTER RD

CEDAR GROVE CHURCH RD

SUNRISE D

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MILLER LNRAINTREE LN

ISLAN

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MOSES RD

HIGH

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BAILEY RD

BLACK OAK RD

THOR

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COLONIAL DR

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HIGH POINT CIR

VILLAGE TRCE

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PINEVIEW DR

COLO

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PAGE L

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JOHN

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LAKEVIEW RD

SHADY LN

LAKEVIEW DR

FISHER ST

LOOKOUT DR

VILLA

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HILLTOP RD

MEADE DR

WARREN LN

WALTON RD

RAY ST 58

EXIT 360

MILL S

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CEDAR BROOK LN

FOXF

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PEARL LN

AUTUMN LN

WESTSHORE DR

DANIEL RD

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RIDGE TRAIL

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EAST DR

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WOODMONT LN

HUFF RD

ZIRKLE RD

SCOT

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SUNSET LN

ROSE RD

EAST CHURCH ST

EDGEWOOD DR

RIVER BEND DR

LAKE

SHOR

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HONEYSUCKLE

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REBEL RD

3RD ST

5TH S

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HILL

TOP

LN KENT

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KIDWELL LN

OAK DR

LEWIS LN

WARD RD

WESTSHORE DR

PONDEROSA DR

LAKEWOOD LN

BLOSSOM LN

ROSEBUD LN

HILL ST4T

H ST

WHITE OAK DR

BAILE

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HIGHLAND DR

CLEA

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PARK RD

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RIDG

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FARMER RD

LONG

RD

MEADOWVIEW DR

PINE RIDGE RD

FRANKLIN ST

WOOLSEY RD

NOLAND LN

SUNSET DR

EDMONDS LN

OLD UNION RD

WOODLAND DR

SHADY LN

CHARLES PL

RAIN

S LN

HUMPHREY LN

WISE RD

FOREST HILL DR

LUCINDA LN

VIRGINIA ST

VALL

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CENTURY DR

OLD BUCK CREEK RD

DOGW

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OAKVIEW DR

LONGVIEW DR

EXIT 355

ARMOUR RD

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LEISURE LN

LAKE CIR

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CLOWER RD

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NELSON DR

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OBRIEN RD

WOODS

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POPLAR SPRINGS RD

CUMBERLAND ST

HARTFORD RD

BRENTWOOD PT

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LAKECREST DR

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DR

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Kingston

Harriman

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SOURCE STATEMENT: The slope grid was derived from a U.S. Geological Survey digital elevation model forRoane County. The flood data was obtained from the Digital Flood Insurance Rate Map Dataset for RoaneCounty provided by the U.S. Federal Emergency Managment Agency, November 2009. The hydric soils data wasobtained from the U.S. Department of Agriculture, Natural Resources Conservation Service, Soil SurveyGeographic (SSURGO) database for Roane County, Tennessee. Publication Date: June 22, 2009.Hydric soils are defined by the National Technical Committee for Hydric Soils (NTCHS) as soils that formed underconditions of saturation, flooding, or ponding long enough during the growing season to develop anaerobicconditions in the upper part (Federal Register, 1994). Under natural conditions, these soils are either saturated orinundated long enough during the growing season to support the growth and reproduction of hydrophyticvegetation."All hydric" means that all components listed for a given map unit are rated as being hydric. "Partially hydric"means that at least one component of the map unit is rated as hydric, and at least one component is rated as nothydric.

ILLUSTRATION 15

Map prepared by:East Tennessee Development District

Geographic Information SystemsAlcoa, TN

Map printed: October 3, 2013This map is not to be used for engineering purposes.

2,500 0 2,5001,250Feet

NATURAL FACTORS AFFECTING DEVELOPMENTCITY OF KINGSTON, TENNESSEE AND URBAN GROWTH BOUNDARY

µ

Between 15% and 30% slopeOver 30% slope

Areas of 0.2% annual chance of floodingFlood zones A and AE

Stream/River

Hydric soilsPartially hydric soilsSoils data unavailable

Kingston UGBCorporate Limits

41

42

The most prevalent soil types in the county are Fullerton-Pailo complex, Montevallo Channery silt loam, Water, Dewey silt loam, and Townley silt loam. All of these soil types are found in Kingston and its urban growth boundary. Fullerton-Pailo complex (Fu) has four subtypes (B-E) that categorize the soil based on the slopes at which it is found. This soil type is found on ridges and the side slopes of ridges. It is typically more than 80 inches to a restrictive layer, it is well drained, it does not typically flood, and at lower slope is considered prime farmland. Montevallo channery silt loam (Mo) has three subtypes (C-E) that categorize the soil based on the slopes at which it is found. This soil type is found on ridges and the side slopes of ridges. This soil is typically 10 to 20 inches to bedrock, not typically flooded, and not considered prime farmland. Water (W) is soil that is covered by water most of the time. Dewey silt loam (De) has four subtypes (B-E) that categorize the soil based on the slopes at which it is found. This soil type is found on ridges and the side slopes of ridges. It is typically more than 80 inches to a restrictive layer, it is well drained, it does not typically flood, and at lower slope is considered prime farmland. Townley silt loam (Te) has three subtypes (C-E) that categorize the soil based on the slopes at which it is found. This soil type is found on ridges and the side slopes of ridges. This soil is typically 20 to 40 inches to bedrock, not typically flooded, and not considered prime farmland. The NRCS rates soil types for their ability to support various development activities. It should be noted that if an area is designated as moderately or extremely limited for a particular development activity, the proposed activity can still occur on the site. The cost of designing and implementing ameliorative action will increase with the severity of the limitation, and the overall density will need to be lower. Some examples of development-related limitations are dwellings with slab or basement foundations. Commercial development is considered moderately to severely limited throughout the area. Areas with soil properties that tend to be corrosive to concrete are identified as severely limited on ridges but not in valleys (See Illustration 18). Areas with soil properties that tend to be corrosive to exposed steel are identified as severely limited in valleys but not on ridges (See Illustration 19). Septic suitability is another soil capability that can have a dramatic impact on the ability to develop a property. The NRCS criteria for septic suitability do not match the State’s regulations. The discrepancy between the standards makes the data unrealistic and unusable. Since most areas of the city have access to sewer and any annexation that occurs must include a plan for supplying public utilities to the annexed area, the impact of poor septic suitability is effectively eliminated. Table 16: Soil Types for Roane County Symbol Soil Name Acres Percent of

Total Fu Fullerton-Pailo complex 64,504.0 25.53%

Mo Montevallo channery silt loam 40,530.8 16.04%

No Data 24,410.2 9.66%

W Water 21,038.6 8.33%

43

De Dewey silt loam 15,126.5 5.99%

Te Townley silt loam 9,446.0 3.74%

Wa Waynesboro loam 8,781.2 3.48%

Am Armuchee silt loam 8,468.3 3.35%

Gs Gilpin-Bouldin-Petros complex 7,360.9 2.91% Cb Colbert-Lyerly-Rock outcrop complex 7,144.0 2.83%

Gp Gilpin-Petros complex 6,347.8 2.51%

Wh Whitwell loam 5,965.0 2.36%

Co Collegedale silt loam 3,814.7 1.51%

Sd Shady loam 3,246.7 1.29%

Ca Capshaw silt loam 2,784.0 1.10%

Lb Lily loam 2,307.3 0.91%

Et Etowah silt loam 2,119.1 0.84%

Lm Lily-Ramsey complex 2,024.2 0.80%

Ha Hamblen silt loam 1,972.9 0.78%

Et Etowah loam 1,958.3 0.78%

Ae Allen loam 1,954.9 0.77%

Mn Minvale gravelly silt loam 1,720.0 0.68%

Fw Fullerton-Dewey-Urban land complex 1,442.5 0.57%

Sf Shady-Swafford-Urban land complex 962.5 0.38%

Je Jefferson loam 835.4 0.33%

Me Melvin silt loam 733.9 0.29%

Sw Swafford loam 704.7 0.28%

We Waynesboro-Etowah-Urban land complex

677.2 0.27%

44

Lg Lily-Gilpin complex 666.2 0.26%

Af Allen-Jefferson-Urban land complex 655.9 0.26%

Tu Townley-Armuchee-Urban land complex 534.4 0.21%

ASD Ash disposal area 377.4 0.15%

He Hendon silt loam 342.6 0.14%

Ra Ramsey-Rock outcrop complex 313.6 0.12%

Ur Urban land 255.3 0.10%

Jn Jefferson cobbly loam 248.0 0.10%

Pp Pope-Philo complex 236.6 0.09%

Lo Lonewood silt loam 220.8 0.09%

Bg Bloomingdale silty clay loam 154.7 0.06%

LP Limestone quarry 117.8 0.05%

Ec Ealy-Craigsville complex 47.3 0.02% Be Bethesda-Mines pit complex 35.5 0.01% Sh Shelocta silt loam 24.0 0.01%

Ap Apison-Sunlight complex 16.4 0.01%

Ta Tasso loam 7.0 0.00%

Gn Gilpin silt loam 6.0 0.00%

TeB2 Townley-Coile complex 2.3 0.00%

Br Bradyville-Rock outcrop complex 1.4 0.00%

45


46

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US Hwy 70

:

ILLUSTRATION 17

1 0 10.5Miles

Source: Soils data was obtained from the U.S. Department of Agriculture,Natural Resources Conservation Service, Soil Survey Geographic(SSURGO) database for Roane County, Tennessee. Publication, 2008.

SOILS MAP

KINGSTON, TENNESSEE

CORPORATE LIMITS ANDURBAN GROWTH BOUNDARY

ANSAeCAmCAmDBeFCaBCbDCoC

CoDDeBDeCDeDDeEEtBEtCFuC

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WaBWaCWaDWeDWhBKingston UGBCorporate Limits

47

48

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SOURCE STATEMENT: Soils data was obtained from the U.S. Department ofAgriculture, Natural Resources Conservation Service, Soil Survey Geographic(SSURGO) database for Roane County, Tennessee. Publication Date: June 22,2009.From the National Soil Survey Handbook:Risk of Corrosion Potential of ConcreteLow:-Sandy and organic soils with pH>6.5 or-Loamy and clayey soils with pH>6.0Moderate:-Sandy and organic soils with pH 5.5 to 6.5 or-Loamy and clayey soils with pH 5.0 to 6.0High:-Sandy and organic soils with pH<5.5 or-Loamy and clayey soils with pH<5.0




2,400 0 2,4001,200Feet

Corporate LimitsKingston UGB

Risk Potential for Corrosion of ConcreteHighModerateLow

µ

KINGSTON, TENNESSEE

SOIL CORROSION OF CONCRETE POTENTIALKINGSTON AND URBAN GROWTH BOUNDARY

ILLUSTRATION 1849

50

£¤70

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SOURCE STATEMENT: Soils data was obtained from the U.S. Department of Agriculture, Natural Resources ConservationService, Soil Survey Geographic (SSURGO) database for Roane County, Tennessee. Publication Date: June 22, 2009.From the National Soil Survey Handbook:Risk of Corrosion Potential of Uncoated SteelLow:-Very deep internal free water occurrence (or excessively drained to well drained) coarse to medium textured soils; or-Deep internal free water occurrence (or moderately well drained) coarse textured soils; or-Moderately deep internal free water occurrence (or somewhat poorly drained) coarse textured soilsModerate:-Very deep internal free water occurrence (or well drained) moderately fine textured soils; or-Deep internal free water occurrence (or moderately well drained) moderately coarse and medium textured soils; or-Moderately deep internal free water occurrence (or somewhat poorly drained) moderately coarse textured soils; or-Very shallow internal free water occurrence (or very poorly drained) soils with a stable high water tableHigh:-Very deep internal free water occurrence (or well drained) fine textured or stratified soils; or-Deep internal free water occurrence (or moderately well drained) moderately fine and fine textured or stratified soils; or-Moderately deep internal free water occurrence (or somewhat poorly drained) medium to fine textured or stratified soils; or-Shallow or very shallow internal free water occurrence (or poorly or very poorly drained) soils with a fluctuating water table




2,400 0 2,4001,200Feet

Corporate LimitsKingston UGB

Risk Potential for Corrosion of SteelHighModerateLow

µILLUSTRATION 19

KINGSTON, TENNESSEE

SOIL CORROSION OF STEEL POTENTIALKINGSTON AND URBAN GROWTH BOUNDARY

51

52

SUMMARY OF FINDINGS

Kingston is located in an area where natural factors have a minimal effect on most development. The climate is temperate. The air is clean (for the most part). Water is abundant and the city has stayed ahead of water treatment demand. There are some areas of steep slopes and Karst, but the available vacant land has historically been adequate to meet development pressure. Drainage and flooding may have some minimal impact on development, but it will typically be localized to areas where drainage channels meet lakes and rivers. Soils could significantly impact future development as the land in valley areas (which has fewer limitations) develops, leaving only the ridges for development. Ridge land is likely still developable, but densities will be lower and infrastructure and development costs will be higher. Sources: State of Tennessee. Comptroller of the Treasury. Computer Assisted Appraisal System.

Web. State of Tennessee. Department of Environment and Conservation. Air Pollution Control.

Web. <http://tn.gov/environment/air >. State of Tennessee. Tennessee Base Mapping Program. Web. United States. Environmental Protection agency. Web.

<http://www.epa.gov/air/index.html>. United States. Environmental Protection agency. Web.

<http://water.epa.gov/drink/index.cfm>. United States. Federal Emergency Management Agency. Map Service Center. Web.

<https://msc.fema.gov>. United States. Geologic Survey. Web. <http://www.usgs.gov/>. United States. Natural Resource Conservation Service. Web Soil Survey. Web.

<http://websoilsurvey.sc.egov.usda.gov/>. United States. Southeast Regional Climate Center. Web. <http://www.sercc.com/>.

53


54

Chapter 5: Existing Land Use and Transportation Analysis

INTRODUCTION

Planning for future growth and transportation infrastructure is a complex and difficult

task that requires a large amount of data. Some of this data has already been presented; however, more information is needed. An inventory of the existing land uses and transportation infrastructure will be presented and used as a starting point from which this plan can evaluate and project areas where development is likely to occur and areas best suited for varying types and densities. The data in this chapter will be presented for the City of Kingston as well as the city’s urban growth boundary.

EXISTING LAND USE AND TRANSPORTATION

This section identifies and analyzes the various uses by category and the amount of land

devoted to each. Illustration 20 depicts the existing land use pattern in the City of Kingston and in the city’s urban growth boundary. Land use surveys were completed by the East Tennessee Development District in April of 2013. The summary table for this inventory is located in Illustrations 21 and 22. The land uses depicted on Illustration 20 are grouped into the following categories: Residential: Land on which one or more dwelling units are located. This includes all single-family residences, multi-family residences, and mobile homes. Land in this category also includes agricultural and timber parcels that have at least one residence located on them. Commercial: Land on which wholesale or retail trade activities and private services occur. This category includes uses such as retail stores, restaurants, repair services, professional offices, personal and business services, hotels/motels, banks, and other similar uses. Industrial: Land on which the manufacturing of products takes place. This category includes light and heavy manufacturing uses and warehousing activities. Agriculture and Timber: Land which does or could support agricultural or forestry operations such as farms, crops, pasture, or groves/stands of timber. Properties in this category do not contain residences. Agricultural and timber tracts that contain residences are included in the residential category. Public and Semi Public: Land on which museums, libraries, parks, churches, and similar institutional uses; educational facilities; utility related structures or facilities; and federal, state, and local governmental uses are located. Water: Land which is covered by a body of water that is not contained in other parcels. Transportation: Land on which municipal streets and state highways are located, including the rights-of-way.

55

Vacant Land: Land that has not been developed into one of the other uses identified above. Other: Land that contains an improvement but does not fit into any other category.

56

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SOU RCE STATEMENT: This land us e d ata was d e rive d b y the L oc al P lanning As s is tanc e Offic eb y as s oc iating d igital parc e l b ound arie s from the Te nne s s e e Bas e Mapping Program (BMP) withparc e l attrib ute d ata m aintaine d in the Com ptrolle r of the Tre as ury’s Com pute r As s is te d Apprais alSys te m (CAAS) d atab as e . Eac h parc e l was as s igne d to one of the land us e c las s e s b as e d onattrib ute s c ontaine d in the s e two d ata s ourc e s or from e xam ination and as s ignm e nt b y plannings taff. Data Sourc e s : Bas e Mapping P rogram d atas e t, July 12 2010; Com pute r As s is te d Apprais alSys te m d atab as e , De c e m b e r 6, 2010.

Corporate L im itsKings ton U GBSFR < 5 ac re sSFR >= 5 ac re sDuple x (2 units )Multifam ily (3 or m ore units )Mob ile Hom e (1-4)Mob ile Hom e Park (5 or m ore )Re s ort Re s id e ntial

Ge ne ral Com m e rc ialOffic e (Prof/Me d ic al/Ge n)Mis c Com m e rc ial;L ight Ind us trial / Ware hous ingHe avy Ind us trialPub lic U s eSe m i-Pub lic U s eU tilitie sV ac ant

Agric ultural Trac t Tim b e r Trac tWate r Fe atureRoad /Rail ROWU nc las s ifie d im prove m e nts <$30,000U nc las s ifie d im prove m e nts >=$30,000CAAS d ata unavailab le for parc e lU nc od e d b y L and U s e Mod e l

3,000 0 3,0001,500Fe e t

(Bas e d on 2010 L and U s e Data)KINGSTON, TENNESSEE

EXISTING LAND USE - KINGSTON AND UGB

Map pre pare d b y:Eas t Te nne s s e e De ve lopm e nt Dis tric t

Ge ographic Inform ation Sys te m sAlc oa, TN

Map printe d : Oc tob e r 3, 2013This m ap is not to b e us e d for e ngine e ring purpos e s .

ILLUSTRATION 20

µ57

58

LAND USE ANALYSIS CORPORATE LIMITS

Within the corporate limits of Kingston, there are approximately 5,183 acres or 8.1

square miles of land. Of the total land area, an estimated 86.25 percent, or 4,470.47 acres is developed. The categorical totals and percentage of total land area are as follows: residential land uses occupy 1,762.3 acres, or 34.0 percent; commercial land uses occupy 172.29 acres, or 3.32 percent; industrial land uses occupy 185.06 acres, or 3.57 percent; unimproved agriculture and timber land uses occupy 773.39 acres, or 14.92 percent; other unclassified uses occupy 22.87 acres, or 0.44 percent; public and semi-public uses occupy 264.43 acres, or 5.11 percent; water covers 582.64 acres, or 11.24 percent; and transportation uses occupy 707.47 acres, or 13.65 percent. There are 712.94 acres of vacant land within the city. All of the remaining vacant land is identified as having physical restrictions for future development. The development pattern of the city has historically been affected by the Clinch and Tennessee Rivers, an area of moderate to steep slopes to the east of and somewhat parallel to Kentucky Street, and the major thoroughfares that are located within and near the city. The construction of Interstate 40 effectively moved the commercial center of the city from the traditional downtown to the intersections around the interstate on and off ramps. Most recently, the Ladd Landing commercial center has relocated more of the city’s commercial uses to north of Interstate 40 and further from the traditional downtown. Illustration 21 depicts the percentage of total land dedicated to each category. A detailed analysis of each developed land use category follows. Residential Residential land use, like in most communities, is the predominate category of developed land in Kingston. Thirty-four percent (1,762.3 acres) of the total land area is devoted to residential uses. In addition, like most communities, the traditional single-family detached dwelling unit is the predominant form of residential use, occupying 1,567.6 acres or 30.24 percent of the total land area. There are 1,990 single-family uses, 161 multi-family structures, and 109 mobile home lots within the corporate limits of Kingston. It should be noted that for categorical and illustrative purposes, the mobile home category only accounts for between one to four mobile home per parcel; however, there are approximately 149 mobile homes on the 109 parcels identified above. Residential development in Kingston is primarily located along and adjacent to streets classified as collectors and local streets. Traditionally, residential structures are located on individual lots fronting these roads. As the development type changed from building individual houses to building subdivisions, new structures have begun to develop off of local streets that are built to only serve the individual development. Commercial The commercial uses in Kingston are concentrated within 3 blocks of Kentucky Street, along Highway 70, and on Gallaher Road north of Interstate 40. These commercial uses currently occupy 183 parcels, 172.3 acres, or 3.3 percent of total land area. The construction of Interstate 40 and Ladd Landing has spread the city’s commercial uses north and away from the downtown.

59

Industrial The city’s industrial uses are concentrated in the Gallaher Road area with a few scattered throughout the city. Industrial uses account for 185.1 acres or 3.57 percent of the total land area. Several of these uses are located on large parcels, which makes it appear that industrial uses are a more significant land use than commercial property. There are only 28 parcels devoted to industrial uses as opposed to 183 parcels of commercial property. Agriculture and Timber Agriculture and timber land comprises 773.39 acres within the city. This equates to 14.92 percent of the city’s land area. This land is unimproved and could be developed in the future. Land in this category should also be considered when looking at the available vacant land. Public and Semi Public Land This land use category includes 264.43 acres of public and semi-public uses such as parks, church properties, schools, government lands, utility structures and facilities, cemeteries, recreational areas, and open spaces. The area included in this category constitutes 5.11 percent of the land in the city. Water This land use category includes 582.64 acres (11.24 percent) of land that is completely inundated with water during a majority of the time, excluding private ponds. This land should be regarded as undevelopable. Transportation Rights-of-way for all city, state, and federally maintained streets and highways use 707.47 acres of land. This constitutes 13.65 percent of the total land area of the city. A more detailed analysis is contained within the transportation element of this plan. Vacant Land Currently, 13.75 percent (712.94 acres) of the city is vacant. Physical constraints, such as steep slopes, flood hazard areas, or geologic issues have some impact on all of the vacant land. Depending on the severity of the limitation, the land may only be suitable for lower-density development, or in some cases no development. Other Land There are 22.87 acres of land that are coded by the land use model as “other”. This land is 0.44 percent of the land in the city. Redevelopment and Reuse Potential The historic downtown should be evaluated for potential redevelopment, possibly as live/work units. Any future redevelopment should give significant consideration to maintaining the historic nature of the district.

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ILLUSTRATION 21

EXISTING LAND USE, KINGSTON, TENNESSEE INSIDE CORPORATE LIMITS

APRIL 2013

Land Use Category Total Area in Acres

Percentage of Total

Land Area

Percentage of

Developed Land Area

Total Number of

Units

Density of Units per

Acre Residential

Single Family 1,567.6 30.24% 35.1% 1990 1.27

Multi Family 96.7 1.87% 2.2% 161 1.66

Mobile Home* 98.0 2.84% 2.2% 109 1.11

Residential Total 1762.3 34.00% 39.4% 2260 1.28

Commercial 172.29 3.32% 3.9% 183 1.06

Industrial 185.06 3.57% 4.1% 28 0.15

Agriculture/Timber 773.39 14.92% 17.3% 24 0.03

Other 22.87 0.44% 0.5% 22 0.96

Public Land/ Semi Public 264.43 5.11% 5.9%

Water 582.64 11.24% 13.0%

Transportation 707.47 13.65% 15.8%

Total Developed Land 4470.47 86.25% 100.0%

Total Vacant Land 712.94 13.75%

Total Land Area 5183.41 100.00%

Source: Base Mapping Program dataset, July 12 2010; Computer Assisted Appraisal System database, December 6, 2010 *1-4 Mobile Homes per parcel

Residential 34%

Commercial3%

Industrial4%

Agriculture/ Timber

15%

Other0%

Public Land/ Semi Public

5%

Public Land/ Semi Public

5%

Transportation14%

Total Vacant Land14%

Percentage of Total Land Area

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LAND USE ANALYSIS URBAN GROWTH BOUNDARY

Within Kingston’s designated urban growth boundary (UGB), there are approximately

9,906 acres or 15.5 square miles of land. Of the total land area, an estimated 90.15 percent, or 8,930.57 acres is developed. The categorical totals and percentage of total land area are as follows: residential land uses occupy 5,816.1 acres, or 58.71 percent; commercial land uses occupy 154.03 acres, or 1.55 percent; industrial land uses occupy 6 acres, or 0.06 percent; unimproved agriculture and timber land uses occupy 1,427.33 acres, or 14.41 percent; other unclassified uses occupy 86.89 acres, or 0.88 percent; public and semi-public uses occupy 205.96 acres, or 2.08 percent; water covers 954.62 acres, or 9.64 percent; and transportation uses occupy 279.64 acres, or 2.82 percent. There are 975.41 acres of vacant land within the UGB. All of this vacant land is identified as having physical restrictions for future development. The development pattern within the UGB has historically been affected by the Clinch and Tennessee Rivers in the western portion, and Pine and Chestnut Ridges in the eastern portion. These ridges follow a general southwest to northeast track and development has tended to fall in the valleys. The ridge tops are predominately large agriculture and timber tracts and could prove difficult to develop at urban densities. This pattern is evident on Illustration 20: Existing Land Use as well as Illustration 15: Natural Factors in the previous chapter. Illustration 22 depicts the percentage of total land dedicated to each category. A detailed analysis of each developed land use category follows. Residential Residential land use is the predominate category of developed land in the UGB. Fifty nine percent (5,816.1 acres) of the total land area is devoted to residential uses. Like most communities, the traditional single-family detached dwelling unit is the predominant form of residential use, occupying 5,316.4 acres or 53.67 percent of the total land area. There are 1,064 single-family uses, 35 multi-family structures, and 165 mobile home lots within the UGB. It should be noted that for categorical and illustrative purposes, the mobile home category only accounts for between one to four mobile home per parcel; however, there are approximately 178 mobile homes on the 165 parcels identified above. The density of single family residential units is quite low; there are 0.20 single family units per acre (5 acre lot average). Commercial The commercial uses in the UGB occupy 20 parcels, 154.03 acres, or 1.55 percent of total land area. These uses are scattered throughout the UGB and do not form a district or corridor. Industrial Industrial uses account for 6.0 acres or 0.06 percent of the total land area in the UGB. There are only 6 parcels devoted to industrial uses in the UGB. This is likely due to the infrastructure demands of industrial uses and the lack of infrastructure in the more rural UGB. Agriculture and Timber Agriculture and timber land comprises 1427.33 acres within the UGB. This equates to 14.41 percent of the UGB area. This land is unimproved and could be developed in the future; however, much of this land is affected by steep slopes and other natural factors. Land in this category should also be considered when looking at the available vacant land. 62

Public and Semi Public Land This land use category includes 205.96 acres of public and semi-public uses such as parks, church properties, schools, government lands, utility structures and facilities, cemeteries, recreational areas, and open spaces. The area included in this category constitutes 2.08 percent of the land in the UGB. Water This land use category includes 954.62 acres (9.64 percent) of land that is completely inundated with water during a majority of the time, excluding private ponds. This land should be regarded as undevelopable. Transportation Rights-of-way for all city, state, and federally maintained streets and highways use 279.64 acres of land. This constitutes 2.82 percent of the total land area of the UGB. A more detailed analysis is contained within the transportation element of this plan. Vacant Land Currently, 9.85 percent (975.41 acres) of the city is vacant. Physical constraints, such as steep slopes, flood hazard areas, or geologic issues have some impact on all of the vacant land. Depending on the severity of the limitation, the land may only be suitable for lower-density development, or in some cases no development. Other Land There are 86.89 acres of land that are coded by the land use model as “other”. This land is 0.88 percent of the land in the city. Redevelopment and Reuse Potential Large residential, agricultural and timber tracts are likely to be subdivided into smaller residential lots if/when water and sewer infrastructure becomes available in the area.

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64

ILLUSTRATION 22

EXISTING LAND USE, KINGSTON, TENNESSEE URBAN GROWTH BOUNDARY

APRIL 2013

Land Use Category

Total Area in Acres

Percentage of Total

Land Area

Percentage of

Developed Land Area

Total Number of Units

Density of Units per Acre

Residential

Single Family 5,316.4 53.67% 59.5% 1064 0.20

Multi Family 108.2 1.09% 1.2% 35 0.32

Mobile Home* 391.4 3.95% 4.4% 165 0.42

Residential Total 5816.1 58.71% 65.1% 1264 0.22

Commercial 154.03 1.55% 1.7% 20 0.13

Industrial 6.00 0.06% 0.1% 6 1.00

Agriculture/Timber 1427.33 14.41% 16.0% 49 0.03

Other 86.89 0.88% 1.0% 37 0.43

Public Land/ Semi Public 205.96 2.08% 2.3%

Water 954.62 9.64% 10.7%

Transportation 279.64 2.82% 3.1%

Total Developed Land 8930.57 90.15% 100.0%

Total Vacant Land 975.41 9.85%

Total Land Area 9905.98 100.00%

Source: Base Mapping Program dataset, July 12 2010; Computer Assisted Appraisal System database, December 6, 2010 *1-4 Mobile Homes per parcel

65


66

Transportation Analysis

The transportation system within a municipality provides a vital service function that is essential for growth and development. This system forms the framework upon which a community is built. A well-planned and maintained transportation system ensures adequate access and traffic circulation, which are prerequisites for economic activity and general community development.

Streets and highways typically occupy a significant percentage of the developed land area in a community. Within Kingston, approximately 13.65 percent (707 acres) of land is currently devoted to streets and roadways. All local streets and highways within Kingston total approximately 66 miles in length and are included in this land use category.

There are considerable design, purpose, and utilization differences between the various thoroughfares that traverse Kingston. To better understand and analyze the overall system, these local thoroughfares have been classified by their intended use. This review of the Kingston transportation system also includes a description of the traffic circulation pattern, major traffic generators, impediments to traffic flow, pedestrian/non-vehicular circulation, and nearby air/rail/port facilities. Thoroughfare Classification

Roadways within a city are designed to serve different functions in a community’s transportation system. These intended uses vary from providing direct access to residential properties, to providing for the uninterrupted movement of high-speed traffic. A functional classification has been adopted to identify roadway type and usage. This classification scheme corresponds with the Kingston Major Road Plan and is depicted in Illustration 23. It includes the following categories: interstate highways, arterial streets, collector streets, and local service roads. These roadway types are defined as follows: Interstate Highways: Access controlled roadways that connect major population centers devoted to serving high traffic volumes and long distance trips. Interstate 40 runs the length of the city from its easternmost point to its westernmost point. Interstate 75 is located approximately 12 road miles east of the Gallaher Road exit on Interstate 40. Arterials: Roadways that connect population centers, but often lack controlled access and traffic flow separation. Usually these are numbered U.S. or state highways. In Kingston Highway 70, Patton Ferry Road, Paint Rock Ferry Road, James Ferry Road, and portions of W. Spring Street, W. Cumberland Street, N. Kentucky Street, and Gallaher Road are classified as arterials. Collectors: Roadways that connect arterials and distribute traffic onto minor streets. These streets also may provide direct access to major traffic generators. These streets may abut neighborhoods or be located within them. South Kentucky Street is identified as a collector. Local Service Roads: Roadways with a primary function of providing direct access to adjoining individual properties. Most often, local service roads connect residential uses over short distance and are characterized by limited traffic carrying capacities. The majority of Kingston’s streets are classified as local service roads.

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68

ILLUSTRATION 23




2,000 0 2,0001,000Feet

µArterialCollectorInterstateCorporate Limits

ROADWAY CLASSIFICATIONKINGSTON, TENNESSEE

69

70

Traffic Circulation Patterns The traffic circulation pattern within Kingston relies heavily on Interstate 40, U.S.

Highway 70, and Kentucky Street. Table 24 contains the actual traffic counts for the counting stations located in the city. These numbers represent the number of average daily trips (ADT) or the number of vehicles passing that point in an average day. The locations of the traffic counters can be found in Illustration 25. Illustration 26 shows the traffic count trends for each of the stations from 1985 to 2012. The trends show that the number of average daily trips increased steadily from 1985 to between 2000 and 2005 for nearly all stations. From this peak, most stations declined slightly and then recovered or maintained a near steady rate through 2012. Factors that likely contributed to the change in traffic flows include increasing gas prices (peaked in 2008 and then declined), a slowing economy, and rising unemployment. Table 24: Average Daily Traffic Counts 1985 1990 1995 2000 2005 2010 2012

Highway 70 at Gravel Pit Park (15) 10,629 12,941 12,126 13,151 11,638 12,530 12,355

N. Kentucky Street at Ladd Landing (16) 336 1,346 1,945 2,360 2,590 2,760 2,680

S. Kentucky Street at Southwest Point (17) 4,676 6,842 7,135 9,005 9,957 9,362 8,786

Highway 70 at Fifth Street (18) 11,708 11,141 12,210 11,850 9,876 10,755 9,789

Paint Rock Ferry Road at Bailey Road (19) 1,882 2,328 2,505 2,502 3,067 2,768 2,099

Gallaher Road at Boeing Drive (61) 6,300 9,700 11,450 10,595 10,945 9,940 9,799

Interstate 40 at the Clinch River Bridge (62) 16,981 28,828 36,620 43,625 42,784 41,675 43,196

Interstate 40 at Lawnville Road (63) 17,892 29,000 34,148 42,301 44,457 44,431 46,007

Interstate 40 near Kentucky Street (67) 17,424 30,000 36,203 42,891 45,348 43,597 45,158

S. Kentucky Street at Franklin Street (68) 8,810 12,597 14,287 15,649 14,293 14,583 13,472

Highway 70 at Rose Road (135) 3,810 4,667 4,700 4,403 4,056 4,191

Lawnville Road at Rose Road (184) 729 611 583 Source: Tennessee Department of Transportation

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SOU RCE STATEM ENT: This la nd us e da ta wa s derived b y the Loc a l Pla nning As s is ta nc e Offic e b y a s s oc ia ting digita l pa rc elb ounda ries from the Tennes s ee Ba s e M a pping Progra m (BM P) with pa rc el a ttrib ute da ta m a inta ined in the Com ptroller of theTrea s ury’s Com puter As s is ted Appra is a l Sys tem (CAAS) da ta b a s e. Ea c h pa rc el wa s a s s igned to one of the la nd us e c la s s es b a s edon a ttrib utes c onta ined in thes e two da ta s ourc es or from exa m ina tion a nd a s s ignm ent b y pla nning s ta ff. Da ta Sourc es : Ba s eM a pping Progra m da ta s et, July 12, 2010; Com puter As s is ted Appra is a l Sys tem da ta b a s e, Dec em b er 6, 2010.

100.0 - 750.0750.1 - 1,500.01,500.1 - 3,000.03,000.1 - 10,000.010,000.1 - 180,000.0Loc a l s treets - AADT is not reported

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KINGSTON, TENNESSEEANNUAL AVERAGE DAILY TRAFFIC AND LAND USE

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76

Traffic Generators The City of Kingston has two primary and one secondary traffic generator, which significantly influence traffic volumes and flows within the community during certain times of the day. The two primary traffic generators are the result of city’s development into a bedroom community. As discussed in chapter three, there is a large daily migration out of and into the city for employment. The residents of Kingston who leave the city to go to work make up the larger of these two factors. The workers that live outside the city but come to the city for work make up the second largest traffic generator. The secondary traffic generator is the daily local traffic that is mainly concentrated in the commercial areas of the city. Impediments to Traffic There are relatively few major impediments to traffic flow in Kingston. There are a few areas along Highway 70 that need improvements; however, the city is in the process of correcting these needs. Other traffic-related issues include drivers using side streets in an attempt to circumvent congested collector and arterial streets. The side streets are not designed to handle the increased volume. This mainly occurs on Third Street and Spring Street to Patton Ferry Road. Third Street is narrow and Spring Street to Patton Ferry Road runs next to Roane County High School and the Kingston Community Center. Both of these issues could be corrected with speed limit changes and increased enforcement or the addition of speed humps and other traffic calming devices. Spring Street in the vicinity of Roane County High School becomes congested during events at the school from cars parking on sidewalks and along the road. Pedestrian/Non-Vehicular Circulation A well-planned and constructed system of sidewalks and walking trails can provide a safe means of alternative travel, and can improve connectivity between residential and commercial centers. Kingston has a network of sidewalks which is mainly in the downtown area and along Kentucky Street. Some neighborhoods also have sidewalks. In addition to the sidewalks, the city has an extensive walking trail system that is being expanded inside the Ladd Landing Development. Air/Rail/Port The nearest airport is the Meadowlake Airport located 2.5 miles due south of Fort Southwest Point. McGhee Tyson Airport is approximately 30 miles east of Kingston. There is no direct rail access in the City of Kingston, but a spur is available across the river at the Kingston Steam Plant. The city has significant access to Watts Bar Lake, which is a navigable waterway.

Summary of Findings

The City of Kingston currently has 30 percent of its total land area dedicated to

residential uses. Kingston also has 713 acres of vacant land scattered throughout the city. All of the vacant land is limited in some way by slope, flooding, or soil constraints. Interstate 40 and Highways 58 and 70 will continue to be Kingston’s main transportation links, and commercial and industrial development should be encouraged along these routes.

Kingston’s Urban Growth Boundary currently has 59 percent of its total land area dedicated to residential uses. Vacant land and some of the larger tracks of land found within the residential category are likely to be subdivided and developed in the future, especially if annexed and supplied with sewer and water infrastructure. The urban growth boundary has 975 acres of vacant land scattered throughout the area. All of the vacant land has some limitation from slope, flooding, or soil constraints.

77

Sources: State of Tennessee. Comptroller of the Treasury. Computer Assisted Appraisal System. Web.

State of Tennessee. Tennessee Base Mapping Program. Web. State of Tennessee. Department of Transportation. Web.

<http://www.tdot.state.tn.us/>.

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Chapter 6: The Development Plan

Introduction

Communities that choose to have a planning program are typically concerned with the growth that is occurring or will likely occur within their community. So far, this plan has presented research meant to answer the questions “where is the city” and “how did it get there?” An understanding of the answers to these questions is necessary to determine trends that have occurred and predict what is likely to occur in the future. This chapter, the development plan, begins with the current conditions and looks to the future. General guidelines will be presented that should be used as growth occurs within the planning period.

In this chapter, assumptions, factors, issues, and trends will be outlined. These items will be used to create goals for future development. These goals will illustrate the amount and type of growth the city expects. Many of these goals should result in the amendment or adoption of policies to address specific development tasks and supply evaluation criteria aimed at ensuring the goals and objectives are achieved. The ideal result of this chapter would be to create guidelines that are useable in the daily administration of land use controls (i.e., provide criteria that would assist in evaluating rezoning requests and subdivision proposals). Use of these guidelines will assist the planning commission with making consistent and objective decisions. If and when the city decides to pursue other studies such as a community facilities plan, public improvements plan, or a capital budget, the goals and objectives from this plan will likely serve as a foundation for those studies.

Major Assumptions, Factors, Issues, and Trends

The major assumptions, factors, issues, and trends that have been identified while preparing this plan are presented in this section. These items are the result of taking a broad view of the city and its history, as well as the overall trends for the area. These items will be used to formulate the goals, objectives, and policies of this plan. The major assumptions, factors, issues, and trends identified in this plan that may affect the future land use and transportation of the City of Kingston, are as follows: 1. The local government will continue to support economic and community development, and

the municipality will continue to have a strong planning program. 2. The rivers that surround the city will continue to influence development patterns. 3. Kingston is a bedroom community with ten times the number of residents leaving the city

for employment compared to those that live and work within the city. 4. Business is concentrating away from the downtown at Interstate 40 interchanges and in

Ladd Landing. 5. Population growth is expected to continue during the planning period and beyond, with the

growth rate averaging approximately 7.5 percent per decade through 2040. 6. The highest percent of the population is over 65. This segment is also growing faster than

any other segment.

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7. Migration within the county and annexation are the most likely sources for population growth.

8. Vacant residential property could likely accommodate anticipated growth beyond 2020. 9. The commuting pattern with most of the city’s workers leaving the city for work and most

of the city’s jobs being filled by those who live outside the city could indicate a lack of higher paying jobs or lower cost housing.

10. Residents have a higher than average income. 11. Natural factors will limit some future development (i.e. slope and soils). 12. A large percentage of the city’s land is developed (86.25 percent).

13. Residential development is the largest land usecategory.

14. Residential land in the urban growth boundary is developed at a very low density.

Infrastructure extension could allow the land to be developed at a higher density.

Development Goals

Development goals are necessary for a planning program to properly manage future land use. These goals are generalized statements of the city’s objectives for land development, transportation, and service delivery. A major goal of this plan is to guide the city in providing a high quality living and working environment for its residents.

The planning commission has developed the following statements, which they believe reflect the desire of the city’s citizens regarding future development. 1. Maintain a high quality of life for its residents. 2. Strive to achieve and maintain high standards in development practices. 3. Promote a balance of development in residential, commercial, and industrial sectors. 4. Use land use controls to provide for a mix of goods and service suppliers in locations that

will be convenient for the city’s residents as well as those who live outside the city. 5. Encourage the expansion of the city’s commercial, industrial, and manufacturing sectors. 6. Encourage developments that include a mix of housing types. 7. Provide public facilities that are adequate to meet the current and future needs of the

city’s residents. 8. Expand and maintain city-owned infrastructure as necessary (i.e., water, sewer, and

roads). 9. Continue to embrace the area’s rich history.

80

Objectives and Development Policies

To achieve the goals set forth in this plan, both objectives and policies will be presented. Simply put, the goals and objectives are where the city wants to go and the policies outline how to get there.

The city should use this document as a tool during the decision making process anytime the matter involves either land use or transportation issues. For these policies to be successfully implemented, developers, builders, neighborhood groups, civic organizations, and individual citizens should be familiar with them and follow them when applicable. The city should enforce these policies consistently to create an element of predictability about future land use decisions. The following section will present objectives and policies that pertain to overall development in the city as well as managing the growth that will likely occur. After these general policies are stated, objectives and policies will be identified for each of the specific land use categories.

General Development and Growth Management

The City of Kingston is expected to continue growing in the future. This is substantiated by the population projections presented earlier in this document (estimated net growth of 1,435 people by 2040). Growth as a long-term trend is typical of most municipalities, and is often encouraged because of the resulting expansion of the tax base. Growth typically adds to the tax base in three ways. First, it increases the value of the housing stock that leads to higher property tax revenue. Next, it increases the amount of money the city receives from the state shared revenue program that is paid on a per person basis. Finally, it increases the likelihood of new commercial operations because the increased population can better support businesses and will result in a rise in sales tax receipts. This growth, however, has the propensity to overwhelm city services, as the various departments must also grow to accommodate the increase in population and the subsequent increase in demand for their respective services.

Kingston’s city officials are aware of the projected growth of the city and are ready to guide that growth into suitable areas in order to maintain a high quality of development. This will be achieved through enforcement of the city’s regulations and codes. By keeping the quality of development high, the city is maintaining and improving the quality of life for its residents. Failure to appropriately direct development to suitable areas or the adoption of a “growth at any cost” mentality, will likely cause long-term detrimental impacts to the city, the natural environment, and the quality of life of residents. The city will need to update and amend land use controls to appropriately guide and manage the growth that is expected.

81

Residential-Housing

In order to meet the housing needs of residents in all socioeconomic classifications, the following objectives and policies are adopted: A. Objective – Encourage a well-maintained housing stock that is large enough to

accommodate the projected population growth. Policies

1. Continue to enforce building codes. 2. Continue to enforce a junk/junked/overgrown yard ordinance. 3. Encourage multi-family, apartment, and high density developments in areas with

appropriate infrastructure. 4. Consider annexation when the city can no longer accommodate further population

growth. Areas with fewer physical limitations should be prioritized. B. Objective – Encourage developers to include affordable housing in single family

residential developments. Policies

1. Review and update planned unit development regulations. 2. Offer incentives such as a density bonus for mixed developments.

C. Objective – Encourage high density multifamily housing. Policies

1. Complete an inventory of existing multifamily housing units and condition. 2. Amend the city’s zoning ordinance to encourage this housing type in appropriate

areas. 3. Consider creating a mixed use, high density zone and establish regulations to form a

new downtown type of development. D. Objective – Plan for the increased need for nursing home and assisted living facilities. Policies

1. Study city and determine the best areas for these uses. 2. Amend the city’s zoning ordinance and map to ensure these sites are zoned correctly.

82

Residential-Population Growth

In order to adequately prepare for the projected population growth, the following objectives and policies are adopted: A. Objective – Balance the ratio of youth to those over 65 years old. Policies

1. Encourage job creation in categories that cater to teens and young adults. 2. Develop partnership between the city, school board, and local chamber of commerce. 3. Encourage lower cost housing in appropriate areas. 4. Consider creating an area that will develop into a downtown-style development.

B. Objective – Examine impact of growth in the over 65-years-old population segment. Policies

1. Develop a relationship with the Retire Tennessee Division of state government. 2. Properly zone and site elder care facilities. 3. Develop marketing campaign to attract retirees to the area.

C. Objective – Increase tax revenue from people currently living outside of the corporate

limits. Policies

1. Encourage affordable and multifamily housing developments. 2. Support job growth in retail, manufacturing, and hospitality industries. 3. Recruit large retail businesses that will attract shoppers from outside of the city.

83

Residential-Affordable Housing

In order to adequately supply affordable housing for lower income residents, the following objective and policies are adopted: A. Objective – Increase the number of affordable housing units in the City of Kingston. Policies

1. Work with agencies such as Federal Housing and Urban Development (HUD), Tennessee Housing Development Agency, Habitat for Humanity, East Tennessee Human Resources Agency, and others.

2. Study the development of a Housing Authority.

84

Residential-Historic Preservation

In order to preserve the historic homes in the city, the following objectives and policies are adopted: A. Objective – Preserve and promote the historic homes in the City of Kingston. Policies

1. Complete an inventory of historic houses including detailed pictures. 2. Work with East Tennessee Development District’s historic preservation planner to

determine interest in having homes listed on the National Register of Historic Places. 3. Determine interest in starting historic home tours around the holidays.

85

Commercial

Commercial development within a city plays several important roles: it adds to the tax base, it supplies jobs, it allows residents to obtain the goods and services that they need, and it attracts nonresidents to the city. The city should try to attract commercial development but ensure the development is built at the appropriate time and in the most suitable locations. To accomplish these goals, the following objectives and policies are adopted: A. Objective – Ensure commercial development is attractive and complies with local, state,

and federal regulations.

Policies 1. Continue to enforce building codes. 2. Continue to enforce the sign ordinance. 3. Encourage businesses to group around central parking areas. 4. Consider creating a design review commission and adopting regulations.

B. Objective – Direct new commercial development to appropriate areas. Policies

1. Expand commercial areas along Kentucky Street. 2. Ensure infrastructure is adequate for large commercial developments along

Lawnville Road and Gallaher Road. C. Objective – Site large commercial centers to attract shoppers from outside of the city. Policies

1. Study population centers that are outside of the city. 2. Study commuting patterns of county residents that come to Kingston to work.

D. Objective – Consider creating a traditional downtown or central business district along

Kentucky Street and/or around Ladd Landing. Policies

1. Amend zoning creating a new zone. 2. Develop prescriptive standards for the new zone. 3. Establish a design review commission and adopt regulations. 4. Develop a plan for parking and pedestrian oriented development. 5. Require multistory live/work units as the predominant use in the zone.

86

Industrial

To strengthen and encourage growth in the manufacturing sector of the local economy, the

following objectives and policies are adopted: A. Objective – Encourage industrial uses to locate primarily on Gallaher Road and

secondarily on Lawnville Road. Policies

1. Examine zoning and amend as necessary. 2. Use the East Tennessee Development District/Tennessee Department of

Environment and Conservation industrial site checklist to evaluate potential sites. 3. Market Industrial sites based on their suitability.

B. Objective – Encourage growth of existing industry and attract new industries. Policies

1. Develop a partnership with the local chamber of commerce, industrial board, city, and school system.

2. Assist with marketing sites and recruiting industry to the city. C. Objective – Establish and maintain detailed inventory of available industrial sites. Policies

1. Use the East Tennessee Development District/Tennessee Department of Environment and Conservation industrial site checklist to evaluate potential sites.

2. Partner with the Tennessee Department of Environment and Conservation, the East Tennessee Development District, and the Tennessee Department of Economic and Community Development for further evaluation of available industrial sites.

87

Public and Semi-Public

Public and semi-public uses play a significant role in improving the aesthetics and quality of life of a community by supplying large open spaces that visually break up areas of development. Public uses such as parks, recreational areas, and government lands give the community’s residents opportunities for recreation and should be located near residential areas, but should not cause conflict with the surrounding land uses. The following objectives and policies should be used as guidelines for future public and semi-public uses and are hereby adopted: A. Objective – Parks and government owned property should dominate the city’s waterfront. Policies

1. Maintain ownership of current public waterfront property. 2. Oppose any future attempts to develop Tennessee Valley Authority property. 3. Acquire additional waterfront property when possible.

B. Objective – Ensure parks, schools, libraries, and other public uses are located near property centers.

Policies

1. Study the population density of areas before making zoning changes. 2. Partner with Roane County for locations of future schools.

C. Objective – Maintain and/or expand the current level of public amenities. Policies

1. Expand public uses to match population growth. 2. Work with developers to create recreation or pocket parks in new developments. 3. Amend zoning to require recreation and open space in developments.

D. Objective – Maintain the open feel of the city. Policies

1. Place new parks in areas to disrupt dense areas of development. 2. Amend landscaping and buffering requirements.

E. Objective – Preserve and further develop Fort Southwest Point. Policies

1. Ensure proper funding to meet park needs. 2. Partner with the Roane County School Board to include educational opportunities

using the fort in the curriculum. 3. Market the Fort for events and hold historic demonstrations.

88

F. Objective – Attract visitors and new residents. Policies

1. Market local recreation opportunities. 2. Partner with the chamber of commerce and tourism boards. 3. Recruit and attract large recreation events. 4. Continue to develop and market walking trail system.

89

Transportation, Communication, and Utilities The city must maintain, upgrade, and extend utilities throughout the city to provide a level

of service that is expected by its residents. Failure to do so can be very costly to the city, its residents, developers, and the surrounding environment. The following objectives and policies should be used to coordinate the provision of infrastructure with the goals of the city, and are hereby adopted: A. Objective – Maintain or improve infrastructure to the current or higher level of service as

the population continues to grow. Policies

1. Develop a detailed plan of services for all future annexations. 2. Develop and/or update long range plans for paving, and improvements to the water

and sewer plants and delivery networks. B. Objective – Maintain or improve the open feeling along transportation corridors. Policies

1. Evaluate front setbacks along these routes. 2. Plan for new parks and roadside greenways. 3. Evaluate landscaping requirements.

C. Objective – Concentrate highest density/intensity uses in areas where infrastructure is

already in place or is expected to be extended. Policies

1. Have utility managers evaluate proposed zoning changes. 2. Complete small area studies when evaluating sites for potential commercial and

industrial uses.

D. Objective – Ensure adequate access for fire equipment, school buses, and other large vehicles when development occurs in areas with steeper slopes.

Policies

1. Evaluate road standards for proper maximum slopes and staging areas in developments.

2. Have fire, public works, and school officials review current and any proposed changes to the road standards.

E. Objective – Minimize the visual impact of wireless and cellular towers and antennas. Policies

1. Require site plans for all proposed towers. 2. Prioritize colocation of equipment on existing towers.

90

Vacant Land, Underdeveloped Land, Agriculture/Timber, and Open Space

Almost all of the future growth that will occur in Kingston will involve property that is currently vacant or larger tracts that are minimally developed. The following objectives and policies should be used as a guide for future development of vacant and other minimally developed areas, and are hereby adopted. A. Objective – Ensure future developments are designed to function within the limitations

found on the property. Policies

1. Review density allowances in zoning ordinance for areas with the most severe limitations.

2. Consider allowing conservation design type developments. 3. Consider allowing transfer of development rights.

B. Objective – Maintain a balance of open space and development. Policies

1. Review zoning ordinance and evaluate open space and buffering requirements. 2. Purchase property and build parks to disrupt concentrated areas of development.

C. Objective – Ensure limited environmental impact by development in areas with significant

natural factor limitations. Policies 1. Limit density in the areas with the most restrictive natural characteristics. 2. Add policies for steep slope developments to land use controls. 3. Maintain participation in the National Flood Insurance Program.

91


92

Chapter 7: Plan Implementation

Introduction

This chapter will offer an introduction to the various methods the city will need to use to accomplish the objectives and policies set forth in the previous chapter. The City of Kingston currently has several of these items in place. Looking at each of these items and their effectiveness should generate meaningful discussion about what works in its current form and what needs to be reevaluated. Some of the items listed below are not currently used by the city. These items should be considered as city resources allow.

Methods for Implementation

Below, seven methods of plan implementation are identified. Kingston should utilize these items in the execution of this plan. Mandatory Referral Section 13-4-104 of the Tennessee Code Annotated states that when a planning commission adopts a general plan, or any part thereof, all future streets, parks, public ways, ground, place, or space, public buildings or structures, and utilities must be approved by the planning commission before construction commences. Local Government Actions For the purpose of this plan, these actions include activities that are not set aside by the Tennessee Code Annotated for the planning commission or the board of zoning appeals. These activities include changing the municipal code, budgeting and authorizing funds, installation and maintenance of public infrastructure, and official communication with state and federal agencies. Planning Commission Actions For the purpose of this plan, these actions include all of the responsibilities that the Tennessee

Code Annotated delegates to the planning commission and board of zoning appeals. For example, adoption, amendment, and administration of land use controls, preparation and adoption of a general plan, and completing a plan of services for proposed annexations. Zoning The city’s zoning ordinance is a very effective tool used to regulate the location, height, bulk, and size of buildings and other structures, the percentage of the lot that may be occupied, the sizes of yards, courts and other open spaces, and the density of population. A thorough review of the city’s zoning ordinance and map, while using this plan as a guide, can lead to the implementation of many of the objectives of this plan. Subdivision Regulations Subdivision regulations are the other major land use control the city uses to regulate the development of land within the city and its planning region. The process of dividing land,

93

installing infrastructure, and building structures in the development is how development patterns are shaped over time. Subdivision regulations require developers to meet a set of standards in each of these stages of development. This is why subdivision regulations, along with a zoning ordinance, are a good way to implement the policies and objectives of this plan. Building and Other Codes The adoption of building and other codes (electrical, fire, plumbing, energy efficiency, etc.) allow the city to ensure the safety of newly constructed and substantially renovated buildings. These codes provide a minimum standard for the area that they cover. Over time, and with proper enforcement, they increase and stabilize property values. Public Improvements Program and Capital Budget These two programs are used to inventory the publicly owned facilities and infrastructure and budget for maintenance, extension, and expansion of these facilities. These programs can be used to shape development by allocating funds to areas in which development is the most suitable first and withholding funds to the areas that should not be developed immediately. Development is more likely to follow the extension of infrastructure than it is to occur in areas with insufficient or no infrastructure.

Implementation Schedule

This Land Use and Transportation Plan is an advisory document intended to serve as a

guide for the development within the municipality over the next ten years and beyond. Modifications and amendments to the implementation tools listed above will be necessary if the goals and objectives of this plan are to be achieved. Work programs should be reviewed and evaluated with plan implementation objectives in mind as a part of the city’s budgeting process. The following series of tables (collectively Table 27) will present the policies outlined in Chapter 6 with guidance as to the likely timeframe, implementation method, and any comments. The proposed timeframe will use designations: short term, mid-term, long term, and ongoing. Short-term activities should be well underway or completed in the first five years of this plan. Mid-term activities should begin in years five through ten of this plan. Long-term activities should typically occur late in the planning period covered by this plan or even after this period. Ongoing activities should start as soon as possible and continue indefinitely (these typically represent changes in operations or policies).

94

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cal G

overn

ment

Actio

n and

Zo

ning

Con

side

rcr

eatin

ga

desi

gnre

view

com

mis

sion

and

adop

ting

regu

latio

ns.

Loca

l Gov

ernme

nt Ac

tion

This

appli

es to

mult

i-fami

ly an

d bus

iness

de

velop

ments

only.

Dire

ctne

wco

mm

erci

alde

velo

pmen

tto

appr

opria

te a

reas

.On

going

Expa

nd c

omm

erci

al a

reas

alo

ng K

entu

cky

Stre

et.

Zonin

g

Ensu

rein

fras

truct

ure

isad

equa

tefo

rla

rge

com

mer

cial

deve

lopm

ents

alo

ng L

awnv

ille

Roa

d an

d G

alla

her R

oad.

Loca

l Gov

ernme

nt Ac

tion

Site

larg

e co

mm

erci

al c

ente

rs to

attr

act

shop

pers

from

out

side

of t

he c

ity.

Ongo

ingSt

udy

popu

latio

n ce

nter

s tha

t are

out

side

of t

he c

ity.

Plann

ing C

ommi

ssion

Actio

n

Stud

y co

mm

utin

g pa

ttern

s of c

ount

y re

side

nts t

hat c

ome

to

Kin

gsto

n to

wor

k.Pla

nning

Com

miss

ion Ac

tion

Con

side

r cre

atin

g a

tradi

tiona

l dow

ntow

n or

cen

tral b

usin

ess d

istri

ct a

long

Ken

tuck

y St

reet

and

/or a

roun

d La

dd L

andi

ng.

Long

-Term

Am

end

zoni

ng c

reat

ing

a ne

w z

one.

Plann

ing C

ommi

ssion

Actio

n

Dev

elop

pre

scrip

tive

stan

dard

s for

the

new

zon

e.Pla

nning

Com

miss

ion Ac

tion

Esta

blis

h a

desi

gn re

view

com

mis

sion

and

ado

pt re

gula

tions

.Lo

cal G

overn

ment

Actio

n

Dev

elop

a p

lan

for p

arki

ng a

nd p

edes

trian

orie

nted

dev

elop

men

t.Pla

nning

Com

miss

ion Ac

tion

Req

uire

mul

tisto

ry li

ve/w

ork

units

as t

he p

redo

min

ant u

se in

the

zon

Zonin

g

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

99

Indu

stria

l

Obj

ectiv

eTi

mef

ram

ePo

licy

Impl

emen

tatio

n M

etho

dC

omm

ents

Enco

urag

e in

dust

rial u

ses t

o lo

cate

pr

imar

ily o

n G

alla

her R

oad

and

seco

ndar

ily o

n La

wnv

ille

Roa

d.On

going

Exam

ine

zoni

ng a

nd a

men

d as

nec

essa

ry.

Plann

ing C

ommi

ssion

Actio

n

Use

the

East

Tenn

esse

eD

evel

opm

ent

Dis

trict

/Ten

ness

eeD

epar

tmen

tof

Envi

ronm

ent

and

Con

serv

atio

nin

dust

rial

site

chec

klis

t to

eval

uate

pot

entia

l site

s.Pla

nning

Com

miss

ion Ac

tion

Mar

ket I

ndus

trial

site

s bas

ed o

n th

eir s

uita

bilit

y.Lo

cal G

overn

ment

Actio

n

Enco

urag

egr

owth

ofex

istin

gin

dust

ryan

dat

tract

new

indu

strie

s.On

going

Dev

elop

apa

rtner

ship

with

the

loca

lch

ambe

rof

com

mer

ce,

indu

stria

l boa

rd, c

ity, a

nd sc

hool

syst

em.

Loca

l Gov

ernme

nt Ac

tion

Ass

ist w

ith m

arke

ting

site

s and

recr

uitin

g in

dust

ry to

the

city

.Lo

cal G

overn

ment

Actio

n

Esta

blis

h an

d m

aint

ain

deta

iled

inve

ntor

y of

ava

ilabl

e in

dust

rial s

ites.

Mid-t

ermU

seth

eEa

stTe

nnes

see

Dev

elop

men

tD

istri

ct/T

enne

ssee

Dep

artm

ent

ofEn

viro

nmen

tan

dC

onse

rvat

ion

indu

stria

lsi

tech

eckl

ist t

o ev

alua

te p

oten

tial s

ites.

Plann

ing C

ommi

ssion

Actio

n

Partn

er w

ith th

e Te

nnes

see

Dep

artm

ent o

f Env

ironm

ent a

nd

Con

serv

atio

n, th

e Ea

st T

enne

ssee

Dev

elop

men

t Dis

trict

, and

the

Tenn

esse

e D

epar

tmen

t of E

cono

mic

and

Com

mun

ity D

evel

opm

ent

for f

urth

er e

valu

atio

n of

ava

ilabl

e in

dust

rial s

ites.

Loca

l Gov

ernme

nt Ac

tion

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

100

Publ

ic a

nd S

emi-P

ublic

Obj

ectiv

eTi

mef

ram

ePo

licy

Impl

emen

tatio

n M

etho

dC

omm

ents

Park

san

dgo

vern

men

tow

ned

prop

erty

shou

ld d

omin

ate

the

city

’s w

ater

fron

t.On

going

Mai

ntai

n ow

ners

hip

of c

urre

nt p

ublic

wat

erfr

ont p

rope

rty.

Loca

l Gov

ernme

nt Ac

tion

Opp

ose

any

futu

reat

tem

ptst

ode

velo

pTe

nnes

see

Val

ley

Aut

horit

ypr

oper

ty.

Plann

ing C

ommi

ssion

and

Loca

l Gov

ernme

nt Ac

tion

Acq

uire

add

ition

al w

ater

fron

t pro

perty

whe

n po

ssib

le.

Loca

l Gov

ernme

nt Ac

tion

Ensu

repa

rks,

scho

ols,

libra

ries,

and

othe

rpu

blic

uses

are

loca

ted

near

prop

erty

cent

ers.

Ongo

ingSt

udy

the

popu

latio

n de

nsity

of a

reas

bef

ore

mak

ing

zoni

ng

chan

ges.

Plann

ing C

ommi

ssion

Actio

n

Partn

er w

ith R

oane

Cou

nty

for l

ocat

ions

of f

utur

e sc

hool

s.Lo

cal G

overn

ment

Actio

n

Mai

ntai

nan

d/or

expa

ndth

ecu

rren

tlev

elof

publ

ic a

men

ities

.On

going

Expa

nd p

ublic

use

s to

mat

ch p

opul

atio

n gr

owth

.Lo

cal G

overn

ment

Actio

n

Wor

k w

ith d

evel

oper

s to

crea

te re

crea

tion

or p

ocke

t par

ks in

new

de

velo

pmen

ts.

Plann

ing C

ommi

ssion

and

Loca

l Gov

ernme

nt Ac

tion

Am

end

zoni

ng to

requ

ire re

crea

tion

and

open

spac

e in

de

velo

pmen

ts.

Plann

ing C

ommi

ssion

Actio

n

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

101

Publ

ic a

nd S

emi-P

ublic

Obj

ectiv

eTi

mef

ram

ePo

licy

Impl

emen

tatio

n M

etho

dC

omm

ents

Mai

ntai

n th

e op

en fe

el o

f the

city

.On

going

Plac

e ne

w p

arks

in a

reas

to d

isru

pt d

ense

are

as o

f dev

elop

men

t.Pla

nning

Com

miss

ion an

d Lo

cal G

overn

ment

Actio

n

Am

end

land

scap

ing

and

buff

erin

g re

quire

men

ts.

Plann

ing C

ommi

ssion

Actio

n

Pres

erve

and

furth

er d

evel

op F

ort

Sout

hwes

t Poi

nt.

Long

-Term

Ensu

re p

rope

r fun

ding

to m

eet p

ark

need

s.Lo

cal G

overn

ment

Actio

n

Partn

er w

ith th

e R

oane

Cou

nty

Scho

ol B

oard

to in

clud

e ed

ucat

iona

lop

portu

nitie

s usi

ng th

e fo

rt in

the

curr

icul

um.

Loca

l Gov

ernme

nt Ac

tion

Mar

ket t

he F

ort f

or e

vent

s and

hol

d hi

stor

ic d

emon

stra

tions

.Lo

cal G

overn

ment

Actio

n

Attr

act v

isito

rs a

nd n

ew re

side

nts.

Ongo

ingM

arke

t loc

al re

crea

tion

oppo

rtuni

ties.

Loca

l Gov

ernme

nt Ac

tion

Partn

er w

ith th

e ch

ambe

r of c

omm

erce

and

tour

ism

boa

rds.

Loca

l Gov

ernme

nt Ac

tion

Rec

ruit

and

attra

ct la

rge

recr

eatio

n ev

ents

.Lo

cal G

overn

ment

Actio

n

Con

tinue

to d

evel

op a

nd m

arke

t wal

king

trai

l sys

tem

.Lo

cal G

overn

ment

Actio

n

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

102

Obj

ectiv

eTi

mef

ram

ePo

licy

Impl

emen

tatio

n M

etho

dC

omm

ents

Mai

ntai

nor

impr

ove

infr

astru

ctur

eto

the

curr

ent

orhi

gher

leve

lof

serv

ice

asth

epo

pula

tion

cont

inue

s to

grow

.On

going

Dev

elop

a d

etai

led

plan

of s

ervi

ces f

or a

ll fu

ture

ann

exat

ions

.Pla

nning

Com

miss

ion Ac

tion

Dev

elop

and

/or u

pdat

e lo

ng ra

nge

plan

s for

pav

ing,

and

im

prov

emen

ts to

the

wat

er a

nd se

wer

pla

nts a

nd d

eliv

ery

netw

orks

.Lo

cal G

overn

ment

Actio

n

Mai

ntai

n or

impr

ove

the

open

feel

ing

alon

g tra

nspo

rtatio

n co

rrid

ors.

Ongo

ingEv

alua

te fr

ont s

etba

cks a

long

thes

e ro

utes

.Pla

nning

Com

miss

ion Ac

tion

Plan

for n

ew p

arks

and

road

side

gre

enw

ays.

Loca

l Gov

ernme

nt Ac

tion

Eval

uate

land

scap

ing

requ

irem

ents

.Pla

nning

Com

miss

ion Ac

tion

Con

cent

rate

hig

hest

den

sity

/inte

nsity

use

s in

area

s whe

re in

fras

truct

ure

is a

lread

y in

pla

ce

or is

exp

ecte

d to

be

exte

nded

.On

going

Hav

e ut

ility

man

ager

s eva

luat

e pr

opos

ed z

onin

g ch

ange

s.Pla

nning

Com

miss

ion Ac

tion

Com

plet

e sm

all a

rea

stud

ies w

hen

eval

uatin

g si

tes f

or p

oten

tial

com

mer

cial

and

indu

stria

l use

s.Pla

nning

Com

miss

ion Ac

tion

Ensu

re a

dequ

ate

acce

ss fo

r fire

equ

ipm

ent,

scho

ol b

uses

, and

oth

er la

rge

vehi

cles

whe

n de

velo

pmen

t occ

urs i

n ar

eas w

ith st

eepe

r sl

opes

.

Ongo

ingEv

alua

tero

adst

anda

rds

for

prop

erm

axim

umsl

opes

and

stag

ing

area

s in

deve

lopm

ents

.Pla

nning

Com

miss

ion Ac

tion

Hav

efir

e,pu

blic

wor

ks,a

ndsc

hool

offic

ials

revi

ewcu

rren

tand

any

prop

osed

cha

nges

to th

e ro

ad st

anda

rds.

Plann

ing C

ommi

ssion

Actio

n

Min

imiz

e th

e vi

sual

impa

ct o

f wire

less

and

ce

llula

r tow

ers a

nd a

nten

nas.

Ongo

ingR

equi

re si

te p

lans

for a

ll pr

opos

ed to

wer

s.Pla

nning

Com

miss

ion Ac

tion

Prio

ritiz

e co

loca

tion

of e

quip

men

t on

exis

ting

tow

ers.

Plann

ing C

ommi

ssion

Actio

n

Tran

spor

tatio

n, C

omm

unic

atio

ns, a

nd U

tiliti

es

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

103

Obj

ectiv

eTi

mef

ram

ePo

licy

Impl

emen

tatio

n M

etho

dC

omm

ents

Ensu

re fu

ture

dev

elop

men

ts a

re d

esig

ned

to

func

tion

with

in th

e lim

itatio

ns fo

und

on th

e pr

oper

ty.

Mid-T

erm/

Ongo

ingR

evie

w d

ensi

ty a

llow

ance

s in

zoni

ng o

rdin

ance

for a

reas

with

the

mos

t sev

ere

limita

tions

.Pla

nning

Com

miss

ion Ac

tion

Con

side

r allo

win

g co

nser

vatio

n de

sign

type

dev

elop

men

ts.

Plann

ing C

ommi

ssion

Actio

n

Con

side

r allo

win

g tra

nsfe

r of d

evel

opm

ent r

ight

s.Pla

nning

Com

miss

ion Ac

tion

Mai

ntai

n a

bala

nce

of o

pen

spac

e an

d de

velo

pmen

t.On

going

Rev

iew

zon

ing

ordi

nanc

e an

d ev

alua

te o

pen

spac

e an

d bu

ffer

ing

requ

irem

ents

.Pla

nning

Com

miss

ion Ac

tion

Purc

hase

pro

perty

and

bui

ld p

arks

to d

isru

pt c

once

ntra

ted

area

s of

deve

lopm

ent.

Loca

l Gov

ernme

nt Ac

tion

Ensu

re li

mite

d en

viro

nmen

tal i

mpa

ct b

y de

velo

pmen

t in

area

s with

sign

ifica

nt

natu

ral f

acto

r lim

itatio

ns.

Ongo

ingLi

mit

dens

ity in

the

area

s with

the

mos

t res

trict

ive

natu

ral

char

acte

ristic

s.Pla

nning

Com

miss

ion Ac

tion

Add

pol

icie

s for

stee

p sl

ope

deve

lopm

ents

to la

nd u

se c

ontro

ls.

Plann

ing C

ommi

ssion

Actio

n

Mai

ntai

n pa

rtici

patio

n in

the

Nat

iona

l Flo

od In

sura

nce

Prog

ram

.Pla

nning

Com

miss

ion an

d Lo

cal G

overn

ment

Actio

n

Vaca

nt L

and,

Und

erde

velo

ped

Land

, Agr

icul

ture

/Tim

ber,

and

Ope

n Sp

ace

Tabl

e 27

: Im

plem

enta

tion

Sche

dule

(con

tinue

d)

104