The drive-in facility, as well as the gasoline
service station, is a product of the automobile age. Practically unknown
prior to World War II, except for the occasional roadside diner, "drive-ins"
now comprise practically every type of commercial use which can be
serviced from a highway, ranging from dairy or limited grocery retail
stores, to banks and fast-food restaurants. Although the design specifics
for each use will vary according to function, there are certain general
observations which can be made about all of these uses.
A.
Due to intense competition between development types
(i.e., fast-food, banks, etc.) for sites which maximize ease of access
for the public, the drive-in facility has led to a proliferation of
"strip" commercial development along principal highway routes. This,
in turn, has led to increased traffic congestion on these routes and
visual confusion and clutter.
B.
The basic problems of the strip commercial development
are:
(1)
Individual uses which separate entry and exit drives
cause excessive turns (left-hand turning movements are particularly
difficult);
(2)
Entry and exit drives are often ill-defined and may
not meet applicable state and local standards;
(3)
Traffic flow between adjoining uses is rarely available,
forcing cars back on to the highway;
(4)
Individual uses may be poorly designed and the competition
for attention has produced further visual disorder through a host
of sign and symbols designed to attract the eye;
(5)
Landscape screening, curbing and other devices which
might bring some order are usually minimal or nonexistent;
(6)
Zoning technique requiring special permits or other
means of regulating uses are generally not comprehensive enough to
provide adequate controls for the series of uses which comprise a
"strip";
(7)
Special permit procedures and other controls usually
regulate only certain types of drive-in uses (for example, fast-food
restaurants may require a special permit, whereas banks may not) and
such controls rarely, if ever, regulate proximity of uses and the
consequent potential for increased traffic.
C.
The problems discussed above do not include all the
problems caused by "strip" commercial developments. They are, however,
typical of the problem faced by the average suburban or semi-suburban
community. What, then, can the community do to provide some way of
ordering and controlling drive-in facilities? First, it should be
noted that the automobile technology which produced the "strip" is
not likely to change so drastically that such commercial development
will suddenly disappear (although the current energy situation could
cause some reduction in the rate of such growth). Nor is it practicable
to attempt to "legislate away" the strip. The most realistic approach
(and one that many communities have already undertaken) is the development
of more comprehensive standards for such growth. These standards can
take several forms, which include arterial or highway service districts,
planned or cluster development controls and marginal or service road
system.
These are special districts for the regulation
of strip commercial development established through zoning. They could
be established along adjoining principal highway arteries to regulate
use type, geometric (setback, site coverage), treatment (landscaping
and signs), circulation (ingress, egress, internal flow and parking)
and proximity between uses. In addition, these districts would provide
for definite buffer areas between commercial uses and other uses such
as residences. They would be similar to existing special permit procedures,
but would view uses in the aggregate rather than singly.
These would provide that a combination of drive-in
facilities (three or more) would have to be located in a specified
area with common access before any one use could be developed. This
would, in effect, provide for the clustering of drive-in facilities
with controlled access. A variation would be to permit drive-in facilities
in shopping centers where they could share vehicular access with the
center and thus limit additional curb cuts for single uses (the drive-in
facility would be a controlled "satellite" use within the center).
The marginal service road system would be located
within the arterial control district and would require all drive-in
uses to have access only on the this road. The marginal service road
would run approximately parallel to the main arterial highway and
controlled access points would connect the two at specified intervals,
or in concert with existing highway intersections or access points
for major shopping centers. The marginal road system could also serve
residential and institutional areas on the same basis.
The location of drive-in facilities will generally
be dictated by access to a highway service corridor, demand for services
and market potential. Community planners should recognize these factors
and respond to them by developing controls (see above) for regulating
such uses. In analyzing the suitability of sites for their uses as
drive-in facilities the following physical site conditions should
be considered:
A.
Soils. For small site areas the problems associated
with soil composition should not be an insurmountable barrier. However,
soils which exhibit extremely poor drainage, severity of slope or
instability may prove economically infeasible for such development.
Extensive regarding of small sites should be avoided. Where such regrading
is done, provision should be made for the use of retaining walls,
drainage ways and other devices which will insure protection of adjoining
sites.
B.
Drainage. Drive-in facilities will invariably require
relatively large paved areas to accommodate moving vehicles and parking.
Proposals should incorporate low impact development designs (LID)
such as previous pavers, bioretention areas and other techniques which
encourage stormwater recharge as part of the landscaping plan and
stormwater management plan. The design should be compatible with the
total drainage system for the site and its surrounding area.
[Amended 4-12-2005 by ordinance (Res. No. 105-2005)]
C.
Vegetation. Where possible, existing vegetation should
be retained and incorporated into the landscaping plan for the facility.
This is particularly true if large trees or other significant plants
can be salvaged.
D.
Air quality. Although this may appear to be a minor
concern for a small site, state and federal regulations concerning
air quality where a series of facilities will concentrate cars, should
be reviewed prior to final approval.
E.
View. Although site design and view will generally
be determined by the location of the site in relation to an existing
highway, the potential visual impact of the facility in relation to
surrounding uses should be given careful consideration.
F.
Transportation. In planning drive-in facilities the
movement of vehicular traffic is a major consideration. Because drive-in
facilities are traffic generators, their effect upon an existing highway
system is especially critical. The following elements should be considered
in analyzing these effects:
(1)
Existing system. The ability of existing roadways to absorb increased traffic flow, the creation of numerous turning movements into individual sites and the need for controls (i.e., signals, access points, etc.) should be given careful consideration. If necessary, controls should be implemented which would create clustering of drive-in facilities or the development of marginal service roads for an entire area (see "land use activity," § 431-9A).
(2)
Relation to other facilities. Even if it is not feasible
to create a marginal road system or clustering of sites, the relation
between several drive-in facilities should be given careful consideration.
Curb cuts which are located too close together or which produce conflicts
through alignment of the highway should be eliminated. The possibility
of providing joint means of access or interconnecting sites should
be examined as an alternative.
(3)
Traffic movement. Wherever possible, curb cuts for
drive-in facilities should be coordinated with existing traffic signals,
turning lanes and intersections. Minimum distance should be established
between the new facility and access points on adjoining uses and intersections.
(4)
Pedestrian access. Pedestrian access to drive-in facilities
will undoubtedly be limited. However, this does not mean that it should
not be considered, particularly in shopping centers where the facility
functions as a "satellite" to the main center area. Pedestrian walks
should be provided to accommodate pedestrians entering from shopping
center areas and from the street wherever practicable.
(5)
On-site circulation. Internal circulation of both
vehicles and pedestrians should be carefully reviewed. Points of conflict
should be minimized and well-defined pedestrian paths should be provided.
This is especially true in most drive-in facilities where customers
will park their cars and walk into the structure for the particular
product or service desired.
(6)
Ingress and egress. Minimum and maximum driveway widths
should be established (twelve-foot minimum, for example) and curb
cuts should be located at minimum distances from property lines. Traffic
into and out of the site should be organized into a well-defined system
in order to avoid conflict between vehicles entering and leaving the
site.
(7)
Entry signs. Entry and exit signs should be easily
seen, uniform and in keeping with other graphic treatments. Visual
conflicts with existing signs should be avoided. It would be useful
for surveys to include locations of all official highway signs on
adjoining rights-of-way and other signs immediately adjoining the
site. Photographs of the site are extremely useful in this regard.
Flashing or moving signs are confusing and unnecessary.
(8)
Signals. It is unnecessary and dangerous to have a
traffic signal at each facility. However, lack of coordination with
existing signals is just as dangerous. If it is practical to align
entry and exit drives with existing signals should be done. Again
the use of clustering or marginal roads should be considered.
(9)
Vehicular circulation. Traffic flow from entries to
parking areas to exits should be well defined. Parking spaces which
require "backing" directly in front of either entry or exit drives
should be avoided. There should be a one-way traffic system if there
are two curb cuts or a loop system with a median strip separating
entry and exit if there is one curb cut.
(10)
Parking/service.
(a)
Parking spaces should be a minimum of one car
length from property lines (greater depth is desirable) in order to
allow entering vehicles to pull in from the road. There should be
sufficient space to stack cars waiting to exit from the site. Recommended
minimum standards for various drive-in facilities are as follows:
|
Use
|
Recommended Standards
| |
|---|---|---|
|
Drive-in banks
|
1 space per 300 square feet ground floor area,
plus 5 stacking spaces per drive-in teller bay
| |
|
Shopping and convenience goods, personal service
and repair
|
1 space per 200 square feet ground floor area
| |
|
Drive-in restaurant
|
1 space per drive-in lane
| |
|
Bowling alleys
|
4 spaces per alley
|
(b)
Service areas should be well-defined and, where
practicable, screened from parking areas. Their size and configuration
will vary dependent upon the use of the facility.
(11)
Pedestrian circulation. As previously noted,
some access should be provided, if practical, for pedestrians entering
from the street or from shopping areas (if the facility is located
within a shopping center). This should be subject to individual site
conditions. Internal pedestrian circulation (from vehicle to structure
or other service area) should be well-defined by raised walks and
paving materials. Outdoor sitting areas and other amenities for the
pedestrian should be considered. The use of different paving materials
will not only define pedestrian areas but will provide visual relief.
G.
Structures. The design of structures for drive-in
facilities will vary greatly. Banks may use individual designs for
each branch location. The majority of fast food restaurants have adopted
prototype designs for their facilities (including graphics packages).
Structures should be functional and should not be too large for the
site area. Uniform setbacks and other geometric controls should be
observed. In general, the following elements should be considered:
(1)
Relationship to site. The relation of structures to
the site will be dictated largely by circulation needs. Structures
should also respond to basic land forms and should be in harmony with
adjoining sites, landscape treatment and functional use.
(2)
Plans. Again, plans will vary greatly depending upon
the use of the structure. Prototype designs are common for such facilities,
but they should not be considered as totally static. If modifications
are warranted, they should be suggested prior to final site approval.
A good plan will respond to the needs of both owner/operator and the
user.
(3)
Elevations. The use of exterior materials should not
require a detailed review. Facilities which are to be located in shopping
centers should be in keeping with such centers and should blend with
them. The use of garish materials or colors simply to attract attention
should not be permitted. Drive-in facilities will employ a number
of design motifs to market their product or service. These motifs
should be complementary to the community and surrounding land uses.
(4)
Codes. Structures should conform to all applicable
building and fire codes.
(5)
Signs. Signs are, perhaps, the single most important
element in any drive-in facility both from a marketing and a community
standpoint. Developers will frequently insist on the largest sign
or the strongest symbol to identify their product or service. Denying
them such signs, they contend, will impose a severe economic hardship.
Although there may be intense competition between such commercial
developments, that is no excuse to do away with fair and uniform sign
standards. Attractive graphics can enhance both individual sites and
the appearance of entire areas and still identify function. Signs
for individual sites should be uniform in their treatment. Colors,
style of lettering, lighting and sign sizes should complement one
another. Where temporary advertising (changing) signs will be used,
their location, mounting details, sizes, lighting, lettering and color
ranges should be permanently established prior to final site approval.
This is often overlooked with the result that a wide variety of temporary
signs of differing style, color and size appears without a positive
relation to one another. Too large signs, or too tall mounts, flashing
or moving signs should not be permitted.
(6)
Site work. Proper site detailing will enhance its
use and the appearance of the community. It will also decrease maintenance
costs for both the site owner and the community.
(7)
Construction details. Curbs should be of good quality
and located so as to provide for separation of pedestrian and vehicular
movement. Proper curbing will also provide for adequate surface drainage.
Walks and other paved areas should have proper base course to insure
stability and prevent deterioration. Cracked paving, chipped curbs,
potholes and the like should be repaired on a regular basis in order
to maintain the usability and appearance of the facility. Catch basins
and other drainageways, designed in accordance with a stormwater pollution
prevention plan, should be located to provide sufficient surface drainage
without interfering with smooth pedestrian and vehicular movement.
Fencing for screening purposes should be of stockade or similar use.
[Amended 4-12-2005 by ordinance (Res. No. 105-2005)]
(8)
Landscaping. The use of plants, earth berms and varying
textures in paving materials will improve the appearance of the site,
aid in defining pedestrian areas, incorporate aquifer recharge where
appropriate, and provide screening from surrounding uses. Minimum
standards should be established for amount, treatment and type of
uses. Minimum standards should be established for amount, treatment
and type of plants to be used. Beware of landscaping plans which show
trees with three-foot spreads, where none exist now or notations which
read "landscaping to be provided by other." The municipality should
insist on adequate landscape treatment for drive-in facilities. Provisions
that insure adequate maintenance of landscaping and removal of dead
or diseased plants should also be considered.
[Amended 4-12-2005 by ordinance (Res. No. 105-2005)]
(9)
Utilities. Provisions for all utilities to service
the site should be indicated prior to final approval.
(10)
Maintenance. Provisions should be made for adequate
maintenance of the site (including reuse or demolition of abandoned
drive-in facilities). Trash receptacles should be properly screened
from public view. Service areas should be kept clean and areas should
be provided for snow removal and storage.
