Page 14 - Valparaiso, IN U.S. 30 Corridor Plan

Adopted July 25, 2011
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Introduction

SECTION ONE

This plan sets forth a strategy to improve the function, appearance and economic recommendations in a handful of special cases, for proactive, targeted infrastructure
potential of US-30 (Morthland Drive) in Valparaiso, and to improve its connectedness improvements, zoning changes, and city-expedited redevelopment. A major focus
with the rest of the City. It establishes a vision and a strategy to guide public and of the plan is on beautification and creating an image for the corridor that reflects
private reinvestment activity in the 4.5 mile stretch in a way that is coordinated and positively on the larger city. Implementation tools at the City’s disposal include:
forward-looking. The plan addresses both the look and function of the public right- zoning and special design standards; developer incentives; annexation policies;
of-way as well as adjoining land use. as well as direct public investment in infrastructure, landscaping and possible
participation in privately led real estate development.
The plan seeks to reconcile the corridor’s multiple and sometimes competing
functions: to move high volumes of through-traffic as well as local traffic; provide Most of the planned area lies within the City’s limits; however it also includes sections
access to property; carry important public infrastructure; connect several of the city’s of the corridor along the City’s southern and extreme western edges, which could
activity centers, and serve as the city’s main “face” to the region. All this, while possibly be annexed during the life of the plan.
continuing to serve as the City’s main services corridor.
City Street vs. Regional Mobility
Although the plan spans a potential 10 – 20 year time horizon, many of the projects
(particularly beautification projects and smaller redevelopment projects) are As a state-maintained U.S. highway, the city cannot currently make physical
intended to occur in a much shorter time period as resources become available. changes within the 150’ public right-of-way without State approval. Any changes
Larger development and redevelopment projects will occur as market forces dictate. that might affect the overall functionality of the highway such as traffic controls
or lane configurations remain firmly under the purview of INDOT. This includes
And while the plan shows how the corridor could transform itself over a 20-year beautification projects that could possibly affect roadway safety – things that may
period, it isn’t intended to force that transformation. In other words, it is understood possibly affect the incidence or seriousness of crashes (i.e. the placement of “hard’
that many of the existing businesses and land uses are likely to continue more or less obstacles or things that could interfere with sight lines).
as is beyond the plan’s useful life, and that the City’s recommendations regarding
major changes to private property will be largely voluntary and market-driven. In this The city’s main planning authority instead comes from its ability to control land use
sense (and in anticipation of major commercial property market changes in coming and development in the corridor, as well as the design and capacity of the intersecting
years), certain aspects of the plan therefore should be viewed as more contingency- street network. That said, the city must work closely with INDOT to assure that the
based than absolute. City’s interest in having a corridor that is both attractive and functional – and one
that doesn’t completely sacrifice local interests to regional ones – is protected. To
Accordingly, the plan shows how the area should redevelop in the event of major that end, the plan explicitly and purposefully advances design ideas for the public
changes in market conditions or property ownership over time. It also makes right-of-way that are intended to be negotiated with, and ultimately endorsed by,
state transportation officials.
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