Henry County Interstate 70/State Road 3 Preliminary Corridor Study

Transcription

Henry County Interstate 70/State Road 3
Preliminary Corridor Study
Henry County, Indiana
May 2008
Henry County Interstate 70/State Road 3
Preliminary Corridor Study
Henry County, Indiana
May 2008
Acknowledgements
New Castle/Henry County Economic Development Corporation
Bryan Coats, President & CEO
Kelli Wasson, Office Manager
Interview Participants
Ed Bonacker, The Swiss Group, Inc.
Mike Broome, Draper, Inc.
Mark Dismore, New Castle Motorsports Park
Philip Estridge, Henry County Commission
David French, Spiceland Town President
Elizabeth Heintz, New Castle-Henry County Chamber of Commerce
Nate LaMar, Henry County Council
Ryan Ogle, Macaboo’s Steakhouse & Sports Bar
Terri Roberts, Henry County Plan Commission
Mayor Jim Small, City of New Castle
Connie Stevens, South Henry Regional Waste Water District
Susie Thompson, Henry County Convention and Visitors Bureau
Consultant
RW Armstrong
Union Station
300 South Meridian Street
Indianapolis, IN 46225
317.786.0461
www.rwarmstrong.com
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Table of Contents
Chapter 1:Introduction & Purpose
. . . . . . . .1
Chapter 2:Existing Conditions & Evaluation
. . . . . . . .3
Chapter 3:Economic Development Vision
. . . . . . . .14
Chapter 4:Proposed Development Plan & Circulation Network
. . . . . . . .16
Chapter 5:Implementation Strategy
. . . . . . . .23
1.1
1.2
2.1
2.2
2.3
2.4
3.1
3.2
3.3
4.1
4.2
4.3
4.4
4.5
4.6
5.1
5.2
5.3
5.4
Process
Henry County Overview
Physical Assessment
Existing Land Use Map
Zoning Districts Map
Regulatory Assessment
Market Assessment
Demographics
Industrial & Retail Development
Market Conclusions
Findings & Development Direction Framework
Strengths
Weaknesses
Existing Conditions Analysis, Evaluation & Development Direction Framework Diagram
Land Use Objectives
Transportation Objectives
Economic Development Objectives
Proposed Development Plan & Circulation Network Diagram
Residential Development
Single Family
Multiple Family
Industrial Park Development
Light Industry
Flex Tenant
Bulk Warehouse & Distribution
Commercial/Retail
Hospitality
Recreational/Civic Center
Circulation Network
Multi-Use Paths
Vehicular Connections
Interstate 70
Signalized Multi-Modal Intersections
Roundabouts
Strategic First Steps
Land Use Policy Recommendations
Transportation Policy Recommendations
Economic Development Policy Recommendations
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Chapter 1
Introduction & Purpose
1.1
1.2
. . . . . . . .1
Process
Henry County Overview
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2
Chapter 1
Chapter 1
Introduction & Purpose
Indiana SR 3 is an important north-south connector
throughout the eastern Indiana transportation network.
It originates in Brighton in LaGrange County, just south
of the Interstate 80/90 Toll Road, and connects northern
Indiana with southern Indiana through a route briefly
interrupted by Interstate 69 in Fort Wayne. The route
continues in Markle and traverses through Hartford City,
Muncie, New Castle, Rushville, Greensburg, and North
Vernon for approximately 230 miles before it terminates
in Charlestown in Clark County. In addition to I-69, SR 3
intersects with I-70 in Henry County (Spiceland), I-74 in
Greensburg, and ends approximately eight miles northeast
of I-65 (via Charlestown and Sellersburg).
Interstate 70 bisects the United States along 2,175 miles of
interstate that parallels US 40, the National Road. Passing
through 10 states, I-70 begins in Baltimore, Maryland,
and terminates in Cove Fort, Utah. I-70 is a transportation
and economic thoroughfare connecting such major cities
as Baltimore, Columbus, Indianapolis, St. Louis, Kansas
City, and Denver.
Henry County is located at the intersection of SR 3
and Interstate 70, connecting East Central Indiana
communities with major US cities. The New Castle/Henry
County Economic Development Corporation (EDC)
recognizes the transportation and economic significance
of SR 3 and the I-70 exit in Henry County. The section
of SR 3 from the I-70 exit (exit 123, Spiceland) south to
I-74 in Greensburg (exit 134) is of particular interest to
the EDC.
In early 2008, the New Castle/Henry County EDC
initiated the Henry County Interstate 70/SR 3 Preliminary
Corridor Study (corridor study) to explore the physical
and economic opportunities and constraints of the SR 3
corridor at the I-70 exit. The outcome of this study is a
strategy that outlines the development and redevelopment
potential for the SR 3 corridor that will: 1) assist the EDC
in securing grant funding, 2) assist the EDC in identifying
project priorities and areas of future study, and 3) establish
a 20 to 25-year vision for the SR 3 corridor which all
successive development activities should respect. The
EDC enlisted the services of RW Armstrong to facilitate
the planning process.
1.1 Process
The study area, for purposes of this report, includes the SR
3 corridor, from County Road 300 South at the New Castle
city limits to County Road 225 West at the Spiceland town
limits. The corridor itself is 1,000 feet in total width, 500
feet east and west of centerline, and approximately four
miles in length from New Castle to Spiceland.
The corridor study planning process began in February
2008 with field reconnaissance. The planning team assessed
the physical environment of the study area, including all
properties and uses fronting SR 3, the New Castle Henry
County Industrial Park, traffic patterns, major barriers,
and key regional connections. The New Castle/Henry
County EDC organized a series of key person interviews
to ascertain the community’s vision for the SR 3 corridor,
along with its strengths, weaknesses, and opportunities. In
late February, 12 Henry County community stakeholders
representing public (elected and staff), private, and not-
Interstate 70 provides access from Henry County to numerous major
cities throughout the region.
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for-profit entities, were interviewed. In addition to these
interviews, the planning team reviewed date and several
existing documents, including the Henry County Strategic
Plan (early 1990s), Henry County Comprehensive Plan
(1999), Henry County, Indiana Development Code (2004),
Henry County Trail Plan (2007), Chamber of Commerce
regional and county marketing literature, and regional
and county Census information (2000 with updated
projections).
1.2 Henry County Overview
New Castle is the County seat of Henry County and its largest
municipality.
Henry County is located approximately 50 miles from downtown
Indianapolis and approximately 80 miles from downtown Dayton, Ohio.
Henry County is rural and comprises nearly 400 square
miles in East Central Indiana with historic ties to
agriculture, manufacturing, and basketball. New Castle,
the County’s largest municipality and County seat, is the
population source, employer base, and cultural center.
The community is known for its basketball heritage and
recreational opportunities, including parks, golf courses,
trails, the New Castle Motorsports Park, and several
historic and cultural attractions, including the Wilbur
Wright Birthplace, and seasonal festivals.
Henry County is located approximately 50 miles from
downtown Indianapolis and approximately 80 miles
from downtown Dayton, Ohio. As such, Henry County’s
economic conditions are influenced by these two markets.
Its location along I-70 makes travel to Indianapolis and
Dayton direct and efficient; economic development efforts
build upon the County’s access to transportation systems
and proximity to larger cities’ marketplaces. Henry County
offers “big city” access, amenities, and convenience while
maintaining rural, small town characteristics.
Like many Midwestern manufacturing communities,
Henry County is experiencing the hardships of the
declining American automobile industry and its after
effects, such as job loss, decreasing wages, population and
construction stagnation, and community despondence. To
address these economic challenges, the New Castle Henry
County EDC is working to build on the community’s
manufacturing tradition, skilled employment base,
availability of land, proximate transportation system, and
infrastructure investment to diversify the local economy
and capitalize on regional momentum occurring in other
Central Indiana communities. Since 1980, the EDC has
promoted and coordinated economic growth in New
Castle and Henry County.
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Chapter 2
Existing Conditions & Evaluation
2.1
2.2
2.3
2.4
. . . . . . . .3
Physical Assessment
Existing Land Use Map
Zoning Districts Map
Regulatory Assessment
Market Assessment
Demographics
Market Conclusions
Findings & Development Direction Framework
Strengths
Weaknesses
Existing Conditions Analysis, Evaluation & Development Direction Framework Diagram
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Chapter2
Chapter 2
Existing Conditions & Evaluation
The planning team assessed the SR 3 study area’s
physical conditions and considered land use, aesthetics,
destinations, landmarks, traffic flow, access, views, natural
amenities, barriers, and development potential in this
evaluation. As the gateway to Henry County, the SR 3
corridor at the I-70 exit does not exhibit an identity for the
community or give a sense of welcome to passersby. Rather,
the corridor’s characteristics give the perception that both
the marketplace and time have passed Henry County by,
there is no civic pride, and the area is “closed for business.”
This is evidenced by the vacant, abandoned, unkempt, and
underutilized properties that line the corridor throughout
the four-mile study area.
2.1 Physical Assessment
In terms of land uses fronting SR 3, the study area is
predominately undeveloped or agricultural; nearly 47
percent of existing land use is agricultural. The corridor’s
development pattern is sporadic, with high and moderate
intense commercial (14 percent) and industrial (five
percent) uses located near the I-70 interchange and
south towards Spiceland. These uses include the Flying J
Travel Plaza, Macaboo’s Steakhouse & Sports Bar, Super 8,
America’s Best Value Inn, Hartley Truck Parts, and several
vacant commercial properties. High and moderate intense
commercial uses are also located near the New Castle city
limits, south of County Road 300 South. These commercial
uses include the New Castle Henry County Industrial Park,
Wal-Mart Supercenter, and various outlot development.
Single-family residential homes represent six percent of
corridor land use, with a small concentration along Fair
Oaks Road and adjacent to the Spiceland town limits.
Like the land uses fronting the SR 3 corridor, agriculture is
the prevailing zoning category in the study area. General
Business (GB), Light Industrial (I1), and Heavy Industrial
(I2) Districts are clustered near the New Castle city limits,
including the New Castle Henry County Industrial Park.
Land adjacent to, and in close proximity of, the I-70
interchange is zoned as General Business (GB), Highway
Business (HB1/HB2), and Light Industrial (I1). There are
few inconsistencies between existing land use and current
zoning.
Annual average daily traffic counts along SR 3 are 14,290
vehicles per day at the intersection of SR 3 and County
Road 300 South and 9,590 vehicles per day at the I-70
interchange. These traffic counts were conducted by the
Indiana Department of Transportation (INDOT) in 2003.
The annual average daily traffic count along I-70 at the SR
3 interchange (exit 123) is approximately 30,500 vehicles
per day (INDOT, 2002).
A “common theme among the counties seeing the most
development was that they had infrastructure already
in place and a good number of housing starts in recent
years, two key drivers for commercial land development.”
Source: Colliers Turley Martin Tucker (Indianapolis,
Indiana) Market Research, Commercial Real Estate Report
(2008). The SR 3 corridor study area has the infrastructure
in place. SR 3 has the ability to support more than 14,290
vehicles per day (its most recent traffic count). Utility
service is provided by Spiceland, New Castle, and South
Henry Regional Waste Water. Two Tax Increment
Financing (TIF) districts were created to expand utility
lines and encourage development. However, development
has not occurred as anticipated, and the County has had
few new housing starts.
Abandoned buildings along the SR 3 corridor give the impression that
Henry County is “closed for business.”
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Existing Land Use
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Chapter 2
Zoning Districts
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2.2 Regulatory Assessment
2.3 Market Assessment
There is a concern regarding the new development of
commercial uses along SR 3 that do not fit with the
community’s desire to change the aesthetics of the corridor
and gateway. These new uses meet the minimum standards
established by the County’s zoning and development code.
There is a sense that “this development is better than no
development” and that the need to increase the tax base
transcends the need to change the SR 3 corridor image
and establish a community gateway.
Quantitative information describes Henry County’s
measurable market conditions. Qualitative information is
less tangible and considers local character, development
patterns, public opinions, and community tendencies.
The market assessment summarizes the quantitative and
qualitative findings and draws conclusions to support
final plan recommendations and strategies.
The SR 3 corridor is primarily zoned as an Agricultural
District (A1). A1 permitted uses include farming, agribusinesses (e.g. nursery, greenhouse, roadside produce
stand), and public facilities (e.g. municipal building,
park, public safety building, school). The areas zoned
for General Business (GB) allow for most types of retail,
entertainment, and commercial uses. The areas zoned for
Highway Business Districts (HB1) and Intensive Highway
Business Districts (HB2) are more restrictive in terms of
permitted uses, but do allow for automobile and truckrelated retail and services. The New Castle Henry County
Industrial Park is zoned as a Light Industrial District
(I1).
Understanding changes in demographics, economic
trends, and consumer behavior is a critical component of
a successful plan. The approach to the market assessment
section of the Henry County Interstate 70/SR 3 Preliminary
Corridor Study considers quantitative data balanced with
qualitative commentary and observations. Quantitative
data comes from the US Census Bureau and ESRI, an
international research and development firm dedicated
to geographic information system (GIS) technology and
data analysis tools. The Census Bureau and ESRI provide
data pertaining to population counts, household types,
income levels, educational attainment, employment status,
commuting patterns, consumer expenditures, market
potential, and measuring the gap between retail supply
and retail demand.
Demographics
Henry County is the State of Indiana’s 31st largest county in
terms of population, with approximately 47,000 residents
and 19,000 households (2006). The County experienced
a 3.2 percent decrease in population from 2000 to 2006.
Neighboring Delaware, Wayne, and Rush counties also
experienced similar decreases in population. In contrast,
Hancock County, the State’s third fastest growing county,
experienced a 17.4 percent increase in population during
the same time. Overall, the State of Indiana’s population
increased 3.8 percent during these six years. Reflecting
this decreasing population trend, 62 residential building
permits were issued in Henry County in 2006. With
the exception of Rush County (at 38), all surrounding
counties issued more residential building permits than
Henry County. Hancock County issued 594 permits to
accommodate its population growth. Source: US Census
Bureau, Indiana Business Research Center (2006).
There is a concern that new investment along the corridor does not fit
with the community’s desire for improved aesthetics along SR 3.
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New Castle is Henry County’s largest local jurisdiction
with nearly 40 percent of its population, or 18,600
residents. Middletown is the County’s second largest
jurisdiction with 2,300 residents, or five percent of total
County population. Along the SR 3 corridor, and adjacent
to the study area, Spiceland has nearly 900 residents and
Chapter 2
represents slightly less than two percent of the County’s
population. Source: US Census Bureau, Indiana Business
Research Center (2006).
The median age of Henry County residents is 41 years,
which is slightly older than adjacent counties (Delaware,
35 years; Wayne, 39.6 years; Rush, 39.3 years; Hancock,
37.3 years). Approximately 17 percent of the population
is school age (between age five and 17) and more than 16
percent is over the age of 65 (2006). Nearly 98 percent of
the Henry County population is “white alone.” Source: US
Census Bureau, Indiana Business Research Center (2006).
Nearly 80 percent of Henry County residents are high
school graduates and nearly 12 percent hold a bachelor’s
degree or higher. In comparison, the State of Indiana has a
high school graduation rate of 82 percent and 19 percent
of Indiana residents hold a bachelor’s degree or higher
(2000). The per capita, or per person, income of Henry
County is $26,787 annually (State of Indiana, $31,173
annually) (2005) with a median household income of
$41,157 annually (State of Indiana, $43,217 annually)
(2004). Source: Indiana Department of Education, US
Census Bureau, US Bureau of Economic Analysis (2000,
2004, 2005).
More than 21,000 of Henry County’s residents are
employed (2006). The County’s unemployment rate
is 6.4, higher than the State unemployment rate of 5.2
(February 2008). All surrounding counties, with the
exception of Madison County, have lower unemployment
rates than Henry County. At 4.4, Hancock County has the
lowest rate of adjacent counties. According to the North
American Industry Classification System, there are more
than 20,000 jobs in Henry County. More than 77 percent
are in the private sector (with retail trade at 14.6 percent,
and manufacturing at 13.1 percent, leading as the largest
private sector employment sources), 18 percent are in
government, and 4 percent are in farming. Approximately
8,500 residents commute outside of Henry County
for work; Marion County is the largest employment
destination. Approximately 2,500 employees commute into
Henry County for work; Delaware County is the largest
supplier of these commuters. Source: US Bureau of Labor
Statistics, Indiana Department of Workforce Development,
US Bureau of Economic Analysis, Indiana Department of
Revenue (2006).
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Henry County is positioned between, but not located
in, two significant industrial markets – Indianapolis and
Dayton, Ohio.
Dayton, like many Midwestern cities, was forecasted to
lose additional manufacturing jobs throughout 2007.
As such, Dayton’s industrial real estate market remained
stagnant throughout most of last year, according to
Colliers Turley Martin Tucker, a commercial real estate
services firm. Vacancy of industrial space was rather high
with 20 percent of office warehouse, 31 percent of bulk
warehouse, and 48 percent of free standing industrial
space unoccupied in mid-2007. Some of this high vacancy
rate can be attributed to companies taking advantage of
the softness in the real estate market and purchasing/
constructing freestanding buildings rather than leasing
existing space. Investment in the Dayton real estate
market has been “robust” from investors outside the area.
Midwestern real estate offers the ability to earn a better
return than elsewhere in the country. Commercial realtors
in the Dayton area are aggressively attempting to capitalize
on this investment trend. Source: Colliers Turley Martin
Tucker (Dayton, Ohio) Market Research, Commercial Real
Estate Report (2007).
The Indianapolis area economy is outperforming the
Dayton area economy and most other surrounding states.
The Indianapolis industrial market continued to grow in
2007. New construction of industrial space is occurring
outside of the Interstate-465 loop in counties surrounding
Marion County. In particular, the East submarket, which
includes Hancock County, experienced 233,000 square
feet of occupancy growth in 2007. However, despite this
growth, industrial vacancy in this submarket increased
from 5.7 percent at the end of 2006 to 7.1 percent at the
end of 2007. Nearly 80 percent of the newly constructed
industrial space was speculative, with a majority at the
Mt. Comfort Air Park, less than 30 miles west of the SR 3
study area corridor. Source: Colliers Turley Martin Tucker
(Indianapolis, Indiana) Market Research, Commercial Real
Estate Report (2008).
Industrial investors and development occurring in the
Indianapolis Metropolitan Statistical Area (MSA) are
trending towards:
• Build-to-suit sites
• Modern bulk facilities (with ceiling clearances in
excess of 28 feet)
• Traditional bulk facilities (ceiling clearances of 22
to 24 feet, lower rents than modern bulk)
Retail options in Henry County are limited. The County’s
retail trade areas overlap with larger markets in Muncie,
Anderson, Richmond, and Greenfield/Indianapolis.
In conversations with community stakeholders, it was
revealed that most residents leave the County for major
purchases. However, everyday goods and services needs
are met by local retail establishments.
Retail marketplace data from ESRI supports the comments
made by stakeholder interviewees. According to the
NAICS, there are 310 “Retail Trade and Food & Drink”
businesses in Henry County. Retail sales (or supply)
generated by Henry County businesses exceed the retail
potential (or demand) in the instances of convenience
shopping or basic, everyday needs. In fact, the surplus
indicates that consumers are traveling in from outside
Henry County to shop at local businesses.
The relationship between supply (retail sales) and demand
(retail potential) indicates that there is a surplus of the
following selected retail:
SR 9 in neighboring Hancock County has developed into a commercial
corridor due to its close proximity to Indianapolis.
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Automobile parts, accessories, and tires
Lawn and garden equipment and supplies
Specialty food
Health and personal care
Gasoline stations
Jewelry, luggage, and leather goods
Sporting goods, hobby, musical instruments
General merchandise
Chapter 2
• Florists
• Vending machine operators
• Special food service
Retail potential (or demand) generated by Henry County
businesses exceeds the actual retail sales (or supply) in
the instances of more durable goods. This means that
Henry County residents leave the trade area for items like
automobiles, appliances, clothing, fine dining, etc. This is
also known as “leakage,” in that money is “leaking” outside
of Henry County.
The relationship between supply (retail sales) and demand
(retail potential) indicates that there is a leakage of the
following selected retail:
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Automobile dealers
Furniture and home furnishings
Electronics and appliances
Building materials and supplies
Grocery
Beer, wine, and liquor
Clothing and accessories
Books, periodicals, and music
Full-service restaurants
Limited-service eating places
Drinking places – alcoholic beverages
Market Conclusions
Henry County is in the midst of an economic development
challenge. Industries that historically provided residents
with a comfortable wage and lifestyle are no longer the
standard. Development pressure from the Indianapolis
market has not yet occurred and the County’s identity is
evolving from small town agricultural charm to haphazard,
second and third tier development.
Despite the fact that the Indianapolis market is performing
better than most of its Midwestern counterparts, its
growth is slow and controlled. With the increase in fuel
costs, it can be assumed that new development will occur
in and around existing urbanized areas in the short term.
Yet, industrial development has momentum in Henry
County, evidenced by local business expansions, attraction
of TS Tech, and continued efforts of the EDC. With the
opening of the new Honda plant in Greensburg, the EDC
is positioning Henry County as a financial and logistical
choice for Honda suppliers and other related, spin-off
development. It is recommended that the EDC promote
County, and specifically SR 3, industrial sites as build-
to-suit opportunities with immediate access to regional
and interstate transportation systems. Market trends do
not support the construction of speculative industrial
buildings.
It is the desire of the EDC, community stakeholders,
and most study area property owners to create a plan
for development and redevelopment of the SR 3/I-70
gateway that highlights Henry County’s market strengths
to specifically target retail, commercial, and recreational
development potential, in addition to industrial
development opportunities. Given the local, regional, and
national economic constraints, it is unlikely that the SR 3
corridor could attract significant retail development in the
short term. National retailers, in particular the types that
the community would like to attract, are drawn to locations
The New Castle Henry County Industrial Park continues to attract new
tenants, including TS Tech.
Exit 123 is an attractive location for gas stations, truck stops, and other
highway related uses.
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that are growing (in terms of population, employment,
and construction), have visibility, and host a significant
amount of traffic (vehicular and/or pedestrian). There
are other variables to retail site selection, but measurable
specifics are typically proprietary in nature. Henry County
is not growing and does not have the demographic
characteristics that are markedly appealing to a retailer
seeking a new location at this time. The EDC should
plan for eventual retail development along SR 3, but this
development will most likely take place in the long term.
This is due to the County’s current market conditions, its
location within overlapping trade areas, and the current
state of slower national retail growth. Retail development
will occur after industrial and residential development.
This does not mean that the community can expect no
retail development in the short term, as markets and
needs change continuously and many smaller retailers,
including independents, may be attracted to the area and
its demographic, location, and economic advantages.
Like retail development, the addition of recreational
opportunities and civic amenities is desired by the
community. These types of uses are intended to build on
the presence of the New Castle Motorsports Park and
the efforts of the Henry County Convention and Visitors
Bureau (CVB) to make Henry County a destination,
attracting outside money into the local economy. Several
types of uses, activities, and niches are under review
and consideration by the EDV, CVB, and the Chamber
of Commerce. Further study is needed to determine
the feasibility of larger development projects such as
a convention center, sports and civic center, indoor
waterpark, and additional hotels. Smaller recreational
and tourism initiatives pertaining to local heritage and
agriculture can be explored and developed by individuals
and investors on a case-by-case basis. In the interim, the
EDC and the Henry County Planning Department should
determine appropriate preliminary locations for these
types of uses and plan for their eventual development.
This planning supports the SR 3 economic development
vision.
The scope of this planning effort is limited to the physical
and economic conditions of the SR 3 corridor and the
policies regulating its growth and development. However,
there is a human resources factor that businesses and
investors consider when choosing a location that will affect
the corridor’s (and Henry County’s) future development
potential. According to CB Richard Ellis, business real
estate decisions are no longer based on “location, location,
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location,” rather the decisions are based on labor-cost,
labor-skill, location. As such, CB Richard Ellis recently
identified five factors considered in real estate decisions:
1. Cost of labor
2. Turnover rates in an industry sector specific to a
region
3. Amounts and types of two and four-year degrees
provided by higher education institutions in the
area
4. Highest educational achievement of current
residents of the area
5. Industries and skill sets
The EDC should consider these five factors and work
with the local school systems to increase the high
school graduation rate and retain college graduates. The
New Castle Henry County Chamber of Commerce is
working on a similar initiative. Retention and attraction
of educated, skilled residents will increase the County
population; therefore “increasing the rooftops,” making
Henry County more attractive for retail and commercial
development.
Chapter 2
2.4 Findings & Development Direction
Framework
Several landowners in the area have expressed interest in
new development and development expansions. However,
these plans hinge on other factors including market
dynamics, securing of financing, enforcement of County
ordinances, and intentions of adjacent and area land
owners. Given the current state of the regional and national
economy, coupled with the physical condition of the SR 3
corridor, these development plans and intentions will most
likely be on hold until one or more of the unknown factors
changes. A list of study area strengths and weaknesses
is the result of a compilation of the existing conditions
analysis, comments from the stakeholder interviews, and
an overall evaluation of the SR 3 corridor study area.
The “Existing Conditions Analysis, Evaluation &
Development Direction Framework” diagram is a
summary of the evaluation findings illustrating the SR
3 corridor study area’s opportunities, desired directions,
and concerns.
Strengths
• Access to and visibility from I-70
• Proximity to Indianapolis, Dayton, Anderson,
Muncie, and Greensburg
• Wide SR 3, with room for additional vehicular
capacity
• Direct connection to Greensburg (new Honda plant)
via SR 3
• New Castle Henry County Industrial Park and
recent spin-off development
• Interesting destination investment (New Castle
Motorsports Park, Macaboo’s Steakhouse & Sports
Bar
• Area is “development ready” in terms of water/sewer
access
• Cost of doing business is lower than neighboring
counties
New investment, such as Macaboo’s Steakhouse & Sports Bar, is considered
a welcome addition to the SR 3 corridor.
The New Castle Motorsports Park is a unique destination in Henry
County.
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Visitors to the New Castle Motorsports Park drive past stacks of cinderblock
and other miscellaneous debris to access the racing destination.
Billboards along SR 3 create visual clutter and detract from the
community’s identity.
Motels near the I-70/SR 3 interchange do not represent a positive image
for Henry County hospitality.
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Weaknesses
• Several prominent eyesores, underutilized property,
vacant commercial buildings (former Denny’s and
gas stations) create a negative community image
• Unkempt properties littered with trash and debris
• Hartley Truck Parts discourages desirable businesses
from locating along the corridor
• Trailers used as billboards, presence unwelcoming
to business development
• Uncontrolled/unregulated billboard signs
• Environmentally contaminated sites
• Motels near interstate give sordid impression of
area
• Difficult access to New Castle Motorsports Park (a
national destination)
• Desirable businesses are lacking curb appeal
• Uncontrolled development approvals allow for new
uses that do not improve the area aesthetics
• Interstate on/off-ramp tight turning radius, difficult
for trucks to negotiate
• Limited room for interstate acceleration/
deceleration
• Region is economically challenged; Henry County
has no clearly defined economic advantage
Chapter 2
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Chapter 3
Economic Development Vision
3.1
3.2
3.3
. . . . . . . .14
Land Use Objectives
Transportation Objectives
Economic Development Objectives
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Chapter 3
Economic Development Vision
An economic development vision assists in guiding the
creation and evaluation of the EDC’s strategies and efforts.
The overall 20 to 25-year vision statement has been created
based on research, analysis, and community desires for
the development direction of the SR 3 corridor.
The SR 3 corridor will be the front door into Henry
County. This prominent gateway will feature residential,
commercial, industrial, recreational, and cultural
opportunities and amenities that serve and support
citizens, businesses, and visitors while reflecting the
community’s heritage, natural beauty, strategic location,
quality of life, and civic pride.
The Henry County Comprehensive Plan, completed
in 1999, identified goals and objectives pertaining
to land use, transportation, parks and open space,
economic development, community service, agricultural
preservation, and social development. Several stakeholders
interviewed for the corridor study were involved with the
development of the Comprehensive Plan. It was revealed
during the interviews that many of the concerns, intentions,
and the overall purpose of the Henry County Interstate
70/SR 3 Preliminary Corridor Study were analyzed and
addressed in the Comprehensive Plan planning process.
Some of the Comprehensive Plan objectives remain
relevant, should be re-visited, and incorporated into the
SR 3 development strategy. As such, this corridor study has
modified and expanded Comprehensive Plan objectives:
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3.1 Land Use Objectives
• Attract investment along the SR 3 corridor
• Ensure selectivity when considering development
projects that offer higher wage jobs or jobs that add
to the economy
• Encourage the use of planned development districts
• Work with the County to update zoning, subdivision,
and design standards for the SR 3 corridor that
promote a consistent character and image
• Focus new residential development within and
immediately adjoining existing small towns where
services are available
• Manage growth to minimize the number of entrances
along higher capacity roads
• Focus development where the existing road system
can accommodate efficient vehicular use
• Identify and enhance major gateways into Henry
County
3.2 Transportation Objectives
• Manage the access points along SR 3 to allow the
safe and efficient movement of goods and services
through the County and region
• Improve the conditions of County-maintained
roads
• Provide pedestrian/bicycle path connections
3.3 Economic Development Objectives
• Identify industrial sites that maximize the use of
existing infrastructure
• Recognize the County’s central location and support
the location of distribution centers within the
County
• Develop SR 3 as a destination for entertainment
opportunities
• Invest in community facilities such as hospitality,
recreation, and civic centers as growth occurs to
keep up with the demand for such services
Chapter 3
The SR 3 corridor will be the front door into Henry County. This prominent gateway will feature residential, commercial, industrial, recreational, and
cultural opportunities and amenities that serve and support citizens, businesses, and visitors while reflecting the community’s heritage, natural beauty,
strategic location, quality of life, and civic pride.
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Chapter 4
Proposed Development Plan & Circulation Network
4.1
4.2
4.3
4.4
4.5
4.6
. . . . . . . .16
Proposed Development Plan & Circulation Network Diagram
Residential Development
Single Family
Multiple Family
Industrial Park Development
Light Industry
Flex Tenant
Bulk Warehouse & Distribution
Commercial/Retail
Hospitality
Recreational/Civic Center
Circulation Network
Multi-Use Paths
Vehicular Connections
Interstate 70
Signalized Multi-Modal Intersections
Roundabouts
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Chapter 4
Proposed Development Plan &
Circulation Network
The “Proposed Development Plan & Circulation Network”
is a tool to guide development for the next 20 to 25 years
along the SR 3 corridor. Planning for the future of the
corridor involves a compromise between allowing market
trends to dictate the growth pattern and an intervention by
the County to manage growth to create an economically
viable, aesthetically pleasing gateway into Henry County.
This diagram is a tool to be used over time, as the economy
improves and as market conditions change. Currently,
there is not much development pressure on Henry County
or the SR 3 corridor; however, it is an ideal time to plan for
this area to ensure that new investment meets or exceeds
the community’s standards for character and quality.
As previously stated, this area is the County’s front door.
Existing market trends have created corridor development
that is typical of interstate interchanges, including fast
food restaurants, motels, and gas stations. This type of
development, although typically profitable, does not
contribute to the identity of Henry County or any of its
communities. This land use pattern has been further
developed with the creation of a truck stop, truck salvage
supply business, and a towing facility. In order to reverse
and change the future growth pattern, intervention is
needed or the I-70/SR 3 interchange will continue to
develop like many of Indiana’s other rural interchanges
that do not represent the identity of its communities.
diagram represents a 20 to 25-year vision for the future
of the SR 3 corridor. As private property owners explore
development opportunities within the corridor, it is crucial
that land use patterns, configurations, and arrangements
reflect the public interest and community values. It will
require public officials to review the requested development
opportunities and make a determination of whether that
opportunity fits with the character and desires of the public
for this corridor. While private property rights remain a
concern for most in the County, in order to protect key
gateways and ensure that they develop in a manner that is
consistent with the identity of an area, sometimes difficult
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decisions have to be made that require changes in how
a property can be developed for the public interest. This
is the only way that will ensure that the land use pattern
changes will be implemented and the full potential of the
area maximized.
The community’s concerns for condition, aesthetic, and
development of this corridor have been documented. The
“Proposed Development Plan & Circulation Network”
diagram for the SR 3 corridor takes these concerns into
account and presents a vision for how this corridor
could develop to maximize its economic, aesthetic, and
functional potential, if policy changes are implemented
and enforced.
diagram denotes, in general terms, the character of future
development. Rather, the Henry County Commissioners,
Plan Commission, EDC, Redevelopment Commission,
the City of New Castle, and the Town of Spiceland should
consider the diagram to be a tool to assist land use decision
making. Listed below are expanded recommendations
that promote the realization of the SR 3 corridor economic
development vision.
Chapter 4
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4.1 Residential Development
Because a TIF district has been created along the SR 3
corridor, single family residential areas should be restricted
along the corridor unless they are directly adjacent to New
Castle or Spiceland. The land located along SR 3 should
be maintained for income producing uses which will
generate employment, contribute to the TIF, and increase
the County’s tax base.
Single Family. Single family residential units should be
developed in subdivisions. Development of individual
lots should not occur unless directly adjacent to New
Castle or Spiceland. Subdivisions should be planned and
maintain a density of approximately 1.5 acres per dwelling
unit if on septic and well, or one-half acre per dwelling
unit if on sewer and water. Landscaping buffers should
be encouraged along the perimeter of the residential
subdivision to provide protection from adjacent uses,
especially for those subdivisions fronting SR 3 around
New Castle or Spiceland. For subdivisions greater than
100 lots, at least two vehicular access points are needed.
Multiple Family. Multiple family residential units include
apartments and duplexes. Multi-family residential
development is acceptable adjacent to the New Castle
city and Spiceland town limits. Residential development
is also appropriate for the area west of County Road 125
West and north of I-70. Residential development could
include single- or multi-family; however, rezoning will be
necessary. Multi-family would be more appropriate along
I-70 (between I-70 and County Road 500 South) and
would buffer the development north of County Road 500
South from the noise and debris of the interstate. Public
water and sewer is necessary and the area should not be
developed with a density greater than one-third acre per
dwelling unit.
4.2 Industrial Park Development
The New Castle Henry County Industrial Park is prepared
for expansion south of County Road 400 South to County
Road 500 South. Additionally, as the economy improves
and the demand for industrial space increases, there is
an opportunity for an additional industrial park between
County Road 500 South and north of I-70, east of SR 3.
This site is particularly attractive because it has visibility
from I-70 and vehicular access from SR 3 and County
Road 500 South. It is intended that these areas develop
with light industry, warehousing, distribution facilities,
and flex tenant space uses. Retail uses should front
the SR 3 corridor, adjacent to the industrial parks. The
customer base for these establishments will include local
residents, travelers of the SR 3 corridor, and industrial
park employees.
Landscaping buffers are needed between the industrial
parks and adjacent uses. Parking should be interior to
the site, along the side, or in the rear. Parking should
not front SR 3. Access to SR 3 should be limited, with
access points located one mile from each other. Vehicular
access should be mindful of potential pedestrian/bicycle
crossings. Signage for commercial uses along SR 3 should
be coordinated and height of signs should be limited. New
billboards or pole signs should be prohibited to avoid
visual clutter.
Light Industry. Light industrial uses should be located in
industrial parks or developed on a single parcel of land.
Acceptable and encouraged light industrial uses include:
manufacturing and/or processing, fabrication, assembly,
packaging, incidental storage, sales, and distribution
of products or parts made from previously prepared
materials. The County should ensure that light industry
along the SR 3 corridor occurs within buildings, does
not require exterior storage, and is free of hazardous or
objectionable elements such as noise, odor, dust, smoke,
glare, or other pollutants.
Flex Tenant. Flex tenant space is appropriate in industrial
parks. The future plan recommends that this area be
developed within the industrial park. Buildings should
be located adjacent to either I-70 or SR 3 and designed for
multiple tenants, where office space is located at the front
of the building with warehouse space, typically accessed
by delivery doors, at the rear elevation of the building.
Acceptable and encouraged flex tenant uses include: office,
retail, wholesale stores, warehousing, manufacturing, light
industrial, or scientific research functions.
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Chapter 4
Bulk Warehouse & Distribution. Bulk warehousing and
distribution located in the interior of the industrial parks as
access to major roadways is important; however, visibility
is not. Acceptable and encouraged uses could include:
structures greater than 100,000 square feet used primarily
for the receipt, temporary storage, possible modification/
customization, and distribution of goods that are en route
from production sites to where they are consumed. For
the purpose of this study, warehousing and distribution
uses which have a floor area of less than 100,000 square
feet should be interpreted as light industrial.
4.3 Commercial/Retail
Major transportation thoroughfares are attractive locations
for retail development. They provide high visibility and high
accessibility for customers. However, the traffic generated
by retail development can quickly change the character of
a roadway by slowing traffic with frequent curb cuts and
will not mix well with industrial traffic. The “Proposed
Development Plan & Circulation Network” diagram
recognizes that commercial uses will be attracted to the
main interchange of the SR 3 corridor. Commercial areas
have been identified for SR 3 which would contain typical
highway related retail and commercial services including
gas stations, fast food restaurants, and convenience marts.
The area west of SR 3 and south of New Castle city limits
is proposed to contain regional destination retail and
commercial uses including big box retailers offering
grocery, home improvement, and general merchandise
items, banking services, discount department stores,
national chain restaurants, and auto related services. These
areas should be planned development areas rather than
typical “strip mall” commercial. Master planning would
include limiting curb cuts along SR 3 and encouraging
internal circulation systems to distribute traffic to the
various individual properties. As a result, there will be
much less demand from development to create access
points onto SR 3, resulting in fewer turns, fewer stops, and
generally better mobility along the SR itself.
4.4 Hospitality
Hospitality uses are generally described as land uses
which cater to visitors. The key intersection of I-70 and
SR 3 lends itself to the creation of an information and
hospitality center with support retail and amenities. This
area should be reserved for tourist oriented uses such as
a Henry County welcome center, lodging, restaurants,
and retail. Like the commercial/retail areas, this area
should be master planned, limiting curb cuts onto SR 3
and encouraging internal circulation systems to distribute
traffic to the various individual properties. Accessibility
and mobility along SR 3 must remain a high priority.
4.5 Recreation/Civic Center
Building on the momentum of the New Castle Motorsports
Park, a community recreational and civic center is shown
adjacent to this major attraction. The Motorsports Park
will benefit from complementary recreational uses
and adjacent amenities. Henry County is lacking a
community/civic center to serve its residents. This area
has been identified as an opportunity to provide these
needed recreation and civic services, including an indoor
or outdoor pool or waterpark, exercise/health facilities,
community hall/meeting space/banquet facility, and
multiple outdoor sports fields for soccer, baseball/softball,
basketball, etc., suitable for intramural activity and for
hosting tournaments.
A new “Henry County Sports & Civic Center” will complement the New
Castle Motorsports Park and become a regional recreational destination.
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4.6 Circulation Network
In order to accommodate the future development along
the SR 3 corridor, several functional improvements will
need to be made to the area. The “Proposed Development
Plan & Circulation Network” diagram is intended to
serve as a tool for the County to address its short-term
problems and meet its long-term needs as the SR 3
corridor develops in the future. Recognizing that the
quality of a transportation system can be as important as
the system’s capacity, recommendations are detailed below
for upgrading collectors feeding into SR 3.
Multi-Use Paths. A progressive community’s transportation
system is multi-modal, meaning it accommodates more
than one mode of transportation. It is not sufficient to
plan for only the automobile. As gasoline becomes more
expensive, resources become depleted, and concerns about
physical and environmental health increase, communities
will recognize the need to include facilities for pedestrian
and bicycle traffic. A pedestrian and bicycle facility, in the
form of a shared multi-use path, provides the opportunity
for citizens to walk or bike to work, school, shopping,
and recreational destinations. Additionally, the presence
of a multi-use facility sends a message to citizens, and
passersby, that this is a community that values its health
and appearance.
Even in areas that are rural in character, with few residents
and fewer destinations, a plan for future pedestrian/bicycle
facilities should be documented. This will ensure that if
and when development occurs, space will be allowed for
the facility and construction of a facility will occur. As
land is developed, a pedestrian/bicycle network will be
developed.
All new construction (retail/commercial, industrial, mixeduse, or residential), should contribute to the development
of a County-wide initiative to create a pedestrian and
bicycle network. The intent of this network is documented
in the Henry County Trail Plan (2007). The inclusion of
a pedestrian/bicycle facility has been identified along the
eastern side of SR 3, in the road right-of-way and along
an abandoned rail corridor. As new development occurs,
the construction of a continuous multi-use path should be
encouraged. The SR 3 facility allows for regional pedestrian
and bicycle access to a larger system including the Wilbur
Wright Trail, Wooly Bear Trail, National Road Heritage
Trail, as well as local sidewalks and bike lanes in New Castle
and Spiceland. Supporting facilities along county roads
and in individual developments should also be developed
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to ensure that the network is linked and that there are
destinations. Additionally, points of vehicular conflict
should be studied, and pedestrian/bicycle connections
should be completed from the SR 3-paralleling multi-use
path to individual buildings/land uses.
Vehicular Connections. A majority of Henry County’s
roads have narrow rights-of-way and pavement widths.
As a general recommendation, all county roads should
be constructed and widened to a typical standard of
50-foot right-of-way and 22-foot pavement width. The
intersections of county roads with SR 3 present safety
concerns in that the intersections occur at sharp angles,
making some turns difficult and dangerous. County road
re-alignments, to make SR 3 intersections perpendicular,
will be necessary as development occurs and vehicular
and truck traffic increases.
CR 125 West is currently serving as a north/south
local road with access to SR 3, north of I-70. It is built
with a narrow right-of-way and pavement width. The
development around this roadway is planned for mixeduse including residential and commercial. Therefore, this
road should be upgraded to a two-lane, major collector, no
median, and be widened to require 66-foot right-of-way
and 24-foot pavement width and repaved with a higher
quality paving. It would be advantageous for the County
to require the minimum 100-foot right-of-way to plan for
future widening as more development occurs. This could
include an additional traffic lane or turn lanes which could
be paid for by the developer of these developments. Curb
and gutter should not be provided; however, to service the
residential development, land should be dedicated and
graded for the future construction of a 12-foot multi-use
path along the county road with access to a local system
within a development. South of I-70, CR 125 West serves
as a major access to the proposed recreational/civic center
and the New Castle Motorsports Park.
CR 25 West is currently serving as a north/south local
road with access to SR 3. It is built with a narrow right-ofway and pavement width and has no access under or over
I-70. With the expansion of the New Castle Henry County
Industrial Park and the recommended development of
a new industrial park, this road should be reclassified
to a four-lane major collector, with a median, and be
widened to require 100-foot right-of-way and 48-foot
pavement width. Curb and gutter should not be provided.
The Henry County Highway Department should lobby
the Indiana Department of Transportation (INDOT) to
Chapter 4
build an overpass from CR 25 W over I-70 and connect
the north and south legs. This will also alleviate traffic
congestion along SR 3 from vehicles entering and exiting
the recreation/civic center, south of I-70. Land should
be dedicated and graded for the future construction of a
12-foot multi-use path along the county road, including
space allocated in the I-70 overpass, with access to a local
system within the industrial parks and the recreation/
civic center.
CR 400 South is currently serving as a local east/west road.
This road is built with a narrow right-of-way and pavement
width, except for the recent 3,000-foot reconstruction
east of SR 3. It provides access across SR 3 and to CR 125
West/Spiceland Pike. West of SR 3, the north side of this
road is likely to remain agricultural, while the south side
is proposed as mixed-use development. East of SR 3, and
south of CR 400 South, the EDC has recently optioned the
land for the expansion of the New Castle Henry County
Industrial Park. CR 400 South is also the major access
to the Henry County Airport. Given its location within
the industrial park and airport accessibility, this road
should be reclassified to a four-lane, major collector road.
The road standards would require 100-foot right-of-way
and total of 48-foot pavement width. Until significant
development occurs, only two lanes for a total of 12-foot
pavement width on each side of the median plus a ninefoot grass median should be developed. Curb and gutter
should be provided. Land should be dedicated and graded
for the future construction of a 12-foot multi-use path
along the county road with access to a local system within
a development.
To support new development and increased traffic, county roads within
the study area will need upgrades, including County Road 500 South.
The area where CR 600 South (new road) is proposed is
currently classified as a private road that serves as the entry
to the New Castle Motorsports Park. This road is in poor
condition, to the detriment of this high-profile business.
This road should be upgraded to Henry County standards,
and then the County should assume the responsibility for
its maintenance. CR 600 South will become integral as
the recreation/civic center is developed. There should be
a minimum right-of-way of 50 feet with 22-foot pavement
width, no curb and gutter. Land should be dedicated and
graded for the future construction of a 12-foot multi-use
path along the county road with access to a local system
within a development.
CR 500 South is currently serving as a local east/west
access point from SR 3. It is built with a narrow right-ofway and pavement width and has access to SR 3. With the
expansion of the New Castle Henry County Industrial Park
and the recommended development of a new industrial
park, this road should be reclassified to a four-lane major
collector, with a median, and be widened to require 100foot right-of-way and 48-foot pavement width. Curb and
gutter should not be provided. Land should be dedicated
and graded for the future construction of a 12-foot multiuse path along the county road with access to a local
system within a development.
CR 550 South is an underused east/west local road with
limited access, basically serving as an interstate frontage
road. It is built with a narrow right-of-way and pavement
width and has no access to SR 3. With the recommended
development of a recreation and civic center, this road
should be repaved and connect to the continued CR 25
West, south of I-70. Land should be dedicated and graded
for the future construction of a 12-foot multi-use path
along the county road, with access to a local system within
the recreation/civic center.
CR 650 South is currently serving as an east/west local
road with access to SR 3. It is built with a narrow rightof-way and pavement width. The proposed development
around this roadway is single-family residential. As
such, this road should be upgraded to a two-lane, major
collector, no median, and be widened to require 66-foot
right-of-way, 24-foot pavement width, and repaved with
a higher quality paving. It would be advantageous for
the County to require the minimum 100-foot right-ofway to plan for future widening as more development
occurs around Spiceland. This could include an additional
traffic lane or turn lanes which could be paid for by the
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developer of these developments. Curb and gutter should
not be provided. However, to service the residential
development, land should be dedicated and graded for
the future construction of a 12-foot multi-use path along
the county road with access to a local system within a
development.
Interstate 70. The current on/off-ramp configuration at
SR 3 and I-70 is problematic for many trucks. As the area
develops and truck traffic increases, the Henry County
Highway Department should approach INDOT about
reconfiguration to a full diamond interchange. As such,
adjacent highway development should be mindful of this
potential reconfiguration and allow space for on/off-ramp
reconstruction.
Signalized Multi-Modal Intersections. On most SRs, full
access control is not provided and, therefore, signalized
intersections are likely to determine the level of service
and quality of overall roadway operations. At an isolated
intersection, the level of service of a roadway is determined
directly by the traffic signal. Where intersections are spaced
one mile apart or less, roadway capacity is determined by
how well the traffic signals operate as a system. Therefore,
the County should only allow new access points to SR 3 to
no less than one-half mile apart in distance, with one-mile
spacing preferred.
Along SR 3, as development occurs, signalization may be
warranted due to increased traffic volumes. A traffic study
is needed to determine the need. However, at this time,
potential study points for traffic lights include: SR3/CR
400 South; SR3/CR 25 West; SR 3/CR 500 South; SR 3/CR
125 West; and SR 3/CR 650 South.
If traffic lights are placed along SR 3, then coordination of
the adjacent traffic signals will be necessary to maintain
efficient traffic movement. Signals must operate on the
same cycle length, with offset times to match the arrival
of vehicles from the upstream intersection. Pre-timed
traffic signals repeat a cycle of a set length with fixed
offsets over and over, and the movement through multiple
intersections is maintained through each cycle. If the
one-half to one-mile pattern of intersections along SR
3 is maintained without interruption of traffic flow by
additional driveways and curb cuts, then it would be
possible to provide coordinated signal operations over the
entire length of SR 3 from Spiceland to New Castle.
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Accommodations should be made for pedestrian and
bicycle crossing of SR 3 as part of the development of
the multi-use paths and pedestrian/bicycle County-wide
network.
Roundabouts. A roundabout is a type of traffic control
measure in which a continuous flow of vehicles enter a
one-way stream around a central island. Typically they are
from 45 feet to 200 feet in diameter and operate between
15 and 25 miles per hour. Roundabouts are an option
for county road intersections and within developments,
such as industrial parks, residential neighborhoods,
or mixed-use developments. In addition to slowing
traffic, roundabouts are safer than four-way stops and
provide aesthetic benefits to adjacent land uses. As
Henry County develops, and the 20 to 25-year vision
is realized, four intersections are potential roundabout
locations: 1) intersection of CR 400 South and CR 125
West, within a proposed mixed-use development; 2)
intersection of CR 500 South and CR 25 West, within the
industrial park development; 3) intersection of CR 650
South and CR 125 West, within a proposed residential
development; and 4) intersection of CR 650 South and
CR 125 West, within a proposed residential development.
Chapter 5
Implementation Strategy
5.1
5.2
5.3
5.4
. . . . . . . .23
Strategic First Steps
Land Use Policy Recommendations
Transportation Policy Recommendations
Economic Development Policy Recommendations
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Chapter 5
Chapter 5
Implementation Strategy
In addition to the economic challenges of the area, the
SR 3 corridor also has several significant aesthetic and
environmental challenges. These physical challenges can
be addressed immediately on a local level; economic
challenges are more regional, national, and international
in scope and longer-term.
Simply stated, the corridor’s appearance is hindering
the County’s economic development and investment
initiatives. Many of the policies and procedures are
currently in place to regulate and control undesirable
uses, property conditions, and address adverse affects on
adjacent properties. Enforcement of the current policies
would improve the corridor’s aesthetics tremendously
and immediately. Currently, enforcement by the County
is minimal. If there is a complaint and violation of a
local ordinance, a citation and fine are issued. However,
enforcement usually ends at this point and compliance
is often stalled in the Henry County court system.
Enforcement of these ordinances is paramount for
successful economic development along the corridor.
Without enforcement, routine corridor maintenance,
and aesthetic enhancement, including that of both public
and private property, all subsequent recommendations
are irrelevant and not viable. Investors will not consider
financing a quality project in an area that does not respect
property values or community standards.
5.1 Strategic First Steps
1. Acceptance and Approval from Key Stakeholder
Groups. The EDC Board should present the findings
and recommendations of this study to elected Henry
County and city/town officials, county/city/town
department heads, Henry County Plan Commission,
Henry County Redevelopment Commission,
Chamber of Commerce, local real estate developers,
business organizations, and other vested entities to
garner support for the economic development vision
and generate a list of action items and participants.
2. Formal Adoption of Plan. The Henry County Plan
Commission should amend the existing Comprehensive
Plan to include this study’s recommendations so it
becomes Henry County policy.
The EDC should work with the Henry County
Redevelopment Commission and the Henry County
Planning Department to ensure that zoning ordinances
and development codes are enforced and compliance
occurs. Elected public officials should be educated on the
importance of enforcement and economic development
repercussions of the continued state of non-compliance.
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5.2 Land Use Policy Recommendations
Work with the County to update zoning, subdivision
and design standards for the SR 3 corridor that promote
a consistent character and image:
1. Create a “corridor overlay district” for SR 3, as
recommended in the Henry County Comprehensive
Plan, to establish standards for site design, buildings
and structures, landscaping, signs, lighting, and other
visible aesthetic features
2. Work with the County Planning Department to develop
standards for billboards and telecommunications
towers along the corridor so that the visual character
of the County is not impacted
3. Work with the County Planning Department to
develop appearance standards that govern individual
site development and improvement for any new
construction in existing industrial parks
Ensure selectivity when considering development
projects that offer higher wage jobs or jobs that add to
the economy:
1. Discourage attracting incompatible land uses that
conflict with the “Proposed Development Plan &
Circulation Network” diagram
2. Attract economic based development to front SR 3
rather than residential based
3. Encourage redevelopment of existing, incompatible
uses along SR 3
Focus new residential development within and
immediately adjoining existing small towns where
services are available:
1. Work with the County Planning Department to amend
the zoning ordinance to limit residential development
elsewhere along SR 3
2. Work with developers and adjacent municipalities to
accept residential development adjacent to existing
municipal jurisdictions
3. Work with the County in updating their subdivision
and zoning standards to encourage development
adjacent to Spiceland or New Castle to be developed
in subdivisions rather than individual lots
4. Work with municipalities and the County to require
residential development sign annexation agreements
if needing services from Spiceland or New Castle
Attract investment along the SR 3 corridor:
1. Work with the County Planning Department and
County Commissioners to ensure that parcels are
zoned to support the desired land use character
2. Annually complete a land analysis to ensure that
the amount of proposed land for each type of use
is available based on the amount of vacant or nondeveloped land
3. Provide to the EDC Board an annual report on the
type of development in the corridor and how much
land has been devoted to that use
4. Work with existing businesses to bring current
building, outdoor storage and parking facilities into
compliance with current zoning and other County
codes
Encourage the use of planned development districts:
1. Work with developers to submit to the County
planned, coordinated developments
develop stronger access management standards, above
and beyond what the State and County Highway
Department currently require
A “corridor overlay district” along SR 3 will establish standards
for site design, buildings and structures, landscaping, signs,
lighting, and other visible aesthetic features.
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Focus development where the existing road system can
accommodate efficient vehicular use:
1. Work with the County Planning Department to update
subdivision control standards to require developers to
provide right-of-way for road improvements
2. Work with developers to find suitable sites where
existing infrastructure has been upgraded to handle
extra capacity
Chapter 5
Enhance the I-70/SR 3 Gateway to Henry County:
1. Limit typical interstate type uses (e.g. gas stations)
2. Enhance the aesthetics of New Castle Henry County
Industrial Park entrances, edges and roadways to
create a quality appearance through use of roadway
enhancement funds and/or the establishment of
special assessment districts
3. Minimize visual impairments such as lights and
signage near the gateway; in particular, the two trailers
currently used for advertisement
4. Require a higher degree of building and landscape
aesthetics in new development areas including SR 3,
along I-70, CR 400 South, and CR 500 South
5. Require buffers between industrial, commercial/retail
development areas, and residential development
areas
6. Work with County Planning Department to adopt
corridor standards that will enhance the appearance
of major corridors and gateways
7. Hire a consultant to work with the EDC to create
an aesthetic streetscape theme for the SR 3 corridor
including lighting, banners, landscaping, and signage
8. Investigate the possibility of Transportation
Enhancement
(TE)
funds
for
streetscape
implementation
5.3 Transportation Policy
Recommendations
Manage the access points along SR 3 to allow the safe
and efficient movement of goods and services through
the County and region:
1. Work with the County Planning Department to develop
and implement access management principles
2. Work with the Indiana Department of Transportation
and County Highway Department to restrict the
number of road cuts along SR 3
3. Design and implement a coordinated graphic identity
signage system that could be implemented across the
County for all promotions, community gateways,
attractions, business districts, and industrial parks
Improve the conditions of county-maintained roads:
1. Prioritize the recommended road improvements in
this study for implementation
2. Work with the County Commissioners, Highway
Department, and County Council to incorporate this
study’s recommendations into County Transportation
Improvement Plan (TIP) for future budget cycles
3. Work with developers to ensure that money is provided
to widen or repave roads when the initial development
is under construction
Provide pedestrian/bicycle path connections:
1. Create a detailed multi-use pedestrian/bicycle system
plan for the SR 3 corridor and adjacent land uses
2. Investigate the possibility of Transportation
Enhancement (TE) funds to develop a multi-use
pedestrian/bicycle path along SR 3 connecting New
Castle and Spiceland
develop/update standards for multi-use facilities
25
5.4 Economic Development Policy
Recommendations
Identify industrial sites that maximize the use of
existing infrastructure:
1. Track available site information for the SR 3 corridor
to assist in marketing available land for sale and/or
space for sale/lease
1. Create a user-friendly website for interested persons
to track development opportunities for Henry County,
but especially the SR 3 corridor
2. Identify all vacant/available sites for commercial/
retail development
3. Create a “poster plan” that illustrates available sites
and corridor development principles to provide to
interested developers
4. Continue to identify, establish, and maintain
relationships with site selection consultants
specializing in the desired industries and retail
5. Continue to maintain relationships with the regional
and state economic development officials and entities
Recognize the County’s central location and support
the location of targeted industries within the corridor:
1. Develop appropriate infrastructure to support new
development
2. Increase workforce educational attainment, training,
and well-being
3. Develop fiber optics, at a minimum, in the New Castle
Henry County Industrial Park, if not along the SR 3
study area corridor
4. Establish a business incubator and venture capital
program in the New Castle Henry County Industrial
Park
5. Participate in Indiana’s “Shovel Ready” program
26
Develop SR 3 as a destination for entertainment
opportunities:
1. Build on the marketing and economic development
opportunities of the County’s agri-tourism and
heritage tourism initiatives, showcasing working
farms, local artists, basketball traditions, contributions
to the transportation industry, and the momentum of
the Indiana National Road Association
2. Investigate the possibility and feasibility of a regional
family recreational destination, such as an indoor
waterpark
3. Attract amenities and supporting uses to assist existing
SR 3 entertainment destinations, such as the New
Castle Motorsports Park and Macaboo’s Steakhouse &
Sports Bar
Invest in community facilities such as hospitality,
recreation, and civic centers as growth occurs to keep
up with the demand for such services:
1. Partner with the New Castle-Henry County Chamber
of Commerce and the Henry County Convention
and Visitors Bureau to determine facility needs and
appropriate locations
2. Work with community schools to determine needs
and status of current community facilities
3. Track current visitors to determine existing and
potential market
4. Develop Henry County hospitality and recreation
destination marketing plan and strategy and
commission feasibility studies
5. Recruit hospitality and recreation uses to the SR 3
corridor, while planning for the eventual development
of the “Henry County Sports & Civic Center”

Henry County Interstate 70/State Road 3 Preliminary Corridor Study

Transcription

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