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CHAPTER SEVEN URBAN DESIGN

INTRODUCTION The new Illinois Route 336 is one of the major thoroughfares connecting Carthage to the rest of Hancock County and beyond and it will serve as a primary entryway to the City of Carthage. As such, it traverses many land uses and landscapes. Residents and visitors driving Illinois Route 336 are afforded lasting images, and in some cases important first impressions, of a critical focal point for commerce and industry in the City. Urban design elements such as sign clutter from roadside businesses and the unsightly proliferation of overhead utility lines create negative impressions. Landscaping, streetlights, well designed parking lots, and complementary building appearances are among the factors that can achieve a positive cohesive image. This Corridor Plan provides a foundation for creating an impression that showcases Illinois Route 336 as a desirable location for residential, resort, trade, and commerce development. The urban design strategies recommended for the Corridor Plan Study Area can be employed to establish a unifying theme, or at least some elements of continuity where there are currently none. They can promote compatibility between land uses, a sense of neighborhood and community identity, and highway beautification. The proper use of urban design strategies can functionally and aesthetically integrate existing and future land uses. The urban design program for the Corridor Plan Study Area emphasizes that the coordination and participation of private property owners, local residents, civic groups, and various governmental agencies are vital for its successful implementation. In creating the urban design program for the Illinois Route 336 Corridor Plan, field surveys were conducted to inventory the existing streetscape features. The first part of this Chapter represents this inventory and analysis; the existing conditions within the Corridor Plan Study Area are described in an east to west fashion along Buchanan Street and then south to north along Douglas Street. The entire Corridor Plan Study Area was studied with emphasis on the property adjacent to these two roads (Note: Only the east side of Douglas Street is in the Study Area). This was done to get a better understanding for the continuity of the urban design features along these roads as perceived by motorists. This information was then used as the basis for urban design strategies and recommendations, which are located in the latter half of this Chapter. Upon adoption of this Study, the conditions for development approval will be implemented by the City as property owners within the Corridor Plan Study Area rezone their properties or redevelop their properties under their existing zoning. The following components of an urban design strategy are addressed in this Chapter:

• Overhead Utility Lines • Streetlighting • Parking Lot Lighting

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• Signage • Other Streetscape Features • Street Landscaping & Landscape Maintenance Programs • Noise Abatement Strategies • Appearance Codes • Funding and Financing Mechanisms

A summary of the urban design recommendations and the recommended conditions for development approval can be found in Chapter Two, The Recommended Plan. EXISTING URBAN DESIGN CONDITIONS Existing Overhead Utility Lines There are three type of overhead power lines found along the Corridor; transmission lines, primary distribution, and secondary distribution lines. Transmission lines are strung on wood poles and they transfer electricity from power stations to substations. Within the Corridor, they run in an east/west direction along the south side of Buchanan Street. Distribution lines bring electric energy from the substations into neighborhoods; these are found in the right-of-way along the west side of Douglas Street. Overhead power lines attached to wooden utility poles along the roadways are prevalent throughout the Corridor Plan Study Area. Secondary distribution lines run from the power poles to the various residences and businesses. (See Figure 7A) Carthage has addressed some utility regulations in the Subdivision Regulations (Chapter 11 of the City Code). Section 11-6-7 requires easements for utilities in the rear and side lots of subdivisions. Regulations also address underground utilities in 11-6-7 (B) but underground utilities Figure 7A are not required. Existing Overhead Utilities Along Douglas Street

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Existing Street Lighting The majority of the Corridor Plan Study Area contains streetlights but Buchanan Street (east of Douglas Street) is currently very dark at night for motorists, due to the lack of streetlights and development. Within the Corridor Plan Study Area and the City in general, streetlights exist on major streets and on side streets. Cobra head style streetlights are attached to wood poles and they are owned and maintained by AmerenCIPS and rented by the City for a service fee (See Figure 7B). It appears that the City uses two types of lamps on the streets currently – mercury vapor (i.e., lamp type which emits a greenish- blue light) and high pressure sodium lamps (i.e., lamp type which emits a pinkish-orange light). The high pressure sodium lamps are used to reduce the glare to motorists but they distort colors under the lights. The Illinois Department of Transportation (IDOT) will install lighting at the new interchange. They will use high pressure sodium lamps on metal poles. The lighting at the new interchange will be isolated and lighting studies have shown that it is important to allow time for the driver's eye to adjust to lower light levels when traveling from a lighted to an unlighted section of the roadway. Conversely, the eye can more quickly adjust to increased light levels when a driver goes from an unlighted to a lighted portion of a Figure 7B roadway. Existing Street Light Existing Parking Lot Lighting In general, the parking lots for businesses in the Corridor Plan Study Area are not very well lit at night. This is largely due to the fact that the majority of the businesses close by 6 pm and just need security lights after hours. An inventory of the parking lot lighting resulted in finding that two types of lighting are currently being used for businesses: high pressure sodium lamps (i.e., lamp type which emits a pinkish-orange light), and mercury vapor lamps (i.e., lamp type which emits a greenish-blue light). These different types of parking lot lights, which all have a cobra head style fixture design, are also mounted on a variety of materials, such as: wood poles, metal poles and directly on buildings. The parking lots immediately adjacent to Buchanan Street and Douglas Street were inventoried separately to see if there was any continuity in design along the corridor. The most common type of parking lot lights used along these roads are the mercury vapor lamps mounted on wood poles.

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Existing Signage A coordinated signage program can be a key unifying element to the Corridor Plan Study Area. The first step in developing such a program is to perform an inventory of the existing signs. An inventory will provide an indication of any kind of continuity in the existing signs. The types of signs that were analyzed include community service, traffic directional, business identification and advertising. Existing Community Service Signage Community service signs are welcome signs and signs that identify features in the community such as hospitals, police stations, schools, airports, libraries, etc. As you approach the City limits from the east on Buchanan Street, there are signs on the north side of the road that identify the historic square, the hospital, the local 2004 IHSA state champion in various cross country events and another sign that combines community groups with local high school champions. This same combination community sign is located at the southern end of town on the east side of Douglas Street (See Figure 7C). On Douglas Street, there is also signage for the hospital, IDOT Operations Yard, and the Business District. (See Figure 7D)

Figure 7C Figure 7D Welcome Sign on Douglas Street Community Signage

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Existing Traffic Directional Signage Examples of traffic directional signage include items such as street name signs, highway signs, dead end road signs, signs that direct motorists to a certain destination, and signs that state distances to a destination (e.g., Quincy 52 miles). There are several of these types of signs mounted on metal poles along Buchanan Street and Douglas Street. Currently, the City uses blue reflective metal street name signs mounted in a vertical format on metal posts at the street intersections (See Figure 7E). The property adjacent to Buchanan Street and Douglas Street also have their address numbers mounted on small vertical blue reflective metal signs by their driveways. This was done by the 911 Coordinator for emergency vehicle use and it is a very effective tool. (See Figure 7F)

Figure 7E Figure 7F Typical Street Sign Street Address Sign Existing Business Identification, Residential Identification and Advertising Signage The signs that are the primary consideration in the Corridor Plan are the ground signs and monument signs used for business and advertising. Some of the signs that are referred to in this inventory are defined as follows:

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Ground Sign - A ground sign is a sign supported by uprights or braces placed upon or in the ground and not attached to any building. Ground sign includes a pole sign.

Monument Sign - A sign constructed on the ground with a continuous footing or foundation with the base of the sign at grade.

Wall Sign - A wall sign is a sign of solid face construction mounted flat against a building or other structure and attached to the exterior front, rear, or side wall of any building or other structure, and with the furthermost limit of the exterior face not projecting more than twelve (12) inches from the building. A wall-sign may be painted on a building wall.

For the purposes of this Corridor Plan, the following sign types were also noted to provide a more detailed analysis of the existing signs used. The following definitions are intended to provide clarity to the interpretations of the sign types inventoried.

Plywood Ground Sign - A permanent ground sign constructed of plywood that is supported by uprights or braces placed upon or in the ground and not attached to any building. Plywood ground sign includes a pole sign.

Temporary Sign - Any sign or advertising display intended to be displayed for a limited period of time. Included in this category are plywood construction signs; subdivision advertisement signs describing the location and directions, price range, and open houses; banner type signs describing the number of homes sold, etc.

The various types of signs found only along Buchanan Street and Douglas Street in the Corridor Plan Study Area are listed below. The types of signs used for businesses and advertising throughout the rest of the Study Area have been generalized and are described in the section that follows this inventory chart.

SIGN AMOUNT OF USE/TYPE SIGNS BUSINESS

(Ground Signs) 9 (Monument Signs) 0 (Plywood Ground Signs) 2 (Temporary) 1 (Wall Sign) 6

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CHURCH/SCHOOL (Ground Signs) 1 (Monument Signs) 0 (Plywood Ground Signs) 1 (Temporary) 0

RESIDENTIAL (Monument Signs) 0 (Plywood Ground Signs) 1 (Wall Signs) 0 (Temporary) 2

BILLBOARDS 0

TOTAL 23

NOTES: 1) This inventory of temporary signs does not include political signs or residential for sale signs. Monument signs have the highest aesthetic quality of the signs inventoried and they meet the intent of the proposed urban design regulations contained in this Corridor Plan. Of the 20 permanent signs (excluding wall signs and billboards) located immediately adjacent to Buchanan Street and Douglas Street, there are no monument signs currently. OTHER EXISTING STREETSCAPE FEATURES The following section describes other various streetscape features existing within the Corridor Plan Study Area. Streetscape features include items such as: traffic signals, streetlighting, festivity banners, benches, bicycle storage racks, trash receptacles, bus shelters, telephone booths, newspaper vending boxes, and accent paving. Streetscape features can strongly affect the appearance of a roadway and can be the key in creating an orderly street environment. The lack of any organizing concept or decorative plan for streetscape features produces visual chaos. Existing Newspaper Vending Boxes Newspaper vending boxes are most commonly found near commercial shopping centers, restaurants, and at busy roadway intersections. Typically, they are located in areas that create a hazard for motorists trying to use them. Currently, there are no newspaper vending boxes located within the Corridor Plan Study Area. Newspaper vending boxes can be free standing individual units as illustrated in Figure 7G or they can be combination units as shown in Figure 7H.

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Figure 7G

Newspaper Vending Boxes in a Kmart Parking Lot, Bradenton, FL

Figure 7H

Combination Units at Cortez Beach, Bradenton Beach, FL

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Existing Accent Paving Accent paving is decorative paving that can be used in sidewalks, crosswalks, entranceways, etc. to delineate pedestrian areas or give an identity to a portion of a development. Within the Corridor Plan Study Area, accent paving is not used at any of the existing developments. The majority of existing businesses within the Study Area use gravel surfaces in their parking lots. The only existing parking lot with asphalt paving is at the Illinois Dept. of Human Services Hancock County Office. Miscellaneous Other types of streetscape features, such as festivity banners, benches, bicycle storage racks, trash receptacles, bus shelters, and telephone booths, are not currently being used in the Corridor Plan Study Area. The only business within the Study Area with a trash dumpster screen is at the Illinois Dept. of Human Services Hancock County Office. In addition, no existing stormwater detention facilities were found in the Study Area. EXISTING STREET LANDSCAPING This section provides an inventory of existing native vegetation and landscaping within the public right-of-way (ROW) and on private properties throughout the Corridor Plan Study Area. Existing Landscaping within the Public Right-of-Way Generally, any vegetation within the public ROW along the future Illinois Route 336 has been cleared during the construction of the roadway. This demolition will allow for the installation of the pavement, drainage, and utility poles. There is no landscaping within the public right-of-way for the other roads in the Corridor Plan Study Area. A large borrow pit will be constructed south of the future interchange and a smaller borrow pit will be constructed on the Rendleman property on Douglas Street. This is being created so the new roadway can be elevated without having to haul in dirt. These borrow pits will act as detention areas also and fill with water over time. Some landscaping is being planned for the interchange by IDOT but funding has not been approved.

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Existing Landscaping on Private Property Typically, landscaping on non-residential property in the Corridor Plan Study Area is sparse. The undeveloped parcels have either been cleared for road construction or they are used for agriculture. Aside from grass lawns, the existing non-residential development in the Corridor Plan Study Area does not use landscaping in their parking lots, along the roads or around their buildings. The existing zoning regulations contain buffer area requirements for the business and industrial districts. The current buffer requirements are as follows:

When a B-3 Highway Business District abuts an “R” Residential district: There are requirements for a twenty foot wide planting strip extending the length of the lot adjoining the “R” District planted with trees and shrubs to provide a dense screen at maturity. I-1 Light Industrial District: 1. Landscape development is required to include an area of at least twenty feet (20’) in width along all streets, with the exception of approved entrances, which border the proposed development, to be planted and maintained with trees and shrubbery to serve as a screen for the parking and storage areas. 2. A planting screen, consisting of suitable shrubbery, maintained at a ten foot (10’) height by a ten foot (10’) width, is to be planted wherever the industrial use abuts a residential district. I-2 General Industrial District: 1. Landscape development is required to include an area of at least fifty feet (50’) in width along all streets, with the exception of approved entrances, which border the proposed development, to be planted and maintained with trees and shrubbery to serve as a screen for the parking and storage areas. 2. A planting screen, consisting of suitable shrubbery and trees maintained at a twenty foot (20’) height by thirty foot (30’) width, to be planted wherever the industrial use abuts any other district. There are also some fence and screening requirements for special use exceptions.

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EXISTING NOISE ABATEMENT STRATEGIES Existing Noise Regulations In many urban areas, communities develop noise control regulations to control sound disturbances or delivery times to minimize impacts to surrounding residences. Sounds produced by railroad operations, emergency vehicles, motor vehicles, and government road construction equipment are typically exempt from any type of noise ordinances. Currently, the City’s zoning ordinance sets maximum decibel levels for Business Districts B-1, B-2, & B-3 when they are next to residential districts. The permissible sound levels in decibels for residential districts ranges from 20 to 58 decibels and for the business districts, the permissible sound levels range from 35 to 73 decibels. There are no maximum sound levels given for industrial areas. The following chart illustrates the noise levels associated with various activities.

TABLE 7A TYPICAL SOUND LEVELS FROM COMMON NOISE SOURCES

OVERALL QUALITY dBA OUTDOOR INDOOR Uncomfortably Loud 130 50-horsepower siren at 100 feet

120 Jet takeoff at 200 feet

110 Rock’n’roll band Very Loud 110 Jet fly-over at 1,000 feet Newspaper press

90 Motorcycle at 25 feet Food blender Moderately Loud 80 High urban ambient sound; Garbage disposal, Passenger car – 65 mph at 25 feet clothes washer

70 TV audio, vacuum cleaner

60 Air conditioner at 20 feet Electric typewriter, Conversation Quiet 50 Light traffic at 100 feet Average residence

40 Bird calls, lower-limit urban ambient sound Very Quiet 30 Soft whisper Just audible 20 Television studio, Leaves rustling

10 Threshold of hearing 0 Source: U.S. Department of Health, Education, and Welfare.

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It should be noted that the new highway construction project will result in temporary, yet unavoidable noise increases within the Corridor Plan Study Area. The noise is being generated primarily from heavy equipment used in hauling heavy materials and building the roadway. Sensitive areas located close to the construction area may temporarily experience increased noise levels. Noise Perceptions Sound is a very subjective concept. Degrees of sound disturbance depend on several things: the amount and nature of the intruding noise; the relationship between the background noise and intruding noise, and the type of activity occurring where the noise is heard. In considering the nature of sounds, it can be said that one person's music is another person's noise and may not even bother a third person. So, loud noises tend to bother some people more than others. Time also enters into an individual's noise judgement. For example, a car horn is much more annoying at 2:00 A.M. than at 2:00 P.M. even though the car horn has the same decibel level at both times. This is because the nighttime background levels (say 45 dBA) are lower than the daytime levels (say 55 dBA or >65 dBA in an urban environment), so the person notices the greater difference at night. Activity interference can also occur depending on what the person is doing. For certain sound levels, normal conversation may be possible but sleep may be difficult. Work that involves a high degree of concentration may be affected by noise while manual labor may not be interrupted to the same level by the same sound. Existing Mitigation Techniques Road noise can be mitigated through the installation of landscaping, berms, fences and walls, combined with proper building orientation and increased building setbacks. Currently, the existing non-residential development does not employ any of these noise abatement strategies. This is largely due to the fact that noise is not a major factor at this time, or because of the expense associated with mitigating noise, or simply that any of these methods may reduce the visibility of their business and products in their outdoor displays. Some of the single family residences in the Study Area have preserved the existing vegetation on their property, supplemented by other plantings, which serves as a buffer from the roadway noise.

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EXISTING ARCHITECTURAL CHARACTERISTICS To assess the existing architectural characteristics of buildings in the Corridor Plan Study Area, a simple windshield survey was performed on non-residential development. This generalized survey is an aid in determining the character of development along the major roadways within the Corridor Plan Study Area and it assists in determining compatibility with future land uses. The non-residential buildings are used for commercial and industrial type uses and there is one office building on Buchanan Street (i.e., Illinois Dept. of Human Services). Three different styles of construction materials were observed and they are as follows: prefabricated metal siding; painted concrete block; and split face concrete block. The most prominent material used was prefabricated metal siding. The majority of the existing prefabricated metal buildings have metal gable roofs and are one story in height and others used a barrel vault shaped building with a rounded metal roof. There are single family homes scattered throughout the study area also. The residences vary in style from single family ranch homes, modular homes, split level ranch homes, two story bungalows, and two story farm homes. The residential exterior materials are vinyl siding, aluminum siding, brick, with shingle roofs on either gable or hip roofs; with gable roofs being the most common style. The farm houses on C.R. 1550N and on U.S. 136 have grain silos also. FUNDING AND FINANCING MECHANISMS The funding and financing mechanisms for this urban design program are located in the conclusions section of this Chapter. CHAPTER 7 - URBAN DESIGN CONCLUSIONS OVERVIEW OF THE PROPOSED URBAN DESIGN STRATEGIES The goals of the proposed urban design strategies for the Corridor Plan Study Area are to ensure the roadways are developed into well-landscaped, scenic gateways; to provide uniform design standards to establish high quality development; to minimize poor aesthetic features caused by unplanned and uncoordinated uses, buildings and structures; to maintain and enhance property values; to enhance neighborhood and community identity within the Corridor Plan Study Area; and to make this gateway an asset to the community and a focal point for the surrounding neighborhoods. Items that are addressed in the proposed urban design strategies include overhead utility lines, street and parking lot lighting, signage, newspaper vending boxes, festivity banners, accent paving, landscaping, noise abatement strategies, appearance codes, and funding mechanisms.

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In order to implement the proposed urban design strategies for creating an attractive entranceway to Carthage, conditions for development approval are recommended in Chapter Two. These conditions require all development within the Corridor Plan Study Area to comply with the provisions of the urban design program contained in this Corridor Plan. In addition to the urban design strategies for future development, there are several public sector improvements that are planned and others that are being proposed in this Study that could be implemented to help assist in the development of an attractive entranceway. The public sector improvements include: installing streetlights along the roadside, installing and maintaining sidewalks and bicycle lanes, developing a coordinated traffic and community service signage program, landscaping within the public right-of-way (ROW), maintaining the landscaping in the public ROW, and developing a public/private partnership for landscaping on private property. A summary of the urban design recommendations can be found in Chapter Two. This coordinated effort between the public and private sector improvements within the Corridor Plan Study Area will help ensure that Illinois Route 336 will become a more scenic corridor.

OVERHEAD UTILITY LINES

The placement of electric power lines, telephone, and cablevision underground enhances the aesthetic appearance of roadways, reduces vehicle safety hazards due to the elimination of above-ground poles, reduces the cost of maintenance, and minimizes interruption of electrical service due to high winds. It is recommended that all new development within the Corridor Plan Study Area, with the exception of single family homes not in a subdivision development, comply with this requirement. However, transmission and primary distribution lines such as those along Buchanan Street and Douglas Street are exempt from this requirement. The possibility of converting the existing overhead electrical lines along the roadways to underground burial has been investigated. AmerenCIPS has determined that although the long-term benefits of underground utilities are attractive, it is not economically feasible to consider converting the overhead electric power lines to underground power lines unless the private sector wanted to pay for this work. STREETLIGHTING The major reason for lighting streets and highways is to improve safety for vehicular and pedestrian traffic. Improvements in sight distance and reduction of confusion and distraction for night-time driving can reduce the hazard potential on streets and highways. There is also evidence indicating that streetlighting will produce an increase in roadway capacity as well as improve the economic, safety, and aesthetic characteristics of roadways.

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As stated previously, within the Corridor Plan Study Area streetlights exist on Douglas Street and they will be installed at the new interchange as part of the roadway improvement project. As development occurs in the Study Area and existing roads are extended and new roads are constructed, it is recommended that all of them have streetlights installed also. It is also recommended that all new streetlights have high pressure sodium lamps and that high pressure sodium lamps be installed on existing streetlights in the Study Area as the lamps are being replaced in the future to reduce glare. Depending on who is responsible for construction of the new road in the future, the cost of installation of the new streetlights may be passed onto the developer or the City may be responsible for it as part of the public sector improvements necessary to attract new development. If the City is responsible for the new streetlights, the service will probably be rented from AmerenCIPS. Through their monthly billing rate plans, AmerenCIPS installs the streetlights and assumes liability for the streetlighting and is responsible for the maintenance and replacement of the streetlights. AmerenCIPS offers several options when it comes to providing streetlights. For any item that they install, there is generally an extra monthly fee for that item (e.g., poles, underground wiring, fixtures); and they can do a portion of the work or all of it. The City could also install the streetlighting on roadways in the Corridor Plan Study Area and just pay AmerenCIPS for electricity and maintenance. AmerenCIPS uses wood, concrete, or metal poles at the customer's request; if the new streetlight is attached to an existing AmerenCIPS power pole then there is no pole fee. Underground wiring for the streetlights is provided at the customer's request only; they typically install overhead power lines for streetlights. As with other elements of this service, the customers can install the materials for underground wiring or AmerenCIPS can install everything on a fee basis. Based upon AmerenCIPS policy, the City should consider installing conduit underground for future streetlights or electrical service while building roadways to reduce costs for these facilities when they are constructed in the future and consider using metal poles for aesthetic and maintenance reasons. PARKING LOT LIGHTING Parking lot lighting is an important element in the urban design scheme for the Corridor Plan Study Area. An overall lighting design can help create a sense of identity to the Study Area. Lighting should be designed so that it does not intrude into adjacent properties, especially residential areas, and the lighting should not distract passing motorists, thereby creating a safety hazard. High mast lighting tends to spill over onto surrounding areas and it creates annoyances for nearby residents and other property owners. Properly designed lighting for a road corridor can be achieved through forms of consistency and coordination in the lighting design of the various land uses while maintaining compatibility with the existing conditions.

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Parking lot lighting design requirements will promote compatibility in light color with the existing streetlights used at the new interchange, the future streetlights along Buchanan Street, with the City's streetlight specifications, and with several of the existing parking lot lighting schemes (i.e., all emit a pinkish-orange light). Height limitations in the design of the future parking lot lighting schemes will minimize the light spillover onto adjacent properties. SIGNAGE A coordinated signage program can be a key unifying element to the Corridor. Such a program should focus on limiting or removing signs which do not fit into the overall design theme of the Corridor. It should also regulate the location, type, size, height, and design used for new business and advertising signs in the Corridor Plan Study Area. Additional emphasis should be given to informational and directional signs which assist the travelers unfamiliar with the roadway network in Carthage and Hancock County. Community Service Signage A coordinated system of discrete route identification signs could be established along Buchanan Street and Douglas Street as you exit the highway which not only identifies community amenities within the Corridor Plan Study Area but also within the larger City area (e.g., County Courthouse, Historic Jail, Downtown, City Hall, Library, Carthage Lake, etc.). A representational logo for Carthage could be part of the coordinated design used for community service signage within the Corridor Plan Study Area or an overall theme created for the City; something that makes Carthage recognizable. The community service signs could be designed by a volunteer, through a local design contest or by a consultant, with the design, location, and installation coordinated with the City, the State and County Transportation Departments, and the Chamber of Commerce. Consideration should also be given to incorporating a new "Welcome to Carthage" sign as visitors exit off the new highway. The new welcome signs should be aesthetically pleasing, use a monument sign design, use quality construction materials, be properly landscaped and be lit at night. A minimum of three welcome signs would be needed; one as motorists access Carthage from the interchange onto Buchanan Street, one as motorists enter Carthage from the south on Douglas Street, and one on U.S. 136 as motorists enter Carthage from the west. Traffic Directional Signage IDOT will be installing several new traffic directional signs as part of the new road construction project that will make directions, speeds, lane changes, etc. clear to motorists. New roads constructed in the future within the Study Area will need street identification signs and continuation of the new address sign program should be considered for the Study Area.

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On private streets within a development, the use of a logo and use of a consistent pallet of colors, materials, and other design elements is encouraged for street and informational signs. Where possible, traffic control, informational, and street signs should be mounted on the same structure (See Figure 7I). The addition of various design elements on street and information signs can be used to reinforce visual identity and enhance the sense of place. Any sign which serves a traffic control function must comply with the National Manual on Uniform Traffic Control Devices (NMUTCD) and the Illinois Manual on Uniform Traffic Control Devices (IMUTCD).

Figure 7I Traffic Control Sign with Streetlight, Stop Sign and

Lit Street Name Sign

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Business Identification and Advertising Signage Proper signage design can enhance an area by making it aesthetically pleasing. A coordinated signage program gives the area a look of distinction and a sense of harmony with the surrounding development. In order to implement a coordinated signage program within a road corridor, certain restrictions need to apply. This Corridor Plan is recommending the implementation of signage regulations for new development with design elements that are not contained in the underlying zoning regulations. These signage regulations affect all parcels of land in the Corridor Plan Study Area regardless of zoning. The proposed signage regulations were developed with consideration of the travel speed of vehicles on the new highway and the motorists' visibility capabilities for signage. They impose more stringent size and location requirements in an attempt to develop a coordinated signage program for the Corridor Plan Study Area. The goal of the signage program is to have signs that are more compatible with the buildings they identify and for the signs to emphasize information (i.e., name of business and address) rather than advertising. One important element in improving the visual quality of an area is to eliminate the use of billboards along the highways. Logo signs are used in many communities and are approved by IDOT for use in the road right-of-ways. These logo signs typically identify lodging, restaurants, gas stations, etc. in the community and state what exit to use and many times provide directional arrows and approximate distances from the interchange. An example of these signs can be found in Figure 7J.

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Figure 7J Logo signs (left), now used by several states along interstate highways, represent a sensible alternative to billboards (above),

especially in scenic areas.

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The most important aspects of sign regulations are similar to the lot and building dimensional requirements of a zoning ordinance – limiting the size and number of signs and the location of each sign on the lot or building. Some of the primary considerations of a signage program should be: • Materials, colors, and shapes of proposed signs should be compatible with the

related building. • Signs should be constructed of quality materials. • A maximum overall height and a maximum sign face area should be established. • The length of time that temporary signs and banners can be displayed should be

addressed so they do not become a permanent sign over time. • Signs that can detract from the visual quality of the corridor should be prohibited. • The street number of the building should be on the sign to aid customers, tourists,

parcel delivery drivers, and emergency personnel. • The number of graphic elements on a sign should be kept to a minimum. • The reaction time of drivers to see a graphic, read it, and respond to it while

traveling at certain speeds. This relates to flashing signs, electronic marquees, and changeable copy signs.

Figure 7K provides examples of some very poor sign designs that are undesirable in the study area. Figures 7L & 7M provide examples of good sign designs. A key element in giving identify to the future industrial area or future business park is signage. Customers may relate to the industrial area or business better if there was a name for the overall area (e.g., Buchanan Street Industrial Park). This name could be included on attractive monument signs at the entranceways into the Buchanan Street industrial area at strategic locations. Within the overall industrial area, the individual industrial parks can be identified with entrance signs also (i.e., assuming it is subdivided into smaller industrial areas). To increase the cohesiveness of the area, the individual industrial park signs could be designed to relate to the main entrance signs; items could include similar colors, materials, sign type, or landscaping. These individual industrial park signs also increase recognition and assist new customers locate businesses. The design and installation of these signs would be up to the various business owners in the industrial area.

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Figure 7K Undesirable Signs

Liquor Store off Interstate 13 near Marion, IL Note the number of signs: billboard, roof sign, pole sign, wall signs, portable signs, temporary banners, & window signs

Strip Shopping Center in Sarasota, FL Note the number of signs: roof signs on the mansard roof, various size and locations of roof signs, 2nd set of fabric signs below the roof line, & window signs

Portable Signs like this have been prohibited in many communities. This sign, like many portable signs, is more than just ugly – its message is “lost” due to missing letters, a missing decimal point, colliding letters, and confusing terms.

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Figure 7L

Desirable Sign Design

Entrance Sign in Sarasota, FL Note that the monument sign materials match the building it identifies, text is large and legible, it has a street number, landscaping is used around the sign, & it is located in a landscaped median at the entrance drive.

Monument Signs Sign regulations in many communities require low level monument signs with landscaping. They also prohibit changeable copy signs except for prices at gas stations.

Wall Signs at Strip Shopping Center in Sarasota, FL Sign ordinance prohibits signs on mansard roofs. Note the uniform location and size of each sign. Sign color and lettering style and size are allowed to vary in this development.

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Daytime View Nighttime View Shopping Center in Sarasota, FL – Note that no roof signs are allowed. Store signs have a uniform location and maximum size limitations. Sign color, lettering style and size are allowed to vary in this development. Custom company sign logos are allowed (e.g., Subway).

Figure 7M – Wall Sign Designs

The wall signage in this Bradenton, FL commercial development has uniform locations, heights, colors (all blue) and letter styles. Custom company logos are not allowed.

The wall signage in this Sarasota, FL commercial development has uniform locations and colors (all white) but the letter styles are allowed to vary. Custom company logos are not allowed.

The wall signage in this Sarasota, FL commercial development has uniform locations, maximum heights, but the colors, letter styles and heights are allowed to vary.

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OTHER STREETSCAPE FEATURES Streetscape features can either detract from or enhance the overall appearance of the Corridor Plan Study Area. In addition to fulfilling their individual functional requirements, all the elements of the streetscape must work together to give a sense of a continuous, attractive appearance to a road corridor. Newspaper Vending Boxes The potential proliferation of newspaper vending boxes along Douglas Street, Buchanan Street and other major roads in the Corridor Plan Study Area would be obtrusive, particularly the brightly colored ones, which are typically located at corners near the roadway (See Figure 7G). Many times they are anchored to public light poles and street furniture, which can be damaging as well as unattractive. Newspaper vending boxes should be located so that they are easily accessible, but they should not obstruct traffic or pedestrian walk ways. As elements of the streetscape along these roadways, they should contribute to a clean and uncluttered look. Some communities adopt ordinances that regulate the use of newspaper vending boxes on public property. In order to achieve some continuity in the future newspaper vending boxes throughout the Corridor, the Committee encourages the use of combination unit newspaper boxes painted in the same color or with muted colors where there is more than one newspaper vending box, whether they are located in the public right-of-way or on private property. An example of this can be seen on Figure 7H & 7N.

Figure 7N

Combination Units at Schnucks Grocery Store in Carbondale, IL

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Festivity Banners The use of festivity banners within the Corridor Plan Study Area is encouraged. These banners can be suspended from the streetlights or parking lot lights and could promote City or County events, special events, tourism, holidays, areas of interest in the City, businesses, or they can be used for artistic purposes. An example of a festivity banner can be seen in Figure 7O. Accent Paving The use of accent paving to delineate pedestrian areas or to create special emphasis is encouraged throughout the Corridor Plan Study Area. Developments can utilize brick pavers or textured concrete at driveway entranceways, crosswalks or on sidewalks within their site. The accent paving helps create a distinctive identity that would be very much in keeping with the appearance desired for the Corridor Plan Study Area. An example of accent paving used at a crosswalk can be seen in Figure 7P.

Figure 7O Figure 7P Festivity Banner in Chicago, IL Accent Paving at a crosswalk in Tarpon Springs, FL

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STREET LANDSCAPING A planting scheme for the public ROW, supplemented by plantings within private properties adjacent to the main roadways in the Study Area will effectively create an identity for the Corridor Plan Study Area and promote highway beautification. This landscaped corridor should include canopy tree species that are native to Illinois and commonly found in the Corridor Plan Study Area, to the greatest extent possible. In addition to improving the corridor aesthetically, landscaping along the roadways would create green spaces or buffers which serve to improve land use compatibility, reduce the negative visual impacts of surface parking, aid in noise and lighting abatement, air pollution control and provide habitat for wildlife. Landscaping Strategies Within the Public Right-of-Way As mentioned previously in the existing conditions section, there is no existing landscaping in the public ROW currently, but the new interchange may be landscaped as part of the roadway improvement project. This landscaping has several benefits which include: breaking up the monotony of the widened pavement area; providing relief from the traffic impacts to the property owners along the roadway; reducing areas to be mowed, and providing aesthetic value to motorists. An effective maintenance program is essential to retain the appearance and viability of the future landscaping within the public right-of-way in the Corridor Plan Study Area. Maintenance costs are minimized with the selection of plant species that have the ability to withstand drought, freezing, wind, excessive heat and air pollution. The landscaping within the public right-of-way along the interstate will be maintained by IDOT. Landscaping Strategies on Private Property The future landscaping within the public ROW will be complemented by the landscape buffers installed on new development and redevelopment in the Corridor Plan Study Area. The following section on landscaping strategies addresses landscape buffers, native habitats/existing landscaping, landscape design strategies, and a public/private partnership. Landscape Buffers As indicated on the Future Land Use Plan Map (See Figure 2A), the future land uses may include industrial, commercial, office, recreational, single family residential and multi-family residential. There are existing requirements for landscaping in the industrial and business districts as previously mentioned. The number and size of the trees and shrubs are not given in the zoning regulations and there is no mention of combining berms, walls, or fences with the landscape buffer. The following graphics on Figure 7Q illustrate examples of various landscape buffers. It should be noted, that while wood fences provide an effective visual buffer, they can fall into disrepair over time and become an eyesore.

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Newly Replaced Wood Fence Screen Unmaintained Wood Fence Screen

Landscaped Berm Screening a Landscaped Berm Screening a Single Family Subdivision Condominium Complex

Landscaped Brick Screen Wall Landscaped Masonry Wall with Stucco Finish

Figure 7Q Various Landscape Buffers

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Landscape Design Strategies The design of landscaped islands in the parking lots and entranceway medians for new development in the Corridor Plan Study Area should complement the landscaping used in the buffers and in the public right-of-way. These simple buffer techniques will help coordinate the landscaping in the various developments and link them together throughout the Corridor Plan Study Area. Due to the nature of industrial areas, there are a lot of chain link fences used to protect outdoor storage areas. Recognizing this fact, the committee investigated ways to improve the aesthetic quality of these fenced in areas. Consideration should be given to planting vines, low level bushes, or a hedge along the chain link fences in the industrial area to soften the effect of the fences. This landscaping will act as visual screen for the outdoor storage areas, and refuse areas in some instances, while enhancing the visual qualities of the industrial area. The scheduled roadway improvements will have a negative effect on many of the existing single family residences and business fronting Douglas Street and Buchanan Street. These impacts can be partially mitigated by planting new landscaping material, such as canopy trees and large shrubs, along the roadway on private property. Many of these properties will be redeveloped in the future with non-residential uses. When they redevelop, landscape buffers and improved building orientation will lessen the impact of the new roadway. A voluntary landscaping program could be developed for properties in the study area with limited existing landscaping. For example, the goal could be for property owners to plant two or three trees adjacent to the roadway running through their industrial or business park. If interest is strong enough for this type of proposal, the local nurseries could be contacted to see if they would be interested in supplying the trees at group rate prices. Participants in this landscaping program could be given awards of recognition from the City to acknowledge and show appreciation for these improvements. The aforementioned landscape design strategies are only recommendations and would have to be implemented by the various property owners. They are intended to provide design ideas and options for the property owners to consider. Public/Private Partnership The design of Douglas Street and Buchanan Street has limited roadside public right-of-way which severely constrains what can be done in terms of a landscaping scheme for the Corridor Plan Study Area. An opportunity exists, however, for the City and citizens in the Corridor Plan Study Area to form a public/private partnership to develop a landscaping program on private property if authorized by the City Council. This landscaping program could address the need for buffering individual homes from the roadways while developing a unified corridor appearance.

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The landscaping program for the Corridor Plan Study Area could involve a number of opportunities for a joint public/private partnership such as: • An agreement from property owners on selected sites to allow the City to plant

young trees on private property provided the property owners maintain them. The City or a knowledgeable volunteer could answer landscaping questions, as needed, regarding proper maintenance, provide a tree maintenance demonstration, or provide a list of tree maintenance tips to the various property owners.

• Permission from property owners to allow the City, County or local builders to

relocate new trees (e.g., trees that need to removed from other areas or were scheduled to be uprooted and destroyed due to construction) onto their property with the agreement that the property owners will maintain them.

• The City could develop a design scheme for the landscaping on private property in

cooperation with the homeowners. This coordinated effort would help ensure that the landscaping on private property is compatible with the landscape design for the ROW. The installation of the landscaping along the roadways could be completed by the City in conjunction with the landscaping at the interchange. The maintenance of the plant material on private property would be the responsibility of the property owner.

• Local civic groups could form an adopt-a-highway program to install and maintain

new landscaping. Gardening clubs, scout troops, or schools could be involved as well.

If the level of interest is strong enough for this type of proposal, it would increase the landscaping opportunities within the Corridor Plan Study Area, promote highway beautification, aid in continuing the landscape program that has been implemented in the public right-of-way during the road improvement project for IL 336, and act as a catalyst for other such programs along other City roadways. NOISE ABATEMENT STRATEGIES One land use compatibility conflict that will become more apparent as traffic volumes and development in the Corridor Plan Study Area increase is related to noise. Noise generated within the Corridor Plan Study Area may come from a single source or land use activity. However, given the character of the area, it is more likely to come from a linear source such as traffic on Douglas Street, Buchanan Street and IL 336. Consequently, measures to deal with this potential problem will be focused on the interface between traffic generated noise from these roadways and its effects on adjacent development.

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Noise Mitigating Techniques In considering possible measures to mitigate the effects of traffic generated noise, efforts can be concentrated in three areas: 1) at the source, 2) in the path, or 3) at the point of reception. To muffle sound from the source, necessary measures would likely involve redesigning vehicles and engines which is beyond the practical regulatory control of local government. Consequently, practical mitigation measures are ones that could increase the distance between the source and the receiver, or break the path by reflecting, deflecting, or absorbing the source of the sound and shielding the receiver. Specific attenuation techniques would include retaining and supplementing existing vegetation along the roadways and creating landscape buffers. Landscape materials that are the most efficient in absorbing or reflecting noise should be selected for buffers. The most effective noise mitigation measure, however, would be the use of this vegetation in combination with a berm, wall, or fence. Such a buffer would reduce noise and create a positive psychological impact on the perception of noise, by visually eliminating the source of the noise. Typically, noise reduction of up to 10 dBA can be achieved from a barrier of dense vegetation, up to 20 dBA for a wall, and up to 23 dBA for a berm. The suggested noise mitigating technique that would be most effective for new development near the highway or along Douglas Street would be the combination of landscaping (e.g., mixture of canopy trees, understory trees, hedge) and a berm. Some examples of various buffers are contained in Figure 7Q. APPEARANCE CODES An opportunity exists to upgrade the aesthetic quality of new and existing buildings in the Corridor Plan Study Area. It is not the intent of this Corridor Plan to impose strict standards on all buildings, but rather develop strategies to increase the compatibility between buildings on the same parcel and on adjacent parcels. One technique for blending land uses in the Corridor Plan Study Area is the coordination of certain architectural characteristics through an appearance code. The goal of an appearance code is to identify techniques for new development or redevelopment to promote a higher quality of design that is compatible with adjacent structures, which will contribute to the overall urban design strategies of the Corridor Plan Study Area. Existing Non-Residential Buildings The majority of the property along Douglas Street and a portion of Buchanan Street contained in the Corridor Plan Study Area is developed. Many of the buildings in the Study Area are older and need some minor maintenance. There are a number of things that the property owners can do to make this area more aesthetically appealing to visitors entering the City along these two gateways. The goal of these recommendations is to improve the image of the area so new businesses are attracted to this area and to

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encourage Class A type development. There are a number of small things that can be done that are inexpensive but will have a cumulative effect if several individual property owners implement them. Some of the recommendations are as follows:

• Improve the maintenance of the existing lawns and landscaping.

• Gravel parking areas could be paved with asphalt or existing paved lots resealed and the parking stalls restriped. Prior to the repavement of the parking area, consideration should be given to incorporating a landscaped area around the perimeter of the building to increase the amount of greenspace on the parcel. This additional landscaped area allows for more impervious service to exist and it eliminates asphalt paving going up to the edge of the building.

• If there are a sufficient number of parking lot stalls, consideration should be given to

converting some of the parking stalls into landscape islands to increase the amount of pervious surfaces.

• The screening of exterior items such as garbage dumpsters, utilities, outdoor

storage items, propane gas tanks and mechanical equipment may be considered. The screening may include any combination of landscaping and building materials to screen these items from public view.

• Improve the signage to make it more visually appealing; this includes wall signs and

ground signs. Consideration should be given to the use of monument signs with materials, finishes and colors consistent with the buildings they identify while incorporating addresses. See the signage regulations contained in Chapter Two.

• Repaint the exteriors of the buildings to give them a fresher, newer look. Accent

colors or materials could be incorporated into the refinishing to give the building more distinction and break up the monotony of plain walls.

• Consideration should be given to the use of colored awnings or canopies above

doors and/or windows. These awnings can be used to accent the building, give it more color and they can be used for signage purposes. The names of the individual building tenants, the business name and the address can be incorporated into the awning design as well. Depending on the style and materials used, the awnings can be backlit at night for additional visibility.

• One building improvement to consider is the use of a defined front entrance. A

simple redesigned entrance to a building could include an architectural feature to give the building a certain distinction, a place for signage, and a clearly marked entrance for the customer.

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• The existing security lighting fixtures could be updated to be more aesthetic than the current cobra head fixtures extended from the building exteriors. Possible improvements include the use of low level parking lot standards or more modern and effective building light fixtures.

• Retention/detention areas can be designed to be an integral part of the site and a

major focal point. • A unifying feature should be developed for use throughout the future industrial park

and business park to help customers identify with it. Examples of unifying features include: monument signs at the entrance, accent paving at entrances, crosswalks, or sidewalks connecting the developments, a common style of streetlight, and landscaping (e.g.; at entrances, in medians, around signs and buildings).

These proposed building improvements are recommendations and would have to be implemented by the various property owners. They are intended to provide design ideas and options for the property owners to consider. Outparcel Treatment One technique for blending separate business developments is through the coordination of architectural characteristics. For example, coordination should take place between the architectural characteristics of outparcel development and the primary structure on the parcel. Efforts should also be made to unify all of the development on a parcel in an attempt to create compatibility between the buildings. This blend in development can be achieved by using similar exterior colors, compatible design features such as similar roof shapes or materials, and through complementary landscape materials, signage and lighting. These similarities will unify the development on the parcel and prevent the outparcel development from detracting from the primary structure. Screening and Buffering To improve compatibility between adjacent land uses, it is necessary to buffer unsightly elements. This buffering should be designed to complement the related developments. The primary areas of concern are refuse disposal areas, roof top equipment units, large public service utilities, loading and storage areas. It is recommended that development along the interstate not use building front yards to house loading, storage, or refuse areas. It is also recommended that trash dumpsters and similar facilities be screened from public view on all four sides. All mechanical equipment, including heating, ventilating, and air conditioning machinery, and public utility service fixtures, etc., should be screened from public view. Such screening may include any combination of landscaping and construction materials. If building materials are to be utilized for screening purposes, such materials should be consistent with the architectural design of the structure. (See Figure 7R)

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Figure 7R Screening Methods

(Source: Appearance Codes for Small Communities, 1983)

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Rear Wall Treatment Within the Corridor Plan Study Area, one of the goals is to enhance the overall aesthetic quality. One method to achieve this is to ensure that new buildings are compatible with the surrounding development, especially between residential and non-residential uses. Typically, the back walls of non-residential development do not contain the same exterior materials as the front, and side walls and are not maintained as well. When less attention is given to the design and maintenance of the rear walls of these buildings, it often results in a very undesirable view from adjacent residential areas. In commercial centers, many times the outparcels become buildings with all four exterior walls in full exposure due to the site layout, creating a structure with four front facades. In an effort to reduce the negative impacts between residential and non-residential structures, attention should be paid to the rear elevation design of the building. At a minimum, exposed cinder block walls should be avoided. FUNDING AND FINANCING MECHANISMS To successfully implement an urban design program for the Corridor Plan Study Area, funding and financing mechanisms need to be investigated and an overall strategy developed. These investigations should include potential assistance from various governmental sources and public/private partnerships involving neighborhood, community and civic groups and business organizations. Funding is needed for both capital improvements and continuation for long-term maintenance. Capital improvement budgets for urban design projects may include permit fees, materials, labor, construction expenses associated with site clearing, preparation, installation of facilities and site restoration. Some of the potential sources of funding are identified below: Federal Funding • Cooperative Forestry Assistance Act of 1978 --This authorizes the U.S. Forest

Service to assist in the planning and implementation of urban forestry programs in cooperation with state foresters or equivalent officials. Federal funding is often limited to pilot projects that serve as models for other locations and programs that solve regional problems. Funds are generally given to projects with widespread, multiplier effects, including those that stimulate the local economy and generate private sector funding, and projects that demonstrate successful approaches and thus encourage similar efforts in other communities.

• Community Development Block Grants (CDBG) -- An urban design program which

improves the economic quality and living environment for the residents of an urban community, including those individuals with low and moderate incomes, may qualify for a block grant. CDBG grants, which are administered by the individual states, are available to communities with a population of less than 50,000; Carthage is eligible for CDBG funds.

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• America the Beautiful Program -- This federal program promotes tree planting through volunteer activity. Regional urban forestry offices will be responsible for distributing the funds. Priority will be placed on programs that specifically emphasize volunteer activity and community involvement.

State Funding • One source of funding for landscaping is the State Beautification Initiative to

improve the quality of life in our state, enhance tourism, restore tourism, restore Illinois’ ecological identity and to make our state a more attractive place to live. The Wildflowers of Illinois program has been developed as portion of that initiative. The Program began in Spring 2004 with two separate undertakings, Wildflowers for Illinois Gateways and Wildflowers for Communities. It utilizes existing roadside enhancement and maintenance funding to plant native wildflowers and prairie plants in the place of manicured turf along roadsides of our state highway system. Plant materials and labor will be contributed to the program by the Illinois Department of Natural Resources and the Illinois Department of Corrections. Illinois and other vendors will supply the balance of materials needed for successful planting and establishment of the gateways, which will be funded by existing roadside maintenance budgets.

After signing an agreement with the department to participate in the program, each

community will select locations along state highways within their communities, and develop a plan for the establishment of the wildflowers with the assistance and approval of department Landscape Architects. The communities will then install the plantings with contractors, their own employees, or community volunteers such as Master Gardeners. Watering, weeding and other similar cultural needs will be arranged by the communities, usually employing similar resources. The agreement provides for an initial grant from the department of up to $35,000 with a $5000 local match per community. The local portion may be a cash outlay or in-kind services. The agreements also provide for two years maintenance by the communities with a reimbursement of $5,000 per year for that work.

• The Illinois Transportation Enhancement Program (ITEP) is a reimbursable program that is funded by a 10 percent set aside of the Federal Surface Transportation Program. The ITEP provides funding for community based projects that expand travel choices and enhance the transportation experience by improving the cultural, historic, aesthetic and environmental aspects of our transportation infrastructure. Each state has the flexibility to create a program that best suits its needs, within the limits of federal and state law. Project sponsors may receive up to 80 percent reimbursement for project costs. The remaining 20 percent is the responsibility of the project sponsor. In order to qualify for funding, a project must qualify as one of the 12 eligible activities listed below and it must relate to surface transportation.

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• Pedestrian and bicycle facilities • Historic preservation • Rehabilitation of historic transportation facilities • Landscaping and scenic beautification • Scenic and historic highways scenic easements • Transportation museums • Outdoor advertising control • Safety education for pedestrians and bicyclists • Rails-to-trails corridor preservation • Archeological planning and research • Mitigation for roadway runoff and wildlife connectivity • Scenic or historic highway programs

The most recent solicitation for enhancement projects ended August 1, 2005 was a huge success. In all, IDOT received 376 applications for enhancement funds totaling almost $512 million dollars in total project costs. City Funding • General Tax Revenues. • Carthage Motor Fuel Tax (MFT) Program – The MFT Program currently funds a

number of urban design features in the City which include: street lighting, street signs and sidewalks.

Private Funding In addition to government funding sources, specific urban design projects may be supported by civic groups, charitable foundations, private corporations, fund-raising projects or any combination of these. Some of these potential sources are indicated below: • Community groups and service organizations such as the Jaycees, Rotary, Lions,

Kiwanis and the League of Women Voters which possess fund-raising expertise.

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• Contributions to trust funds having non-profit, tax-exempt status. These funds could then be utilized for specific projects.

• Tax-deductible contributions to community foundations in which the collected funds

are distributed to community projects. • Private foundations having tax exempt, non-profit status, distribute donations to

worthwhile projects. • Interest accrued from an endowment fund could be used to support a long-term

project while the principal is retained. • Corporate and private donations could be solicited with possible matching fund

programs. Corporations within the Corridor Plan Study Area may be interested in contributing to the support of an urban design program used to upgrade the image and identity of the area.

• Non-monetary support, including volunteer programs, could contribute labor,

materials, and/or equipment that can offset project expenses. • Garden clubs in Carthage and Hancock County could be responsible for the

donation of wildflower seeds to be planted by the State. Assistance may also be given by garden clubs on the City's proposed public/private partnership landscaping program.