AG 1992 12 21 - Laserfiche WebLink

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High density residential is indicated on the map in areas and extensions of areas that have already begun to develop at this density. It should be noted, however, that within this range of four to eight units per acre, most of the existing high density residential has taken place more toward the lower end of the range, i.e. four units per acre. High density residential development is shown as continuing from the southwestern border of the City of Concord fanning out westward to Coddle Creek. It is a both a logical extension of existing residential development patterns and a balancing of the already abundant supply of industrial/future employment land for the area, discussed in detail below. While it is highly likely that land area contiguous with the already developed residential area on the eastern end of Subarea Two will evolve into high density residential, the future use of the western area of Subarea Two, particularly about the proposed routing of the Westside Bypass, is not quite as easy to fo~t~late. The fact that the actual routing of the Westside Bypass from Crisco Road south is not yet established presents a major unknown. It is certairdy reasonable to assume that given the presence of Highway 29 to the South and Interstate 85 to the north, the dividing line between high density residential and future employment could be more to the center of the subarea as long as the orientation of any future nonresidential use remains to either of these two major roads, i.e., 1-85 or Highway 29. Its rationale for creation is found in its name, bypass. The road was conceptualized to serve as an alternative north-south road, that is to bypass other roads that due to heavy development no longer function as principal arterial roads but more as 35 mph strips, oriented toward selling and commerce. Over the past year there has been a strong push by several Rowan communities and agencies to redefine the purpose of the bypass. This would push the northern leg of the project far from Kannapolis, effectively bypassing Kannapolis while serving the western side of Rowan County. Obviously, the specific location of the road has significant implications on both its use and function. The proposed Westside Bypass is discussed at length in the transportation section beg'inning on page . As this portion of Subarea Two develops over the next twenty years, much will depend on the sensitivity of large land owners in the area to the concept of the bypass and the need to buffer and visually screen possible nonresidential development from existing residential neighborhoods. The first of the nonresidential uses shown for Subarea Two is commercial and shown at six different locations around the subarea. Established general commercial areas are located along the major l'dghways, the most notable being at the intersection c~f N.C. Highway 73 and Interstate 85, and along U.S. Highway 29. Other areas have been established in the Pop]ar Tent Road area, for the most part, near U.S. Highway 29. One established area of neighborhood commercial exists on Poplar Tent Road, at the Eva Drive and Rock Hill Church Road intersections. Development tret~ds along U.S. 29 will likely continue to be commercial. Noise levels and high volumes of traffic make the area unattractive for residential development. Commercial concentrations elsewhere include the Rock Hill Church Road/PopIar Tent Road, Rock Hill Church Road/Weddington Road and the Poplar Tent Road/Eva Drive/Rock Hill Church Road intersections, all of which will serve the rapidly growi'ng residential areas in the vicinity of Weddington Road and the Interstate $5 proposed Westside Bypass interchange. An additional commercial node is shown where the Westside Bypass crosses N.C. 73 East. This node is also indicated in the Northwest Cabarru. s Small Area Plan. Interchanges and major interseCtions are traditionally attractive areas for commercial development, particularly development of the convenience nature. The Rustic/Rural Drive areas on the south side of N.C. Highway 73, whiIe currently accommodating a wide variety of land uses, should develop commercially. With industrial property on two sides, this area would provide transition for the residential ]and uses to the east. Industrial land uses are primarily located w~th access to major transportation routes. These areas include International Business Park and Niblock Industrial Park between Poplar Tent Road and N.C. Highway 73, and an area on the west side of Interstate 85. These areas, particularly International Business Park, have been specifically designed as industrial property. Industrial development is planned on the north side of Poplar Tent Road, directly south of International Business Park. Residential development in such a location adjacent to industrial property is discouraged. Philip Morris owns a large amount of land between U.S. 29 and the Cabarrus Country Club. The stated intent of the company is to eventually develop the land in a manufacturing or industrial use and that development is encouraged. Once again, care should be taken in site development to provide adequate buffering on the edges, orientation to U.S. 29, and access that aligns with current signalized access points on U.S. 29. This area is projected for future employment to help assure that that care is taken and to alow WESTERN AREA PLAN DRAFT 4 PAGE 17