Comprehensive Resiliency Plan

Transcription

BREAUX BRIDGE
COMPREHENSIVE LONG-RANGE RESLIENCY PLAN
October 2012
TABLE OF CONTENTS
Acknowledgements…………………………………………………………..i
Chapter 1 Project Overview…………………………………….….…1-1
o Background – Why Plan?.............................1-1
o By Who’s Authority……………………………………1-1
o Resiliency and Sustainability…………………..…1-1
o Purpose……………………………………………………..1-2
o Mission………………………………………………….....1-2
o Vision………………………………………………………..1-3
o Approach and Methodology……………………...1-3
o Public Involvement ……………………………………1-3
o Review of Literature……………………………….…1-4
Chapter 2 History and Tourism……………………………………..2-1
o History………………………………………………………2-1
o Festivals and Tourism…………………………….….2-1
Chapter 3 Site Inventory………………….………………….…..……3-1
o Regional Setting………………………………………..3-1
o Geology and Topography…………………………..3-1
o Regional Drainage Patterns……………………….3-2
o Levee Protection……………………………………..…3-3
o Light Detection & Ranging (LIDAR Analysis).3-3
o 2010 FEMA DFIRM……………………………………..3-4
o Soil Suitability and Recommended Use………3-4
o Transportation…………………………………………..3-5
o Bayou Teche Scenic Byway…………………………3-5
o Traffic Generators……………………………………..3-6
o Street Conditions and Locations………………..3-6
o Pedestrian and Bicycle…………………………….…3-6
o Other Transportation………………………………...3-7
o Federal, State or Local Plans………………………3-7
o City Government and Budget-Revenue and
Expenditures…………………………………………...3-11
o Demographics………………………………………….3-13
Chapter 4 Land Use and Character………………………………..4-1
o Introduction………………………………………………4-1
o Existing Land Use……………………………………….4-1
o Community Character………………………………..4-6
o Plan focus Areas and Strategic
Recommendations…………………………………….4-8
o Future Land Use……………………………………...4-26
Chapter 5 Growth Management and Capacity…………......5-1
o Introduction………………………………………………5-1
o Plan Focus Areas and Strategic
Recommendations…………………………………….5-2
Chapter 6 SWOT Analysis………………………………………….…..6-1
o Introduction………………………………………………6-1
o Strengths…………….…………………………………….6-1
o Weaknesses……………………………………………….6-3
o Threats………………………………………………………6-4
o Opportunities….…………………………………………6-5
Chapter 7 Implementation………….…………………………………7-1
o Introduction………………………………………………7-1
o Action Agenda…….…………………………………….7-1
o Table 7.1 Action Plan
Appendix A Existing and Future Character Areas....………A-1
Appendix B Memorandum……………………………………………B-1
Appendix C Meeting Notes……………………………………………C-1
Chapter 3 Maps
o Map 3.1 Drainage Basins
o Map 3.2 West Atchafalaya Protection Levee
o Map 3.3 LIDAR
o Map 3.4 FEMA DFIRM
o Map 3.5 Soils
o Map 3.6 Cultural & Historical Districts
Chapter 4 Maps
o Map 4.1 Existing Land Use
o Map 4.2 Residential Building Condition
Assessment
o Map 4.3 Existing Character
o Map 4.4 Beautification Plan
o Map 4.5 Future Land Use and Growth Plan
Chapter 5 Maps
o Map 5.1 Thoroughfare Plan
o Map 5.2 Sidewalk Plan
o Map 5.3 Utility Service Areas
ACKNOWLEDGEMENTS Mayor Thanks also to … Individual residents, business owners, property owners, community organizations, and others who participated in and contributed their insights and ideas to Breaux Bridge’s long‐
range planning process. Jack Dale Delhomme
City Council Terry Thibodeaux
Howard Alexander
Albert Menard
Glenn Michael Angelle
Gary “Bimmie” Champagne
Advisory Committee* Tina Begnaud
Becky Blanchard
Ricky Calais
Brian Castille
Beth Guidry
Henry Derouselle
Shiela Landry
Ray Pellerin
Chad Teriot
Randall “Crip” Cormier
Planning and Zoning Becky Blanchard
Joe “Rick” Pearson
Ruby Celestine
Rick Calais
Errol Le Blanc
Irma Huval
Rev. Dempsey Davis
Norris Theriot
Consultant Team
T. Baker Smith, LLC.
Lucien “Lu” Cutrera
Jason Abshire
Dana Delaune
Shelly Li
Kendig Keast Collaborative
(for their contributions on Chapters 4, 5, 7, and Appendix A and B)
Bret Keast, AICP
Matt Bucchin, AICP
Susan Watkins
Development Concepts, Inc.
Mark Allemond
*Names of some members of Advisory Committee omitted due to
referencing in City department acknowledgement.
1-1
Chapter 1
PROJECT OVERVIEW
Background - Why Plan?
Comprehensive plans focus on the ability of a community to create a vision
for its future. It then allows the community—its citizens and elected
officials—to create that vision by guiding and legislating future land use and
community character.
This vision’s focusing mechanism is based on the community’s collective
input. This input will be obtained from elected officials, planning and zoning
officials, and other citizens of the community. The desires of the community
will be presented in the comprehensive plan.
In that regard, accomplishing manageable goals within an implementation
strategy has proven to be a successful approach. It allows a community to
manage its growth (or lack thereof) by capitalizing on its strengths,
strengthening its weaknesses, minimizing threats, and making the most of
opportunities. The plan captures the vision of the community and commits
the local government and its representative citizens to implement specific
tasks while maintaining focus on the long-term outcome(s).
“By failing to prepare, you are preparing to fail” – Benjamin Franklin
By Who’s Authority?
The municipal planning commissions of Louisiana have been empowered
with the ability to draft and adopt their own comprehensive plan by as
defined by statute LRS 33:101. Once approved, approval by the
municipality’s governing authority is required.
Resiliency and Sustainability
Louisiana is geographically located in an area that is often the victim of storm
events. To recover from these events, a substantial amount of resources
from individuals and local, state, and federal government is often required.
It is a goal of the plan to promote a sustainable and resilient environment in
which a community can thrive—economically, socially, and environmentally.
1-2
An overriding objective of this comprehensive plan is resiliency, i.e., to
minimize impacts resulting from future hazard events and allow for rapid,
efficient recovery.
Another overarching goal for this plan as established by the funding
authority is to plan within a framework focused on sustainability as it
relates to the health, safety, and welfare of the community. This, too,
must be comprehensive economically, socially, and environmentally.
Guiding principles of the planning process relative to Smart Growth are
the following ten principles:
Source: T. Baker Smith, LLC.
1)
2)
3)
4)
5)
6)
7)
8)
9)
10)
Mix land uses
Take advantage of compact building design
Create a range of housing opportunities and choices
Create walkable neighborhoods
Foster distinctive, attractive communities with a strong sense of place
Preserve open space, farmland, natural beauty, and critical
environmental areas
Strengthen
and
direct
development
toward
existing
communities/infrastructure
Provide a variety of transportation options
Make development decisions predictable, fair, and cost effective
Encourage community and stakeholder collaboration in development
decisions
Purpose
The objective of the comprehensive plan is to develop guidance tool for
Breaux Bridge in creating a long-range scope to shape economic,
environmental, and social development. This plan will serve as a tool to
facilitate the planning process by bringing to light current issues and
presenting viable methods, which if implemented, can lead to successful
development. This plan supports future infrastructure development,
recreation, economic investment and reinvestment, tourism, and community
beautification. Thus the overall purpose is to create a sustainable and
resilient Breaux Bridge.
Mission
The mission of this comprehensive plan is to extend the cultural flavor of the
Downtown area to all parts of the community and define the character by
this extension.
1-3
Vision
Through meetings with Breaux Bridge citizens, business owners, and
government officials a vision for the future of Breaux Bridge was developed.
“Breaux Bridge should strive towards becoming a resilient and sustainable
Acadian community, committed to molding its future growth in a pattern
that preserves its heritage and cultural appeal while promoting modern
opportunity for its future generations.”
Approach and Methodology
The approach of the comprehensive plan is a multifaceted attempt to develop a plan to lessen issues
and threats and capitalize on existing strengths and
opportunities inherent in the community. In an
effort to achieve an equitable balance between
economics, environment, and social aspects, a
comprehensive inventory of the community
focused on these three areas has been prepared
followed by an analysis of empirical and anecdotal
data. This data provides evidence used to develop
strategic recommendations to guide policy
decisions for the city, elected officials, and its
citizens in everyday life and in business.
Public Involvement
Though data modeling plays a significant role in the planning process, public
input is also necessary in developing empathy for the community,
understanding the desires of the citizens, and shaping the plan to fit the
specific needs of Breaux Bridge. By developing such a high level of public
involvement, an informed constituency develops, thus giving the community
the opportunity to direct its own future. A SWOT analysis was conducted
using community input and analysis. The SWOT (strengths, weaknesses,
opportunities, and threats) are evaluated and analyzed in an effort to
determine what existing factors will affect the comprehensive plan.
 Council Briefings — The City was briefed at quarterly intervals with
updates as to the status of the project.
 Key Person Interviews — During the project, a series of key person
interviews was conducted. These interviews included persons working in
infrastructure and city administration as well as concerned citizens
volunteering information, and others randomly selected. Interviews
were conducted to develop a better understand of the needs and desires
of the community. A substantial number of the initial SWOT findings
(Strengths, Weaknesses, Opportunities, and Threats) were determined
through these interviews as the citizens communicated opinions and
concerns about the community.
1-4

Committees — Committees were assembled to capture
both technical and citizens’ input. Those petitioned for guidance
included city staff, elected officials, general citizenry, regional
affiliates, and consultants. The input helped to direct the project
to ensure that its recommendations were specific to the desires
of the community.

Round Table Meetings — Small groups of individuals
from similar backgrounds were assembled for a specific and
detailed discussion about key issues discovered by staff through
the interview process.

Town Hall Meetings — Two Town Hall Meeting forums
were held to reaffirm the accuracy of initial citizen input, to
inform the public as to initial findings, and to receive additional
feedback from the community.
Town Hall Meeting
Review of Literature
The plan is evolved from not only field work and public input but also
from extensive research into prior related studies, existing ordinances
and codes, regional and state data sources, and other published works.
Listed below are the primary literary sources used in the development
of the comprehensive plan.





 Breaux Bridge Transportation Study (May 1977)
 Breaux Bridge Housing Study (October 1977)
 Breaux Bridge Code of Ordinances (1979)
 Breaux Bridge Proposed Zoning Ordinance (2008)
 St. Martin Parish Hazard Mitigation Plan (November 2009)
Breaux Bridge-Urban Design for a Small Town (1998)
Roadside Geology of Louisiana (1995)
Soil Survey of St. Martin Parish, Louisiana (April 1977)
Lafayette Metropolitan Planning Organization (MPO)
Additional Research: Federal Emergency Management Agency
(FEMA), United States Geological Service (USGS), ATLAS-Louisiana
Statewide GIS, US Census Tiger/Line, Louisiana Department of
Transportation (LDOT, United States Department of Agriculture
(USDA), National Recreation and Park Association (NRPA), The
Nature Conservancy, Louisiana Department of Environmental Quality
(LDEQ), Municode.com.
2-1
Chapter 2
HISTORY AND TOURISM
History
In 1771, Firmin Breaux purchased land from a New Orleans
merchant that eventually became what is now Breaux Bridge. In
1799, Breaux constructed a suspension footbridge tethered to
large oaks on respective sides of the Bayou Teche. Breaux
Bridge’s namesake was derived from travel instructions to cross
the Bayou Teche, one should “take Breaux’s bridge.” Some 18
years later, Firmin’s son, Agricole constructed a large bridge
capable of carrying vehicular traffic and thereby connecting both
sides of the bayou for commerce and residential development.
Agricole’s widow, Scholastique Picou Breaux, drafted a city
charter, and the city was founded in 1829. The next 100 years
would bring civil war, two world wars, the Great Depression, the
Great Flood of 1927, numerous economic hardships, and
numerous hurricanes for which south Louisiana is known. In
contrast, despite the hardships and economic downturns, Breaux
Bridge continued to grow, and in 1959 it was incorporated. In the
year of its centennial, 1959, the Louisiana legislature officially
designated Breaux Bridge as "la capitale Mondiale de l'ecrevisse"
or "the crawfish capital of the world". This title has gained
notoriety and routinely attracts visitors from all over the nation
and the world.
Statue of Scholastique Breaux-Located
in Breaux Bridge.
Festivals and Tourism
The Breaux Bridge Crawfish Festival, which started in 1960, is an annual
festival that attracts thousands of visitors to the city. The festival is a longstanding tradition for many, and in 2010, Breaux Bridge celebrated the 50th
year of the event. Held in May, the three day festival consists of amusement
rides, live Cajun and Zydeco music, arts and crafts, and an assortment of
Cajun foods. Also, the festival offers lessons in traditional Zydeco dancing
and Bourée, a card game often enjoyed by Cajuns. The festival is
accompanied by a parade, adult pageantry in which a Crawfish King and
Queen are named, and junior pageantry in which children receive the same
accolades.
2-2
Blooming on the Bayou, held annually in April, occurs at Parc des Pont
Breaux. The event offers an arts and crafts show, art walk, cook off, and
antique car show. Proceeds from the event are dedicated to city
beautification efforts. The city also boasts a one-day city-wide garage sale
held annually in October in which residents coordinate and map garage
sales throughout the city. This event typically draws vendors from
throughout the region as well as out of state. This relatively new event is
gaining in size and popularity. In 2011, an additional day will be dedicated
for the event.
Breaux Bridge recently gained notoriety among eco-tourists through the
Tour de Teche. The event is a 133 mile, three-stage canoe and kayak race
from Port Barre to Berwick. Held annually in October, the event was
designed to promote the preservation of Bayou Teche for recreation.
During the event, participants are encouraged to visit educational kiosks
along the bayou that provide educational opportunities focused on the
environment. The event programming also coordinates with the National
Park Service to identify public access points in need of improvement. This
event continues to evolve and adds new activities each year.
The festive atmosphere of the community is not limited to grand scale
events. Outside of the planned festivals, Breaux Bridge is home to many
smaller events held at local venues. Live bands and Cajun cuisine can always
be enjoyed at local restaurants and cafes.
3-1
Chapter 3
SITE INVENTORY
Regional Setting
In 1971, the Louisiana State Legislature passed House Concurrent
Resolution No. 496 and created a named subdivision of Louisiana
comprised of twenty-two parishes of similar cultural environment and a
French Acadian cultural persona. The region is officially known as
Acadiana. Breaux Bridge is geographically located in the “heart” of this
named region. Acadiana has gained both national and international
recognition, and is commonly referred to in the media as Cajun country.
Geology and Topography
Few realize less than 5,500 years ago the main
channel of the Mississippi River ran through what is
now downtown Breaux Bridge. Since then, the
Mississippi River meandered eastward and
abandoned the old channel known today as Bayou
Teche. As a result, Breaux Bridge is situated atop
river alluvium soils as evidenced in the United States
Geological Survey quadrangle map (see inset). This
young soil was deposited by upland erosion that
eventually founded the banks of the Atchafalaya
River Basin. Today, Breaux Bridge is protected on
the east by the federally constructed and locally
maintained West Atchafalaya Basin Levee and to the
west lays the elevated Prairie Complex. This geologic
deposit terraces above the area lowland swamps.
There soils are composed of silt, sand, and clays
deposited by streams on the ancient river floodplains
and deltas.
USGS Quad Map
Breaux Bridge, which is seated in St. Martin Parish
Source: USGS.
only 10 miles east of Lafayette and 50 miles west of
the state capital, Baton Rouge. To the south, La. Hwy. 31 and La. Hwy. 347
parallels Bayou Teche and continue approximately 13 miles southward to the
parish seat, St. Martinville. To the north, across Interstate 10, lies the city’s
nearest neighboring community, Cecelia (see inset next page).
3-2
Regional Context
Source: 2000 Official Louisiana State Highway Map
State Drainage Basins
Source: USGS
Regional Drainage Patterns
The city is situated in the Vermilion-Teche
Drainage Basin as defined by the Louisiana
Department of Environmental Quality. The
basin is one of Louisiana’s 12 major drainage
basins which collect waters from their
corresponding rivers, bayous, and tributaries.
A graphic of the state’s major drainage basins
is included in the inset at left. The VermilionTech basin receives drainage from the
tributaries of the Vermilion River and Bayou
Teche and covers over 4,000 square miles of
Louisiana. The northern portion of the basin is
an alluvial ridge, prairies, and hills, while the
lower half consists of swamps and costal
marshes.
As displayed in Map 3.1, Drainage Basins,
drainage within the city is a convergence of
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3-3
three sub-basins. Bayou Teche drains the area north of Interstate 10 and
receives flow from the east and west banks of the bayou. On the east side of
Bayou Teche, the land slopes gradually eastward, and the Bayou du Portage
sub-basin drains those waters to the swamps south of the community of
Henderson. The low-lying Cypiere Perdue Swamp receives stormwater that
falls outside the western bank of Bayou Teche. This swampland is situated
between Breaux Bridge and Lafayette and is generally considered a limitation
to southwesterly expansion of community growth.
Levee Protection
Prior to construction of the West Atchafalaya Basin Protection Levee, Breaux
Bridge was subject to flood threats from the Atchafalaya River. In 1927, the
city was the victim of substantial flooding. Parts of the community received
25 feet of water, with citizens fleeing to Lafayette seeking shelter in tent
encampments constructed for flood victims. Subsequently, Breaux Bridge,
like many other communities in Acadiana, is now protected by the levee
system constructed to control flooding from the Atchafalaya Basin. As
displayed in Map 3.2, West Atchafalaya Protection Levee, the levee forms
the west bank of the Atchafalaya Basin and extends from central Louisiana to
Calumet.
Light Detection & Ranging (LIDAR) Analysis
In October 2009, the Federal Emergency Management Agency (FEMA)
updated the parish’s Flood Insurance Rate Maps (FIRMs). The new format, as
DFIRMS or Digital Flood Insurance Rate Maps, allow users to overlay relief
data with existing federal and state geographic information system (GIS)
datasets thereby increasing the accuracy of the data sampled. Thus, the 2010
DFRIM resulted in revisions to the 100-year floodplain which more
adequately reflects areas that have been subject to past flood events.
Displayed in Map 3.3, LIDAR, is a regional view of LIDAR (light detection and
ranging) data depicted by a graduated color scale, dark blue being the
highest elevation and red being the lowest. The high ground runs along the
banks of the Bayou Teche. The elevated terrain is a result of the bayou’s past
flooding which deposited alluvial soil on its banks. These two terraces now
house the major thoroughfares that run north and south through Breaux
Bridge. To the east, the land slopes down until it reaches the West
Atchafalaya Protection Levee. The majority of the community is situated
along high ground and relatively suitable for future development. The lowest
elevations are confined within the banks of Bayou Teche and the southwest
corner of the city. The southwesterly corner is the northern boundary of the
Cypiere Perdue Swamp drainage sub-basin.
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3-4
2010 FEMA DFIRM
No significant revisions were noted on the 2010 FEMA Digital Flood
Insurance Rate Map (DFIRM) updated from the 2000 FIRM flood model
performed in the study area in and around Breaux Bridge. As displayed in
Map 3.4, FEMA DFIRM, the 2010 flood map indicates that most flooding
issues in Breaux Bridge remain confined to the banks of the Bayou Teche,
and the potential for flooding on the north side of Cypiere Swamp has
diminished from its 2000 modeled levels.
Soil Suitability and Recommended Use
As displayed in Map 3.5, Soils, the soils in and around the banks of Bayou
Teche are Gallion-Perry Complex which is typically found on swells that are
two to three feet high and 100 to 150 feet wide. This type of soil is slowly
permeable and well suited for agriculture and urban development, but care
should be taken when constructing roads due to its poor ability to carry a
load. Its main limitations are wetness, flooding, and moderate to very-high
swell (expansion from saturation) potential. The Tensas series is well suited
for agriculture and poorly suited for development. Any foundations on this
soil should be reinforced with adequate backfill to lessen shrink-swell
potential. Its main limitations are wetness, very high shrink-swell potential
and slow percolation. The Iberia Silty Clay soils are poorly drained, slowly
permeable, and have a high shrink-swell potential. Wetness is this soils
primary limitation for development. Dundee, found on the natural levees of
Bayou Teche, is typically wet, and is known to be highly fertile agricultural
ground; with proper engineering it can support roads and structures. The
regional dilemma, south of Interstate 10, is that most soils are poorly
drained, slowly permeable, and prone to flooding being younger alluvial
deposits that remain unsettled. As with most communities, the original
inhabitants of Breaux Bridge developed land that was best suited for
development. Downtown lies on Tensas Silty clay, and though it is not the
best suited soil for urban development, it is higher in elevation. East of
Bayou Teche, development has occurred on and along Grand Point Highway
(La. Hwy. 347) characterized by Dundee Silt loam, and though it is not highly
elevated, it is fairly well suited for development. Recent development along
Rees Street is atop another elevated ridge of Dundee Silt loam. The
residential developments in the southwest corner of the city (and
wastewater treatment plant) are atop Iberia Silty clay, which has similar
properties to the others, but is at a lower elevation and typically prone to
flooding. As is the case with most soils in south Louisiana, drainage is a
constraint, but with proper engineering, the local soils can be made suitable
for development.
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r
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3-5
Transportation
Interstate 10 facilitates east-west traffic through the city. Breaux
Bridge is also connected to the state capital, Baton Rouge, and
the nearby city of Lafayette via Interstate 10. The only direct
connection with the interstate is Exit 109 onto Rees Street (La.
Hwy 328). This major arterial, redesigned as a five-lane section of
roadway in 2009, serves as a major access route into and out of
the city.
With the Bayou Teche bisecting Breaux Bridge, circulation has
been forced to develop in a north/south orientation. East of the
bayou, La. Hwy. 328 brings traffic to and from the nearby
community of Cecilia. Southbound traffic follows La Hwy. 328,
otherwise known as Rees Street until the intersection of Bridge
Street. To exit the city, La. Hwy. 328 uses a connector street
(East Bridge Street) before accessing La. Hwy. 347 (Grand Point
Highway). La. Hwy. 347 and La. Hwy. 31 connect Breaux Bridge
with the nearby community of Parks and continues on to the
parish seat, St. Martinville. The west side of the bayou has no
direct interstate access. La. Hwy. 31 (Main Street) parallels
Bayou Teche and continues northward to Cecelia. La. Hwy. 347
also exits east and continues to Henderson. Doyle Melancon
Road parallels La. Hwy. 328 and marks the eastern border of
Breaux Bridge.
Three roadways span Bayou Teche—Interstate 10, Bridge Street,
and La. Hwy. 94 (Mills Avenue). Bridge Street crosses the bayou
via an iconic drawbridge located downtown (see inset). La. Hwy.
94 crosses to the north via a stationary bridge as connector
route to Lafayette. Interstate 10 is the northernmost crossing.
Breaux Bridge
Shown in the photo is the draw bridge
that is located in the Downtown historical
district. Four bridges have succeeded the
original “Breaux’s Bridge,” one of which
was burnt by Confederate troops in 1863
during the Civil War. This draw bridge
constructed in 1950 is in use today.
Bayou Teche Scenic Byway
The scenic byway stretches across Assumption, St. Mary, Iberia, and St.
Martin Parishes. This 125 mile route starts in Port Barre and eventually
splits with segments terminating in Amelia, Pierre Part (in Assumption
Parish), Vermillion Bay, and Bayou Sale Bay (in St. Mary Parish). A
section of the route (La. Hwy. 31) bisects Breaux Bridge and parallels
the west bank of Bayou Teche. La. Hwy. 347 creates the upper radius of
a loop that continues eastward onto Interstate 10 and exits south onto
La. Hwy. 3177 before rejoining the arterial route in St. Martinville. This
route allows travelers to traverse the south Louisiana landscape while
enjoying stops in Acadian communities amongst the company of their
Cajun residents.
3-6
Traffic Generators
During peak traffic periods, commuters to and from Lafayette and Baton
Rouge represent the majority of traffic in the community. Commuters
entering from Lafayette create congestion on La. Hwy. 94 (Mills Ave.), most
of which continues Downtown and spurs a second point of congestion. Also,
the Pilot Truck Stop (Rees Street and Exit 109) has generated significant
congestion for both the north and south bound traffic on Rees Street.
Additionally, semi-trucks use Rees Street (La. Hwy. 328) to bypass scales on
Interstate 10.
While Breaux Bridge enjoys a small town atmosphere, it is beginning to
develop large scale traffic issues that detract from its small town Cajun
character. Though not an issue to all of the community, some have
expressed concerns about increasing traffic congestion. Commuter and local
traffic that is beginning to clog the existing roadways will continue to do so.
Traffic relief alternatives need to be developed to alleviate existing
congestion and prepare for future increases in vehicular traffic.
Street Conditions and Location
French Influenced Arpent Lots
The image illustrates that due to French influence, the arpent
lot style (long, narrow lots) has also resulted in long streets that
parallel parcels of land and have limited connections. Often to
access the rear of the property, only personal driveways have
been constructed.
The streets and highways of Breaux Bridge
are in fair to good condition. With the
exception of Gary Drive and Hollier Road,
all are hard surfaced. However, most
streets have minimal rights-of-way, no
medians, minimal striping, and are without
curbs. The narrow streets create
hazardous situations for both vehicular
and foot traffic. Efforts should be made to
ensure
adequate
right-or-way
procurement to allow for larger medians
and pedestrian traffic. The French
traditionally partitioned land in long,
narrow sections (see inset), thus the
streets were constructed along existing
parcel divisions. Today, this has developed
into a transportation network that lacks
proper connectivity.
Pedestrian and Bicycle
Foot traffic is common, especially in the
Downtown historic district. With limited
Downtown parking, tourists and locals
generally use the existing network of sidewalks to access shopping and
restaurants. A pedestrian crossing is marked at the intersection of Bridge
3-7
Street and Main Street but no lighted pedestrian crossing signals are noted.
Recent development on Rees Street has made accommodations for foot
traffic on both sides, yet this too lacks proper signage or marked street
crossings, and it is often interrupted by open parking lots and adjoining
roadways. Few neighborhoods in the community are furnished with
sidewalks, and the pedestrian network is neither contiguous nor marked at
street crossings.
Bicycle traffic is not uncommon; however, the only marked median equipped
to handle bike traffic is the east side median on Main Street (La. Hwy. 31)
which connects Bridge Street and Mills Avenue (La. Hwy. 94). All other biking
is confined to the sidewalk network or in the roadway.
Other Transportation



Waterways — Bayou Teche is the main waterway in Breaux Bridge.
Downtown, the bayou reaches approximately 80 feet. It flows under two
stationary bridges and one drawbridge and has a nine foot deep channel
that can accommodate small vessels. While once used for commercial
transport, the channel is now predominantly used for recreation.
Airports — The nearest airport, Lafayette Regional Airport, is located
nine miles east and is home to the largest helicopter company in the
world, Petroleum Helicopters International. Though it has no
international flights, it services four major hubs – Atlanta, Dallas,
Houston, and Memphis.
Rail — Southern Pacific & Burlington Northern Santa Fe railroads once
operated daily service from Lafayette to Breaux Bridge. One segment
remains in use by local industry for transport and the remainder is free
of use. The existing abandoned right-of-way has been determined by the
Lafayette Metropolitan Planning Organization as a suitable site for
introduction of a bike trail stretching from Lafayette to St. Martinville via
Breaux Bridge. Other options for the right-of-way include a walking trail
or potentially a traffic relief route for La. Hwy. 31. Given the abandoned
corridors width, it would be suitable candidate for either scenario.
Federal, State or Local Plans
The Lafayette Metropolitan Planning Organization (LMPO)
A function of the LMPO is the oversight of short- and long-range
transportation plans; coordination of federal, state, and local transportation
programs and projects; and the allocation of federal, state, and local funds
for transportation projects and programs. The following projects that affect
Breaux Bridge are included in the LMPO Capital Improvement Plan.
3-8
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
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
Sawmill Hwy. and I-10 Interchange — La. Hwy. 354 (Sawmill Hwy.)
crosses Interstate 10, 2.3 miles west of the La. Hwy. 328 (Rees St.) exit,
and a planned interchange is to be constructed at this location.
Four Lane, La. Hwy. 95 (Breaux Bridge Hwy) — Plans indicating a
widening of the existing two lane highway from Lafayette to Berard
Street.
Sawmill Highway Extension — A southerly extension to tie Sawmill
Highway at the intersection of Hebert Avenue, to La. Hwy. 94 (Breaux
Bridge Hwy) is proposed.
Roundabouts — The MPO has suggested new roundabout intersections
at several different locations in the Breaux Bridge area.
2035 MPO Bikeway Plan — The proposed bikeway runs from Lafayette
on both La. Hwy. 94 and the existing railroad right-of -way which heads
south on reclaimed right-of-way towards St. Martinville. To the east a
segment extends down Gary Drive onto the southern segment of Doyle
Melancon extension. In addition, part of the proposed trail is a connector
route that parallels the bayou north of St. Martin Road and loops on the
west side of Lake Martin and an extension tracks south to an existing
roadbed on the east side of Lake Martin (see inset).
3-9
Southwestern LA Design Workshop
In 1998, the University Of Southwestern Louisiana School Of
Architecture launched a project in an attempt to unify the
architecture and character of the two sides of Breaux Bridge
that are geographically separated by the bayou. Focusing on
this key element, future growth strategies were developed and
the following project recommendations were offered:
 Implementation of new design character for Rees Street.
 Introduction of tree-lined boulevards and collector streets.
 Additional street lighting and trees for neighborhood
streets.
 Adequate set-backs, signage, size restrictions, lighting, and
landscape for service roads.
 Additional bridges to alleviate traffic on Bridge Street, Mills
Avenue, and Refinery Street.
 To relieve congestion on Rees Street, the Parish could
explore opportunities to add exit ramps to Interstate 10 at
Sawmill Hwy. with an extension to connect La. Hwy. 94.
Additional ramps could connect Lion Castile Road.
 Reclaim existing railroad right-of-way to connect Railroad
Street to La. Hwy. 31.
 Expand Parc Hardy to incorporate a new civic center
Source: University of Lafayette.
complex.
 Parc des Pontes de Pont Breaux is underdeveloped and should have river
walk access to Bayou Teche.
 The abandoned sugar mill property could be a natural link from Breaux
Bridge to Bayou Teche. This area could be linked with a water taxi and
utilized for tourist trips to St. Martinville.
 Further development of City Park.
 Railroad Park could utilize the abandoned railroad right-or-way and fuse
the areas that were separated by rail in the past.
 Additional small neighborhood parks.
 Development of a Nature Trail thru the Cypiere Perdue swamp giving
tourist a two-mile hike.
 Continued development of Downtown district.
St. Martin Parish Hazard Mitigation Plan
The planning pilot grant program was approved in 2007 to assist Louisiana
parishes in completing Hazard Mitigation Plan Updates (HMPU) and
amendments. St. Martin Parish’s original Hazard Mitigation Plan was
approved in 2005.
Throughout the HMPU process, committees determined that sections and
corresponding attachments of the original St. Martin Parish Hazard
Mitigation Plan needed updating which include the Planning Process, Risk
Assessment, Mitigation Strategies, and Plan Maintenance. The Planning
Process section updates include specifying plans and project lists
incorporated into the HMPU. The HMPU also incorporated civic group
presentations to further public outreach.
3-10
According to the Hazard Mitigation Plan Update prepared for St. Martin
Parish in November 2009, the major hazards the city faces are floods,
hurricanes, levee failure, expansive soils, land subsidence, and tornados.
Some specific jurisdictional risk and mitigation efforts were also detailed and
recommended as to ensure sustainability for the community.
Source: FEMA.
Jurisdictional Risk
The risks identified in the St. Martin Parish Hazard Mitigation Plan for Breaux
Bridge are listed below.
 If the Atchafalaya levee failure were to occur during the 100-year flood
event, more than 50 percent of Breaux Bridge would be subject to
flooding. Only the height of elevated areas would remain out of the flood
waters.
 Currently, seven repetitive loss structures are located in the city, and
project recommendations noted that the structures should be elevated
to eliminate future claims.
 Existing drainage in Catahoula Lake does not allow for adequate outflow
and in turn could cause flood waters to “back-up” into Breaux Bridge and
cause extensive flooding.
Mitigation Projects
Mitigation projects identified in the St. Martin Hazard Mitigation Plan
applicable to Breaux Bridge are listed below.
 Flood-proof the St. Martinville School Board Business Office.
 Construct drainage improvement near Cecelia High School.
 Improve culvert to increase drainage capacity on Grand Point Highway.
 Install larger culverts Grand Point Highway and Interstate 10.
 Install plant-auto switch at Breaux Bridge water plant.
 Install generator at Breaux Bridge City Hall.
 Install generator at Breaux Bridge VFD (main).
 Install generator at Breaux Bridge VFD (sub).
 Wind harden the Breaux Bridge City Hall.
 Wind harden the Breaux Bridge Police Station.
 Wind harden the Breaux Bridge Volunteer Fire Department (main).
 Wind harden the Breaux Bridge Volunteer Fire Department (sub).
 Wind harden the Breaux Bridge health unit.
 Elevate all repetitive loss structures.
Breaux Bridge Existing Code of Ordinance
The existing Breaux Bridge Code of Ordinances was adopted October 28,
1986, and it is a revision and supplementation of the 1975 code. In 2009, an
attempt was made to amend and update the existing ordinance. However,
due to a perceived lack of public involvement, the proposed changes were
never adopted. Detailed in Appendix B, Ordinance Critique, Assessment,
and Annotated Outline is a comprehensive analysis of the existing ordinance
and 2009 proposed ordinance, supplemented with recommended
3-11
improvements and a proposed annotated outline of a new unified
development code.
Historical and Cultural Resources
In April 2011, The Louisiana Department of Culture, Recreation, and Tourism
established the Cajun Creole Cultural District. This jurisdiction was created to
preserve the historical integrity of the Breaux Bridge Downtown area and to
further enhance Breaux Bridge’s appeal to tourists. Inside the cultural district
lies the historic district. The historic district has 30 contributing structures
with construction dates ranging from 1840 to 1940. The cultural district,
centered on the Downtown area, extends to capture additional structures
that have historical significance to Breaux Bridge. The cultural district was
created to otherwise encourage the art community to gather in the
Downtown area and to establish a broadly based arts component in the
expanded Downtown area. The district is eligible for tax credits for historic
recreation projects, and art sales are exempt from state and local taxes.
From an economic development perspective, establishing the historical and
cultural districts is wise. The districts will promote commerce as well as
preserve the historical integrity of the area. By establishing the historical and
cultural district, the community is taking a major step in maintaining and
broadening the character of Breaux Bridge that reflects the city’s desired
cultural heritage. Displayed in Map 3.6, Cultural and Historical District are
the boundaries of the historical and cultural districts which broaden the
“heart of Breaux Bridge” to an ever enlarging section of the community.
City Government and Budget-Revenue and
Expenditures
Revenue
Figure 3.1, City Revenues
A review of the City’s budget (20002010) was performed by compiling
both the revenue and expenditure
data provided by the Louisiana
Legislative Auditor. Displayed in
Figure 3.1, City Revenues, are the
City’s six primary revenue streams:
sales tax, licenses and permits, fines
levied, intergovernmental revenues,
general tax, and special revenue.
With the exception of special
revenue and fines, most revenue
streams have increased annually. The
Source: Louisiana Legislative Auditor.
lowest of the revenue streams, fines,
bring the least revenue, but in 2010, fines generated over $100,000. The
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3-12
most successful form of revenue comes from the special tax revenue. In
2010, this source generated more than $2,500,000.
Expenditures
Displayed in Figure 3.2, City
Expenditures, is a 10-year review of
City expenditures which indicates
the City’s cost of operations has
increased in most categories. The
exceptions were, sporadic capital
outlay spending and a minimal
decrease in recreation. The two
largest draws of the City’s funds are
police protection and general
government
spending.
Law
enforcement continues to require
more funding due to needed
available technology and the
additional manpower. General
government spending has steadily
increased with an exception in 2005
Source: Louisiana Legislative Auditor.
and 2010. It currently twice what it
was in 2001 and is another sign of a
growing community that is ever dependent on local governmental resources.
Figure 3.2, City Expenditures
Special Tax District
In April of 2008, the Louisiana House of Representatives passed the bill, R.S.
33:2711(D), to enact the power to create special taxing districts by
communities that meet specified population criteria. The sales tax district
can collect an additional one percent sale and use tax. The proceeds may be
used by the municipality to supplement the
costs of maintaining or improving the
Figure 3.3, Special Tax District
municipality’s infrastructure that serves the land
in the community or to promote economic
development of the sales tax district.
Improvements may be funded by bonds for such
purposes.
Source: City of Breaux Bridge.
As displayed in Figure 3.3, Special Tax District,
the City of Breaux Bridge established Special
Taxing District No. 1 under Ordinance No. 2163
in November 2008. The legislation dictates that
the City is empowered to levy and collect an
additional 1 percent sale and use tax on the
properties operating inside the district
boundary. Use of funds includes not only the
infrastructure needs of the district, but also that
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of the infrastructure needs of the community as a whole. Approximately 35
percent of the annual proceeds of the tax is dedicated and set aside for the
purpose of providing matching funds to be received by the City from state
and federal grants for the construction and improvement of infrastructure of
the city. In the event such proceeds are set aside for three years or more and
no matching state or federal grants have been received, the governing body
may use the funds for any needed infrastructure improvement program.
Demographics
Historical Population Growth and Projections
As displayed in
Figure 3.4, Projected Growth Comparison
Figure
3.4,
Projected Growth
Comparison,
the
population
of
Breaux Bridge has
steadily increased
with
the
most
substantial
decennial growth in
the 1960s. During
Source: U.S. Census Bureau 1960, 1970, 1980, 1990, 2000, 2010; Louisiana.gov. Census 2010
that time period,
Population Compared to Census 2000 Population.
Breaux
Bridge
accounted for 50
percent of the parish’s growth. The 1970s brought a statewide hike in
population. This decade brought a 15 percent population increase to the
state, and Breaux Bridge added almost 20 percent to its population. From
1980 until present day, the population has grown at a modest rate of 10 to
12 percent per decade. In the past four decades (1970-2010), Breaux Bridge
has nearly matched or exceeded the decennial growth rate of the parish and
state. As a result, a 40-year growth percentage of 64.7 percent has been
experienced and 16 percent of the population growth for the parish.
Population Growth Projections
As displayed in Figure 3.5, Population Projections (on next page), continued
population growth is expected over the 20-year planning horizon. The
Louisiana Parish Population Projections Series 2010-2030 was developed for
the State of Louisiana Office of Information Technology and the Division of
Administration by Louisiana State University. Growth projections presented
herein are based on this series. Projections for Breaux Bridge between 2010
and 2030 indicate that the population is anticipated to increase an additional
13 percent by the Year 2020 and an additional 7.3 percent between the
Years 2020 and 2030. This will bring the overall projected population to
9,868 persons in the Year 2030. That’s an additional 1,729 residents above
the 2010 population. Considering the community’s historical growth
patterns, these projection estimates are reasonable and easily attainable. A
net 21.2 percent growth rate will add to demand on housing stock,
3-14
Figure 3.5, Population Projections
institutional facilities, and
infrastructure, and will strain
the existing traffic network.
Planning for the expected
growth model will be an
essential task for both the
public
and
the
city
administration.
Age Distribution
A significant figure for
comparison is the historical
age pyramid between 1980
Source: U.S. Census Bureau 1970-2010;
http://louisiana.gov/Explore/Population_Projections/
and 2010. Most notable is
the 2010, 30 and older
range, as displayed in Figure
3.6, Population by Age. Compared to the 1980 percentage, this group
increased substantially. Though traditionally an indicator of an aging
community, it also indicates a high degree of retention among residents
when compared to the 1980 figures. In contrast, a significant decline in the
proportion of young citizen’s aged 5-19 offers a goal to encourage retention
and recruitment of young, upwardly mobile citizens of child bearing age.
Similarly, it also offers the community an opportunity to create skilled jobs as
a means to reduce poverty and the number of children born into poverty.
Figure 3.6, Population by Age
Source: U.S. Census Bureau 1980, 2010.
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The aging population of Breaux Bridge is in-line with parish and state
averages and though most of the age cohorts reflect a consistent curve with
the parish and state, there is however a slightly higher percentage of those in
the 5 to 19 age cohort and under five cohort as displayed in Figure 3.7,
Population by Age Comparison. These two groups account for
approximately 31 percent of the community’s current population.
Figure 3.7, Population by Age Comparison
Source: U.S. Census Bureau 1980, 2010.
Median Age
Figure 3.8, Median Age
The median age of Breaux Bridge and nearby
communities are depicted in Figure 3.8, Median
Age. The community with the youngest median
age is Lafayette followed by Scott, and then
Breaux Bridge. Breaux Bridge and Cecelia are
nearest in proximity to each other and apparently
subject to similar population dispersion. Rayne,
though similar in size to Breaux Bridge, has a
considerably older median age of approximately
35. Recent trends in Rayne, however, suggest a
tendency for expanded residential and commercial
growth. Floodplain issues continue to plague the
Source: U.S. Census Bureau 2010.
Scott community, and similarly, natural physical
parameters tend to hinder growth in Henderson.
In this regard, demographic data support referenced population projections
for Breaux Bridge with likely similar influences supporting growth in rural
Cecelia. All of which supports earlier findings of worsening traffic congestion
3-16
in Breaux Bridge during the planning horizon if transportation infrastructure
is not improved in the foreseeable future.
Private vs. Public Sector Employment
Figure 3.9, Private v. Public Sector Employment
Given the high percentage of private wage
and self-employed workers, Breaux Bridge
appears to be committed to employment
in the private sector. As displayed in Figure
3.9, Private vs. Public Sector Employment,
approximately 85 percent of the
community is private wage or salary
workers and additional five percent are
self-employed. Only 10 percent are
employed as government workers.
Interaction with the public has shown that
the community has highly spirited
entrepreneurs willing to invest and reinvest earnings in the community.
Examples of this dedication are seen
throughout the Downtown area including
numerous remodeling efforts that preserve
the historical setting, new business off-
Figure 3.10, Job Concentration
Source: U.S. Census Bureau, OnTheMap Application and LEHD Origin-Destination Employment Statistics
(Beginning of Quarter Employment, 2nd Quarter of 2002-2009)
3-17
shoots along Rees Street, and the creation of a special taxing district aimed
at funding commercial and public works endeavors.
Job Concentration
The highest percentages of jobs per square mile are located in the
commercial districts as displayed by the gradation of blue in Figure 3.10, Job
Concentration (see previous page). Employment density concentrations are
located in the established commercial districts west of Bayou Teche and
along some of the recent commercial developments along Rees Street. The
westernmost part of Grand Point Highway also has high concentration of
jobs. Areas with the highest concentration of jobs are located along the
main corridors. Commuters, citizens, and trucks access these commercial
nodes daily, and these routes are subject to considerable wear. Overuse and
misuse of these routes continue to degrade the existing roadways and add
growing traffic congestion.
Job Distribution
Figure 3.11, Job Distribution
A view of market sectors and
the percentage of workers
employed in each category
are presented in Figure 3.11,
Job Distribution. The number
and
proportion
is
representative of a wellbalanced and diversified local
economy. One of the
community’s strength lies in
its ability to market itself as a
center for tourism in
Acadiana. With a strong local
economy and a sufficient tax
base, Breaux Bridge is
continuously supplied by
outside dollars being infused
into the local economy.
Approximately 9 percent of
the local jobs perform some
function
in
arts
and
entertainment, food service,
or recreation. Additionally, a
substantial percentage of the
retail trade sector also
benefits
from
tourist
activities
circulating
throughout the community.
Source: U. S. Census Bureau, 2005-2009 American Community Survey.
3-18
Job Growth
Figure 3.12, Job Growth
Source: U.S. Census Bureau 1980, 2005-2009 American Community Survey.
As displayed in Figure 3.12, Job Growth (above), Breaux Bridge has seen an
increase in most employment sectors. Exceptions are noted in agriculture,
manufacturing, transportation/warehousing, and public administration.
Categories that have shown the most substantial gains are listed below.
 Other services, except public administration
 Professional, scientific and management, and administrative and waste
management services
 Educational services, and health care and social assistance
 Retail trade
 Finance and Insurance and real estate and rental and leasing
 Arts, entertainment, and recreation, and accommodation and food
services
 Wholesale trade
 Construction
Growths in these categories are indicative of Breaux Bridge as an
economically thriving community that continues to attract industry and
prospective job producers. The decline in agriculture and manufacturing
suggests that the community is transitioning from an agrarian community to
3-19
a more urban setting. Commonplace throughout the nation, traditionally
agricultural communities are modernizing themselves to compete in today’s
economy. Small scale commerce, an emphasis on tourism, a strong sense of
entrepreneurship, and an unsurpassed Cajun culture have allowed Breaux
Bridge to make this transition, all the while, maintaining its cultural appeal.
Commuters
According to Figure 3.13, Commuter
Destination, 3,012 residents of Breaux
Bridge, or 84 percent of the labor force,
are employed outside the city limits
and 4,302 non-residents are employed
in Breaux Bridge while only 566
citizens, 15 percent, both live and work
in Breaux Bridge. With such a large
amount of residents working outside of
their city of residence, commuting is
the norm. As noted, such a
considerable amount of commuter
traffic further strains and degrades the
existing roadways and lends to the
increased amount of traffic. The
majority of Breaux Bridge residents
commute an average of 30 to 34
minutes to work. As displayed in Figure
3.14, Commuter Travel Times, 93
percent of the Breaux Bridge workforce
relies on private vehicles for
transportation to work. In Breaux
Bridge, 20 percent of workers drive less
than 10 minutes to work while 40
percent expect a more than 30 minute
commute time. Implementation of a
comprehensive thoroughfare plan and
resulting improvements are a potential
solution
to
alleviate
growing
congestion.
Figure 3.13, Commuter Destination
Source: U.S. Census Bureau 2005-2009 American Community Survey (ACS)
.for Breaux Bridge.
Figure 3.14, Commuter Travel Times
Historical Income Comparison
From 1979 to 2009, the Breaux Bridge
median household income increased
from $12,419 to $34,986. Though over
the 30-year span the net earnings of a median household in Breaux Bridge
increased by over $22,000, it still lags behind the 2009 median household
income of $42,167 for Louisiana. Likewise, Breaux Bridge’s median
household income is approximately $4,000 less than that of St. Martin
Parish. A 30-year history of Breaux Bridge per capita earnings indicates that
earnings have increased by over $15,000, yet this figure also lags behind
3-20
both the parish and state levels, as displayed in Figure 3.15, Wages and
Income.
Figure 3.15, Wages and Income
Source: U.S. Census Bureau American Community Survey 1979, 2009.
Figure 3.16, Poverty Level
Poverty Level
Despite considerable growth in income,
Figure 3.16, Poverty Level indicates that
Breaux Bridge still ranks highest in the
percentage of families and individuals
below the poverty level among comparable
south Louisiana communities. Nearly 25
percent of the population lives below the
poverty level which well exceeds the
national average of 17 percent. The federal
poverty level is $16,090 for a family of
three and $19,350 for a family of four.
Housing Stock
Figure 3.17, Housing Stock Value
Source: U.S. Census Bureau, 2010.
The percentage of the housing units
occupied by owners in Breaux Bridge is 67
percent for 2010. Owner-occupied housing
is ranked fourth among five comparison
cities. This may indicate that a larger
percentage of residents in Breaux Bridge
may not be able to afford homes compared
to
residents
of
the
comparison
communities. However, as displayed in
Figure 3.17, Housing Stock Value, the
median home value in Breaux Bridge is
higher than the comparison cities. While
most housing values fall in the range of
$50,000 to $99,999, some value at less
than $50,000. The median home value in
2009 was $93,900.
Housing value is considered reasonable
when a household spends less than 30
percent of its income on housing costs.
3-21
According to a 2005-2009 American Community Survey,
more than 32 percent of families spent more than 30 percent
of their monthly income on their house mortgage. This does
not include utilities, property tax, or insurance. Analysis
shows that Breaux Bridge is in need of affordable housing to
reduce this percentage and increase its spending potential.
Figure 3.18, Housing Age
Housing Age
The majority of homes were built since the 1970s after the
construction of the interstate. Approximately 52 percent of
current housing units were built from 1970 to 1999, 37
percent were built before 1970, and only 11 percent were
built in and after 2000 which indicates most housing units in
Breaux Bridge are thirty years or older. As displayed in Figure
3.18, Housing Age, Breaux Bridge ranks second in aged
housing stock when compared comparison cities. Based on
age, a large percentage of Breaux Bridge’s housing may be in
need of renovation and/or redevelopment now or during the
horizon of this plan.
Source: U.S. Census Bureau, 2005-2009 American
Community Survey.
Housing Type
Of the 3,067 available housing units in Breaux Bridge, 2,719 units are
occupied, 1,769 units of which are owner occupied as detailed in Figure
3.19, Housing Stock. This indicates there is just over 10 percent available
for lease/purchase. The 2010 data indicates the number has fallen to less
than 8 percent. New residential developments were noted, including the
recently developed is Delcambre Landing. This development offers 91 lots
in the $30,000 price range and is platted for single-family residences.
Figure 3.19, Housing Stock
Source: U.S. Census Bureau, 20052009 American Community Survey.
Another
noteworthy
Figure 3.20, Housing Type
development is The Lakes
on the Teche. Situated
along Rees Street with
Bayou Teche as its
western boundary, this
multi-use development
boasts of 122 residential
lots aside a commercial
district supplied with
ample recreation and
green space. Lots are
grouped according to size
Source: U.S. Census Bureau, 2005-2009 American Community Survey.
and value, and the entire
development is designed to reflect the historical French influence of the
region. Another new neighborhood development is La Belle Place. Though
substantially smaller than the other developments, the referenced reflects a
modern attempt to preserve the existing character of the community.
As displayed in Figure 3.20, Housing Type, Breaux Bridge has a comparable
number of single unit structures when compared to other cities. In addition,
3-22
Breaux Bridge does have a lower number of mobile homes than in
comparison cities and though dated, multi-family stock is proportionally
higher than surrounding communities.
4-1
Chapter 4
LAND USE AND CHARACTER
Introduction
The purpose of this chapter is to establish the necessary policy guidance to
enable the City to plan effectively for its future growth, redevelopment, and
character enhancement while respecting the existing land use pattern.
Sound planning will ensure that Breaux Bridge grows in harmony with the
natural environment, transportation pattern, public services, employment
opportunities, and existing infrastructure.
This chapter provides a 20-year policy framework for the future physical
development of the City and its planning area. The analysis of the
community’s existing and desired character is based on community values,
which were articulated by the citizens during the public outreach efforts.
This chapter is guided by the following goals:
 Direct land uses to meet current and future community desires and
needs while conserving natural resources (e.g., bayous and wetlands), as
well as protecting rural areas on the City’s periphery from scattered
development through efficient and orderly development.
 Encourage a variety of housing types to meet the needs of residents of
all ages and economic ability.
 Preserve and enhance special areas of the community, e.g., Downtown
and the historical district, to celebrate the community’s identity,
character, and heritage.
 Enrich the community’s appearance through enhancement of the City’s
gateways, corridors, and overall built environment.
Existing Land Use1
Land use planning is a recognition that Breaux Bridge does not have to wait
and react to growth and development. Rather, it can determine where
growth will occur and what form and character it will take. The following is a
1
Content of this section contributed by T. Baker Smith, LLC.
4-2
brief assessment of the City’s various land uses followed by a description of
the essential differences between land use and development character. Land
use is also graphically displayed in Map 4.1, Existing Land Use.
The Environment
Breaux Bridge’s natural environment is primarily comprised Bayou Teche
bisecting the City, combined with agricultural areas on the City’s periphery.
In addition, a large, mature forested area is located on the southern edge of
the City and Lake Martin lies a few miles south of City limits.
Bayou Teche
Lake Martin
Bayou Teche
Bayou Teche runs through the northeastern most boundary of Breaux
Bridge and traverses the community for 5.75 miles, and exits at the
southernmost tip. Once a waterway for commercial navigation, the
waterway’s use is now primarily dedicated to recreation. Its presence
characterizes local events that draw both tourists and citizens. Preservation
of the bayou’s natural environment is highly recommended. Environmental
stewardship is an important factor when managing a growing community.
Lake Martin
A few miles to the south lies Lake Martin and the Cypress Island Preserve.
The lake is enjoyed by fisherman and birdwatchers. It’s also home to over
20,000 nesting birds making it one of the largest bird nesting colonies in
North America. The lake is a popular draw for tourists. Promotion of these
natural features will help to further enhance outdoor recreation and
tourism.
Agricultural areas
Less than 15 percent of the land contained within the City limits is covered
by dense tree coverage, particularly in those areas surrounding Bayou
Teche. The remaining areas are centralized on the northern banks of the
swamp that adjoins Lake Martin. There is also a small concentration of
coverage adjacent to the agricultural land, west of Doyle Melancon. With the
addition of roadways, these areas are prime for infill development
opportunities. Both commercial and residential developments will be able to
cover the existing grounds that are either of agricultural use or undeveloped.
The residential land use inventory is divided into single-family dwellings and
multi-family dwellings. In addition, this section provides context on the City’s
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4-3
overall condition of residential buildings and low-income housing. Each of
these reflects the City’s existing use of residential property.
Residential Land Use
Single-Family Dwellings
Residential use is predominate within the community. While the
predominate housing type is the single-family detached dwelling, there are
areas that have multi-family dwellings and mobile homes. Home styles in
Breaux Bridge range from the traditional Acadian houses, on large estates, to
smaller shot-gun styled homes. Map 4.1, Existing Land Use, depicts areas of
residential land use within the City.
As detailed in Chapter 3, Site Inventory, 37 percent of the houses in the City
were built prior to 1970. In some areas, such as Downtown, these aging
properties have been maintained or updated, and consequently, have
retained higher property values. In some instances, certain residential stock
in the Downtown area have been converted to commercial land uses like
those along Berard Street. In other areas, like those on the west side of the
abandoned railroad right-of-way, much of the housing has not been well
maintained or benefitted from increased investment.
Multi-Family Dwellings
There are apartment complexes located throughout the community.
However, there does not appear to be any recent development of large-scale
apartment developments. Most multi-family developments, though well
cared for, are aging and beginning to show signs of needed maintenance.
Two-thirds of the approximately 650 units available to the public were
constructed before 2000. Newer multi-family complexes often entice young
families to a community by offering an affordable option to home purchase.
Housing Condition
Often in communities, home ownership instills pride and a willingness to
maintain property. In most cases, the condition of homes in Breaux Bridge is
indicative of that pride of ownership. An added benefit is that homeowners
receive tax benefits, equity in the property, and incentive to spend
improvement monies in the local community. As detailed in Chapter 3, Site
Inventory, the home ownership rate is approximately 65 percent, which is
just under that of the state average of 67.9 percent. Displayed in Map 4.2,
Residential Building Condition Assessment, is an assessment of building
conditions of the existing residential structures in the community. Strong
concentrations of blue and green (excellent and good) indicate areas where
the overall conditions of property are likely to remain stable during the
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4-4
horizon of this plan. Areas depicted as yellow (fair) are likely to worsen over
the horizon of this plan. Finally, areas depicted as orange and red (poor and
dilapidated) are already showing signs of disinvestment and blight, and could
use reinvestment in the near term.
Low-Income Housing
The HUD funded Breaux Bridge Housing Authority has 98 units located in
three different areas. The two smaller properties were built in 1958; one
property has six units while the other has 20 units.
The largest of the three was constructed in 1973
Breaux Bridge Housing Authority
and is comprised of 72 units. All properties are
currently occupied and have prospective tenants in
waiting. Other income restricted properties include
Armentine Cove, Krystal Cove, Breaux Bridge
Apartments, and Highland Apartments; which are
not operated by the Breaux Bridge Housing
Authority. As detailed in Chapter 3, Site Inventory,
Breaux Bridge has nearly 25 percent of its residents
living below poverty. To provide adequate housing
to meet the needs of these disadvantaged persons
will require additional types of housing serving a
full-range of income levels. Outside of the 98 units
provided by the Housing Authority, it is
undetermined
how
many
privately-owned
affordable
units
are
available.
Further
study will be
Shown in the photo is one area owned and operated
required to determine the necessary units to meet
by the Breaux Bridge Housing Authority. The
affordable housing needs.
properties are on Molbert Lane and located west of
the abandoned railroad right-of-way; the entrance is
Commercial Office and Retail Uses
located at the intersection of Wild Cherry Land and
Commercial properties are dominated by smallAlexander Street.
scale, light commercial use. Downtown had the
earliest concentration of commercial development.
It consists of dining and retail establishments that
reflect the local Cajun culture. In recent years, this area has witnessed
reinvestment to tailor more towards tourism-based commerce. North and
south of Downtown, along Berard and Main Street (La. Hwy. 31), there is
service-based properties scattered amongst residential properties. Grand
Point Highway (La. Hwy. 347) and Bridge Street have also seen similar growth
patterns. Along Mills Street (La. Hwy. 94), however, there is a concentration
of heavy commercial uses that extends toward Lafayette. This area has
available properties that are suitable for development. The largest and most
4-5
recent growth has occurred along Rees Street (La. Hwy. 94), where
commercial properties abut both sides of the street to the north of
Interstate 10. These commercial uses include dining, lodging, largeand small-scale retail establishments, as well as automobile
dealerships.
Given the community’s proximity to Lafayette, Breaux Bridge is wellsuited to develop local retail and service-based commercial uses to
support its population. The expected growth will require an increase
in these types of properties. Promoting growth in this area will ensure
that the citizen’s disposable income can be spent inside the
community thereby maximizing local revenues. Given the
community’s interest in protecting and promoting its cultural appeal,
consideration should be given to enhance the City’s overall aesthetics
so that a high quality environment exists throughout the City’s
commercial areas.
Commercial Areas
Downtown
Industrial Warehousing and Manufacturing Uses
The City has limited areas of industrial use. At the intersection of
Refinery Street and Rees Street sits an abandoned property that was
formerly a sugar refinery. The other property is located at the
intersection of La. Hwy. 31 and Hebert Road, which appears to be a
fuel storage or refinery for the gas industry.
Rees Street
Institutional Uses
Schools
The schools in Breaux Bridge belong to the St. Martin Parish School
Board District; although there are additional private facilities
available as well. As expressed during the public participation
process, the community diverged in their opinions about the quality
of the existing school system, although there was a general
consensus that it met the needs of the community.
St. Martin Hospital
Religious Institutions
Though historically a Catholic community, Breaux Bridge has more
the 10 places of worship to accommodate people of faith. The
institutions are dispersed throughout the community.
Hospitals
St. Martin Hospital opened in 1969 and is located at 210 Champagne
Boulevard. It is an affiliate to Lafayette Regional Medical Center. The
nonprofit general acute care facility offers emergency medical services, as
4-6
well as inpatient and outpatient care. Adequate medical care is often a
concern of prospective residents of a community. Further development of
the services available should be encouraged with the final goal being a full
service medical facility that meets the needs of a growing community.
Government
The local governing body operates out of City Hall. Located at 101 Berard
Street, the facility provides space for the Planning and Zoning Department,
the Department of Motor Vehicles, and the Breaux Bridge Police
Department. The remaining space is used by support staff, the Mayor’s
office, among others.
Community Character2
Why is Community Character Important to Breaux
Bridge?
The community character approach offers many
benefits including:
 the ability to determine and realize the
intended character of future development;
 an increased assurance as to quality
development outcomes;
 improved compatibility within and between
districts;
 attraction of highly-skilled workers and hightech businesses;
 potential premium to the value of housing;
 increased design flexibility to protect natural
resources and valued open space;
 fewer zoning map amendments and thus,
streamlined approval;
 increased certainty in the development
process;
 ability to better plan for infrastructure needs;
 mixed use projects on a by-right basis; and
 buffering that is commensurate with the level
of impact on adjacent and abutting properties.
Source: Kendig Keast Collaborative
2
While the previous section detailed different areas of
land use, this section introduces the concept of
community character and explains why it is a better
tool to manage the City’s future growth. The term
“land use” literally relates to the use of land. However,
the design of individual uses, districts, and
neighborhoods influence the “look and feel” of
development. Therefore, the character of an area is
more distinctly defined by the intensity of
development, the arrangement of buildings and
parking areas, the preservation and use of open space,
and other design features. For instance, the
commercial area of Downtown has an urban character,
i.e., a gridded street pattern, buildings mostly brought
the street, and sidewalks and street furniture, which
differentiate it from the commercial areas located
along Rees Street (La. Hwy 94) near Interstate 10,
which exhibit an auto-urban character, i.e., greater
setbacks and large expanses of parking. Both are
commercial uses, but each exhibit a much different
character; Downtown is more pedestrian-focused,
while the corridor uses are designed to serve the
automobile.
This section and all subsequent sections contributed by Kendig Keast Collaborative.
4-7
The difference between land use and character for residential
neighborhoods is as equally distinctive. By way of example, the single-family
detached housing located on the west side of the abandoned railroad rightof-way is a concentration of smaller, shot-gun style homes, intermixed with
mobile homes, constructed on small, eighth of an acre lots. In addition to the
intermixed stick-built/mobile homes, the houses in these areas are located
close to the street, have small side yard setbacks, and the
garage/driveway is the predominate focus; which are characteristics of
auto-urban mixed residential character. Some of the newer housing,
e.g., those areas along Anse Broussard Hwy north of Interstate 10,
exhibits a more suburban character, with larger lots, greater setbacks
and spacing between homes, and larger expanses of private and public
greenspace. Both are single-family detached residential land uses, but
again, each exhibits a different character.
Reflected in Map 4.3, Existing Character, is the existing character of
the City and its planning area. As compared with Map 4.2, Existing
Land Use, this map goes beyond the simple classification of land use
by classifying the City based on its character. Breaux Bridge can be
divided generally into four character classes:
 Rural makes up natural, agricultural, and undeveloped areas
located primarily around the City’s periphery;
 Suburban includes the larger lot neighborhoods (e.g., those areas
along Anse Broussard Hwy north of Interstate 10 and along Bayou
Teche) and neighborhood-scale commercial businesses scattered
throughout the City;
 Auto-Urban reflects the more densely developed single- and
multi-family neighborhoods, as well as the majority of commercial
areas located along each of the City’s corridors; and
 Urban is unique to Downtown by reason of its intensity and the
form of development.
Differences in Commercial
Character
Urban Character
Auto-Urban Character
See Appendix A, Existing and Future Character Descriptions, for a full
description and images of each existing character area.
One of the central themes that came up during the public participation
efforts was the focus on community, cultural identity, and uniqueness.
Currently, however, the City’s zoning ordinance reflects a conventional form
of zoning that is inadequate to facilitate or protect these desired attributes.
Indeed, as reflected in Map 4.3, Existing Character, many parts of the City
have intermixed uses and varying types of character. This causes uncertainty
on behalf of investors, developers, and individual land owners, as they
cannot be assured that future adjacent development will be compatible with
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4-8
their intended quality and character of development. Eventually, this
uncertainty leads to a general opposition of all land development proposals.
This occurs because the “conventional” approach to zoning focuses primarily
on the separation of uses and considers only use and lot size as the key
factors in determining development compatibility. A character emphasis, on
the other hand, recognizes that varied uses and differing densities can be
accommodated in close proximity by focusing on building and site design
standards that establish and maintain the character of a neighborhood,
district, or corridor. Character is thus, considered along a spectrum from the
urban to rural settings in and around a community, with auto-oriented and
suburban environments typically found in between.
The key to community character is the combination of land use and design,
which determines the compatibility and quality of development. Aesthetic
enhancements, such as building architecture, landscaping and screening, sign
controls, and site amenities, also contribute to the appeal of Breaux Bridge.
It is each of the above considerations that collectively are responsible for the
community’s character and appearance and the impressions left on visitors
and passers-by.
Since the zoning ordinance and other development ordinances (e.g.,
subdivision, sign, landscaping, and building codes) play such a significant role
in establishing the physical character of the community, they are the primary
tools to implement the recommendations of this chapter. See Appendix B,
Ordinance Critique, Assessment, and Annotated Outline.
Plan Focus Areas and Strategic Recommendations
Throughout the planning process, a number of issues and concerns were
expressed related to land use compatibility, community growth, corridor
design and appearance, Downtown and neighborhood redevelopment, and
historic preservation. These discussions formed the basis of the following
focus areas, along with an analysis of existing conditions, review of current
and proposed ordinances, local planning practices, and an examination of
the planning and development process. Following the identification of the
focus areas is a series of strategies and their rationales, along with advisable
implementation actions and initiatives.
4-9
The areas of focus are as follows:
 One – Enhanced urban character in Downtown;
 Two – Stable, diversified, and affordable housing;
 Three – Maintained character and enhanced community appearance;
and,
 Four – Improved compatibility and transitions between different areas of
character.
Focus Area One –Enhanced Urban Character In Downtown
Downtown Breaux Bridge was once the center of commerce and
community activity. As in City centers across the country, many of
the traditional uses, like retail, have relocated to areas along the
City’s corridors. The transition of Downtown occurred over many
years and still continues today, where many of the more largescale retail centers have moved out to locations along Rees Street
and near Interstate 10. However, the City has been proactively
reinvesting in the Downtown and subsequently, it has helped to
spur private reinvestment as well. To ensure long-term success of
Downtown, the City will need both public and private investment
and partnerships.
Public and Private Sector Investment
Public sector investment
Strategy 1A: Re-establish the traditional urban character of
downtown.
Over time, the pattern of buildings and parking lots (particularly on
the Downtown fringes and along the corridors leading in and out of
Downtown) is increasingly shifting the character of Downtown
from an urban to an auto-urban character. This is caused by the
placement of buildings relative to the street and the percent of
Private sector reinvestment
highly-valued Downtown property that is devoted to surface
parking and driveways. As a result, the pedestrian orientation of
Downtown has declined in favor of the automobile. If the City is to
re-establish and preserve Downtown as a destination and to seize its
economic opportunities, it must reconsider the form and design of
development, particularly with regard to setbacks and parking.
Actions and Initiatives
1A.1. Prepare a Downtown Master Plan to establish a clear and collectively
supported vision and an implementation framework to guide
reinvestment and new investment in the Downtown area, including
the areas near the intersection of Rees Street and E. Bridge Street.
This plan should build off the City’s revitalization initiatives in
Downtown (e.g., De Pont Breaux along Bayou Teche and the Bayou
Teche Visitor Center), identifying opportunities to bolster it as an
4-10
Creating a human-scaled and lively
atmosphere in Downtown will
help to bring visitors to the area
and contributes to the City’s
overall economic well-being.
attractive and highly functional center of activity based on its unique
and historic assets. The plan should identify the appropriate land
uses and more importantly, the arrangement and form of
development/redevelopment, along with well-planned and designed
improvements to streets and parking areas, vehicular and pedestrian
access and circulation, streetscape amenities, signage, lighting, and
other infrastructure upgrades. In addition, this master plan should:
a)
Assess the constraints to redevelopment and the
effective use of Downtown properties and buildings. Such factors
as land and buildings ownership, traffic and pedestrian
circulation, parking, building sizes, building code issues (such as
ADA accessibility), lease rates, and other contributing factors
should be addressed in the plan.
b)
Address the fringe and/or transitional areas
immediately adjacent to and abutting Downtown to identify
measures to secure their integrity.
c)
Include details on the use of design elements and
unifying treatments (e.g., wayfinding signage), in addition to
gateway monuments, to demarcate the boundaries of this area
so that it is distinguished from other areas of the community
Urban Areas Need Enclosure
While the buildings on the right are all built to
the street (green line), the ones on the left
have intermixed setbacks (red lines) or offstreet parking, which disrupts a pedestrian’s
sense of enclosure. Improving development
regulations to require build-to lines will
facilitate an increased urban experience in
Downtown as it redevelops over the horizon
of this plan.
1A.2. Revise regulatory provisions in the zoning ordinance
to ensure new development/ redevelopment in Downtown
creates an urban character. This could include:
a)
Creating a specific zoning district (similar to
the proposed C-DT district in the 2008 proposed zoning
ordinance) with a purpose statement specifying an intent of
creating a human-scaled, urban character environment
comprised of mixed uses.
b)
Specifying maximum front yard setback
provisions as build-to lines.
c)
Specifying minimum height/building façade
requirements, as an urban character environment requires a
visual sense of enclosure.
d)
Adding building standards relating to scale
and massing, materials, exterior treatments, site lighting,
and signs and awnings.
1A.3. Conduct a Downtown parking study to evaluate the
existing and planned use types, their respective space
requirements, and to determine a total space count and
turnover ratio. Utilize the findings to determine options to
provide adequate on-street or common (public) parking.
4-11
1A.4.
Study alternatives and the feasibility of public versus private and
surface versus structured parking. To realize an urban character in
Downtown, off-street parking must be eliminated from each parcel;
rather, it must be provided on-street or in common parking areas.
Create portal entry enhancements to form a sense of arrival into
Downtown. Currently, there are no physical features – other than a
change in building form – to distinguish the historic Downtown from
any other area of the community, so it blends into the fabric rather
than emerging as a “place” within the larger community.
Strategy 1B: Position downtown as a unique and highly attractive local and
regional destination
Since a large portion of the City’s daily retail needs is served
by areas outside of Downtown, e.g., along primary corridors
like Rees Street and near Interstate 10, the City must create a
new identity that is solely unique to the community and the
region. It must position itself so as not to compete for the
typical retail outlets, instead targeting a niche market with an
orientation toward culture, entertainment, and community
gathering. The City’s 30 historic structures and recent
initiatives, e.g., forming the Breaux Bridge Cajun Creole
Cultural District,3 will help to attract complimentary retail
uses, such as restaurants, coffee shops, and unique local
retailers.
Given its central location within the City, its close proximity to
Lafayette, and easy access to Interstate10, Downtown is wellpositioned to cater to locals, regional visitors, and tourists. As
such, the nature of businesses and types of activities (e.g., the
Breaux Bridge Crawfish Festival) must appeal to all sectors.
Establishment of the Cajun Creole Cultural
District allows sales of original art exempt
from state and local tax and is intended to
utilize culture as a means to spur investment
and attraction.
1B.1. Consider forming a tax increment financing (TIF) district4 in
Downtown. The funds could be used to improve sidewalks and
accessibility; create crosswalks; bury utilities; and/or add street
3
The Louisiana Cultural Districts Program was created by Act 298 of the 2007
Regular Session of the Louisiana legislature with a primary intent to initiate
community revitalization based on cultural activity through tax incentives. The
Louisiana Department of Culture, Recreation, and Tourism certified the Breaux
Bridge Cajun Creole District on July 1, 2011 which provides the City with the ability
to apply for state historic tax credits for revitalization projects and to conduct sales of
original art exempt from state and local tax.
4
Tax Increment Financing (TIF) is authorized through the State of Louisiana Tax
Increment Development Act, Louisiana Revised Statutes, Title 47, Subtitle 9, Section
§8802.
4-12
1B.2.
Tax Increment Financing
The State of Louisiana promotes sound
growth by allowing “Tax Increment
Development Corporations” to use tax
increment revenues, to pay for or
finance the cost, or a portion of the cost
of providing adequate, safe and sanitary
dwelling accommodations for families of
all income levels; of retaining or
attracting industries and commerce
through the acquisition, construction
and rehabilitation of land, buildings, and
equipment; of access to such facilities
through transportation and mass
transportation and public services; and
of educational facilities, recreational
facilities, public utilities, cultural and
other community facilities and medical
facilities.
The interest of the state will be
promoted, and the public interest best
served, by permitting the corporations a
wide scope in the purchase,
development, and disposition of
property acquired by them in connection
with tax increment development
projects and related activities.
Source: Louisiana Tax Increment
Development Act, Louisiana Revised Statutes
(RS), §47:8002.
lighting, landscaping, benches, wayfinding signage, and other street
amenities. In addition, the funds generated by the district may help
reduce the extra cost and risk that private redevelopment may face
in Downtown. (See inset)
Continue to promote and leverage the Breaux Bridge Cajun Creole
Cultural District to create incentive packages to attract the identified
target businesses to locate, or relocate, within Downtown.
1B.3. Seek additional tools and financing mechanisms to
increase the amount of incentive that is available in Downtown,
with a particular focus on those businesses that may be
interested in the adaptive reuse of existing historic buildings.
1B.4. Perform a study to define market potential of Downtown
as to its regional economic capture, saleable/leasable square
footage, and likely rate of absorption. Identify the range and
preferred mixture of use types, along with a retention and
attraction strategy and targeted marketing approach.
1B.5. Solicit professional assistance in developing a brand
identity for Downtown. This could include an advertising
campaign and production of related media materials.
1B.6. Through the course of the recommended master plan
(Strategy 1A.1), identify a design theme for Downtown. This may
include parameters for architecture, signage, lighting,
streetscaping, and public art and amenities. The theme should
allow for individual expression while ensuring a semblance of
design cohesiveness.
1B.7. Prepare a multi-year implementation program to initiate
the recommended strategies and improvements of the master
plan and market, branding, and design studies.
1B.8. Continue to promote weekend and nighttime
programming events, e.g., the Pont Breaux Cajun Restaurant
Band Calendar, to bring life to Downtown after 5:00 p.m.,
thereby encouraging a vibrant “24/7” nightlife. This type of
activity, among others, will be particularly attractive to young
adults and families who seek such amenities and cultural
attractions in their community.
Focus Area Two – Stable, Diversified, and Affordable Housing
Breaux Bridge’s long-term future is inextricably tied to its housing conditions.
Housing is central to almost any discussion about City affairs, as adequate
and affordable housing (i.e., shelter) is one of the basic necessities of life. As
4-13
seen in the demographics section of Chapter 3, Site Inventory, Breaux Bridge
has exhibited some areas of concern regarding housing diversity and
affordability. Indeed, Breaux Bridge has a lower median and per capita
income than both the state and the parish, and despite strong population
growth over the past three decades, the City has nearly 25 percent of its
population living below the poverty level—that is eight percent higher than
the national average. In addition, the percentage of the population renting is
higher than four out of five of the comparison cities, and over 30 percent of
the population spends more than 30 percent of their income on housing.
These statistics lead to a conclusion that a large percentage of
residents cannot afford to own homes, which helps to explain why
there is a waiting list to get into the City’s HUD-funded, low income
housing.
The City’s housing stock is also aging. As denoted in the
demographics section of Chapter 3, Site Inventory, approximately 37
percent of the homes in the City were built prior to the 1970s, which
was significantly higher than four out of five of the comparison cities.
The combination of these factors will contribute to further
neighborhood deterioration unless addressed in a proactive manner.
Strategy 2A: Protect the integrity of existing neighborhoods
Strengthening neighborhoods through organization, coordination,
and education is a key for maintaining livable neighborhood
environments. Established, stable neighborhoods must be preserved
and protected from encroaching incompatible development. In
essence, neighborhoods that are safe, well-maintained, and of a
quality, enduring character, will maintain property values and thus, a
sound neighborhood environment and stable residential tax base.
The City can greatly enhance the quality of life for its citizens by
enacting ordinances and incentives to protect and enhance the
integrity of its neighborhoods. Mechanisms to improve quality of
neighborhoods may include ordinances focused on neighborhood
conservation; provision of improved or updated public facilities and
services such as streets, sidewalks, trails, neighborhood parks, street
lighting, drainage systems, pedestrian amenities, traffic control,
neighborhood policing and fire protection; enforcement of codes and
ordinances; providing support for the creation or organization of
qualified neighborhood associations; and generally investing or
reinvesting in the community’s neighborhoods.
Multiple Neighborhood Conservation
(NC) sub-districts should be created in
the zoning ordinance to protect the
integrity of existing, stable residential
areas. Multiple districts are necessary
because different neighborhood areas
have different standards that
contribute to the area’s character,
e.g., lot size and setbacks, among
other things, are different for these
two existing residential areas.
Source: Kendig Keast Collaborative (top
photo) and T. Baker Smith, LLC (bottom
photo)
4-14
One of the most effective ways to protect neighborhood integrity is through
the implementation of neighborhood conservation districts. As detailed later
in this chapter, the existing neighborhoods that are envisioned as remaining
stable over the 20-year planning horizon are reflected on the Future Land
Use Plan as Neighborhood Conservation (NC). Within an amended zoning
ordinance should be the corresponding descriptions as to the prevailing lot
sizes, setbacks, floor area, and other criteria with by-right provisions allowing
certain house and property improvements to enable (and encourage)
reinvestment. The purpose of these NC districts is to preserve the prevailing
neighborhood character and establish standards consistent with those at the
time of development so that incompatible infill development and
nonconforming situations are avoided.
Many jurisdictions require
recreational vehicles to be stored offsite or, at a minimum, be screened
from the public right-of-way, as even
high-quality and well-maintained
equipment (like the ones pictured
above), detract from the quality of the
neighborhood.
2A.1. Identify established neighborhoods with a cohesive
character and identity, and create neighborhood conservation
districts to protect and promote the existing neighborhood
character. In addition, amend the zoning ordinance to allow for
reasonable improvements in these areas without the need for
cumbersome and time consuming variance procedures.
2A.2. Promote neighborhood pride by stimulating resident
involvement in improvement activities, including:
a.
Seasonal “clean up, fix up” events;
b.
“Neighborhood
Pride”
days
focusing
on
beautification; and
c.
Annual “amnesty pickup” days of large refuse items
with the assistance of City crews and volunteers.
2A.3. Adopt and enforce provisions that reduce blighting
influences on existing neighborhoods, including:
a. Parking on unpaved surfaces;
b. Storage of commercial vehicles, recreational vehicles, utility
trailers, etc. (if allowed, provide screening requirements);
c. Removal of junk, abandoned vehicles and other derelict items
from yards and driveways; and,
d. The location, size, and setbacks of accessory buildings.
Strategy 2B: Promote opportunities for infill development, exsting
neighborhood improvement, and housing rehabilitation.
The community must remain cognizant of its older housing stock as
rehabilitation and reinvestment will become increasingly important to the
integrity and vitality of neighborhoods. This is particularly important in the
4-15
low-incomes areas of the community that are already showing signs of blight
and disinvestment, e.g., those southwest of the abandoned railroad tracks
(See Map 4.2, Residential Building Condition Assessment, for areas of higher
concentration of poor and dilapidated housing).
2B.1. Encourage redevelopment in target areas through programs that
target lots that are abandoned or have recently abandoned or
demolished structures so that those lots are put back onto
the market and tax rolls.
2B.2. Consider forming a target-area community investment
program focused on all infrastructure improvements (e.g.,
sidewalk installation in addition to repair, driveway culvert
cleaning and replacement, street lighting, added greenspace,
etc.) within at-risk neighborhoods. The purpose of this
program would be to dedicate funding on an annual basis for
Incentives and other programs should
these infrastructure improvements and for leveraging
be created to facilitate reuse of
private sector reinvestment through rehabilitation, building
abandoned structures.
additions, and/or infill development.
2B.3. Consider the use of tax abatement, reduced building permit
or utility tap fees, and other financial programs or incentives
to elicit private sector reinvestment.
2B.4. Consider establishing stricter code enforcement standards to
clean up derelict residential properties and improve the
overall appearance of neighborhoods.
2B.5. Consider applying for Neighborhood Stabilization Program
(NSP) Grants for the purpose of stabilizing neighborhoods
affected by foreclosures and abandonment. This could
include financing mechanisms for purchase and
redevelopment/rehabilitation of foreclosed/abandoned
Lack of on-the-ground code
residential properties; establishment of land banks, and
enforcement was one of the
demolition of blighted structures (see inset).
complaints heard during the public
2B.6. Consider applying for grants part of the American Dream
participation phase of the
Down Payment Act, which provides down payment
comprehensive plan process.
assistance to low-to-mid-income families and uniformed
employees such as police officers, firefighters, sanitation,
maintenance workers, and teachers to achieve
homeownership.
2B.7. Consider participating in the Department of Energy (DOE)
Weatherization Assistance Program to reduce the energy
expenditures of low-income families by increasing the energy
efficiency of their homes.
4-16
Strategy 2C: Promote housing diversity to ensure adequate housing for all
household age groups and incomes.
In short, diversified and affordable housing leads to an overall higher quality
of life for the community. In general, as more types and affordable options
are supplied, a greater number of residents are able to live and work in
Breaux Bridge. This is particularly important for singles and young families
who would like to live and work in Breaux Bridge. These demographic
segments are generally interested in a safe, higher quality housing option,
but cannot yet afford a single-family detached dwelling of their own. In fact,
one of the complaints heard during the public participation process was that
there were no higher quality apartment options available within the City.
2C.1. As a by-right planned development option, allow mixed housing
types subject to district density restrictions and appropriate
buffering. This ensures a predictable balance among buildings,
landscaping, and pavement. As such, the same character outcome
A character-based system differs from the City’s current use-based system in that each of the above
developments may be permitted in the same land use (and zoning) district. Whereas the City’s current zoning
allows single family uses in the R-1 and R-2 district regardless of their lot size or density (lot sizes ranging from
a minimum of 10,000 square feet in R-1, 7,500 square feet in R-2, to as large as anyone wants to subdivide
their property), and all residential use types (excluding mobile homes) and densities within the R-4 district
(single and multiple family dwellings), a land use and zoning system that is based on character requires
comparable densities within each district. As exhibited above, different types and forms of development may
be accommodated within the same district, only common open space is used to hold the densities neutral and
hence, the character the same. The density and open space controls may hold the density constant (density
neutral) or may allow a bonus as means to provide incentive to preserve open space and resources (e.g.,
floodplain, wetlands, vegetated areas) or to achieve other community objectives.
4-17
2C.2.
2C.3.
2C.4.
2C.5.
can be achieved with multiple housing types by adjusting the
amount of common open space — increasing the open space to
maintain comparable densities. Character-based districts allow
different housing types, using open space and buffering to limit
density and protect character. (See inset on previous page)
Establish an average, rather than minimum, lot size, whereby lot
sizes are required to vary in width, with a certain percentage being
narrower and the remaining being wider than average. For example,
the average lot size may allow a variability of 10 percent. As
illustrated in the inset, this
allows design flexibility for up
Average Lot Size
to a quarter of the lots to be 25
percent smaller than the
average while being balanced
by 25 percent of the lots that
are larger. This approach
allows a variety of housing
styles and also works well with
constrained sites.
Provide a density bonus to
offset any subsidized housing production in order to avoid
significantly affecting the feasibility of the residential development.
Density bonuses are a type of housing production program
where projects are granted additional residential density
over and above the maximum limit allowed by existing
zoning, with the condition that the additional housing is
restricted to occupancy by a certain target group and that
the units remain affordable over time and multiple resales of
the property.
Consider accessory dwelling units (ADUs) in the City’s zoning
code. This would require specific provisions governing their
use and compatibility and a strict policy of enforcement.
Many communities allow integrated and stick-built detached
Second story, “residential-over-retail”
units provide 24/7 life to a Downtown
one- and two-story ADU buildings to accommodate elderly
district and provide a different
parents, relatives, and young adult family members wanting
housing option that is particularly
to live independently. Provisions are needed to regulate
appealing to young singles and others
allowable districts, location on the property, and minimum
who are interested in a more urban
parking requirements, etc.
environment.
Adopt standards for high-density residential development,
which may include provisions for building form and scale,
articulated building walls, building orientation, architectural
detailing, roof types and materials, façade enhancements, and
acceptable building materials. These provisions are designed to
4-18
2C.6.
ensure higher quality construction with the intent of increasing the
long-term durability of the project.
In the recommended “Downtown” zoning district (see also Strategy
1A.2), allow and incentivize residential uses on the second story or as
part of a mixed‐use site.
Focus Area Three – Maintained Character and Enhanced Community
Appearance
Breaux Bridge is at a crossroads in its development history. Much of
City’s original development was focused in Downtown, e.g., along
Main and Bridge Streets, where retail and service uses were within
walking distance of the surrounding residential areas. With the
advent of the automobile, like many communities across the country,
development moved to the fringes and became auto-oriented. As
detailed in the public participation efforts, the City prides itself on its
cultural identity, its “Cajun character,” and uniqueness. Yet today,
new development is allowed to proliferate throughout the City with
little regard to its character or appearance. While new investment is
seen in some areas, e.g., along primary corridors, other areas exhibit
signs of blight and disinvestment. Without a plan and development
standards to accentuate the design of corridors, districts (like
Downtown), neighborhoods, and open spaces, there may be a sense
of “sameness” and a loss of that desired “uniqueness” in the
community because there will be little to distinguish it from the
surrounding parish and other municipalities.
Duplex
Townhouse
However, the City has a window of opportunity to enact policies and
standards that influence the quality of its natural and built
environment and provides adequate protection against this loss of
cultural identity. One of the first ways the City can accomplish this is
to rewrite the zoning ordinance to protect differing areas of
character.
Strategy 3A: Refocus the zoning ordinance to emphasize the
character and form of development in appropriate zoning districts
Multiiplex
The existing zoning ordinance5 provides a series of districts that are
organized in terms of “residential,” “commercial,” “medical,” (which
is also commercial) and “industrial” use categories rather than
indicating an intended development character for each district
Adopting a housing palette would
diversify the housing options
available within the City.
5
Code of Ordinance, City of Breaux Bridge, Louisiana (Municode).
4-19
relative to the urban-suburban-rural character spectrum. In the proposed
zoning ordinance6, the City attempts to make its first steps toward specifying
character, by proposing a Downtown zoning district. However, use and
dimensional standards are essentially the same as all other commercial
districts, so there is no guarantee that the resulting built environment will
meet the original intent of creating and maintaining a downtown urban
character. This is so as an Urban character requires a high degree of
enclosure.
3A.1. Adopt a Unified Development Code (UDC) to fully and best
implement the actions and initiatives identified throughout this
comprehensive plan, including the Future Land Use and
Thoroughfare Plans.
3A.2. Restructure the zoning districts to base them on the intended
character of development rather than their permitted uses and
minimum lot dimensions. This would entail establishing zoning
districts in conformance with the character districts identified on the
adopted Future Land Use Plan and in Appendix A, Existing and Future
Character Descriptions.
3A.3. Adopt a housing palette that includes the dimensional standards for
a variety of housing types (e.g., single-family, zero-lot-line,
townhouse, duplex, multiplex, etc.). Since density and open space
establish the number of units that can be built, the standards
of the palette can be applied to all zoning districts (see inset
previous page).
3A.4. Review and revise the list of permitted and conditional uses
in each district. Include development and performance
standards that relate to district character. For those uses
with performance standards, make them a limited use
whereby they are permitted administratively, subject to
standards.
3A.5. Adjust the maximum site coverage and floor area standards
for the non-residential zoning districts as this particular
Improved parking lot landscape
requirements is one of the most
zoning standard is a core factor in a character-based
effective means of increasing the
approach to community planning and development
appearance of auto-urban and
regulation. Under a character-based approach, the
suburban parking areas, and will
coverage/floor area allowance should be highest in an urban
dramatically affect the appearance of
character area (i.e., Downtown, usually approaching 100
the City’s corridors.
percent with a floor area ratio (FAR) of 1.0 or higher). Then a
typical progression would ensure decreasing site coverage
6
Breaux Bridge Proposed Zoning Ordinance. August 8, 2008.
4-20
Enhance Gateways
and floor area along the character spectrum, from auto-urban to
suburban and rural character. The minimum landscape surface ratio
would similarly and inversely ensure that individual site
development is in keeping with the existing and/or desired character
of its vicinity.
3A.6. Modify and expand parking lot landscaping requirements to take into
effect the character of development, e.g., urban character districts
should have no individual off-street parking requirements (See also
Strategy 1A.3), whereas, suburban and auto-urban character districts
should have expanded parking lot landscaping requirements. This is
important as parking lot landscaping typically serves two functions:
perimeter screening and interior greening to break up large expanses
of continuous paved surface. The City’s existing (none) and proposed
(one small tree/shrub per 20 parking spaces) requirements are
inadequate to help differentiate areas of character (e.g., suburban
areas need greater expanses of green space than auto-urban areas),
let alone enhance the community environs.
3A.7. Protect existing, mature trees on properties adjacent to streets
by incorporating provisions for tree preservation. This could include:
tree disposition plans, tree removal permits, tree protection
requirements during construction, etc.
Strategy 3B: Enhance the overall appearance of the built environment
within the City
Enhancing gateway treatments
does more than just signify entry
into the City; it also conveys a
sense of pride and identity for
residents and creates a positive
first impression for visitors and
passers-by. The City’s existing
gateway signage (top) could be
improved to one that conveys a
message that this is a place
worthy of stopping, e.g.,
Broomfield County, Colorado
(bottom).
and Broomfield County Gateway
Enhancement Guidelines.
The appearance of the City is, perhaps, the single most evident glimpse
of its development standards and pro-activeness. The initial impression
of Breaux Bridge is formed by the quality and appearance of its physical
development, including the nature of community aesthetics, conditions
and maintenance of public facilities, and overall attractiveness of the
community—all of which contributes to the community character and
livability for those who reside in the community, as well as for those who
may be making investment decisions and relocating here.
As part of the public participation efforts, code issues were identified as
a primary threat to the community; conversely, beautification and
enhancement was viewed as an opportunity. Oftentimes, these go hand
in hand.
3A.8. As depicted on Map 4.4, Beautification Plan, consider the design
and construction of gateways in the following locations.
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Proposed Road
4-21
3B.1.
3B.2.
3B.3.
a. Interstate 10 (I-10) at east and west City limits (to draw in
regional and tourist traffic);
b. Rees Street (La. Hwy 328), just west of the I-10 interchange;
c. W. Mills Ave (La. Hwy 94), just north of the proposed
intersection with Sawmill Hwy; and,
d. Grand Point Hwy (La. Hwy 347) at Doyle Melancon.
Integrate gateway and other streetscape enhancements (lighting,
signage, landscaping, etc.) into capital improvement projects.
Enhancements may include such things as pavement colors and
patterns at intersections, crosswalk textures, ornamental street
fixtures (light poles and mast arms), unique signage, green space and
land contouring, street trees, and pedestrian paths and amenities.
Coordination with the Louisiana Department of Transportation and
Development (LA DOTD) will be required for all state routes.
Initiate streetscape enhancements during road widening projects
and/or stand-alone City-initiated projects. As depicted on the
Beautification Plan, this
Avoid Uncontrolled Signage
should include conducting
a
streetscape/landscape
design plan for the Rees
Street
enhancement
project. This plan should
include planted center
medians with incorporated
turning lanes.
Enhance the appearance of
properties adjacent to
street
corridors
by
evaluating and improving
codes and standards for
better building placement
(build-to, maximum vs.
minimum setbacks), design
Compare Sugar Land, Texas (top)
(building
shape,
wall
with Breaux Bridge (bottom).
articulation,
entry
The street in Sugar Land is well
identification,
organized, and the signs do not
clutter the landscape. By
transparency, 360 degree
contrast, some of the streets in
architecture),
and
Breaux Bridge are cluttered with
materials;
improved
out of scale signage.
parking lot, streetscape and
foundation
landscaping;
higher quality screening of
Enhance Interchange Area
Coordinate with LA DOTD and
the parish to improve the
appearance of the City’s
interchange area. The top photo
depicts the I-10 interchange in
Breaux Bridge, while the bottom
photo depicts an interchange in
Walker, LA.
Source: Kendig Keast Collaborative.
4-22
3B.4.
3B.5.
Improve bufferyards
outdoor storage; management of outdoor display; improved lighting
and sign controls; and improved buffering of adjacent properties.
Implement improved use and site design controls for those areas
adjacent to I-10 so that the City’s character is preserved along this
corridor and the area is not stripped out with low quality
development. Future development should be in conformance with
the Future Land Use and Thoroughfare Plans, and provisions should
be added to the City’s zoning and subdivision regulations that
include more stringent sign controls, and better building site and
building design (e.g., 360 degree architecture, screening of outdoor
loading and storage areas, etc.).
Coordinate with LA DOTD to enhance the I-10/Rees Street (La. Hwy
328) interchange by increasing the amount of trees, adding
additional landscaping, and improving the appearance of the
over/underpasses, as depicted on Map 4.3, Beautification Plan.
Additionally, coordinate with LA DOTD to ensure the design of the
future I-10 interchange at Sawmill Hwy is given the same or
heightened consideration.
3B.6. Establish “content neutral” sign regulations to restrict the
number of permanent, portable, and temporary signs; require a
master plan for multi-tenant developments; establish clearer
electronic message board standards related to animations; and to
enumerate definitive standards for the removal of nonconforming
signs.
Focus Area Four – Improve compatibility and transitions
between districts
In the top photo, new commercial
development behind Wal-Mart will
only be separated by a six foot,
unvegetated fence. In the bottom
photo, new “upscale” residential
homes in the Lakes on the Teche
development will have a permanent
view of an aluminum siding building.
Many of the zoning districts in the existing zoning ordinance, e.g., C1, C-2, and C-3, have nearly identical development standards despite
apparently aiming for different development outcomes. This typifies
a conventional zoning approach that tries to achieve compatibility by
focusing mainly on particular land uses (plus certain physical
development features like minimum building setbacks and maximum
building height). Instead, Breaux Bridge should move toward an
approach which focuses more on building scale and site and building
design to ensure that whatever use occurs on a site is compatible
and in keeping with area character. This is especially important
where neighborhood-serving retail and service uses are encouraged
at neighborhood edges, and particularly where non-residential
zoning districts abut residential districts (warranting a suburban
commercial district). Some of the improved site design
4-23
considerations should include improved screening of dumpsters and outdoor
storage of equipment, and separation of different uses using a flexible
bufferyards.
Strategy 4A: Establish better screening and bufferyard provisions to
increase compatibility between competing uses.
The City’s existing regulatory framework has little in the way of provisions to
ensure compatibility between different land uses or where there is a
transition between character areas (see inset next page). Although there has
been a statement inserted into the non-residential zoning districts indicating
“buffer zone per adjacent residential district,” it is not defined and does not
detail any provisions. Instead, a flexible bufferyard approach should be
required to screen and buffer between land uses of different types and/or
intensities. Screening involves the use of walls, fences, or dense vegetation
primarily to accomplish a visual barrier, which also helps to address potential
noise and light impacts from an adjacent property. A bufferyard approach
introduces the notion that greater separation between uses can also help
with compatibility in some situations—and, in some cases, be more
appropriate to the area character (e.g., suburban). Screening and buffering
are simultaneously addressed through standards that employ a range of
methods, including fences and walls; earthen berms (which are especially
useful for screening vehicle headlight glare); landscaping of various types,
heights, and densities; and varying buffer width. Finally, under a flexible
bufferyard approach, the screening and buffering standards purposely
vary based on the location and characteristics of the adjacent properties
offering multiple options for complying with an opacity standard.
4A.1. Incorporate bufferyard standards into the zoning regulations to
tie them to the character of development, with variations as to
their width, opacity, and means of buffering based on the density
(residential) or intensity (nonresidential) of development. Allow
for the use of different combinations of bufferyard widths,
vegetation types and densities, berms, walls or fences to allow
flexibility. In this way, the buffers are commensurate with the
impacts between abutting developments.
4A.2. Establish provisions for the screening of dumpsters and other
outdoor storage equipment.
Strategy 4B: Establish suburban commercial building and site standards.
Improve screening
Better screening of dumpsters
and outdoor storage would
greatly improve the appearance
of commercial areas within the
City.
Allowance for neighborhood-compatible retail, office, and service
development is another key focus of character-based planning and
zoning to avoid rigid use separation as under conventional zoning, while
4-24
Contextual Bufferyards
The lack of bufferyards separating these different areas of character (between auto-urban commercial and
residential on the left; and auto-urban commercial and suburban residential on the right), illustrates a lack
of standards to effectively screen/buffer different areas of character.
ensuring compatibility and a consistent character. A character approach still
restricts certain uses that, by their very nature, should not be permitted in
close proximity to homes (e.g., veterinary clinics with outdoor kennels or
activity). But compatibility is largely ensured through site and building design
factors. A character-focused approach would apply a combination of
standards that limit the possible development intensity on a non-residential
site immediately adjacent to a residential area. These would be incorporated
into the non-residential development standards and would require
adaptation. Typical standards that address neighborhood protection include:
 Maximum and minimum site areas;
 Maximum floor area; and,
 Parameters for the placement and orientation of non-residential
buildings and parking areas on sites.
Architectural criteria can provide an essential finishing touch by applying
“residential-in-appearance” standards addressing such features as the
orientation and design of building entries and windows; roof slope and
materials; façade materials; yards and landscaping; and lighting, as well as
limitations on signs and merchandise display. With the opportunity to
consolidate some existing zoning districts in Breaux Bridge, a reworked
commercial zoning district could be structured to where certain
4-25
neighborhood compatibility standards are triggered only in locations
where needed, but are not a factor away from residential areas.
4B.1. Establish suburban commercial, “residential in appearance”
design standards (i.e., roof style and material, lighting, signage,
parking, landscape surface ratio, etc.) to encourage commercial
opportunities within existing neighborhoods, while protecting
the integrity of adjacent residential properties.
Strategy 4C: Preserve the rural character of the City’s periphery.
The pattern of land use around much of the City, has in recent years,
become increasingly scattered with rural development. Continuing this
pattern will have implications on the rural environment, including an
inadequate road network, urban-rural use conflicts, degradation of
resources, costly service provisions, and a likely shifting pattern of
spending and investment. In addition, the loss of the rural areas will
erode the City’s desired preservation of “small town character.”
Peripheral areas represent the surrounding rural and agricultural lands,
which provide imagery and function of agrarian and natural activities
that support the urban environment. These areas help to define the
urban form of the community and distinguish between urban
development and the non-urban, rural environment. Outside of the
main corridors (e.g., Main Hwy (La. Hwy 31), Grand Point Hwy (La. Hwy
347) and Anse Broussard Hwy (La. Hwy 328), the peripheral areas are
largely undisturbed by development, with the exception of a few
emerging estate subdivisions, countryside development, and farmsteads
that establish the rural landscape. The presence of this area is as
important to the community image as its urbanized area.
There are many areas where
commercial uses are directly
adjacent to residential housing. In
many cases, the poor site and
design standards (top and middle
photos) are having a detrimental
effect on the overall character of
the neighborhood. In other cases,
well-designed and maintained
commercial businesses are a
positive contribution to the
overall neighborhood (bottom
photo).
4C.1. Protect the rural character in certain areas around the City’s
periphery by establishing a rural district that requires very large
lots (and hence very low density) and greater protection of
greenspace. In addition, amend the subdivision regulations to
allow and provide incentives for development clustering and
conservation development types. Corresponding density bonuses
should be incorporated into the zoning ordinance to make these
more attractive than large-lot subdivisions. These development
types would enhance rural character, while protecting resources and
offering greater gross densities.
4C.2. Make a formal request to St. Martin Parish to adopt the City’s Future
Land Use Plan and standards for those areas in the planning area so
4-26
that compatibility is maintained between the parish (i.e., a rural
service provider) and the City (i.e., an urban service provider).
Future Land Use
The essence of land use planning is a recognition that Breaux Bridge does not
have to wait and react to growth and development. Rather, it can determine
where growth will occur and what character this new development will
reflect. Through active community support, this plan will ensure that
development meets certain standards and, thus, contributes to achieving the
desired community character.
Breaux Bridge Future Land Use Plan
As a guide for land development and public improvements, the plan depicted
in Map 4.5, Future Land Use Plan, captures and develops into the City’s
policies the community’s values regarding how, when, and where Breaux
Bridge will grow over the course of the next two decades. This is significant
since the findings and recommendations contained in this plan provide the
basis for the City’s development ordinances as the primary tools to
implement the plan. Appendix A, Existing and Future Character Descriptions,
provides a detailed description of each proposed district.
Going to a character‐based system will provide benefits not only in
improving the quality and character of development, but also in increasing
parks and open space, resource conservation and protection, stormwater
management and drainage, and providing for a variety of housing types to
meet the diverse needs of the community – all of which are important in
enhancing the quality of life in Breaux Bridge.
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5-1
Chapter 5
GROWTH MANAGEMENT
AND CAPACITY
Introduction
The concept of “growth management” is multi-faceted. It involves the city’s
ability to provide adequate infrastructure and municipal services to support
existing development while programming the capital needs for continuing
growth. It also involves the formulation of policy as to the direction and
amount of future development to support the projected growth during the
horizon of this plan. Lastly, determining and facilitating sustainable growth in
the city’s planning area is of significant importance.
Breaux Bridge, like many communities across Louisiana and the United
States, is dealing with the negative impacts of sprawl and growth that is not
well managed nor given the adequate consideration with regard to planning.
This has often resulted in inefficient development in areas that lack adequate
street infrastructure, utilities, and other services like parks and police and
fire protection. Breaux Bridge is different than other communities in the fact
that most, if not all, of its projected future growth1 can be accommodated
within the existing city limits. This is not to say that managed growth through
strategic annexations is not important; rather, it places higher priority on
infill development and revitalization of existing areas. As the developed area
within the city and its planning area expand, the city administration must
consider the practical and fiscal implications of extending its facilities,
services, and authority over a broader area. While there are economic
benefits to an increased tax base (i.e., added rooftops), there may equally be
detriments to the city’s livability that will forever change the character of the
community. For this and many other reasons, it is essential for the city to
1
According to the Louisiana Parish Population Projection Series (2010-2030), Breaux
Bridge is projected to reach approximately 9,868 persons by 2030, an increase of
1,729 persons. State of Louisiana Office of Information Technology and Division of
Administration by Louisiana State University.
5-2
seize its economic opportunities while at the same time establishing
effective measures to retain its unique, small-town atmosphere.
The purpose of this chapter is to provide a 20-year policy framework that is
designed to guide decisions relating to timely extension of adequate
infrastructure, provision of quality municipal services, and a logical
sequencing of future development. This chapter is guided by the following
goals:
 To identify and recommend policies and strategies for managing the
community’s long-term growth and character
 To ensure efficient provision of adequate public infrastructure and
municipal services
 To grow in a manner that is both responsible and sustainable
 To achieve long-term fiscal health
Plan Focus Areas and Strategic Recommendations
Throughout the planning process, a number of issues and concerns were
expressed related to growth management and capacity. These discussions
formed the basis of the following focus areas along with an analysis of
existing conditions and examination of future growth trends. Following the
identification of the focus areas is a series of strategies and their rationales
along with advisable implementation actions and initiatives.
The areas of focus are as follows:
 One – Managing future growth
 Two – Interconnected and efficient mobility system
 Three – Adequate and efficient public infrastructure
 Four – High quality municipal services
“Without a proactive stance to
ensure that development occurs
in a logical and sequential
pattern, it will continue to be
driven solely by market forces,
which does not necessarily occur
in a manner that can be
efficiently served with adequate
public facilities and services.”
Focus Area One – Managing Future Growth
As evident by the sprawl that is occurring throughout Breaux Bridge and
in the planning area, the city’s current development pattern is driven
mainly by market forces. As detailed in Chapter 4, Land Use and
Character, the city’s development pattern has shifted from the traditional
Downtown area to commercial growth along corridors and residential
growth scattered throughout – all without consideration to the city’s
long-term future with regard to livability and fiscal sustainability.
If this unmanaged pattern of development is allowed to continue, it will
further degrade the city’s environmental resources (e.g., floodplains,
5-3
wetlands, bayous, etc.); overwhelm public infrastructure and services;
increase traffic and worsen congestion; and will eventually result in a loss of
community, cultural identity, and uniqueness – the very ideals the citizens of
Breaux Bridge desire most.
Currently, roughly 36 percent of the city limits are developed2. Conversely,
over 64 percent of the city is vacant, undeveloped land. In simple terms, this
suggests that the city has more than enough existing acreage to
accommodate increasing population growth without requiring annexation.
This is not to say that growth will not occur in the city’s planning area. In fact,
growth will continue in the planning area. Also, because of the limitations of
state law pertaining to the process by which the city may annex territory
“lying contiguous and adjacent to”3 its corporate limits, it makes developing
in a contiguous form more difficult. This is because the extension of city
limits must come by way of petition on behalf of “one-third in number and
value of the bona fide owners of any lots or land,” followed by elections, first
by those subject to annexation and second by the community residents.4
Therefore, there must be reasons for which those outside city limits are
interested in being annexed. Typically, this interest is in the form of gaining
access to municipal infrastructure systems and public services such as water
and gas utilities, municipal police and fire services, solid waste collection,
zoning protection, among others. In cases where cities extend their
municipal infrastructure outside city limits without requiring annexation or
some other form of mutually acceptable agreement, this facilitates an
inefficient development pattern and contributes to a pattern of sprawl.
For growth management purposes, it is both appropriate and feasible to
direct development to areas already within city limits where the city already
has regulatory control. In addition, the community must consider
mechanisms to coordinate the timing and pattern of development and to
ensure cost efficiency in providing public facilities and services. This means
that Breaux Bridge must get ahead of the “growth curve” and, to the extent
possible, minimize the times when it is reacting to both negative and positive
impacts of growth.
2
Based on an analysis of existing conditions and visually depicted on Map 4.1,
Existing Land Use, in Chapter 4 of this plan.
3
Subpart B, Extension of Corporate Limits of Municipality by Means of Petition and
Election, RS 33:151
4
To enlarge or contract the corporate limits requires a petition with the assent of a
majority of the registered voters and a majority in number of resident property
owners, as well as 25 percent in value of the property of the resident property owners.
5-4
Strategy 1A: Facilitate well-managed growth in the planning area.
Given the nuance of state law, somewhat limited options exist for managing
growth outside the city limits. The city’s zoning and subdivision regulations
may only be exercised within city limits leaving the areas outside the city to
the jurisdiction of the parish. Further, exacerbating the city’s inability to
manage the type, pattern, scale, and character of this peripheral
development, is the fact that the parish assigns zoning classifications (i.e., for
commercial, industrial, and residential land uses) for all unincorporated land
based on land suitability and includes all land areas up to a distance of 500
feet adjacent to and parallel to the centerline of all public roadways.5 Beyond
500 feet from the centerline of all public roadways, the parish zones all land
as light industrial, agricultural, or woodland/floodplain. In essence, this
forces development to occur in a sprawling, non-compact form. In addition,
the development that is occurring in the city’s planning area is allowed to
have individual water supplies and sewage disposal units without the
requisite infrastructure needed to eventually connect them to a public water
and/or wastewater system in the future. These and other issues make it
more difficult for the city to respond to future requests for annexation and
decreases the city’s ability, both practically and financially, to provide an
urban level of services after annexation takes place.
Several strategic approaches for managing development include the
following:
 Strict adherence to a growth policy which stipulates that the city’s
municipal infrastructure (i.e., water and wastewater) will not be
extended outside city limits without agreeing to annexation and/or a
development agreement.
 Annexation either by petition and election of property owners or by
petition and ordinance provided:
a) Zoning of the property is in conformance with the Future Land Use
Plan, or
b) Zoning to another district subject to the compliance with the city’s
annexation and utility policies and conformance with the city’s
zoning and subdivision regulations.
 A policy of requiring annexation as a condition of development and
provided there is:
a) Adequate capacity of the city’s distribution and collection systems
and treatment plants.
5
St. Martin Parish Code of Ordinances. Appendix A. – Schedule of Zoning District
Regulations; Land Use/Zoning Definitions. Municode.
5-5

b) Extension of municipal services to and through the subject property
at the developer’s expense.
c) Provision of an agreement to offset by way of exaction the city’s
requisite expenses associated with complying with LA Revised
Statutes 33:179.6
Negotiating non-annexation agreements with property owners subject to
compliance with the city’s annexation and utility policies and
conformance with the city’s zoning and subdivision regulations.
1A.1. Designate the intended land use and character on the Future Land
Use Plan and corresponding zoning map for the preferred growth
areas. This allows development more readily in the preferred growth
areas since they are effectively pre-zoned.
1A.2. Modify the zoning ordinance to reference that all newly annexed
land should be zoned per the Future Land Use Plan which includes
designations that are matched with zoning districts that establish a
deliberate development character.
1A.3. Adhere to an overall growth policy that stipulates the city will grow
in a fiscally sustainable manner by maximizing efficiencies in the
provision of municipal facilities and services to develop a contiguous,
compact, community form.
1A.4. Adopt a utility extension policy subject to the following criteria:
a. The subject parcel is within a preferred growth area and will not
create obstacles to successful implementation of a suitable
roadway network consistent with the city’s Thoroughfare Plan.
b. The land is proposed for annexation and abuts the city’s existing
utility service areas and can be immediately and efficiently
served – or readily served with manageable and affordable
capital improvements. (see Focus Area Three later in this chapter
for additional information on utility service areas)
c. The land can be adequately served by and funded for municipal
police, fire, and emergency medical services, and the city can
readily assume the fiscal responsibility for the maintenance of
existing roads, street lights, parks, and any publicly‐owned
facility, for which the fee structure will net a fiscal benefit to the
city.
6
LA Revised Statutes 33:179. Where the corporate limits of municipalities have been
extended or enlarged, the annexed territory, the inhabitants thereof, and owners of
property shall enjoy, “all the rights, immunities, and privileges granted and enjoyed
by the citizens of the municipality to which the territory has been annexed.”
5-6
1A.5.
d. All public improvements necessary to serve the area proposed
for service extension will be constructed and financed in
accordance with city standards and policies.
e. There is sufficient capacity of the infrastructure systems, i.e.
roads and utilities, to accommodate the added development.
f. As determined by the city, the actual fiscal impact of expanding
the incorporated area and then providing basic services,
maintaining public facilities, and making other necessary public
improvements is favorable and sufficiently offsets the associated
costs to the city, both near‐ and long‐term.
Consider the establishment and imposition of impact fees to ensure
new development pays its fair share for drainage, roadways, water
and sewer infrastructure, and police and fire protection services that
become necessary as a result of such development. The principles of
fiscal responsibility and stewardship upon which this plan is based
support adoption, provided that they comply with the law in that all
of the following are applicable:
a. They are fair and proportionate to the demands created by the
new development.
b. They are used for projects that serve new development.
c. They are used in a timely manner.
Strategy 1B: Faciliate strategic annexations
There are reasons for annexation other than to accommodate the request of
interested residents. Under certain circumstances, annexation may be a
viable strategy to exert control over certain portions of the planning area
prior to unmanaged, uncoordinated development that may occur otherwise.
These strategic annexations, in the near-term, protect the city’s long-term
interests before these areas develop. This is particularly important as state
law requires concurrence of a certain percentage of residents to annex.
Strategic annexations can also be used for economic development purposes
as certain areas (e.g., those areas surrounding a proposed future interstate
interchange) will most likely develop into commercial businesses that will
positively impact the city’s tax base.
1B.1. Conduct an annexation study to identify individual properties that
warrant consideration for annexation. This will allow for the
imposition of city authority and gradual extension of municipal
facilities and services where determined feasible and beneficial to the
city.
5-7
1B.2. Amend the Future Land Use Plan to determine the appropriate
designation concurrent with any changes to the City boundaries or
areas subject to annexation.
1B.3. Strengthen the city’s nonconforming regulations to establish
regulatory provisions applying to the discontinuance of pre-existing
uses given certain criteria and standards. This approach is to enable
the city to eliminate nuisance-bearing uses that exist prior to
annexation. Provisions should include standards that relate to nonconforming signs, parking, and landscaping as well as how the city
handles situations where a non-conformity was created by public (i.e.,
city) action and any provisions for the conversion of non-conformities.
Focus Area Two – Interconnected and Efficient Mobility
system
Although traveling by car is the predominate form of mobility in
Breaux Bridge today, planning for the future must account for an
interconnected system of streets, sidewalks, and bikeways. This
is essential to ensure adequate livability for those who have a
car and for those who may not. To achieve an interconnected
and efficient mobility system, the city must be proactive in its
planning and diligent in its implementation. This will require
additional attention and resources for thoroughfare
development, traffic management, and pedestrian mobility.
Thoroughfare development is the preservation of right-of-way
concurrent with development. This includes development both
within the city as well as within the planning area. It also
includes the development of “complete streets,” which means
streets that are designed for all modes of transportation –
walking, bicycling, transit, and vehicular movement. (see inset)
Traffic management results in the efficient movement of
vehicles by preserving and/or enhancing the carrying capacities
of area roadways. Through the design of roadways, it also
relates to the access and use of land adjacent to the city’s
corridors. Pedestrian mobility requires an increased emphasis on
pedestrian improvements to safeguard the community’s smalltown character and quality of life. This includes sidewalks along
area roadways, safe and accessible crossings, and provisions for
on-street bike lanes and off-street trails and pathways.
Benefits of Complete Streets
Complete Streets …
 Make economic sense
 Improve access
 Improve safety
 Promote active living and good health
through encouraging walking and
bicycling
 Can help ease transportation woes
 Can lower transportation costs for
families
 Help keep kids safe
 Improve mobility for people with
disabilities and the elderly
 Make fiscal sense
 Foster strong and livable
communities.
Photo and Text Source: National Complete
Streets Coalition.
5-8
Strategy 2A: Expand the thoroughfare system to ensure adequate roadway
capacity.
A city’s transportation system has a strong influence on the quality of life and
economic development potential of a community. When residents cannot
move with relative ease throughout the community, this leads to frustration
and detracts from local quality of life. Likewise, retaining and attracting
businesses requires having adequate roadways to move people and goods to
and from the area in an efficient manner.
The surface transportation system is formed by a network of highways and
streets, each with different designations as to their function and their
designed traffic carrying capacities within an overall system. Each street
segment contributes to the interconnectivity of the network. Without a
continuous system, unnecessary interruptions occur, thereby altering natural
traffic movement patterns and inadvertently directing traffic onto street
segments that are not designed or intended to carry the associated traffic
volume. This creates congestion and increased traffic volumes and speeds on
neighborhood streets raising concerns of pedestrian safety and quality of
life.
Traffic in the city is currently being impacted by a lack of connectivity
throughout the city. The first problem is that Bayou Teche bisects the city
and the number of bridges is insufficient to provide access across the bayou.
The result is increased levels of traffic volume (and increased congestion) on
the roadways that parallel (e.g., La. Hwys 31, 328, and 347) the bayou. This
condition is particularly evident for any traffic trying to cross Bayou Teche
southeast of Bridge Street because vehicles have to traverse half the city to
find a crossing over the bayou.
The second problem involves newer residential development where a lack of
consideration was given to preserving the necessary rights-of-way to build
future connections in and through the neighborhood areas, particularly
collector roadways that are intended to provide transition between arterials
and local streets. As newer residential development is allowed to be
constructed without collector roadways, this practice will continue to worsen
vehicular congestion throughout the city. As a testament to this increasing
problem, combined traffic related issues were the top three weaknesses
identified by citizens during the Strengths, Weaknesses, Opportunities, and
Threats (SWOT) analysis. (see Chapter 6, SWOT Analysis). To reverse this
trend of worsening congestion, the city will have to plan for and implement a
fully functional street system.
5-9
For a street network to operate efficiently, it is important
for there to be a complete system of roadways designed in
a hierarchy from highways (i.e., Interstate 10), to arterial
roads (e.g., La. Hwy 31), collectors (e.g., E. Bridge Street),
and then local residential streets. Each link is intended to
function according to its design capacity, in effect,
distributing traffic from the lowest design classification, i.e.,
local streets, to the highest functional classification, i.e.,
highways. Connectivity is key to providing an efficient, safe,
and convenient roadway network.
The city’s thoroughfare plan is set out in Map 5.1,
Thoroughfare Plan, and classifies streets into four types:
 Principal Arterials
 Minor Arterials
 Collectors,
 Local Streets
Functional Classification System Hierarchy
An optimum street network has a principal or minor arterial roadway spaced
roughly each mile. Within this arterial grid, collector roadways should be
spaced at one-half mile intervals in each direction (north-south and eastwest).
Principal Arterials are intended to carry large amounts of regional traffic and
are commonly two to five lane facilities that are designed to accommodate in
excess of 15,000 vehicles per day. Access is limited along streets to preserve
their carrying capacity. Since many of the principal arterials within Breaux
Bridge are state or parish highways, the city’s ability to manage them is
limited, but the Lafayette Metropolitan Planning Organization (MPO) is
generally responsive to publicly stated and justified needs.
Minor Arterials are intended to carry less traffic than major arterials.
Generally, minor arterials can be anticipated to accommodate 3,000 –
15,000 vehicles per day, and they are typically fed by collectors, although
local streets may also connect to them. Access to these streets from
neighboring properties should be controlled to limit conflicts.
Collectors are intended to carry fewer trips than minor arterials, but they are
”higher order” roads than local streets. Collector streets can typically be
expected to accommodate 1,000 to 5,000 vehicles per day. To adequately
serve their role to collect and distribute traffic from local streets to the
arterial street system, collectors are generally spaced between arterial
DRAFT 10.09.12
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Breaux Bridge
5-10
Traffic Calming Techniques
streets with a desired spacing of no more than one-half mile. To maximize
mobility it is essential that collector streets traverse adjacent neighborhoods
to provide access and circulation not only within, but also among,
neighborhoods. Direct driveway access to individual properties should be
limited.
Local streets are principally intended to provide access to abutting
properties. Traffic on local streets is generally slow and relatively sparse
and such streets can typically be anticipated to accommodate fewer than
1,500 vehicles per day. Local streets in areas of cut-through traffic are
candidates for traffic calming measures (see inset).
Speed bump in Lafayette, LA
Numerous techniques are
used to calm traffic including
changes in paving materials;
chokers (which narrow the
road for a specified distance);
elevated pedestrian crossings;
on-street parking; speed
humps, bumps, or tables;
marked gateways; and street
trees.
Source: Kendig Keast
Collaborative
2A.1. Adopt the Thoroughfare Plan as depicted on Map 5.1, Thoroughfare
Plan, and implement the subsequent actions and initiatives specified
below.
2A.2. As a complement to the Thoroughfare Plan, modify the subdivision
regulations7 to incorporate improved standards for each functional
classification.
2A.3. Modify the subdivision regulations8 to incorporate specific crosssections for each functional classification.
2A.4. Actively participate in regional and statewide transportation
planning activities to promote funding of facilities and improvements
that benefit Breaux Bridge.
2A.5. Proactively promote and coordinate with LA DOTD and the Lafayette
Metropolitan Planning Organization (MPO) to ensure full
implementation of the proposed 2030 Transportation Plan including
construction of the proposed new interchange at Interstate 10 and
Sawmill Highway extending Sawmill Highway to W. Mills Avenue, and
installing a series of roundabouts.9
2A.6. Make a formal request to the St. Martin Parish Government to adopt
the city’s Thoroughfare Plan as part of a parishwide transportation
plan. This would include agreement by the parish to secure sufficient
rights-of-way in advance of development and concurrent with any
land development or building permit approvals within the city’s
planning area.
7
Breaux Bridge Code of Ordinances, Section 4.5, Minimum Surface Widths and
Cross-Sections.
8
Breaux Bridge Code of Ordinances, Appendix.
9
Lafayette Metropolitan Planning Organization (MPO) Proposed 2030 Transportation
Plan, Draft Final Report. June 2005. http://mpo.lafayettela.gov/Plans/MPO_Plans.asp
5-11
2A.7.
2A.8.
2A.9.
Extend collector roads to arterial roads to increase connectivity
within and between subdivisions. This can be achieved by requiring,
concurrent with subdivision approval, continuous collector roadways
between all arterials aligning with existing collector roadway
segments as depicted on the Thoroughfare Plan
Adopt and implement approved traffic calming measures such as
narrower streets, on-street parking, and other devices in residential
areas where such actions will not impede the function of the city
street network.
Adopt an ordinance which designates certain roads and/or bridges or
road segments as official truck routes, with the intended purpose of
removing unnecessary truck traffic from the more pedestrianoriented downtown area. As depicted on Map 5.1, Thoroughfare
Plan, coordinate with the parish to construct the minor arterial
located just north of the city’s oxidation ponds so that a convenient
and efficient north-south truck route connection can be made from
Interstate 10 to points south.
Strategy 2B: Improve traffic flow by requiring better accesss management.
Most of the city’s principal and minor arterials were, in large measure,
developed at a time when the level
of traffic on these roadways was low
Access Management
enough that driveway access did not
significantly impair regional traffic
flow (see inset). Consequently, many
of the city’s arterials have numerous
access points to adjacent uses which
are normally the function of local
streets.
Essential to managing traffic is
preserving the capacities of arterial
and collector streets. The capacity
and, hence, the level of service is
The above area of La. Hwy 347 depicts two different qualities of
affected by the following:
access management. On the north side, the number of driveways
 Number of access points (streets
and access points negatively reduces traffic capacity and through
and driveways)
movement on what is utilized as a major arterial through the city. On
 Impedance of traffic flow by
the south side of the street, most of the access points are from the
local streets rather than the main thoroughfare thereby protecting
vehicles entering and exiting
the integrity of the arterial.
properties
 Number of intersections
 Lane width
 Synchronization of traffic control devices
5-12


Allowances for deceleration and/or acceleration at ingress/egress points
The presences or void of a center turn lane or median
Currently, the city’s subdivision regulations do not address access
management issues. Of specific relevance is managing access along the
community’s arterial streets.
Benefits of Access Management
2B.1. Develop an access management
Research indicates that a well-designed and effectively
administered access management plan can result in the
program and guidelines that provide
following tangible benefits:
appropriate strategies and access design
 Accident and crash rates are reduced.
requirements based on a roadway’s
 Roadway capacity and the useful life of transportation
functional classification as identified on the
facilities are prolonged.
Thoroughfare Plan with the greatest
 Travel time and congestion are decreased.
emphasis placed on mobility versus access on
 Better coordination between access and land use is
arterial streets.
accomplished.
2B.2. Add provisions to the subdivision
 Economic activity is enhanced by a safe and efficient
transportation system.
regulations to restrict and/or guide the
 Urban design and transportation objectives are
number, location, and spacing of driveways;
reconciled.
street intersections; medians and median
 The character and livability of the community is
openings; marginal access roads; turn lanes;
preserved through the coordination of land use and
and acceleration/deceleration lanes at major
transportation.
intersections. This is particularly important in
preserving capacity along roadways that are
not currently lined with development.
2B.3. Add provisions to the subdivision regulations to require shared
driveways and cross-access easements between adjacent and
abutting properties to eliminate the need to use the public street for
access between adjoining businesses.
2B.4. Add provisions to the subdivision regulations to limit or prohibit
residential driveways along collector roadways to preserve the
intended function of theses roadways. Ideally, side lot lines should
face toward the collector street.
Although sidewalks exist in
this area along Alva Drive,
there is no connectivity to the
Strategy 2C: Establish a pedestrian-mobility network to provide a safe,
street system which inherently
alternate means of getting around the city.
prevents those with
A transportation system is not complete unless it meets the needs of all
disabilities, among others,
travelers. This is to say that “complete streets” are designed equally for
from using them for their
intended purpose.
vehicles, bicyclists, and pedestrians. As detailed in Chapter 6, SWOT
Analysis, residents acknowledged that a “lack of sidewalks” was one of the
city’s major weaknesses.
Collaborative
5-13
A comprehensive and well-connected pedestrian network will be formed
over time as each development contributes its requisite improvements.
Currently, the subdivision regulations are insufficient in that they specify that
sidewalks “may be required along officially designated major streets and
along all streets where deemed essential for the public safety by the
Commission.”10 As evident by the almost non-existent sidewalk system in the
city (with the exception of Downtown, Rees Street, and some scattered
residential areas, e.g., those along Alva Drive, etc.), these provisions need to
be improved so as to require the developer and/or builder to install them at
the time of construction. To complement the pedestrian improvements
constructed concurrent with development, the city’s role is to provide for
pedestrian improvements along its arterial streets (like the city is doing along
Rees Street) as well as pedestrian-actuated signals, crosswalks signage and
pavement markings, and curb cuts and median breaks. To abide by the
premise of “complete streets,” the pedestrian system must not be
overlooked in the capital improvement program. As a testament of its
importance, the state adopted a Complete Streets policy in 2010.11
2C.1. Adopt a “complete streets” policy, similar to the one that the state
adopted.12
2C.2. Prepare a five-year capital improvement program (CIP) including
priority projects in downtown and the areas around schools, parks,
and public buildings. Earmark a specific amount to be budgeted
annually for sidewalk improvement and construction. Alternatively,
consider an improvement district where the costs are apportioned
to individual property owners.
2C.3. Prepare a Safe Sidewalks Program to identify improvement projects
in proximity to schools, public buildings, and other areas prone to
pedestrian use. Funding may be sought through the Louisiana Safe
Routes to School program. Priority should be given to those
projects identified on Map 5.2, Sidewalk Plan.
2C.4. Amend the subdivision regulations as follows:
a. Increase the minimum width of sidewalks to five feet13 in singlefamily residential areas. Specify circumstances when sidewalks
are required in commercial, industrial, public/institutional, and
multi-family areas;
10
Breaux Bridge Code of Ordinances, Section 4.7, Sidewalks.
Louisiana Department of Transportation and Development. Complete Streets Work
Group. Final Report for the Secretary of the Department of Transportation and
Development. Prepared by Burk-Kleinpeter. 7/30/2010.
12
Ibid.
13
Breaux Bridge Code of Ordinances, Section 9.8, Sidewalks.
11
Breaux Bridge has a significant
segment of the population,
particularly students, who
utilize streets for getting to
and from school, amount
other places in the
community.
Collaborative
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5-14
b. Require mid-block public access easements when a block length
exceeds 750 feet. Similarly, require easements at the ends of culde-sacs to improve connectivity. Easements should be a
minimum width of 10 feet, improved with a five-foot sidewalk or
trail;
c. Amend the roadway cross-sections and design and construction
standards for all street improvement projects to incorporate an
eight-foot wide sidewalk/trail on one side of all arterial
roadways. Culvert crossings and bridges must be designed
accordingly. Other design considerations include minimum
bridge clearance for trail underpasses and bridge approach and
interchange design standards;
d. Establish provisions requiring sidewalk systems in all subdivisions
to connect to adjacent subdivisions and to existing and proposed
future trails;
e. Require bicycle racks at office and retail development exceeding
15,000 square feet and businesses employing more than 10
persons; and,
f. Where warranted, install medians in the rights-of-way of arterial
roadways, particularly near public parks and buildings, for use as
a pedestrian refuge to shorten the unprotected distance across
wide roadways.
Focus Area Three – Adequate and Efficient Public Infrastructure
Growing smart means growth occurs in a contiguous and compact
development pattern. This is important because haphazard growth is highly
inefficient. Costs associated with the provision of both capital and social
infrastructure are much higher than they are for more contiguous patterns of
development. This is particularly relevant when a community is confronted
by limited resources and increasing demands for services. As detailed earlier
in this chapter, over 64 percent of the city landscape is vacant or
undeveloped, which means there are large expanses of developable land
both within and adjacent to the city limits. Some of these areas are more
serviceable than others, meaning there are utilities (water and wastewater)
and services (police and fire protection) that are readily available and which
may be fiscally prudent to provide. In these instances, where there are
sufficient capacities, utilities may be extended and services may be offered in
a timely and efficient manner. In other areas, there may be development
constraints (e.g., land within floodplain, utilities are unavailable, and/or
there is insufficient capacity to serve new development); this necessitates
the need to develop policies as to when the timing and availability of these
5-15
facilities and services will occur. In essence, these areas are “reserved” for
future growth to occur when there are facilities and services available or
other prudent agreements are made and accepted by the city.
Water Summary14
The city’s water treatment plant is located on the south side of Bayou Teche
at 251 Washington Street, and it provides residents with water sourced from
five groundwater wells. Two of the wells are located on-site and three are
located several blocks south at the intersection of Veteran Drive and
Washington Street. Most of the water is derived from Well #6 which
produces a minimum of 3.0 million gallons per day (mgd). Well #3 is
currently used as an emergency backup. The water
Breaux Bridge Water Treatment Plant
treatment facility has capacity to treat 1.3 million gallons
per day (mgd) and has an overall plant capacity of 3.0
mgd. Currently, the plant operates at less than 50 percent
of its capacity.
The city’s water storage system is comprised of four,
300,000 gallon elevated storage tanks (EST) which have a
combined storage capacity of 1.2 million gallons. The most
recent addition was the construction of the EST on
Latiolais Drive near Interstate 10. Its purpose was to
increase the available pressure to Commercial East,
Latiolais Street, and the surrounding area. This upgrade
has allowed the retirement of an older 75,000 gallon tank.
To ensure the water treatment plant continues to function
at full capacity, pumps have been upgraded and the distribution lines
replaced. Additionally, the city has added 10 fire hydrants which has
increased the total number to 364 located throughout the city. The city has
also been proactive in re-engineering some of their existing dead-end lines
into loop systems thereby increasing the hydrants’ production capabilities
and eliminating sediment deposits in the system. Of the current hydrants in
use, all have undergone rehabilitation evaluation and the connections have
been upgraded to a standardize fire hose connection capability. Consensus
among staff from the Public Works Department is that the existing system
can adequately meet future population growth if the average water use
remains at 7,000 gallons per month per household. However, the dry lime
storage silo and its associated machinery have been in operation for over
half a century and have become unreliable. Replacement of the silo would
increase the reliability of the water system.
14
Content of the following summary sections have contributions from T. Baker
Smith, LLC.
5-16
Wastewater Summary
The city’s Wastewater Treatment Plant (WWTP) operates an oxidation pond
interconnected with a 47-acre wetland system and 29 pump stations to
provide service to all areas south of interstate 10. The exceptions are:
Holliers Road, a segment of La. Hwy. 31 north of Mills Avenue (La. Hwy. 94),
and Mills Avenue headed west beyond the railroad tracks. Effluent takes
about 60 days to make it through the treatment system.
Since 2000, the city has upgraded the pump stations and installed new force
mains in four different locations. There has also been a distribution
extension on La. Hwy. 94 towards Lafayette. In a cooperative endeavor with
St. Martin Parish, the wastewater system is planned to be further extended
on La. Hwy. 94 to the Vermilion River. The city is also currently upgrading
the levees at the oxidation pond and upgrading the sludge removal system.
With the current configuration of the system, the city does not have the
capacity to accept industrial users that require a permitted discharge.
Natural Gas Summary
The city purchases gas locally from Gulf South for distribution to those within
the city limits with the following exceptions: the area east of Bayou Teche
from Refinery Street to the north and the area between Rees Street and
Berard Street on Mills Avenue. Atmos Energy provides services to the
remaining parts of Breaux Bridge. The city has no future plans to install
natural gas lines to service any additional customers.
Electrical Power Summary
Power is provided to the city and the surrounding area via underground and
overhead lines by CLECO. CLECO is an investor-owner-provider and services
265,000 customers in Louisiana. In recent storms, the community has
suffered from frequent power outages. Transmission of power to and within
the community is predominantly from overhead power lines. These lines are
subject to damage in storm events and present a risk to health and safety.
Telecommunications Summary
Reliable telecommunication services are necessary for public safety and
sustainable economic strategies which require a community’s telecom
services to remain at the forefront of new technology. Today, the public has
a multitude of options for these services; and the gap between telephone,
Internet, and television has been bridged whereby several local providers
5-17
now offer turn-key solutions to meet the public’s needs. This is accomplished
using traditional wire lines and the more advanced wireless services.
Currently, Breaux Bridge has access to telecom services through CenturyLink
and Cox Cable. These two companies offer digital television, phone service,
and high-speed Internet (10 Mbps). It was expressed by some citizens that
the services provided do not allow adequate competition. Stakeholders were
interested in having access to additional (more competitive) services to meet
the needs of the business community.
Drainage Summary
Drainage collection in the built environment is through a combination of
methods. In most areas of the community, collection is primarily through
open, roadside ditches. In areas such as downtown and along Rees Street,
collection is primarily through underground storm sewers (i.e., curb and
gutter). While the city is not affected by significant flooding events, flooding
does occur in certain areas after large rain events, e.g., Gary Drive and in
Downtown. To minimize future problems, the city proactively cleans
drainage ditches and drains and has a good working relationship with the
parish for the ditches for which they are responsible. In addition, the city
permits pre-construction and inspects the as-built installation of culverts.
Strategy 3A: Expand and maintain adequate capacity in the water and
wastewater distribution, collection, and treatment systems.
Overall, the city is in good shape with regard to its utilities. In fact, the city
has adequate capacity to meet future projected population growth. While
the capacity is available to handle this future growth, water and wastewater
infrastructure is not readily available throughout the city limits. While
providing infrastructure to new development is a priority, updating and
maintaining the existing system is also important for the community.
Exhibited in Map 5.3, Utility Service Areas, is the effective service areas of
the city’s water distribution lines and wastewater collection lines. For
general planning purposes, there is a one-quarter mile buffer adjacent to
each line to reflect its service reach. This map illustrates the areas for which
the city already has available infrastructure to serve new development,
provided there is sufficient line and treatment capacity available.
Based upon the availability of utility infrastructure, there is a logical
sequencing of future development where priority should be given to those
areas within city limits and where 1) water and wastewater is available and
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5-18
3A.1. Develop capital improvement plans for both the water and
wastewater system to ensure an adequate and efficient distribution,
collection, and treatment systems during the horizon of this plan. At
a minimum, this will include replacing the dry lime storage silo for
the water system and replacing clay pipes in some of the older areas
of downtown for the wastewater system.
3A.2. Budget annually and adequately for the long-term maintenance of
existing water and wastewater systems.
3A.3. Consider applying for Community Development Block Grant (CBDG)
funds to increase the resiliency of infrastructure systems. This should
include, among other things, purchasing additional backup
generators for the wastewater system. To ensure sufficient
operational capacity during power outages, there are five generators
for pumps stations and a water well.
3A.4. Budget for planned water system expansions including upgrading the
main serving areas north of interstate 10 to a 10- or 12-inch line and
then eight inch lines into the neighborhoods.
3A.5. Identify and eliminate any dead-end water mains. Further, continue
to budget for and create loop systems so that the overall water
distribution system maintains adequate pressure and has natural
backup resiliency.
3A.6. Develop a policy requiring grandfathered septic systems to tie into
the public sewer system when appropriate and feasible.
3A.7. Develop a policy requiring customers (who are using groundwater
wells) to tie onto the city’s water distributions system when the
system is extended within a specified distance from their property.
3A.8. Continue coordinating with the parish to ensure open drainage
ditches are well-maintained and capable of eliminating surface sheet
flow during large storm events.
3A.9. Implement a citywide water conservation program to ensure
average daily water use remains stable or decreases over the horizon
of this plan.
Strategy 3B: Increase the resiliency of the city’s infrastructure systems to
decrease the need to respond to or mitigate the effects of large- and smallscale natural events.
Breaux Bridge, like many Louisiana communities, has been impacted by
recent large storm events. As a result, the state has prioritized funding to
5-19
assist jurisdictions like Breaux Bridge to accomplish important proactive tasks
such as advance planning. According to the St. Martin Parish Hazard
Mitigation Plan15, Breaux Bridge has potential to be further impacted by such
natural events as floods, hurricanes, levee failure, expansive soil, land
subsidence, and tornados.
One of the ways the city can facilitate better resiliency is by increasing the
opportunities for both the public and private sectors to achieve resilient
outcomes. This involves learning from post-disaster recovery efforts and
recognizing the fact that reactive policies may not be enough. The
What Makes Communities
city’s investment stems from the fact that they are entrusted with
Resilient?
mitigating the effects of these disasters and can only do so effectively
by adopting resilient outcomes16 themselves (e.g., capital
 Relevant hazards are recognized
improvement projects and operational procedures) and guiding the
and understood
 Communities at risk know when
private sector to do the same through education, policies, incentives,
a hazard is imminent
and oftentimes – regulation.
 Individuals at risk are safe from
hazards in their homes and
places of work
3B.1. Identify funding sources to implement the recommendations
 Disaster-resilient communities
of the St. Martin Parish Hazard Mitigation Plan including
experience minimum disruption
culvert improvements on Grand Point Highway and under
to life and economy after a
interstate 10, elevating repetitive loss structures, and wind
hazard event has passed.
16
hardening and adding backup generators to key critical
Source: CARRI.
facilities such as city Hall, and police and fire stations.
3B.2. Add provisions to the zoning and subdivision regulations to require
all new development to place utilities underground.
3B.3. Adopt a policy that requires all new municipal buildings to be
constructed and existing public buildings to be retrofitted to ensure
they are structurally sound (i.e., to endure high winds from tropical
storms, hurricanes, and tornadoes) and flood-proofed.
Focus Area Four – High Quality Public Services
New development will create an increased demand for public services,
including increased calls for police and fire services and increased demand
for accessible and high-quality park and recreational areas. To keep pace, the
city must commit to gradual expansion of its Police, Fire, and Parks and
Recreation Departments by investing in new facilities, equipment, and
15
St. Martin Parish, Hazard Mitigation Plan. November, 2009.
CARRI Research Report 1, Community and Regional Resilience: Perspectives
from Hazards, Disasters, and Emergency Management. December 2008.
http://www.resilientus.org/library/FINAL_CUTTER_9-25-08_1223482309.pdf.
Retrieved May 2011.
16
5-20
staffing to ensure adequate service capabilities, responsiveness, and
geographic coverage in coming years.
Police Department Summary17
The Police Department adjoins city Hall and is located at 101 Berard Street.
This 1,100 square foot space houses all police related functions for the city
including being equipped with two cells for temporary containment of
detainees. The Department is staffed with 26 officers and an additional three
reservists operating in rotating shifts. As many as 14 officers are active within
the community during each shift. Current staffing levels, however,
Police Department Staffing Needs
fall short of the 32 officers needed for adequate protection of a
population of its size.18 The patrol units are dispatched using an
A survey conducted by the Federal
internally-housed communications system. The Department
Bureau of Investigations (FBI) of cities
responds to approximately 450 calls per month and, depending on
in West South Central United States
with a population under 10,000
volume, the Department averages between two to five minutes
persons showed an average of 3.9 fullresponse time.
time law enforcement officers per
1,000 citizens. Based on comparisons
Patrolling capabilities are limited to police cruisers, as the
across the region, the city should have
Department does not have motorcycle units or K-9 units. The
approximately 32 officers to serve
patrol units are aging and in need of continual maintenance, as they
today’s population. To accommodate
average 160,000 miles per unit. At times, this has limited the
the city’s future 2030 population of
9,868 persons, the Department should
Department’s ability to provide adequate protection to the
increase staffing to 38 full-time
community.
officers commensurate with
population growth.
One of the Department’s biggest concerns is the constant threat
from outside communities who offer better pay which oftentimes
Source: FBI and Kendig Keast Collaborative
results in officers leaving for other departments. Consequently, the
city has limited success in officer retention. As with any organization,
employee retention is key in quality and success. Further efforts should be
made to ensure that the rate of retention increases thereby promoting
better community protection.
Fire Department Summary
The Breaux Bridge Volunteer Fire Department (BBVFD) is currently
comprised of two stations; one located at 225 North Main Street and the
other is located on Rees Street. The Main Street station is currently
undergoing renovation including adding a breathing air compressor system
17
Content of the following summary sections have contributions from T. Baker
Smith, LLC.
18
Federal Bureau of Investigation (FBI) Crime in the United States 2010 Survey of
Full-Time Officers in the West South Central United States; Table 71.
5-21
to its inventory. Together, the two stations provide fire protection for the
entire city. Other services provided include vehicle extrication assistance for
law enforcement and establishing night landing zones for the Acadian
Ambulance service. All medical and hazardous materials (HAZMAT) incidents
are referred to other agencies including Acadian Ambulance or the Lafayette
or State Police Departments.
The PIAL (Property Insurance Association of Louisiana) provides data by
which insurance companies use to determine cost and availability of policies
in a community. A community receives a 1-10 rating based on factors such
as, quality of fire department personnel and equipment, water supply,
hydrant availability, communications, and overall building conditions. The
lower the community is rated, the lower the premium for the customers.
Breaux Bridge has attained an in-town rating of “3” and an out-of-town
rating of “5”.
The Department’s current inventory consists of six, 1,000 gallon per minute
(gpm) pumpers; one “brush” truck (used for brush fires); one, 3,000 gallon
tanker; one, 55-foot ladder truck; and one service utility vehicle. BBVFD is
scheduled to receive an additional pumper in 2013. The Department has 25
volunteer firefighters on staff and two additional firefighters staffed by St.
Martin Parish. The average response time is six minutes to get to the station,
with an “on scene” time of 10 minutes.
The incident call volume in the past three years has continually risen. There
were 198 calls in 2008, 228 in 2009, and 313 in 2010. This translates to a 15
percent increase in call volume between 2008 and 2009 and a 37 percent
increase from 2009 to 2010. Funding for the Department is determined by
proceeds received from a parishwide millage tax levied on property. The
current monies allocated for the parish’s fire protection is six mills.
EMS Summary
Acadian Ambulance is a nationally accredited company that provides services
to all of St. Martin Parish including the incorporated area of Breaux Bridge.
Acadian has nearly 3,000 employees ranging from Nationally Registered
Emergency Medical Technicians (NREMTs) and pilots to health and safety
professional and support staff—over 250 ground ambulances, helicopters,
fixed-wing aircraft, van/bus transports, and stations in parishes/counties
spanning Louisiana, Texas, and Mississippi. Acadian Ambulance is also a
member of the Breaux Bridge Chamber of Commerce.
5-22
Parks and Recreation Summary
Breaux Bridge has three dedicated recreation areas that are spread
adequately throughout the community. The community has allocated
adequate acreage to recreation, but there is an absence of neighborhood
parks. Most recreation seekers access the parks via vehicle. Neighborhood
parks would be more accessible to pedestrians and eliminate the need to
cross the community for recreation. The three parks in the city are Parc
Hardy, De Pont Breaux, and Parc William.
Parc Hardy, located on Doucet Drive off of Rees Street, is a 48-acre facility
operated by the city and is used as baseball/softball fields. The park is also
frequently used for community-wide festivals, e.g., the annual Breaux
Bridge Crawfish Festival, which includes amusement rides, vendors, and live
entertainment.
Parc Hardy
Collaborative
De Pont Breaux is located Downtown along Bayou Teche. It includes
informative signage and monuments, a boat launch, and a pier providing
access to the bayou. This park is also home to community events and live
entertainment. Though the park stretches for more than 200 yards, it is
barely visible from E. Bridge Street, and no clear markings directing visitors
to the park. This void makes it difficult for visitors to use or make their way
to the area.
Located at the intersection of Dautrive Street and Louise Street is Parc
William. Seated across from a multi-family development, the park contains
basketball courts and limited playground equipment. This area has been
identified as having an issue with incremental crime.
Strategy 4A: Ensure adequate provision of public services to meet the
increased demands from population growth or increased demand for
higher-quality services.
4A.1. Periodically review the Police Department’s personnel needs and
hire additional staff to accommodate an expanded service area and
increased calls for service. Utilize the Federal Bureau of
Investigation’s (FBI) Crime in the United States (latest addition) staff
survey as a measurable comparison for full-time law enforcement
professionals and civilian staffing needs.
5-23
4A.2.
4A.3.
4A.4.
4A.5.
4A.6.
4A.7.
4A.8.
4A.9.
Conduct a wage study of comparison cities to determine if
modifications are warranted to increase the retention of qualified
law enforcement personnel.
Establish a formalized replacement and procurement program for
vehicles and equipment to keep pace with state-of-the-art law
enforcement and fire fighting technology and capabilities.
Periodically review the Fire Department’s personnel needs and hire
additional full-time staff to accommodate increased calls for service
concurrent with population growth. Utilize the National Fire
Protection Association (NFPA) or other suitable standard as a
measurable comparison to determine adequate staffing of paid and
volunteer firefighters. This could include conducting a manpower
study specifically to determine whether or not additional full‐time
firefighters are warranted to meet existing and future needs.
Conduct a further study of the city’s PIAL rating to determine if there
are additional measures that can be budgeted and implemented
over time to further reduce citizens’ private insurance costs.
Conduct a Parks, Recreation, and Trails Master Plan to ensure the
parks and recreation system will meet the needs of the population
through the 20-year horizon of this plan.
Develop an even distribution of parks and recreation facilities
throughout the city that will provide equitable opportunities and
convenient access for all citizens.
Provide adequate funding and resources to perform ongoing
maintenance and repairs and to construct needed improvements at
existing and future parks and recreational facilities.
Consider converting the abandoned railroad right-of-way from
Anderson Street to Dorset Street into a linear park system serving
those citizens in the area without access to a vehicle.
6-1
Chapter 6
SWOT ANALYSIS
Introduction
Based on information gathered throughout the planning process, a summary
of Strengths, Weaknesses, Opportunities, and Threats (a.k.a. a SWOT
Analysis) is presented in this chapter. This information was obtained from
participating citizens and observations of the consultant. As information was
collected and assessed, it was continuously offered for review and feedback
at several community meetings as well as at meetings of public officials. The
findings of the SWOT analysis are valuable when prioritizing implementation
near- and long-term implementation measures found in the next chapter.
Strengths
Breaux Bridge attributes that offer positive, sustained support for activity,
growth, and development in the future are as follows.
1. Character and “Cultural Identity” – Known for its cultural flair, Breaux
Bridge can capitalize by expanding its “brand.” Communities throughout
south Louisiana have gained notoriety by branding themselves,
particularly because the Cajun cultural appeal continues to gain strength
throughout the U.S.
2. Friendly Festive Atmosphere – The city has an already proven record of
success with festivals and events. When festivals are not occurring, the
people of Breaux Bridge carry their festive nature to the restaurants,
homes, and workplace. This attribute is evident by visiting the
community and observing how its residents interact with each other.
Seldom does one engage in conversation without future events being
discussed; whether a citywide event or a backyard crawfish boil,
residents exude their own unique joie de vivre (joy of living).
3. Sense of Community, Togetherness – Diverse, smaller communities have
a tendency to unite for common causes. Breaux Bridge is no exception.
The administration and citizens work together to sponsor community
events that support both national and local causes. This ranges from
local donations at convenience stores to The American Cancer Society’s
Relay for Life honoring cancer survivors.
4. Unique Sense of Place – The community spirit is reflected in its citizens’
desires to preserve the Cajun culture upon which it was founded. This
gives Breaux Bridge a unique sense of place that other communities
6-2
5.
6.
7.
8.
9.
10.
11.
12.
strive to attain. The cultural preservation efforts include the
establishment of the Cajun Creole Cultural District that was designed to
preserve and expand the Downtown area and other Cajun iconography
such as the fleur de lis decorating local homes.
Proximity to Lafayette – Its geographic location makes Breaux Bridge a
prime candidate for further establishing itself as a bedroom community
to Lafayette. Commuters can access both communities with ease on
Interstate 10.
Local Entrepreneurship – Breaux Bridge is thriving with local
entrepreneurs. The Downtown area is full of small businesses that are
owned by community residents. Further establishment of the district will
welcome more of the same.
Community Inclusiveness – The community is rich in Cajun culture, and
Cajun people are known for their friendly, welcoming nature. Breaux
Bridge has the reputation, both locally and statewide, for being a
community who welcomes outsiders whether for business or other
interest.
I-10 Proximity & Exit 109 – Interstate 10 creates a vein of revenue into
Breaux Bridge. The interstate allows resident commuters swift access to
both Baton Rouge and Lafayette for work and play. Exit 109 allows
travelers the opportunity for unimpeded ingress to and egress from the
community. Since completion, the exit has spawned commerce
stretching the entire length of Rees Street. For tourists, it allows ease of
access to the numerous festivals and events hosted in Breaux Bridge.
Bedroom Community to Lafayette and Baton Rouge – Its geographic
location makes Breaux Bridge a prime candidate for furthering itself as a
bedroom community to Lafayette. Commuters can access both
communities with ease on Interstate 10. This enables Breaux Bridge
residents to take advantage of Lafayette’s amenities and also to reside in
a community which maintains its small town character. Also, Baton
Rouge lies less than an hour away on the east side of the Atchafalaya
basin.
Size, Controlled Growth – Breaux Bridge has made reasonable efforts to
central its growth, thereby utilizing its existing infrastructure. Growth has
been concentrated around Downtown, Grand Point Highway, north of
Interstate 10, and on either side of Bayou Teche. There has not been a
major influx of population since the 1960s and Breaux Bridge has made
successful efforts to provide services to its residents.
Family Entertainment – Part of the appeal of this community is its ability
to entertain residents and visitors of all ages. The festivals are an
attraction that welcome both children and adults alike and Downtown
has shops coupled with live entertainment and dining that are child
friendly.
City, Parish, State, and Federal Cooperation – Breaux Bridge has shown
its willingness to develop plans by engaging in cooperative endeavors
with the parish, state and federal governments.
6-3
Weaknesses
Each weakness noted below is recognized as a potential constraint to future
development. Each is predictable with reasonable certainty and is not
necessarily affected by national or international matters. A brief discussion
of each of Breaux Bridge’s weaknesses follows.
1. Truck Traffic – Weigh scales located on Interstate 10 cause truckers to
by-pass the scales by detouring thru Breaux Bridge. The local streets of
Breaux Bridge are not rated to carry heavy truck traffic and are being
damaged by the trucks. Also, the added truck traffic has resulted in
traffic congestion.
2. Traffic – Most growing communities have traffic issues, and Breaux
Bridge is no exception. As noted earlier, the traffic entering and exiting
Interstate 10 creates congestion during extended peak periods. The
intersection of Rees Street and Bridge Street creates a unique situation
where the through traffic has to enter onto Bridge Street, for a brief
period, before continuing onto La. Hwy. 347. A similar situation exists on
La. Hwy. 31 (Main Hwy.) where the through traffic is stopped and exits
onto Bridge Street before entering or exiting Breaux Bridge. A
considerable amount of congestion stalls traffic on La. Hwy. 94 (Mills
Avenue). This occurs due to commuter traffic re-entering from Lafayette.
West of Bayou Teche and south of Bridge Street, La. Hwy. 31 traffic is
often slowed by residents entering and exiting their homes thereby
creating hazardous driving situations.
3. Unserved Utility Areas – The city does not provide natural gas services
to all of the community. A large percentage has to receive services from
Atmos Energy. Also, the water service north of Interstate 10 is
inadequate and often has to be supplemented by the community of
Cecelia.
4. Overhead Utility Lines – Aerial power lines are not only unsightly but are
a risk to the health and safety of the community. Aerial power lines
require constant maintenance and cause interruption in power service
when damaged, particularly important for Breaux Bridge during
hurricane events. Efforts should be made to eliminate the overhead lines
power and relocate them underground.
5. Lack of Affordable Housing – Though the Breaux Bridge Housing
Authority has as presence in the community, its 98 units are not
adequate to meet the needs of the community. In 2009, it was reported
that 24.8 percent of the families living in the community were below the
poverty line.
6. City Divided by Tracks – The abandoned railroad right-of-way serves as
an economic divide. A large number of homes that are located on the
west side of the right-of-way are not well maintained. Those that are
maintained are affected by competing signs of blight and disinvestment.
7. Proprietary Telecommunications – The community expressed a desire to
allow more competition in telecommunication services. They are limited
to two providers that supply quality services, but many residents stated
additional competition could lend more affordable service rates to the
community.
6-4
8. Street Lighting – Insufficient street lighting is a threat to public safety.
Often times, criminals use dimly lit streets as target areas to commit
crimes, both violent and non-violent, such as drug crimes, robbery,
assault, vandalism, and car theft.
9. Downtown Parking – Breaux Bridge is known for its appeal to tourists.
Though the Downtown area has created a district that accommodates
foot traffic, limited near-by on- or off-street parking is a deterrent for
people needing to park their vehicle. This problem is not isolated to
tourists; the local public is also affected by the deficiency in parking.
10. Lack of Public Restroom in Downtown – A substantial amount of foot
traffic flows through Downtown, and the only restroom facilities are
those of the store owners. It is at the shop owner’s discretion to allow
the public to use their facilities. It is often the case that the local owners
do not wish to provide these services to the public thereby creating
additional burden on the shop owners who do allow public usage of their
facilities.
11. Code Enforcement – Code enforcement is intended to ensure the public
safety. Breaux Bridge is an older community, and many of the buildings
were constructed before the International Building Code (IBC) was
established or strongly enforced. The IBC ensures that the buildings are
structurally and mechanically sound and are in no way a danger to the
public. Adequate code enforcement ensures that the building remains in
that condition for the life of the building.
12. Lack of Sidewalk Availability/Connectivity – Field assessments of the
residential areas determined that most of the existing neighborhoods
lack sidewalks, and those that are equipped with sidewalks do not have
properly posted street crossings for pedestrian traffic. Furthermore, the
neighborhood sidewalks do not connect to the sidewalks that parallel
some collector streets. This intermittent sidewalk installation creates
hazards between pedestrians and vehicular traffic.
Threats
Threats are external conditions that may limit the City’s ability for long-term
development. For the most part, threats relate to conditions often
considered beyond the control of the City. However, in this case,
opportunities based on Breaux Bridge’s strengths may offer potential to
minimizing and, in some cases, alleviating these threats. Potential threats to
the city are as follows.
1. Regional Competition – The community is under constant competition
with the cities of Rayne, Scott and Duson; these communities strive to
entice new residents as well as encourage initiatives to generate
commerce. Breaux Bridge will have to be diligent in its efforts to stay at
the cusp of prosperity.
2. Resistance to Change – Regions that are rich in culture are subject to
diverse and sometime opposing perspectives. Often, all parties desire
nothing more than prosperity in the community, yet some are resist
6-5
3.
4.
5.
6.
7.
unfamiliar views. Given Breaux Bridge’s cultural diversity, new and
different ideas will attempt to reshape what is an already appealing
community. Alternately, failure to entertain new and different ideas may
be detrimental to the long-term prosperity of the community.
Other Strong Community Growth in Parish – To the west, Lafayette
continues to encroach upon the vacant lands that divide itself from
Breaux Bridge, thus instilling fear that those vacant lands will not be
available for foreseeable future growth.
Land Grabbing – Care must be taken not to exceed the city’s ability to
provide for all residents. There is constant pressure for a community to
grow in size; terrestrial growth is often synonymous with prosperity.
Breaux Bridge has an abundance of land within the city limits that is
available for in-fill and future development. Annexation requires that city
services be provided to the additional properties that are annexed.
Adhering to in-fill first approach will allow for a logical and cost-effective
extension of services without burdening the municipality to provide and
maintain unnecessary new infrastructure.
Hurricane Damage to Utilities – Hurricanes are an annual seasonal
threat to the state of Louisiana. Though Breaux Bridge is beyond the
latitude that usually receives storm surge flooding, it’s still subject to the
high winds accompanying hurricanes and tropical storms. Aerial power
lines are often the incidental victim of falling trees located in their
proximity. This scenario causes interruption in services from the downed
power lines.
Overgrowth of Current Infrastructure – Some areas in the community
are not served by city utilities. Lack of services in these areas allows
competitors to step in and collect revenue that would otherwise be
collected by the city.
Levee Failure – Protected from storm event flooding by the West
Atchafalaya Levee structure, the majority of Breaux Bridge is safe from
flooding. However, if this levee failed, it would inundate the community
with floodwaters.
Opportunities
Opportunities consist of external circumstances that have the potential to
promote economic growth (e.g., business development that generates jobs,
revenue, and investment options), environmental improvements, or social
upgrades. A brief discussion of each of Breaux Bridge’s opportunities follows.
1. Bypass to/from Lafayette – Travelers seeking to by-pass traffic in
Lafayette often use Breaux Bridge as an alternative route. This generates
the opportunity for additional revenue to local businesses.
2. Old Railroad Right-of-Way – As a Lafayette MPO project, parts of the
abandoned railroad right-of-way have been proposed for use as a future
bike trail connecting to Lafayette.
3. Roadway Improvements – The existing transportation network, though
mildly congested, accommodates current needs. However, the projected
growth for the area will soon make the current system obsolete and in
6-6
4.
5.
6.
7.
8.
9.
10.
11.
need of roadway extensions and widening. Improvements will allow new
opportunities for commerce and land development.
Telecommunication Improvements – Stakeholder accounts suggests
that additional buried fiber telecommunications lines paralleling
Interstate 10 exist. The potential to splice into the lines and trench
additional fiber to the community thereby allowing additional providers
to compete with service providers currently servicing the area is highly
recommended to serve the community.
Gateway/Through Traffic – La. Hwy. 328 (Exit 109) is the main entryway
to all of northern St. Martin Parish via Interstate 10. La. Hwy. 31 and La.
Hwy. 347 parallel the banks of Bayou Teche and continue southward to
St. Martinville into Iberia Parish. Currently, these thoroughfares carry the
majority of the westbound traffic from Interstate 10 entering southern
St. Martin Parish. Capturing the economic benefit from this pass through
traffic is a long-term opportunity for the city.
Branding – To date, the community has done an exceptional job at
branding itself the “Crawfish Capital of the World.” The community has
the opportunity to further its appeal by expanding upon the renowned
reputation through more marketing.
Developable Land – Concentrations of development are located on the
banks of Bayou Teche and Grand Point Highway. More recently, Rees
Street has seen a rise in commercial development yet the east side of
Breaux Bridge has had minimal development. The majority of properties
on the east side of Bayou Teche are still comprised of agricultural land.
This land is suitable for future urban growth and development. However,
the properties that make the western boundary of the city limits receive
a substantial amount of the city’s drainage and are subject to flooding.
Complete Street Improvements – In 2010, The State of Louisiana
adopted a Complete Street policy. The policy states that future
transportation design will ensure a fully integrated transportation
system that balances access and mobility to motorists, bicyclists and
pedestrians. Local adherence to these principles is both encouraged and
recommended.
Bike Trail between Lafayette and Breaux Bridge – As indicated in the
2035 MPO Bikeway Plan, a bike path is proposed connecting Lafayette
and Breaux Bridge. The bike path will help to fuse the two community’s
eco-tourism opportunities and expand health and recreation
opportunities. This bike way is proposed to connect to a loop around the
community and segments that extend to Lake Martin and St. Martinville.
Bayou and Eco-tourism – Eco-tourism is a growing trend in the United
States. This industry promotes tourism that focuses on promoting
education as to the natural flora and fauna of the sites visited while
being environmentally conscious visitors.
Public Interaction on Bayou Teche – The Parc Des Pontes De Pont Breaux
is located north of Bridge Street on the west Bank of Bayou Teche. It is
host to community and statewide events. Some of the more notable
6-7
12.
13.
14.
15.
16.
hosted events include Walk 4 a Kid, Relay for Life, and numerous musical
events; it also serves as a stop-over for the Tour du Teche canoe race.
Bayou Teche; I-10 Crossing – With the exception of a short bridge and
small road sign, travelers are usually unaware that they are crossing
Bayou Teche. This area is well suited as a gateway.
Growth Potential – The area is primed for growth. Being a bedroom
community to Lafayette allows residents to not only take advantage of
employment inside the community but also commute to Lafayette
further expanding employment and recreation options.
Proximity to Lafayette and Baton Rouge – The Lafayette metropolitan
area lends jobs, education, healthcare and retail opportunities to Breaux
Bridge. Situated across the Atchafalaya River Basin, Baton Rouge lends
similar benefits. This serendipitous positioning makes Breaux Bridge
ideally suitable as a bedroom community to Lafayette and a suitable
location for commuting workers and students in Baton Rouge. Interstate
10 fuses the three cities and allows residents of Breaux Bridge access to
both cities.
Beautification, Aesthetics – The Downtown area exemplifies the
aesthetic appearance Breaux Bridge feels is attractive and appealing to
tourists. Expanding the quality of appearance evident in Downtown to
other areas of the community (e.g., Rees Street), could help to increase
the both the quality of life in the community and spur economic
development.
Frontage Roads for I-10 – Plans have been introduced to extend the
frontage roads between Sawmill Highway and Rees Street. This area is
suitable to commercial development and also offers greater visibility of
Breaux Bridge from Interstate 10.
7-1
Chapter 7
IMPLEMENTATION
Introduction
The year-long process of developing this plan culminates in the identification
and prioritization of next steps – how do we turn this 20-year blueprint into a
reality? This chapter evaluates the “who,” “what,” “when,” and “how” into
near-, mid-, and long-term action agendas.
Implementation is a team effort, requiring the commitment and leadership
of elected and appointed officials, staff, residents, business and land owners,
and other individual and collective influences that will serve as champions of
this plan. This includes close coordination and joint commitment from local,
regional, and state partners that significantly impact the future and growth
of Breaux Bridge, including:
 Breaux Bridge Chamber of Commerce
 State of Louisiana
 Louisiana Economic Development
 SMILE Community Action Agency
 St. Martin Economic Development Authority
 St. Martin Parish Government
 St. Martin Parish Tourist Commission
 St. Martin Parish School District
 Other organizations, agencies, and groups.
In order to maintain long-term relevance, the Comprehensive Plan is
designed as a living document – adaptable to political, social, and economic
trends that may alter the priorities and fiscal outlook of the community. This
chapter identifies incremental procedures for monitoring and reporting
successes achieved, difficulties encountered, new opportunities and
challenges that emerge, and any other circumstances that may require an
amendment to plan priorities. In taking these steps, the city will continue to
offer guidance and direction for the ongoing development, redevelopment,
and enhancement of the community over the next 20 years - and beyond.
7-2
Action Agenda
Breaux Bridge’s community vision, as expressed through this Comprehensive
Plan, can be subdivided into a series of action initiatives. Each item
encapsulates a number of subtasks, which are to be further defined by the
Implementation Task Force referenced on page 7.3.
At the conclusion of the plan development process, members of the City
Council were asked to identify and rank near-, mid-, and long-tern initiatives
that originated from various sections of the plan: Community Character and
Land Use; Growth Management, Utilities, and Infrastructure; Housing and
Neighborhoods; and Economic Development. The result of this prioritization
exercise is documented in Table 7.1, Action Agenda (at the end of this
chapter). Important elements of this table include:
 Prioritization – The action items are categorized as near-term (1 to 2
years), mid-term (3 to 5 years), and long-term (more than five years)
initiatives.
 Action Type – For the purposes of this plan, there are five general types
of plan implementation methods: development regulations and
standards; capital improvement programming; special projects,
programs, and initiatives; coordination and partnerships; and specific
plans and studies (see the inset on the following page for details).
 Lead Agency – This section identifies which City department(s) or
function(s) would likely lead a task. A variety of local and regional
partners would be supporting this effort, with the potential for costsharing, technical assistance, direct cooperation (potentially through
interlocal agreements), or simply providing input and feedback on a
matter in which they have some mutual interest. In particular, whenever
potential regulatory actions or new or revised development standards
are to be considered, participation of the development community is
essential to promote consensus and gain acceptance.
 Funding Sources – This final column is reserved for use by City
management and department heads to identify potential funding
options. An obvious source is through the City’s own annual operating
budget, as well as multi-year capital budgeting, which is not only for
physical construction projects, but also for funding significant studies
and plans that are intended to lay the groundwork for phased capital
investments and construction over a period of years. An “Other
Governments” column is included along with a “Grants” column because
grants are often applied for and awarded through a competitive process,
but St. Martin Parish or another government agency might choose to
commit funds directly to an initiative along with the City. On the other
Table 7.1, Action Plan
Action and Initiative
Recommended Timeframe
0–5
6 – 10
11+
Years
Years
Years
Action Type
Plan Reference
Responsibility
Plan / Study
Ch.4; Strategy 1A
Action and Initiative 1A.1
X
PL, PZ, CC
Regulation
Ch.4; Strategy 1A
X
PL, PZ, CC
Ch.4; Strategy 1A
X
Chapter 4, Land Use and Character
Prepare a Downtown Master Plan to establish a clear and collectively supported
vision and an implementation framework to guide reinvestment and new
investment.
Revise the regulatory provisions in the zoning ordinance to ensure new
development and redevelopment in downtown creates and urban character. This
includes creating a downtown-specific zoning district that specifies provisions for
build-to lines; minimum height requirements; building & site design standards
relating to scale, materials, exterior treatments, site lighting, signs, and awnings.
Conduct a downtown parking study to evaluate existing and planned use types,
their respective space requirements, and to determine a total space count and
turnover ratio. Use findings to provide adequate on-street or common parking.
Plan / Study
Create portal entry enhancements to form a sense of arrival into downtown.
Special
Project
Consider forming a tax increment financing (TIF) district in downtown.
Policy
Continue to promote and leverage the Breaux Bridge Cajun Creole Cultural District
to create incentive packages to attract identified target businesses to locate in
downtown.
Seek additional tools and financing mechanisms to increase the amount of incentive
that is available in downtown.
Perform a study to define the market potential of downtown as to its regional
economic capture, saleable/leasable square footage, preferred mix of uses, and
likely rate of absorption in order to determine attraction strategies and targeting
marketing potential.
Solicit professional assistance in developing a brand for downtown, which could
include developing an advertising campaign and related media materials.
Utilizing the Downtown Master Plan, identify a design theme for downtown,
including parameters for architectural controls, signage, lighting, streetscaping, and
public art and amenities.
Prepare a multi-year implementation program to initiate recommended strategies
and improvements of the downtown master plan and market, branding, and design
studies.
Continue to promote weekend and nighttime programming events.
Identify established neighborhoods with a cohesive character and identity, and
create neighborhood conservation districts to protect and promote the existing
neighborhood character.
X
PL, CM, CC
X
CM, PL, PC
X
CM, PL, CC
Program
Ch.4; Strategy 1B
Action and Initiative 1B.2
X
X
X
CB
Policy
Ch.4; Strategy 1B
X
X
X
CB
Plan / Study
Ch.4; Strategy 1B
X
CB
Plan / Study
Ch.4; Strategy 1B
X
CM, CB, PC
Program
Ch.4; Strategy 1B
X
CM, CB, PL, PC
Special
Project
Ch.4; Strategy 1B
X
X
X
CM, CB, PL, PW, PU,
PC
Program
Ch.4; Strategy 1B
X
X
X
CB
Regulation
Ch.4; Strategy 2A
X
Promote neighborhood pride by stimulating resident involvement in improvement.
Program
Adopt and enforce provisions relating to blighting influences on existing property.
Regulation
Encourage redevelopment in target areas through programs that target lots that are
abandoned or recently demolished structures.
Ch.4; Strategy 1A
Ch.4; Strategy 1B
Responsibility
Program
Ch.4; Strategy 2A
Ch.4; Strategy 2A
Ch.4; Strategy 2B
Action an Initiative 2B.1
PL, PZ, CC
X
X
X
CB, PL, PW
X
X
X
PL, PZ, CC, CE
X
X
X
CM, PW, BH
The following list of departments/ agencies/
entities will be involved in initiation, preparation,
adoption and decision-making, or implementation
of the recommended actions and initiatives found
in the plan. Those denoted in bold are responsible
for initiating, coordinating, and managing the
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Responsible Dept. / Agency / Entity
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Private Contractor/Consultant
Police Department
Planning Department
Parks and Recreation Department
Planning & Zoning Commission
Public Utilities Department
Public Works
Consider forming and annually funding a target-area community investment
program focused on all infrastructure improvements within at-risk neighborhoods.
Consider the use of tax abatement, reduced building permit or utility tap fees, and
other financial programs or incentives to elicit private sector reinvestment.
Consider establishing stricter code enforcement standards to clean up derelict
residential properties and improve the overall appearance of neighborhoods.
Consider applying for Neighborhood Stabilization Program (NSP) Grants for the
purpose of stabilizing neighborhoods affected by foreclosures and abandonment.
This could include financing mechanisms for purchasing and
redeveloping/rehabilitation of problem properties.
Consider applying for grants part of the American Dream Down Payment Act, which
provides down payments assistance and other assistance to low- to mid-income
families and municipal workers.
Consider participating in the Department of Energy (DOE) Weatherization
Assistance Program.
Develop a by-right Planned Development option in the zoning ordinance allowing
mixed housing types subject to district density restrictions and buffering.
Establish an average lot size requirement in the zoning ordinance.
Provide a density bonus provision in the zoning ordinance to offset any subsidized
housing production.
Consider adopting accessory dwelling unit provisions (ADUs) in the zoning
ordinance.
Adopt standards for high-density residential development, including building form
and scale, articulated building walls, building orientation, architectural detailing,
roof types and materials, façade enhancements, and acceptable building materials.
Incentivize residential uses in the downtown zoning district.
Adopt a Unified Development Code (UDC) to fully and best implement the actions
and initiatives identified throughout this comprehensive plan.
Restructure the zoning districts to base them on the intended character of
development.
Adopt a housing palette that includes the dimensional standards for a variety of
housing types.
Review and revise the list of permitted and conditional uses in each zoning district.
Include development and performance standards that relate to character. For those
with specified performance standards, make them a limited use whereby they are
permitted administratively, subject to the standards.
Adjust the maximum site coverage and floor area standards for non-residential
zoning districts in order to implement character districts.
Modify and expand parking lot landscaping requirements to take into effect the
character of development.
Protect existing, mature trees on properties adjacent to streets by incorporating
provisions for tree preservation.
Action Type
Program
Program
Program
Plan Reference
Ch.4; Strategy 2B
Ch.4; Strategy 2B
Ch.4; Strategy 2B
0–5
6 – 10
11+
Years
Years
Years
X
X
X
X
X
X
X
Responsibility
CM, CC, PW
CM, PL, PU
X
PL, PZ, CC, CE
Responsibility
Program
Ch.4; Strategy 2B
X
X
X
PL, CM, BH
Program
Ch.4; Strategy 2B
X
X
X
PL, CM
X
X
X
PL, CM, NP
Program
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Regulation
Ch.4; Strategy 2B
Ch.4; Strategy 2C
Action and Initiative 2C.1
Ch.4; Strategy 2C
Ch.4; Strategy 2C
Ch.4; Strategy 2C
Ch.4; Strategy 2C
Ch.4; Strategy 2C
Ch.4; Strategy 3A
Ch.4; Strategy 3A
Ch.4; Strategy 3A
Ch.4; Strategy 3A
Ch.4; Strategy 3A
Ch.4; Strategy 3A
Ch.4; Strategy 3A
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Police Department
Planning Department
Public Works
Construct gateways as specified in the Beautification Plan.
Integrate gateway and other streetscape enhancements (e.g., lighting, signage,
landscaping, etc.)
Initiate streetscape enhancements during road widening projects and/or standalone City-initiated projects, starting with conducting a streetscape/landscape
design plan for the Rees Street enhancement project.
Enhance the appearance of properties adjacent to street corridors by evaluating
and improving codes and standards for better building placement, design, and
materials; improved parking lot, streetscape and foundation landscaping; higher
quality screening of outdoor storage; management of outdoor display; improved
lighting controls; and improved buffering of adjacent properties.
Implement improved use and site design controls for those areas adjacent to I-10 so
that the city’s character is preserved along this corridor.
Coordinate with LA DOTD to enhance the I-10/Rees Street (La. Hwy 328)
interchange by increasing the amount of trees, additional landscaping, and
improving the appearance of the over/underpasses.
Establish “content neutral” sign regulations to restrict the number of permanent,
portable, and temporary signs.
Incorporate bufferyard standards into the zoning regulations to tie them to
character of development.
Establish provisions for the screening of dumpsters and other outdoor storage
equipment.
Establish suburban commercial, “residential in appearance” design standards to
encourage commercial opportunities within existing neighborhoods, while
protecting the integrity of adjacent residential properties.
Protect the rural character in certain areas around the city’s periphery by
establishing a rural district that requires very large lots (and hence very low density)
and greater protection of greenspace. This would include amending the subdivision
regulations to allow and provide incentives for development clustering and
conservation development.
Make a formal request to St. Martin Parish to adopt the city’s Future Land Use Plan
and standards for those areas in the planning area.
Action Type
Plan Reference
Capital
Project
Capital
Project
Ch.4; Strategy 3B
Ch.4; Strategy 3B
Capital
Project
0–5
6 – 10
11+
Years
Years
Years
Responsibility
X
X
X
X
X
CM, PW, PC
Ch.4; Strategy 3B
X
X
X
CM, PW, PC
Regulation
Ch.4; Strategy 3B
X
PL, PZ, CC
Regulation
Ch.4; Strategy 3B
X
PL, PZ, CC
Capital
Project
Ch.4; Strategy 3B
Regulation
Regulation
Regulation
Ch.4; Strategy 3B
Ch.4; Strategy 4A
Ch.4; Strategy 4A
CM, PW, PC
Responsibility
X
CM, PW, LA DOTD
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
Regulations
Ch.4; Strategy 4B
X
PL, PZ, CC
Regulation
Ch.4; Strategy 4C
X
PL, PZ, CC
Policy
Ch.4; Strategy 4C
X
CM, CC
Policy /
Regulation
Ch. 5; Strategy 1A
X
PL, PZ, CC
Regulation
Ch. 5; Strategy 1A
X
PL, PZ, CC
Policy
Ch. 5; Strategy 1A
X
PL, PZ, CC
Policy
Ch. 5; Strategy 1A
X
PW, CM
Chapter 5, Growth Management and Capacity
Designate the intended land use and character on the Future Land Use Plan and
corresponding zoning map for the preferred growth areas.
Modify the zoning ordinance to reference that all newly annexed land should be
zoned per the Future Land Use Plan (corresponds with the development of
character-based zoning districts)
Develop and adhere to an overall growth policy that stipulates the city will grow in a
fiscally sustainable manner by maximizing efficiencies in the provision of municipal
facilities and services to develop a contiguous, compact, community form.
Adopt a utility extension policy.
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Police Department
Planning Department
Public Works
Consider the establishment and imposition of impact fees to ensure new
development pays its fair share for drainage, roadways, water and sewer
infrastructure, and police and fire protection services.
Conduct an annexation study to identify individual properties identified as
preferred annexation areas on the Growth and Annexation Plan, to sequentially
annex territory in the city’s planning area.
Amend the Future Land Use Plan and Growth and Annexation Plan to determine the
appropriate designation concurrent with any changes to the growth boundaries or
areas subject to annexation.
Strengthen the city’s nonconforming regulations to establish regulatory provisions
applying to the discontinuance of pre-existing uses given certain criteria and
standards.
Adopt the Thoroughfare Plan and implement it.
As a complement to the Thoroughfare Plan, modify the subdivision regulations to
incorporate improved standards for each functional classification.
Modify the subdivision regulations to incorporate specific cross-sections for each
functional classification.
Actively participate in regional and statewide transportation planning activities to
promote funding of facilities and improvements that benefit Breaux Bridge.
Proactively promote and coordination with LA DOTD and the Lafayette
Metropolitan Planning Organization (MPO) to ensure full implementation of the
proposed 2035 Transit Plan, including construction of the proposed new
interchange at I-10 and Sawmill Highway and associated improvements.
Make a formal request to St. Martin Parish to adopt the city’s
Thoroughfare Plan as part of a parish-wide transportation plan.
Extend collector roads to arterial roads to increase connectivity within and between
subdivisions.
Adopt and implement approved traffic calming measures, such as narrower streets,
on-street parking, and other devices, in residential areas where such actions will not
impede the functions of the city street network.
Adopt an ordinance which designates certain roads (and/or bridges), or road
segments, as official truck routes, with an intended purpose of removing
unnecessary truck traffic from the more pedestrian-oriented downtown area.
Coordinate with the parish to construct the minor arterial located just north of the
city’s oxidation ponds so that a convenient and efficient north-south truck route
connection can be made from I-10 to points south.
Develop an access management program and guidelines that provide appropriate
strategies and access design requirements based on a roadway’s functional
classification as identified on the Thoroughfare Plan.
Add provisions to the subdivision regulations to restrict and/or guide the number,
location, spacing of driveways; street intersections; medians and median openings;
marginal access roads; turn lanes, and acceleration/deceleration lanes at major
intersections.
0–5
6 – 10
11+
Years
Years
Years
Action Type
Plan Reference
Regulation
Ch. 5; Strategy 1A
X
PL, CM, CC
Study
Ch. 5; Strategy 1B
X
PL, CM, PZ, CC
Policy
Ch. 5; Strategy 1B
X
Ch. 5; Strategy 1B
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
X
PL, PZ, CC
Regulation
Policy
Regulation
Regulation
Initiative
Initiative
Policy
Regulation
Ch. 5; Strategy 2A
Ch. 5; Strategy 2A
Ch. 5; Strategy 2A
Ch. 5; Strategy 2A
X
X
X
Ch. 5; Strategy 2A
Ch. 5; Strategy 2A
Ch. 5; Strategy 2A
X
Responsibility
PL, PZ, CC
X
PL, PW, CM
X
CM
X
CM
X
PL, PZ, CC
Policy /
Program
Ch. 5; Strategy 2A
X
Policy
Ch. 5; Strategy 2A
X
Capital
Project
Ch. 5; Strategy 2A
Regulation
Ch. 5; Strategy 2B
X
PL, PZ, CC
Regulation
Ch. 5; Strategy 2B
X
PL, PW, PU, PZ, CC
X
X
PL, PW, PU, PZ, CC
PW, CC
X
CM, PW
Responsibility
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Police Department
Planning Department
Public Works
Add provisions to the subdivision regulations to require shared driveways and crossaccess easements between adjacent and abutting properties to eliminate the need
to use the public street for access between adjoining businesses
Add provisions to the subdivision regulations to limit or prohibit residential
driveways along collector roadways to preserve the intended function of these
roadways.
Adopt a “complete streets” policy.
Prepare a five year capital improvement program (CIP) including priority projects in
downtown and the areas around schools, parks, and public buildings. Alternately,
consider an improvement district where the costs are apportioned to individual
property owners.
Prepare a Safe Sidewalks Program to identify improvement projects in proximity to
schools, public buildings, and other areas prone to pedestrian use.
Amend the subdivision regulations to: increase minimum sidewalk width to five
feet; require mid-block public access easements; modify roadway cross-sections to
incorporate sidewalks; require subdivision sidewalk systems to connect to external
trails; require bicycle racks at office and retail establishments exceeding 15,000 sq.
ft. or employing more than 10 persons; to install pedestrian refuge medians on
arterial roadways.
Develop capital improvement plans for both the water and wastewater system to
ensure an adequate and efficient distribution, collection, and treatment systems.
Budget annually and adequately for the long-term maintenance of existing water
and wastewater systems.
Consider applying for Community Development Block Grant (CBDG) funds to
increase the resiliency of infrastructure systems.
Budget for planned water system expansions.
Identify and eliminate any dead-end water mains.
Develop a policy requiring grandfathered septic systems to tie onto public sewer
when appropriate and feasible.
Develop a policy requiring customers who are using groundwater wells to tie onto
the city’s water distribution system when the system is extended within a specified
distance from their property.
Continue coordinating with the parish to ensure open drainage ditches are wellmaintained and capable of eliminating surface sheet flow during large storm events.
Implement a citywide water conservation program to ensure average daily water
use remains stable or decreases over the horizon of this plan.
Identify funding sources to implement the recommendations of the St. Martin
Parish Hazard Mitigation Plan.
Add provisions to the zoning and subdivision regulations to require all new
development to place utilities underground.
0–5
6 – 10
11+
Years
Years
Years
Action Type
Plan Reference
Regulation
Ch. 5; Strategy 2B
X
PL, PZ, CC
Regulation
Ch. 5; Strategy 2B
X
PL, PZ, CC
Policy
Ch. 5; Strategy 2C
X
PL, PZ, CC
Capital
Project
Ch. 5; Strategy 2C
X
Program
Ch. 5; Strategy 2C
X
Regulation
Ch. 5; Strategy 2C
X
Ch. 5; Strategy 3A
X
X
X
PW, CM
X
X
X
PW, CM, CC
Plan /
Capital
Project
Capital
Project
Initiative
Capital
Project
Capital
Project
Policy
Policy
Initiative
Policy /
Program
Initiative
Regulation
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3A
Ch. 5; Strategy 3B
Ch. 5; Strategy 3B
PW, CM
X
X
PW
PL, PZ, CC
X
X
Responsibility
PW, CM
X
PW, CM, CC
X
PW, CM, CC
X
PW, CM, CC
X
X
X
PW
X
X
X
PW, CM
X
X
X
PW
PL, PW, PZ, CC
Responsibility
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Police Department
Planning Department
Public Works
Adopt a policy that requires all new municipal buildings to be constructed and
existing public buildings to be retrofitted, to ensure they are structurally sound and
flood-proofed.
Periodically review the Police Department’s personnel needs and hire additional
staff to accommodate an expanded service area and increase calls for service.
Conduct a wage study of comparison cities to determine if modifications are
warranted to increase the retention of qualified law enforcement personnel.
Establish a formalized replacement and procurement program for vehicles and
equipment to keep pace with state-of-the-art law enforcement and firefighting
technology and capabilities.
Periodically review the Fire Department’s personnel needs and hire additional fulltime staff to accommodate increased calls for service.
Conduct a further study of the city’s PIAL rating to determine if there are additional
measures that can be budgeted and implemented over time to further reduce the
citizen’s private insurance costs.
Conduct a Parks, Recreation, and Trails Master Plan to ensure the parks and
recreation system will meet the needs of the population through the 20-year
horizon of the plan.
In conformance with a Parks, Recreation, and Trails Master Plan, develop and even
distribution of parks and recreation facilities throughout the city that will provide
equitable opportunities and convenient access for all citizens.
Provide adequate funding and resources to perform ongoing maintenance and
repairs and to construct needed improvements at existing and future parks and
recreational facilities.
Consider converting the abandoned railroad right-of-way from Anderson Street to
Dorset Street into a linear park system.
Action Type
Plan Reference
Policy
Ch. 5; Strategy 3B
Study
Study
Ch. 5; Strategy 4A
Ch. 5; Strategy 4A
0–5
6 – 10
11+
Years
Years
Years
X
X
Responsibility
PW, CM
X
X
PD, CM, CC
X
PD
PD, FD, CM
Policy
Ch. 5; Strategy 4A
X
Study
Ch. 5; Strategy 4A
X
Study
Ch. 5; Strategy 4A
Plan
Ch. 5; Strategy 4A
X
Capital
Project
Ch. 5; Strategy 4A
X
X
X
PR, PW, CM, CC
Program
Ch. 5; Strategy 4A
X
X
X
PR, PW, CM, CC
Capital
Project
Ch. 5; Strategy 4A
X
X
X
X
X
FD, CM
PW, FD, CM
PR
PR
Responsibility
process.
Abbrev.
BH
CB
CC
CE
CM
FD
NP
PC
PD
PL
PR
PZ
PU
PW
Chamber of Commerce
City Council
Code Enforcement
City Management
Fire Department
Nonprofit
Police Department
Planning Department
Public Works
7-3
hand, “Grants” can also come from foundations and other nongovernment sources. Finally, the “Private/Other” column is meant to
underscore the potential for public/private initiatives, as well as
corporate outreach and volunteerism, faith-based efforts, and other
community and volunteer contributions (e.g., churches, civic and service
groups, etc.).
This table should be consulted in conjunction with the City’s annual budget
process, during CIP preparation, and in support of departmental work
planning. Progress on the near-term items, in particular, should be the focus
of the first annual progress report one year after Comprehensive Plan
adoption, as described on page 6.6 of this chapter. Then, similar to multiyear capital improvements programming, the entire Action Agenda list in
Table 7.1—and all other action items dispersed throughout the plan
chapters—should be revisited annually to decide if any additional items are
ready to move into the next near-term action timeframe.
Plan Administration
During the development of the plan, representatives of government,
business, neighborhoods, civic groups, and others came together to inform
the planning process. These community leaders, and new ones to emerge
over the horizon of this plan, must maintain their commitment to the
ongoing implementation of the plan’s policies—and to the periodic updating
of the plan to adapt to changing conditions or unforeseen events.
Implementation Task Force
Within a month of plan adoption, the City Council should appoint a six- to
eight-member Implementation Task Force with the express purpose of
initiating and coordinating plan implementation. Members should be
represented by the City Council, Planning Commission, Comprehensive Plan
Steering Committee, and business community. A member of City staff will
function as the plan administrator, facilitating access to department
directors, financial data, and other technical input and guidance.
The group is charged with identifying:
 Specific sub-tasks for each initiative of the Action Agenda, resulting in a
two-year (near-term) and five-year (mid-term) priority and
implementation agenda;
 Roles and responsibilities to the City Council, Planning Commission,
other advisory bodies, and City staff members, including potential
community partners; and
 Estimated costs and potential funding sources associated with each
action initiative.
The Implementation Task Force should present these findings to City Council
within three months of plan adoption, which will help to maintain the
7-4
momentum of plan development. City Council and other governing bodies
can use the Task Force’s report for overall budget and resource decisions, as
well as to establish benchmarks for departmental performance.
Education and Training
Due to the broad scope of this plan, an education initiative should be
undertaken in conjunction with the findings of the Implementation Task
Force to ensure that the decision-makers and implementers have a
consistent vision with regard to priorities, responsibilities, and
interpretations of the plan. This will include:
 A thorough overview of the entire Comprehensive Plan, with emphasis
on the parts of the plan that relate to each individual group.
 A discussion of the individual roles and responsibilities within and
outside of City government;
 An in-depth question-and-answer session, with support from planning
personnel or the planning consultant, City Attorney, City Engineer, and
other key staff.
 Facilitation of a mock meeting in which the use of the plan and its
policies and recommendations is illustrated.
Plan Amendment Process
As the community evolves, new issues will emerge while others will no
longer be as relevant. The plan must be regularly revisited to confirm that
the plan elements are still applicable, and the associated planning themes
and action statements are still appropriate. On an annual basis, it is essential
that implementation priorities are evaluated to recognize accomplishments;
highlight areas where further attention and effort is needed; and determine
whether some items have moved up or down on the priority list given
changing circumstances and emerging needs.
It should be kept in mind that early implementation of certain items, while
perhaps not the uppermost priorities, may be expedited by the availability of
related grant opportunities, by a state or federal mandate, or by the
eagerness of one or more partners to pursue an initiative with the City. On
the other hand, some high-priority items may prove difficult to tackle in the
near term due to budget constraints, the lack of an obvious lead entity or
individual to carry the initiative forward, or by the community’s readiness to
take on a potentially controversial new program.
7-5
Annual Progress Report
The Planning Commission, with the assistance of staff, should prepare an
annual progress report or “report card” for presentation to the Mayor and
City Council. This document will ensure the plan is consistently reviewed and
that any modifications or clarifications are identified for the minor plan
amendment process. Ongoing monitoring of consistency between the plan
and the City’s implementing ordinances and regulations should be an
essential part of this effort.
The Annual Progress Report should highlight the following items:
 Significant actions and accomplishments during the past year, including
the status of implementation for each near-term programmed task in the
Comprehensive Plan.
 Obstacles or problems in the implementation of the plan, including those
encountered in administering the land use and annexation plans, as well
as any other elements of the plan.
 Proposed amendments that have come forward during the course of the
year, which may include revisions to the individual plan maps or other
recommendations or text changes.
 Recommendations for needed actions, programs, and procedures to be
developed and implemented in the coming year, including
recommendation of projects to be included in the City’s CIP, other
programs/projects to be funded, and priority coordination needs with
public and private implementation partners.
City staff should supplement this report with specific performance measures
and quantitative indicators that reflect annual progress and change over the
last year. Examples might include:
 Acres of new development (plus number of residential units and square
footage of commercial and other non-residential space) approved and
constructed in conformance with this plan and related City codes.
 Various measures of service capacity (gallons, acre-feet, etc.) added to
the City’s major utility systems as indicated in this plan and associated
utility master plans—and the millions of dollars allocated to fund the
necessary capital projects.
 The estimated dollar value of operating cost savings from reduced
energy and water use, heating/cooling, etc., from green building
practices and related conservation efforts in new and existing City
facilities.
 Acres of parkland and miles of trail developed or improved in accordance
with this plan and the Parks and Recreation Master Plan (2011).
 Indicators of City efforts to ensure neighborhood integrity as emphasized
in this plan (e.g., code enforcement activity, results of neighborhood-
7-6


focused policing, number of zone change and/or variance requests
denied that were found to be contrary to neighborhood interests, etc.).
New and expanded businesses and associated tax revenue gains through
the economic development initiatives and priorities cited in this plan.
Indicators of the benefits of redeveloped sites and structures (appraised
value, increased property and/or sales tax revenue, new residential units
and retail and office spaces in urban mixed-use settings, etc.) as
envisioned through this plan.
Annual Amendment Process
Most substantive amendments to the Comprehensive Plan should be
considered and acted on annually, allowing for proposed changes to be
considered concurrently so that the cumulative effect may be understood
(although some interim amendments during the year may be straightforward
as the City’s Future Land Use and Character Plan is refined in conjunction
with specific land development approvals). When considering a plan
amendment, the City should ensure the proposed amendment is consistent
with the principles and policies set forth in the plan regarding character
protection, development compatibility, infrastructure availability,
conservation of environmentally sensitive areas, and other community
priorities. Careful consideration should also be given to guard against sitespecific plan changes that could negatively impact adjacent areas and uses or
detract from the overall character of the area. Factors that should be
considered in deciding on a proposed plan amendment include:
 Consistency with the principles and policies set forth in this plan.
 Adherence with the Map 4.5, Future Land Use and Growth Plan, as
illustrated in Chapter 2.
 Compatibility with the surrounding area, including Inglewood and the
unincorporated parts of St. Martin Parish.
 Impacts on infrastructure provision including water, wastewater,
drainage, and the transportation network.
 Impact on the City’s ability to provide, fund, and maintain services.
 Impact on environmentally sensitive and natural areas.
 Whether the proposed amendment contributes to the overall direction
and character of the community as captured in the plan (plus ongoing
public input).
Five-Year Update – Evaluation and Appraisal Report
Every fifth year, the plan and subsequent amendments warrant a more
thorough evaluation and appraisal. The purpose of the Five-Year Update is to
identify the successes and shortcomings of the plan, look at what has
7-7
changed over the last five years, and make recommendations on how the
plan should be modified in light of those changes. Unlike the Annual Progress
Report, City Staff should take the lead in preparing this more comprehensive
review, gathering input from annual progress reports, various City
departments, the Planning Commission, and other boards and commissions.
A public review and comment period ensures community participation and
input.
This report should review baseline conditions and assumptions about trends
and growth indicators evaluated at plan adoption. It should also evaluate
implementation potential and/or obstacles related to any unmet action
recommendations. The evaluation report and process should result in an
amended Comprehensive Plan, including identification of new or revised
information that may lead to updated planning themes and/or action
recommendations. More specifically, the report should identify and evaluate
the following:
 Summary of major actions and interim plan amendments undertaken
over the last five years.
 Major issues in the community and how these issues have changed over
time.
 Changes in the assumptions, trends and base studies data, including:
 The rate at which growth and development is occurring relative to the
projections put forward in the plan.
 Shifts in demographics and other growth trends.
 Citywide attitudes and whether apparent shifts, if significant, necessitate
amendments to the stated priorities or strategies of the plan.
 Other changes in political, social, economic, technological, or
environmental conditions that indicate a need for plan amendments.
 Ability of the plan to continue to support progress toward achieving the
community’s goals. The following should be evaluated and revised as
needed:
 Individual statements or sections of the plan must be reviewed and
rewritten, as necessary, to ensure that the plan provides sufficient
information and direction to achieve the intended outcome.
 Conflicts between policies and recommendations that have been
discovered in the implementation and administration of the plan must
be addressed and resolved.
 The Action Agenda must be reviewed and major accomplishments
highlighted. Those not completed by the specified timeframe should be
re-evaluated to ensure their continued relevance and/or to revise them
appropriately.
 As conditions change, the timeframes for implementing the individual
actions of the plan should be re-evaluated where necessary.
7-8


Some actions may emerge as a higher priority given new or changed
circumstances while others may become less important to achieving the
goals and development objectives of the community.
Based upon organizational, programmatic, and procedural factors, as
well as the status of previously assigned tasks, the implementation task
assignments must be reviewed and altered, as needed, to ensure timely
accomplishment of the plan’s recommended actions.
Changes in laws, procedures, and missions may impact the ability of the
community to achieve its goals. The plan review must assess these
changes and their impacts on the success of implementation, leading to
any suggested revisions in strategies or priorities.
Appendix A
A-1
Existing and Future Character Areas
Description
Aerial Photo Example
UNDEVELOPED
Development Types

N/A
Characteristics


Individual lots and larger open areas that are located within the City’s
developed areas. These areas are currently vacant, but are intended to
be developed.
Distinguished from rural or vacant areas on the City’s fringe.
Description
RURAL ESTATE & NEIGHBORHOOD CONSERVATION
Development Types



Individual residences and farmsteads
Conservation and cluster development to preserve the rural character
Agricultural and agribusiness uses
Characteristics




Scattered residential development on large acreages, resulting in very
high open space ratios and very low site coverage.
Very large parcel sizes, providing greater detachment from neighboring
dwellings.
Typically, no centralized water or sanitary sewer services. Also, much
greater reliance on natural drainage systems, except where altered by
agricultural operations.
Includes vacant areas on the fringes of City
Description
SUBURBAN MANUFACTURED HOME & NEIGHBORHOOD CONSERVATION
Development Types

Individual manufactured homes
Characteristics


Individual manufactured homes on larger acreages, resulting in higher
high open space ratios and very low site coverage.
Larger parcel sizes, providing greater detachment from neighboring
dwellings then compared with Auto Urban Manufactured Homes.
Color Key
Existing Character Only
Existing & Future Character
Future Character Only
Appendix A
A-2
Description
SUBURBAN RESIDENTIAL & NEIGHBORHOOD CONSERVATION
Development Types


Detached residential dwellings
Planned developments to provide other housing types (e.g., attached
residential) with increased open space to preserve a Suburban character
setting
Characteristics




High degree of open space maintained on the site (compared to
predominance of building and parking lot coverage in auto-oriented
areas).
Larger lot sizes allow for larger front yards and building setbacks and
greater side separation between homes.
Less noticeable accommodation of the automobile on sites compared to
more intensive residential areas, especially where driveways are on the
side of homes rather than occupying a portion of the front yard space,
and where garages are situated to the side or rear of the main dwelling.
Can establish development options which allow for smaller lot sizes in
exchange for greater open space, with the additional open space
devoted to maintaining the Suburban character and buffering adjacent
properties.
Description
AUTO URBAN MANUFACTURED HOME & NEIGHBORHOOD CONSERVATION
Development Types

Individual manufactured homes
Characteristics



Individual manufactured homes on small lots.
Uniform front setbacks and highly gridded pattern.
Small parcel sizes and very little open space.
Color Key
Appendix A
A-3
Description
AUTO-URBAN RESIDENTIAL & NEIGHBORHOOD CONSERVATION
Development Types



Detached residential dwellings
Attached housing types subject to compatibility and open space
standards (e.g., duplexes, townhomes, patio homes)
Planned developments, potentially with a mix of housing types and
varying densities, subject to compatibility and open space standards
Characteristics



Residential areas with less openness and separation between dwellings
compared to Suburban areas.
Auto-oriented character (especially where driveways and front-loading
garages dominate the front yard and facades of homes), which may be
offset by “antimonotony” architectural standards, landscaping, and
limitations on highly subdivision layouts characterized by straight
streets and uniform lot sizes and arrangement.
Uniform front setbacks (and, in some cases, minimal variation in
individual house design) can create a monotonous street environment.
Description
AUTO-URBAN MIXED RESIDENTIAL & NEIGHBORHOOD CONSERVATION
Development Types



Mixed residential structures, including single family/multifamily
dwellings, and trailers.
Could include attached housing types subject to compatibility and open
space standards (e.g., duplexes, townhomes, patio homes, apartments)
Planned developments, potentially with a mix of housing types and
varying densities, subject to compatibility and open space standards
Characteristics


Residential areas characterized by groupings of building and joint use of
common open space.
Auto-oriented character (especially in apartment parking lots)
Description
SUBURBAN COMMERCIAL
Development Types

Small-scale commercial uses that provide services to nearby
neighborhoods, and for the adaptive re-use of residential buildings for
commercial and office uses along specific corridors or at specific
intersections where changes in traffic patterns have made the buildings
less desirable for residential uses.
Characteristics

Suburban in nature; characterized by a balance between the landscape
and buildings, with on-site landscaping and tree-lined streets that
shelter the buildings. Open space and low proportions of impervious
surfaces characterize the built environment.
Color Key
Appendix A
A-4
Description
SUBURBAN VILLAGE
Development Types


Suburban in nature; characterized by a balance between the landscape
and buildings, with on-site landscaping and tree-lined streets that
shelter the buildings. Open space and low proportions of impervious
surfaces characterize the built environment.
Mixed use (on single sites and within individual structures), attached
residential dwellings (possibly live/work units), commercial retail, office,
etc. Rather than linear strips, these village centers will have much
smaller building footprints and typically cater towards neighborhood
conveniences such as drug stores, professional services, and retail users.
Characteristics




High degree of landscape surface than found in Auto-Urban character
areas.
Pedestrian-oriented setting and more walkable environments.
Higher site coverage, where a minimum two-story structures are
encouraged.
Reliance on on-street parking, centralized public parking, and where
feasible, structured parking.
Description
AUTO-URBAN COMMERCIAL
Development Types


Wide range of commercial retail and service uses, at varying scales and
intensities depending on the site
Office (both large and/or multi-story buildings and small-scale office
uses depending on the site)
Characteristics




Auto-oriented character may be enhanced with better building and site
design.
A largely horizontal development pattern.
A very open environment, but mainly to accommodate extensive
surface parking versus the more prominent green spaces found in
Suburban areas.
Significant portions of development sites devoted to vehicular access
drives, circulation routes, surface parking, and loading/delivery areas,
making pavement the most prominent visual feature versus green or
open areas.
Color Key
Appendix A
A-5
Description
DOWNTOWN
Development Types








Mixed use (on single sites and within individual structures
Attached residential
Live/work units
Commercial retail and office
Public/Institutional
Entertainment
Parking structures (where feasible)
Civic and public spaces
Characteristics





Most intensive development character within the City.
Streets framed by buildings with zero/minimal front setbacks.
Greatest site coverage.
Minimum two-story structures encouraged.
Reliance on on-street parking, centralized parking, and where feasible,
structured parking.
Description
SUBURBAN INDUSTRIAL
Development Types



Heavy and light industrial
Heavy commercial
Office uses accessory to a primary industrial use
Characteristics

Characteristics of these industrial areas should include landscaping and
more open space, regulated signage, and extensive screening or
buffering of any outdoor activity/storage areas that are visible to
residential or public rights-of-way so that the City’s small town
character can be preserved.
Description
AUTO-URBAN INDUSTRIAL
Development Types



Heavy and light industrial
Heavy commercial
Office uses accessory to a primary industrial use
Characteristics



Typically auto-oriented character, although industrial park
developments may feature more open space and landscaping, regulated
signage, screening, etc.
Outdoor activity and storage, which should be screened where visible
from public ways and buffered from residential areas.
Certain publicly owned uses (e.g., public works facilities, fleet
maintenance, treatment plants) are best sited within industrial areas.
Color Key
Appendix A
A-6
Description
PARKS AND OPEN SPACE
Development Types




Public parks and open spaces
Existing and planned, single- and multi-use trails (e.g., bikeways)
Public and private recreation areas (e.g., a golf course)
Undeveloped natural areas
Characteristics


Public parkland will remain in perpetuity with future parkland acquired
to fill gaps and support new development.
Park design, intensity of development, and planned uses/activities
should match area character (e.g., public squares/plazas in Downtown;
nature parks for passive recreation in neighborhoods of the rural areas).
Description
PUBLIC / INSTITUTIONAL
Development Types




City-owned buildings and facilities, including City Hall, and the police
and fire stations
Parish owned buildings
Buildings and facilities of the school system, e.g., the Breaux Bridge
School
Churches and accessory buildings
Characteristics



Extensive landscaping and special streetscaping and design treatments
at entries, key intersections, and internal focal points.
Outdoor activity and storage, which should be screened where visible
from public ways and buffered from residential areas.
Certain publicly owned uses (e.g., public works facilities, fleet
maintenance, treatment plants) are best sited within industrial areas.
Color Key
B-1
Appendix B
MEMORANDUM
Date:
August 16, 2011
To:
Lu Cutrera, T. Baker Smith, LLC.
From:
Bret Keast, AICP, Kendig Keast Collaborative (KKC)
Matt Bucchin, AICP, KKC
Subject:
Ordinance Critique , Assessment, and Annotated Outline
T
he first part of this memorandum involves a comparison and critique
of the existing 1 and draft proposed zoning ordinances 2, looking at the
organization, general standards, and the planning concepts contained
therein, while at the same time providing general recommendations as to how
a new zoning ordinance could improve development outcomes. The second
part of this memorandum looks more broadly at the City’s built environment
and provides our observations as to what can be improved, and likewise,
must be discussed during this comprehensive planning process, to better
achieve the vision that residents expressed early in the public participation
process. The third part of this review provides an annotated outline for a
recommended unified development code. This review is organized as
follows:
•
•
•
Part I – Comparison, Observations, and Recommendations of Existing and
Proposed Zoning Ordinances
Part II – Strategic Assessment
Part III – Annotated Outline
Part I – Comparison, Observations, and Recommendations
of Existing and Proposed Zoning Ordinances
It is apparent that there has been significant time invested in modifying the
existing zoning ordinance to generate the 2008 proposed zoning ordinance.
However, since the proposed ordinance is not in final form and has not been
adopted for a period of three years, this review is intended to compare the
two ordinances by providing comments, followed by recommendations as to
what may be done to ensure the future built environment fulfills the City’s
long-term vision.
1
Code of Ordinance, City of Breaux Bridge, Louisiana (Municode).
The draft proposed zoning ordinance was posted on the City’s website at
http://chamber.breauxbridgelive.com/images/stories/ordinance/all%20of%20ordinanc
e%20updated%208-12-08.pdf on August 8, 2008.
2
Constructive Review
The comments contained
in this review are
constructive and in no
way interpreted to reflect
poorly on the City. The
recommendations are
intended to highlight
areas for which
amendment is advisable
to better achieve quality,
sustainable outcomes
with improved resiliency.
B-2
Benefits of a Unified
development code
(UDC)
• A UDC offers
procedural consistency
and a single source of
standards and
definitions.
• It greatly simplifies the
amendment process
helping to ensure
consistency among the
different codes.
• It makes the regulations
more user-friendly for
the development, real
estate, and consultant
communities.
• There can be better
cross-referencing to
ensure that all related
provisions are taken
into account pertaining
to any particular
development proposal.
• There is a single
consolidated list of
definitions, which helps
to prevent
inconsistencies.
General Observations
The general organization of the existing and proposed ordinances is the same.
In the proposed ordinance, effort has been made to add regulatory guidance
on conditional use/special use permits and temporary storage units (PODS).
Some of the zoning districts have been consolidated and one was added for a
Downtown district. Finally, by adding sign regulations to the zoning
ordinance, the City has taken preliminary steps towards the migration to a
unified development code (UDC).
Since the existing and proposed zoning ordinances do not match in terms of
which Article addresses what subject matter, Part I of this report is organized
by subject matter established in the existing ordinance, followed by the three
new Articles proposed in the 2008 proposed zoning ordinance, i.e.,
Temporary Storage Units, Special Use/Conditional Use Permit, and Signs.
Provided in Table 1, Current vs. Proposed Code Organization, is the current
structure of the existing and proposed zoning ordinances.
Table 1, Current vs. Proposed Code Organization
Ordinance # 1049
Ordinance 2008
Articles
(Existing Ordinance)
(Proposed Ordinance)
Statement of Intent and Area
I
Purpose and Area of Jurisdiction
of Jurisdiction
II
Definitions
Definitions
Establishment of Districts: Establishment
of
Districts:
III
Provisions for Official Zoning Provisions for Official Zoning
Map
Map
IV
General Regulations
General Regulations
V
District Regulations
District Regulations
VI
VII
VIII
IX
Non-conforming Uses
Off-Street Parking, Loading,
and Un-Loading
Exceptions and Modifications
Permission for Additional
Home Occupations
Non-conforming Uses
Parking Requirements
Exceptions and Modifications
Home Occupations
Continued on next page.
Table 1, Current vs. Proposed Code Organization – Continued
Ordinance # 1049
Ordinance 2008
Articles
(Existing Ordinance)
(Proposed Ordinance)
Temporary
Storage
Units
X
Administration
(PODS) *
B-3
Appendix B
XI
Board of Adjustment
XII
XIII
Violation and Penalty
Amendments and Petitions
XIV
Interpretation
XV
Validity
Repeal
of
Conflicting
Ordinances
General Prohibitory Clause
N/A
XVI
XVII
XVIII
Special Use/Conditional Use
Permit*
Signs*
Administration
& Board of Adjustment
Violation and Penalty
Amendments and Penalty
Interpretation
Validity
Repeal
of
Conflicting
XIX
N/A
Ordinances
XX
N/A
General Prohibitory Clause
*Articles added in the proposed 2008 Zoning Ordinance
Chapter by Chapter Comparison
ZONING ORDINANCE PURPOSE STATEMENT AND JURISDICTION
Ordinance # 1049
Article I – Statement of Intent and
Area of Jurisdiction
Draft Ordinance 2008
Article I – Purpose and Area of
Jurisdiction
Comparison. The text in both the existing and proposed ordinances is the
same, with the exception of the title.
Observations. While the language in both ordinances is common throughout
the state, it should be expanded to better create a more solid legal basis for the
provisions contained in the rest of the ordinance. This becomes especially
important after the adoption of the Comprehensive Plan, as the elected and
appointed officials are required by state law to “consider” the comprehensive
plan while preparing and adopting implementing ordinances. 3
Recommendations.
• Expand Purpose Statements. Purpose statements should be expanded to
provide more guiding detail. For example, one of the existing purpose
Louisiana Revised Statutes 33:109 (B), “Whenever a parish or municipal
planning commission has adopted a master plan, the governing authority of
such parish or municipality shall consider such adopted master plan before
adopting, approving, or promulgating any local laws, ordinances, or
regulations which are inconsistent with the adopted elements of the master
plan.”
3
Benefits of a UDC –
Cont.
• The administration of
the codes is
consolidated into one
section thereby
simplifying the roles
and responsibilities of
each official and body.
• The permitting process
can be documented in a
single document, which
is helpful to identify the
crossovers in the
permitting process.
• The applications and
procedures for all
development processes
can be clearly defined
including use of a flow
diagram to illustrate the
submission and review
process.
• It allows application of
subdivision
requirements to
“zoning-only” projects,
such as driveway access
and site circulation
review for a single-user
site plan when
subdivision is not
required.
• It improves the ability
to track the total
development process.
Collaborative.
B-4
Example Purpose
Statements
• Protecting the quality of
life of City residents;
• Ensuring that highway
systems are carefully
planned to:
a) Lessen or avoid
congestion in public
ways;
b) Enhance
opportunities for
multimodal and
non-vehicular
travel; and
c) Reduce
unnecessary vehicle
miles traveled;
• Ensuring that
residential areas
provide healthful
surroundings for family
life.
Source: Part of Zachary,
Louisiana’s purpose statements.
•
statements is “to lessen congestion in the public streets”. This could be
modified to broaden its scope to beyond the automobile, by mentioning
such things as enhancing opportunities for more multimodal and nonvehicular travel. Further, additional purpose statements should be added
for such things as how the City plans to grow and provide infrastructure;
protect its natural resources; and preserve, enhance, and protect its
unique and special character. Finally, there should be a clear connection
made between the soon-to-be adopted Comprehensive Plan and a new or
significantly amended zoning ordinance.
Add Provisions on Private Restrictions and Vested Rights. Provisions should
be added on how the City intends to interact with private restrictions,
e.g., the City may want to make a statement that staff will not search for,
interpret, or enforce existing private restrictions, but may want to review
(or not) the restrictions proposed on new developments. There is brief
mention of this in Article XVII in the proposed ordinance, but it should be
consolidated with this Article for readability. The City should also add
provisions on how to handle vested rights, in particular with respect to
newly annexed land and subsequent to the adoption of new or amended
regulations.
DEFINITIONS
Ordinance # 1049
Article II – Definitions
Article II – Definitions
Comparison. The definitions in the proposed ordinance have been modified,
in both the number and content. Definitions were added, deleted, and
modified.
Observations. Definitions are absolutely essential to the integrity of the
zoning ordinance, as they, in many cases, help to interpret the standards. As
such, they should be thoroughly reviewed for their particular application
throughout the ordinance. These definitions need to be compared against
other “stock” definitions and adjusted as necessary.
Recommendations.
• Add Applicability and Word Usage Text. After review of the two ordinances,
the first thing that stands out in the proposed ordinance is the removal of
text that explains the applicability and usage of the definitions for the rest
of the ordinance. This text is essential and should be expanded upon in a
new ordinance (or UDC), including clarifications on singular or plural
What is
ZoningPLU
based edi
collaborat
and prese
used for a
displaying
Appendix B
•
•
•
•
•
tenses; masculine and feminine gender equality; the mandatory nature of
“shall” and “will”, and the permissive nature of “may" and "should".
Reassess Definitions Added or Removed. After review of the proposed
modifications, it is clear that the definitions section of the proposed
zoning ordinance needed to be re-evaluated. In some cases, there were
definitions that should not have been removed, e.g., Secondary Recovery
Center/Halfway House, because they still have applicability elsewhere in
the zoning text (i.e., in Section 5.05, Permitted Uses). Similarly, there are
definitions that should have been added, but were not, e.g., in Section
4.16, Buildings Housing Animals, new terms have been added for
“domestic pets” and “farm animals”. While these terms seem fairly
standard, without a specific definition, interpretation and enforcement
will become subjective (e.g., some people see chickens as livestock, others
as pets), which may subject the City to legal challenges.
Remove Regulatory Provisions. In the proposed zoning ordinance, there are
numerous examples where regulatory provisions are included in the
definition. For example, the definition of Parking Space has been expanded
to include a regulatory provision of “where more than 10 parking spaces
are required in commercial, medical, or industrial districts, the parking
lot shall be hard surfaced.” This type of provision should not occur in the
definition; rather, it should be placed in the appropriate section under the
Article on Parking Regulations.
Remove Definitions from Other Articles. In the proposed zoning ordinance,
there are many examples of new definitions added into the regulatory
provisions, e.g., a definition was added to the regulatory provisions in
Section 9.01, Home Occupations and a definition of temporary storage units
was added as the first sentence in Article X, Temporary Storage Units
(PODS). These definitions need to be removed from the regulatory text
and placed in the definition section. Dynamically linking these words to
the definition would be more appropriate.
Relocate Definitions and Hyperlink. It is recommended that the definitions
be placed near the end of the zoning ordinance and that they be
dynamically linked where the word or phrase is used throughout the
document (this could be accomplished through ZoningPlusTM). This helps
the document’s readability as casual users of an ordinance naturally start
at the beginning of the ordinance, so this is where they should be able to
find the most important provisions, e.g., district regulations, etc.
Add Illustrative Examples Where Appropriate. It is recommended that
illustrative examples be used to clearly articulate the meaning of certain
standards or definitions in the zoning ordinance. Some examples of
definitions that should have illustrations include building line, cluster,
contiguous area, corner lot, flag lot, temporary sign, façade articulation
elements, setback, etc.
B-5
B-6
Example Definition with Illustration
Building Line means a line that runs along the wall plane of a building,
extending from lot line to lot line. The building line is not necessarily the
same as the setback line. See Figure "Building Lines."
This is an example of a definition where the illustration helps to clearly
articulate the meaning to users.
•
Add a Section on Acronyms and Abbreviations. Add a section for common
acronyms and abbreviations found throughout the City’s development
ordinances. See below for examples.
Abbreviation
or Acronym
e.g.
FIRM
ft.
ht.
Max.
Min.
RV
sq. ft.
wd.
Meaning
For example. Items listed after
the abbreviation ‘e.g.’ are
intended to be illustrative and
not limiting.
Flood insurance rate map
Foot
Height
Maximum
Minimum
Recreational Vehicle
Square feet
Width
Location
Proposed Zoning Ord.
Flood Prevention Ord.
Subdivision Ord.
Subdivision Ord.
Subdivision Ord.
ESTABLISHMENT OF DISTRICTS: PROVISIONS FOR OFFICIAL ZONING MAP
B-7
Appendix B
Ordinance # 1049
Article III – Establishment of
Districts: Provisions for Official
Zoning Map
Article III – Establishment of
Districts: Provisions for Official
Zoning Map
Comparison. The following modifications were made in the proposed zoning
ordinance:
• In Section 3.01, Districts, the district titles were relabeled and reordered in
conformance with the associated changes that occurred in Article V,
District Regulations. (Note: More specific information can be found in
that section of this memorandum).
• In Section 3.02, Identification of Zoning Map, a date reference was changed
regarding the Official Zoning Map.
• Section 3.06, Division of Property District Boundary, was deleted from the
existing ordinance.
Observations. None.
Recommendations.
• Remove Date from the Official Zoning Map. The Official Zoning Map should,
by reference, be made part of the zoning ordinance (or UDC) and should
indicate where the official map is located, that it has the same force as the
zoning ordinance, and how inconsistencies are handled. Removing the
date from the ordinance will prevent having to process a text amendment
each time the City approves a zone change.
• Specify Default Zoning for Annexed Territory. Once the Comprehensive Plan
has been adopted, this section should be modified to reference that all
newly annexed land should be zoned per the Future Land Use Map. This
is to say that the Future Land Use Plan will include designations that
establish a deliberate development character. These designations are
recommended to match the zoning districts.
• Relocate ‘Changes in Zoning Text’ Section. This section should be relocated
to a new, consolidated chapter on Permits and Procedures.
• Consolidate Chapters. For ease of use and better readability, this Article
(with the exception mentioned above) should be combined with the
Article on District Regulations.
GENERAL REGULATIONS
Ordinance # 1049
Article IV – General Regulations
Article IV – General Regulations
B-8
Comparison. During the drafting of the proposed zoning ordinance, nine
general regulations were removed.
Observations. In many cases, the general regulations section of an ordinance
is often overlooked because it is separate from the district regulations and
there are often times no clear connection between the two. This disconnect
causes confusion for citizens, developers, builders, and other contractors,
when they are trying to figure out what needs to be done in the pre-planning
stages of a project. This also leads to many after-the-fact problems that arise
during the Certificate of Occupancy inspection.
Recommendations.
• Consolidate Article. As part of a new zoning ordinance (or UDC), the
contents of this Article should be restructured to become parts of many
other expanded Articles. Sections 4.01 through 4.04, 4.06, and 4.09
through 4.18 should be consolidated into a new expanded Article on
Design Standards. Section 4.05 should be consolidated into a new
expanded section on Streets, Sidewalks, Trails, and Utilities. Section 4.07
should be consolidated into a new expanded Article on Signs. Section 4.08
should be consolidated into a new Article on District Standards. These
consolidations will place these regulations with similar provisions that
will make it easier to understand and navigate during the development
process.
DISTRICT REGULATIONS
Ordinance # 1049
Article V – District Regulations
Article V – District Regulations
Comparison. In the existing zoning ordinance, the City established 14 zoning
districts – 5 residential districts, 4 commercial districts, 3 medical services
districts, and 2 industrial districts. In the 2008 proposed zoning ordinance, the
City established 11 zoning districts – 5 residential districts, 4 commercial
districts, 1 medical services district, and 2 industrial districts. The districts are
listed in Table 2(A), Existing Zoning Districts and Table 2(B), Proposed Zoning
Districts (see next page).
Observations. During the drafting of the proposed zoning ordinance, there
were significant changes made to the district structure. Breaux Bridge’s
existing zoning regulations are largely based on the “Euclidean” model,
which focuses on separating “incompatible” land uses. The Euclidean model
is the “first‐generation” zoning model, validated as a legitimate exercise of
the government’s police powers – and given its name – by the United States
B-9
Appendix B
Supreme Court case of Euclid v. Ambler Realty Co. in 1924. Under Euclidean
zoning regulations, use and lot size are the two primary drivers of the pattern
of development.
Recommendations.
• Consider New and Restructured Zoning Districts. As part of Part II, Strategic
Assessment, of this memorandum, restructured zoning districts have been
proposed that will be congruent with the Future Land Use Map that will
be adopted at the end of the Comprehensive Plan process. See the
applicable section in Part II for more information on the proposed
character based zoning districts.
TABLE 2(A): Existing Zoning Districts 4
Residential
Commercial
Medical
Industrial
R-1 - Single-Family
Residential
C - Neighborhood
Commercial
Restrictive
M-1 - Medical Service
L-1 - Light
Industrial
R-2 - Single-Family
Residential
C-1 - Neighborhood
Shopping
L-2 - Heavy
Industrial
R-3 - Single-Family
Residential
C-2 - Highway
Commercial
M-3 - Medical
Service, Wholesale
R-4 - Single Family
Residential, Mobile Homes
C-3 - Central Business
R-5 - Multiple Family
Residential
C-4 - Commercial
(lounges)
TABLE 2(B): Proposed Zoning Districts (Never Adopted) 5
Residential
Commercial
Medical
Industrial
R-1 - Single-Family
Residential
C-DT - Downtown
L-1 - Light
Industrial
R-2 - Single-Family
Residential
C-1 - Neighborhood
Shopping
L-2 - Heavy
Industrial
TABLE 2(B): Proposed Zoning Districts (Never Adopted) – Continued
Residential
4
5
Commercial
Medical
Breaux Bridge Ordinance #1049.
Breaux Bridge Proposed Ordinance (Draft 2008).
Industrial
B-10
R-3 - Single-Family
Residential, Mobile
Homes
C-2 - Commercial
2
R-4 - Multiple
Family Residential
C-3 - Commercial
3
Industrial Park
(created as a
district, but
ll
i l
R-5 - Manufactured
(Mobile) Home
Park
NON CONFORMING USES
Ordinance # 1049
Article VI – Non Conforming Uses
Article VI – Non Conforming Uses
Comparison. During the drafting of the proposed zoning ordinance, there
were significant changes made to the text of this Article.
Observations. While the proposed changes are an improvement over the
existing regulations, we believe the entire ordinance warrants restructured
districts and new standards if the City is to realize development outcomes
that preserve and enhance its character. As the City moves towards a unified
development code (as recommended), provisions could be added specifying
standards that relate to non-conforming signs, parking, and landscaping, as
well as how the City handles situations where a non-conformity was created
by public (i.e., City) action, and any provisions for the conversion of nonconformities.
Recommendations.
• Expand Scope of Article. As part of a new zoning ordinance (or UDC),
further research should be undertaken as to how to handle some of the
non-traditional non-conformities, such as those mentioned above, so that
there is a standardized process for all situations.
PARKING REGULATIONS
Ordinance # 1049
Article VII – Parking Regulations
Article VII – Parking Regulations
were significant changes made to the text of this Article, including expanding
the size of each parking space from 180 to 200 square feet and adding
statements about access and landscaping. In addition, the list of minimum
parking requirements was expanded.
Appendix B
Observations. While the proposed changes are an improvement over the
existing regulations, there is still room for improvement. Additional
specification could be added to the parking lot minimum requirements, e.g.,
how do you handle parking for mixed use developments?
Recommendations.
• Compare Proposed Parking Ratios Against National Standards. The parking
ratios should be compared against the latest national standards. In
addition, further analysis is warranted for increasing the minimum size of
a parking space to 200 square feet (Note: 200 square feet provides for a
parking space that is considerably larger than most jurisdictions and will
consume more land and will result in additional impervious cover).
• Consider Provisions for Parking Deferment and / or Reductions. If the City is
interested in allowing reductions for certain use types, e.g., warehousing,
then there must be provisions requiring deferred parking, meaning that
space is set aside to accommodate additional parking should the use
change in the future. Otherwise, if the use changes there will be a
shortage of parking supply, which may either restrict the occupancy or
cause parking problems.
• Consider Adding Details for Multiple Parking Space Configurations. The
proposed ordinance currently provides no specifications on parking
space designs (with the exception of the 200 square feet minimum). At a
minimum, specifications should be added on 90 degree, 60 degree, 45
degree, and parallel parking designs.
• Parking Lot Layout and Design Plan Needs Improvement. Further detailing is
necessary to adequately design parking lots, particularly pertaining to
pedestrian and automobile circulation, adequate stacking at entrances,
placement of medians and directional islands, etc. The existing and
proposed ordinances provide limited guidance as to these required
standards.
• Downtown Parking Study Warranted. It is not uncommon for parking to be
exempted in Downtown. In fact, to realize an Urban character, parking
must be provided on-street or in common parking areas. The required
parking is still warranted only in different locations and configurations.
Therefore, a parking study and plan is warranted to determine the total
space count and turnover ratio to assure that an exemption of required
parking is feasible.
• Consider Adopting Provisions for Shared Parking. There should be provisions
for allowing shared parking agreements to reduce the total amount of
parking needed for shopping centers and particularly for in mixed use
developments. This is in lieu of parking requirements for each
independent use.
B-11
B-12
•
Consider Buffering Off-Street Loading Areas. The City should require offstreet loading areas to comply with specified bufferyard standards. (See
discussion on bufferyards in Part II.)
EXCEPTIONS AND MODIFICATIONS
Ordinance # 1049
Article VIII – Exceptions and
Modifications
Article VIII – Exceptions
Modifications
and
Comparison. During the drafting of the proposed zoning ordinance, Section
8.03, Exceptions and modifications to use regulations, was removed.
Observations. None.
Recommendations.
• Consolidate Article. For ease of use and readability, this Article should be
consolidated into a single Article on Authority; Jurisdiction; References;
and Purposes.
HOME OCCUPATIONS
Ordinance # 1049
Article IX – Permission for
Additional Home Occupations
Article IX – Home Occupations
were significant changes made to the text of this Article.
Observations. While the proposed changes are a significant improvement
over the existing regulations, there is still room for more improvement.
Differentiation could be added where varying levels of home-based
businesses are handled differently and allowed (or not allowed) in different
areas. For example, a home office, where there is no on-site customer visits or
transfer of packages (i.e., a writer), could be handled differently than other
home-based businesses that receive customers and/or packages (e.g., tax
preparation).
Recommendations.
consolidated into a new Article on Permits and Procedures, which would
contain information on all types of permits available (e.g., rezonings,
variances, home occupations, conditional use/limited use permits, etc.),
and the process by which a permit may be obtained.
B-13
Appendix B
ADMINISTRATION
Ordinance # 1049
Article X – Administration
Article XIII – Administration
Comparison. During the drafting of the proposed zoning ordinance, the
duties of the Zoning Administrator was transferred from the City Manager to
the Planning Director and fees for obtaining a copy of certificates was raised
to $25, from $1.
Observations. None.
Recommendations.
• Consolidate Article. For ease of use and readability, parts of this Article
should be consolidated into a new Article on Permits and Procedures,
which would contain information on all types of permits available (e.g.,
rezonings, variances, home occupations, conditional use/limited use
permits, etc.), and the process by which a permit may be obtained. In
addition, the reference to enforcement by the Zoning Administrator
should be consolidated under an Article on Administrative Bodies and
we advise the use of generic references so that the code is not outdated
with title changes.
• Consider Separate Ordinance for Fees. To alleviate having to process a
zoning text amendment for routine changes in the fee schedule, it is
recommended to adopt a separate ordinance for all City fees. As an
alternative, a schedule for all development related fees could be added as
an appendix at the back of the ordinance.
PLANNING & ZONING COMMISSION; BOARD OF ADJUSTMENT
Ordinance # 1049
Article XI – Board of Adjustment
Article XIV – Planning & Zoning
Commission & Board of Adjustment
Comparison. During the drafting of the proposed zoning ordinance, new text
was added to specify how P&Z Commissioners would be appointed and their
term limits. Text was also added specifying that the Board of Adjustment’s
responsibilities would be assumed by the City Council. In addition, the
provisions specifying how the Board of Adjustment members would be
appointed, and their terms of office, were also removed.
Observations. Incorporating provisions into the zoning ordinance (or UDC)
for the Planning & Zoning Commission (and all development related boards
B-14
and/or commissions) is a good thing, as it helps make the development
process easier to understand and navigate by end users. However, there are
adopted provisions for the membership and term limits already codified in
Chapter 16, Article II, Municipal Planning Commission, in the City’s Code of
Ordinances. The proposed language in the new ordinance does not match
what is already adopted. In addition, the substantive text on the appeal
process was changed and a new provision for granting temporary permits for
temporary buildings (during construction projects) was also added in the
proposed zoning ordinance.
Recommendations.
• Consider Consolidating All Development Related Boards and Commissions Into
Single Article. Each development related board and commission, i.e., City
Council, Planning & Zoning Commission, Board of Adjustment, and
Historic District Advisory Committee, as well as applicable City staff
(Planning Director, Public Utilities/Works Director) and development
review committees, etc., could be consolidated into a single Article on
Administrative Bodies so that all information is available in one location.
If the City chooses to do this (recommended), the Article should include
provisions on membership, terms of office, vacancies, and types of
applications that are subject to their purview.
• Repeal Conflicting Provisions. If the City chooses to consolidate all
development related provisions into a unified development code
(recommended), then during the adoption process, the conflicting
provisions in the City’s Code of Ordinances must be repealed, e.g.,
Chapter 16, Article II, Municipal Planning Commission, Chapter 13.5,
Historic Preservation, and Chapter 11, Flood Damage Prevention. Note that
the other provisions of the above referenced chapters should be
incorporated elsewhere in the zoning ordinance (or UDC), e.g., the
regulatory provisions in Chapter 11, Flood Damage Prevention, should be
consolidated into a new Article on Environmental Standards.
• Relocate Temporary Buildings During Construction. The added text on
granting authority to the Board of Adjustment is a good example of what
might be better classified as a ‘limited use’ permit (discussed in the Special
Use/Conditional Use Permit section of this memorandum) where specific
criteria and standards could be established where, if met, staff could
grant the temporary permit. This would reduce the need to go through a
formal public hearing process, while at the same time increasing
predictability in the development process, achieving established
objectives, and reducing development timeframes and costs.
• Consider Rewriting Appeal Process. Some jurisdictions establish an appeal
process for their appointed boards and commissions, where certain first
level appeals first go to the City Council. This allows the City Council to
address any “asserted errors” that arise during dispositive decisions
B-15
Appendix B
made by these boards, prior to them being transferred to the court
system. This could include appeals from the Planning and Zoning
Commission on final plats for instance.
VIOLATION AND PENALTY
Ordinance # 1049
Article XII – Violation and Penalty
Article XV – Violation and Penalty
Comparison. During the drafting of the proposed zoning ordinance, the fine
amounts were changed from $25 to $200 and text was added to stipulate that
suspension or waiver of these fines cannot be reduce below $100.
Observations. None.
Recommendations.
consolidated into a single Article on Enforcement, Interpretation, and
Legal Status.
• Expand Section. In the consolidated Article, this section should be further
expanded to identify that the City Council should adopt a schedule of
fines under a separate ordinance, as well as providing additional
guidance on such things as restitution and restoration; permit stays,
suspension, and rescission; recovery of posted bonds; and injunctive and
declaratory relief for extraordinary violations.
AMENDMENTS AND PETITIONS
Ordinance # 1049
Article XIII – Amendments and
Petitions
Article XVI – Amendments and
Petitions
were several modifications made. In Section 16.02, Petitions, of the proposed
zoning ordinance, the deposit amount was raised from $25 to $400, mailing
costs were added to cover the costs of sending out certified adjacent property
owner letters, and fees for reducing the transcript of the hearing to writing
were also added. In addition, the minimum time to apply for another
rezoning on the property was extended to two years from one. In Section
16.03, Amendment Procedure, the distance to send out adjacent property owner
letters was extended to 300 feet from 200 feet and an official appeal process
was added.
B-16
Observations. None.
Recommendations.
consolidated into a new Article on Permits and Procedures, which would
contain information on all types of permits available (e.g., rezonings,
variances, home occupations, conditional use/limited use permits, etc.),
and the process by which a permit may be obtained. In addition, the City
may want to consider requiring applicants to send the notifications
themselves with an affidavit indicating that this was done.
• Reconsider Changed Distance for Adjacent Property Owner Letters. State law,
R.S. 33.4725, Amendment of Regulations, stipulates that adjacent property
owners (at least 20 percent and within 200 feet) have standing to submit
protests. Therefore, it is recommended that the distance to send adjacent
property owners letters be maintained at 200 feet, or for those located
outside the 200 foot distance, their notification should indicate that they
do not have legal standing for filing a protest.
• Consider Separate Ordinance for Fees. To alleviate having to process a
zoning text amendment for routine changes in the fee schedule, it is
recommended to adopt a separate ordinance for all City fees. As an
alternative, a schedule for all development related fees could be added as
an appendix at the back of the ordinance.
INTERPRETATION
Ordinance # 1049
Article XIV – Interpretation
Article XVII – Interpretation
Comparison. The text of the existing and proposed ordinances are the same,
with the exception of what is assumed to be a clerical error in the opening
sentence of the proposed ordinance.
Observations. None.
Recommendations.
Legal Status.
B-17
Appendix B
VALIDITY
Ordinance # 1049
Article XV – Validity
Article XVIII – Validity
Comparison. The text of the existing and proposed ordinances are the same.
Observations. None.
Recommendations.
Legal Status.
REPEAL OF CONFLICTING ORDINANCES
Ordinance # 1049
Article XVI – Repeal of Conflicting
Ordinances
Article XIX – Repeal of Conflicting
Ordinances
Comparison. The text of the existing and proposed ordinances are the same.
Observations. None.
Recommendations.
Legal Status.
GENERAL PROHIBITORY CLAUSE
Ordinance # 1049
Article XVII – General Prohibitory
Clause
Article XX – General Prohibitory
Clause
Comparison. The text of the prohibitory clause in the existing and proposed
ordinances is the same. However, language was added in the proposed
ordinance regarding motions and other associated information of the text
amendment process.
Observations. None.
B-18
Permitted, Limited, and
Conditional Uses
Permitted Uses are
allowed “by-right”
without having to meet
any additional standards.
Limited Uses are allowed
to be administratively
approved by a
responsible official (e.g.,
the Planning Director), if
the use meets the
additional provisions preestablished in the
ordinance to ensure
compatibility with their
neighbors.
Conditional Uses are
uses that may be
compatible, but can only
be determined after a
review and public hearing
in front of the City
Council, which applies
both general and special
standards to ensure that
the uses are compatible
with their neighbors and
the community as a
whole.
Collaborative.
Recommendations.
consolidated into a single Article on Authority; Jurisdiction; References;
and Purposes.
• Remove Additional Text. The additional text in the proposed ordinance
should be removed as this type of information is more appropriately
captured in the official minutes of a City Council meeting; rather than
being within the zoning ordinance.
TEMPORARY STORAGE UNITS (PODS)
Ordinance # 1049
N/A
Article X – Temporary Storage Units
(PODS)
Comparison. This is new text that has been added to the proposed zoning
ordinance.
Observations. The proposed restrictions on temporary storage units are a
specific example of a limited or conditional use (depending on the interest of
the jurisdiction).
Recommendations.
• Consolidate Article. For ease of use and readability, parts of this Article
should be consolidated into a single Article on Zoning Districts, Uses, and
Accessory Uses. Other parts, i.e., the definition, should be added to the
Article on definitions.
SPECIAL USE/CONDITONAL USE PERMIT
Ordinance # 1049
N/A
Article XI – Special Use/Conditional
Use Permit
ordinance.
Observations. As part of the proposed changes, there were provisions added
in this Article regarding the purpose of conditional use permits, the
application requirements and process, and the decision making criteria,
among other things. Conceptually, the proposed new text is a good addition
to the ordinance. However, the actual language warrants modification and
parts of the Article should be removed or relocated to other Articles in a new
B-19
Appendix B
zoning ordinance (or UDC). In addition, the level of specificity for application
requirements and process makes it even more apparent that there are no such
provisions for any other type of application, including rezonings or variances.
Recommendations.
• Choose ‘Special’ or ‘Conditional’. A determination needs to be made
regarding whether it is a ‘special’ or ‘conditional’ use, or provide different
regulatory provisions between the two.
• Remove Specific Application Requirements. Application requirements
(including the actual application) should be provided through other
mechanisms (e.g., development checklists on the City’s website), rather
than being specified in the zoning ordinance. This provides staff with the
flexibility for procedural modifications and improvements over time
without needing to process ordinance amendments.
Conditional / Limited Use Table Example
Commercial, Recreation, and Amusement Uses
P = Permitted Use; T = Permitted in Traditional Neighborhood Developments Only;
L = Limited Use; C = Conditional Use; - = Prohibited Use
Zoning District
Additional
Standards
Land Use
Commercial Uses
Agricultural Support and Other Rural
Services
P
-
-
-
-
-
-
-
-
-
-
-
-
Alcoholic Beverage Sales
-
-
T
T
-
-
P
P
P
-
-
-
-
Bed and Breakfast
P
-
T
T
-
-
P
P
-
-
-
-
-
Commercial Lodging
-
-
-
-
-
-
P
P
P
P
-
-
-
Commercial Retail
-
-
T
T
-
-
P1
P1
P1
L1
L1
-
-
24-Hour Commercial Retail
-
-
-
-
-
-
C
C
C
C
C
-
-
NA
Sec. 0-2-408
This is an example of a conditional use/limited use table that cross references the additional performance standards
for such uses, which increases the level of predictability and consistency in the development process.
•
•
Add ‘Limited Use’ Provisions. Many jurisdictions add ‘limited use’
provisions in the zoning ordinance. These provisions include specific
standards that have to be met, and if they are, staff is able to approve
them without the need of a public hearing. (see inset above)
Consolidate Article. For ease of use and readability, this Article should be
consolidated into other Articles in the new zoning ordinance or unified
development code. The definition should be added to the Article on
definitions. Details on the process should be consolidated in a new Article
on Permits and Procedures, which would contain information on all types
of permits available (e.g., rezonings, variances, home occupations,
conditional use/limited use permits, etc.), and the process by which a
permit may be obtained.
B-20
SIGNS
Ordinance # 1049
N/A
Article XII – Signs
ordinance.
Avoid Uncontrolled
Signage
Compare Sugar Land,
Texas (top) with Breaux
Bridge (bottom). The
street in Sugar Land is
well organized, and the
signs do not clutter the
landscape. By contrast,
some of the streets in
Breaux Bridge are
cluttered with out of scale
signage.
Collaborative.
Observations. As part of the proposed changes, there were provisions added
in this Article regarding the regulation of signs. Conceptually, the proposed
new text is a good addition to the ordinance because unregulated signage can
have a significant detrimental effect on community character. However, after
a brief overview of the new regulations, there are some general concerns
about how the new provisions interact with the free speech protections found
in the First Amendment to the Constitution. This is not by any means a
comprehensive statement of the highly nuanced and sometimes
unpredictable law of signage. Constitutional law is a complex practice, and it
is not the purpose of this memorandum to evaluate the constitutionality of
the City’s existing regulations. However, Constitutional and case law from
across the country has shown that any approach to sign regulation should be
based strictly on regulating the sign dimensions, types, location, number,
materials, and design; rather than the sign content (i.e., what the sign says). A
general rule should be that those who are responsible for administering the
sign code should be able to decide whether a sign meets the code without
reading the sign.
Recommendations.
• Consider Rewriting Sign Regulations. As part of a new zoning ordinance (or
UDC), further research is warranted regarding “content neutral” sign
regulations to balance advertising of commercial businesses, while
protecting against uncontrolled signage. These new provisions should be
included as a new Article on Signs, in a unified development code.
Appendix B
Part II – Strategic Assessment
After review of the existing and proposed zoning ordinances, it is our
conclusion that the current regulatory framework is not sufficient to ensure
that the future built environment will meet the expectations (e.g., increased
aesthetics) expressed during the public participation process. The zoning and
subdivision ordinances, in particular, must be re‐written to improve use
compatibility, conserve natural resources and open space, preserve the
character and integrity of neighborhoods and valued areas, improve the
efficiency of facility and service provisions, and contribute to a fiscally
responsible pattern of urban growth. Below is a summary of findings
discussed in this section:
Summary of Recommendations
1. Focus on character; not just land use or density
2. Compatibility between districts needs improvement
3. Expand development standards to ensure desired outcomes
4. Development process needs to be defined
5. Move toward a unified development code (See Part III, Annotated
Outline, of this memorandum)
FOCUS ON CHARACTER; NOT JUST LAND USE OR DENSITY
One of the central themes that came up from the early public participation
efforts was the focus on community, cultural identity, uniqueness, etc.
Unfortunately, like many local development codes we review, the City’s
ordinances reflect traditional, Euclidean zoning practices which are not
sufficient in facilitating or protecting these desired attributes. This is because
the “conventional” approach to zoning focuses primarily on the separation of
uses and considers relative density the key factor in determining
development compatibility. A community character emphasis recognizes that
varied uses and differing densities can be accommodated in close proximity
by focusing on building and site design standards that establish and maintain
the overall character of a neighborhood, district, or corridor. Character is
thus, considered along a spectrum from the most urban to the most rural
settings in and around a community, with auto-oriented and suburban
environments typically found in between.
The City’s zoning ordinance provides a series of districts that are organized in
terms of “residential,” “commercial,” “medical,” (which is also commercial)
and “industrial” use categories rather than indicating an intended
development character for each district relative to the urban-suburban-rural
character spectrum. In the proposed zoning ordinance, the City attempts to
make its first steps toward specifying character, by proposing a Downtown
zoning district. However, use and dimensional standards are essentially the
B-21
B-22
same as all the other commercial districts, so there is no guarantee that the
resulting built environment will meet the original intent of creating and
maintaining a downtown urban character. This is so as an Urban character
requires a high degree of enclosure (i.e., the buildings are close to the street),
human scale or pedestrian-focused street and sidewalk design (including
amenities such as benches), pedestrian-scaled signage, etc.
Character Types
Rural
Neighborhood Cons.
Suburban Residential
Auto Urban Residential
Collaborative.
Recommendations.
• Consider New and Restructured Zoning Districts. To serve the best interests
of the community and particularly individual property owners, it is
recommended that the City’s zoning districts be restructured to facilitate
the creation and maintenance of different areas of character. The
proposed new districts would align with the land use districts that will be
adopted in the future land use plan as part of the Comprehensive Plan.
These new districts may include (which will be determined later in the
planning process):
1. Rural – This is for the areas on the fringe of the City limits that are
now of this character and for which near-term development or
extension of infrastructure is not warranted or feasible. In this way,
this expresses the City’s policy as to the timing and pattern of future
development. Agriculture and rural large lot development (10+ acres)
is appropriate within this area. The City does not have an equivalent
district at this time as agriculture and/or farming (on five acres or
more) is permitted in all residential districts, except the mobile home
park district (in the proposed ordinance).
2. Neighborhood Conservation – This district applies to all existing
residential development (for areas not needing redevelopment over
the 20-year planning horizon) for the purpose of preserving the
existing character and to avoid nonconforming situations caused by
the application of new district standards to existing development.
Essentially, the uses and height and area standards would be carried
through from the current zoning districts, with certain limitations
added to protect the interests of property owners and administrative
allowances to accommodate certain building additions.
3. Suburban Residential – This is for the existing large lot development
as well as for the areas that abut or are adjacent to development of
this character. This is also appropriate for the areas adjacent to the
floodplain or with other on-site resources, which may accommodate
smaller, clustered lots with the sensitive areas designated as common
open space. The City does not have a similar district as these areas are
now amongst areas that are Auto-Urban in character.
4. Auto-Urban Residential – Development within this district includes
those areas that are within the current R-1 and R-2 residential districts
and constructed with site-built homes. It is also appropriate for the
B-23
Appendix B
5.
6.
7.
8.
vacant land that abuts these areas so as to maintain this character. A
character-based district differs from these existing districts in that
different lot sizes and housing types may be accommodated, with
open space compensating to maintain similar densities.
Auto-Urban Mixed Residential – Areas that currently include both
site-built and manufactured homes, as well as manufactured home
parks and multiple family developments are appropriate within this
district. This district would include separate standards for
manufactured home parks and multiple family developments (e.g.,
minimum lot size, setbacks, spacing between units/buildings,
screening and buffering, access, open space, etc.). This is equivalent to
the proposed R-4 residential district in that it permits a range of
residential use types and densities.
Example of Suburban
Suburban Commercial – There is
Commercial
several examples of homes that
have been converted to businesses
along the community’s main
corridors.
This
district
is
appropriate
for
these
uses,
particularly
when
they
are
adjacent to residential areas. This
district requires buildings of
smaller, comparable scale to the
abutting homes, as well as similar
(Photo not from Breaux Bridge)
characteristics (pitched roofs; lawn
areas; landscaping; small, highly buffered parking areas; limited
signage). This district is similar to the expected intent of the current
C-1 neighborhood shopping district, only the uses of a Suburban
Commercial district would be narrowed and there would be site and
building standards to preserve neighborhood character.
Suburban Village – Given the small town character of Breaux Bridge,
the City’s main commercial areas should be designed at a
neighborhood scale in clustered nodes. Rather than linear strips, these
village centers will have much smaller building footprints and
typically cater towards neighborhood conveniences such as drug
stores, professional services, and retail users. The development types
typically include mixed use (on single sites and within individual
structures), attached residential dwellings (possibly live/work units),
commercial retail, office, etc. The characteristics exhibit a higher
degree of site coverage (than allowed in Suburban Commercial), but
exhibit a higher degree of landscape surface (than required in a
Downtown area).
Suburban Business Park – Given the small town character of Breaux
Bridge, the City should also accommodate future light industrial
Character Types – Cont.
Auto Urban Mixed Res.
Suburban Commercial
Suburban Village
Suburban Business Park
Downtown
Collaborative.
B-24
uses, in addition to office, medical, warehousing, and distribution,
uses, etc., in campus-style suburban business parks featuring reduced
site coverage and increase open space, together with enhanced
building design. These areas typically exhibit characteristics such as a
higher open space ratio; extensive landscaping along the park
perimeter; and special streetscaping and site design treatments at
entries, key intersections, and internal focus points. In addition, the
development outcomes are often controlled by private covenants and
restrictions that exceed City ordinances and development standards
and site operations are conducted indoors (i.e., no outdoor storage or
display).
9. Downtown – This area is different from an Auto-Urban commercial
area in that the buildings are brought to the street and there is no or
very limited on-site parking. Buildings within this district occupy a
large percentage of the site, and front and side yard setbacks must be
built to the property line in order to maintain the characteristics of a
traditional downtown. This district is similar to the expected intent of
the proposed C-DT downtown district.
•
•
Implement the C-DT District. It is not the purpose of this strategic
assessment to create a redevelopment plan for Downtown. However,
with respect to zoning, it is recommended that the City implement the CDT zoning district with an Urban character and to facilitate the
development of relatively dense residential and residential-over-retail
products Downtown by allowing and incentivizing such formats. Indeed,
the City should consider making residential-over-retail, multifamily
residential, and attached residential (all in urban formats) a permitted use
Downtown, subject to design standards administered by staff.
Adjust Density-Focused Districts. Adjust the density-focused residential
zoning approach to elevate consideration of development and
neighborhood character. In the proposed zoning ordinance, the R-1 and
R-2 districts both allow the same, lone residential use—the single-family
detached dwelling. The only difference is minimum lot size (10,000
square feet for R-1; 7,500 square feet for R-2), which then drives the rest of
the residential development standards in these districts. The R-3 and R-4
districts provides areas where both attached and detached types of singlefamily dwellings can be built, but detached units must still meet the R-2
standards. R-4 is the district where multiple-family residential may occur,
but also with detached single-family units (still subject to the R-2
standards).
In effect, there is a cumulative aspect to the residential districts beyond R2 (where “cumulative” refers to zoning that allow certain uses to carry
over into successive districts, which conflicts with the conventional
zoning practice of separating housing types and densities into their own
Appendix B
B-25
A character-based system differs from the City’s current use-based system in that each of the above
developments may be permitted in the same land use (and zoning) district. Whereas the City’s current
zoning allows single family uses in the R-1 and R-2 district regardless of their lot size or density (lot sizes
ranging from a minimum of 10,000 square feet in R-1, 7,500 square feet in R-2, to as large as anyone wants to
their subdivide property), and all residential use types (excluding mobile homes) and densities within the R4 district (single and multiple family dwellings), a land use and zoning system that is based on character
requires comparable densities within each district. As exhibited above, different types and forms of
development may be accommodated within the same district, only common open space is used to hold the
densities neutral and hence the character the same. The density and open space controls may hold the
density constant (density neutral) or may allow a bonus as means to provide incentive to preserve open
space and resources (e.g., floodplain, wetlands, vegetated areas) or to achieve other community objectives.
•
districts). This leads one to ask, if R-4 is intended for denser types of
development, then why is detached single-family dwellings on lots no
smaller than 7,500 square feet (the R-2 lot standard) permitted in this
district along with attached single-family and multiple-family dwellings?
Consider Adopting a Housing Palette Approach. Character-based zoning
districts ensure a predictable balance among buildings, landscaping, and
pavement. As such, the same character outcome can be achieved with
multiple housing types by adjusting the amount of common open space
— increasing the open space to maintain comparable densities. Characterbased districts allow different housing types, using open space and
buffering to limit density and protect character. Standards for different
housing types should be set out in a “housing palette,” with unique
dimensional standards for each type of housing (e.g., single-family, zerolot-line, townhouse, duplex, multiplex, etc.). Since density and open space
establish the number of units that can be built, the standards of the palette
can be applied to all zoning districts (see inset above).
EXPAND DEVELOPMENT STANDARDS TO ENSURE DESIRED OUTCOMES
Recommendations
• Add Site Coverage Standards for Non-Residential Districts. Adjust the
maximum site coverage and floor area standards for the non-residential
zoning districts as this particular zoning standard is a core factor in a
B-26
What are Complete
Streets?
Complete Streets are
designed and operated to
enable safe access for all
users. Pedestrians,
bicyclists, motorists and
transit riders of all ages
and abilities must be able
to safely move along and
across a complete street.
Complete Streets does not
necessarily mean, “All
Modes, All Roads,” rather
the goal is to develop a
balanced transportation
system that is inclusive of
transportation users of all
types, ages and abilities.
Complete Streets are not
revolutionary; the concept
is based on the widely
accepted principal that
bicyclists and pedestrians
of all types are present on
all highways and
transportation facilities
where they are permitted.
•
•
Source: Text and photo from LA
DOTD final report on Complete
Streets7
character-based approach to community planning and development
regulation. Under a character-based approach, the coverage/floor area
allowance should be highest in an Urban character area (i.e., Downtown,
usually approaching 100 percent with a floor area ratio (FAR) of 2.0 or
higher). Then a typical progression would ensure decreasing site
coverage and floor area along the character spectrum, from Auto-Urban
to Suburban character. The minimum landscape surface ratio would
similarly and inversely ensure that individual site development is in
keeping with the existing and/or desired character of its vicinity.
Consider Expanding Parking Lot Landscaping Requirements. Parking area
landscaping typically serves two functions: (1) perimeter screening, and
(2) interior greenery (on islands and other areas amid the parking bays
and spaces) to break up the expanse of continuous paved surface within a
parking area. Therefore, the ordinance should establish certain basic
standards for the placement and distribution of plantings to ensure that
both functions are addressed. In addition, landscaping provisions often
require low, dense plantings (shrubs, etc.) or berms around parking lot
perimeters, in combination with tree planting, to screen the vehicles and
block headlight glare. Furthermore, raised and curbed islands of a
specified minimum size (unless they are below grade to serve a storm
water management function) should be required within larger parking
areas, with one island for at least every 20 required parking spaces
(alternatively, some ordinances require an island or other parking lot
landscaping area within a certain minimum distance of every parking
space). Shade trees along with other landscaping (shrubs, groundcover,
grass) should be required versus concrete surfacing. Consequently, it is
recommended that the City re-evaluate the effectiveness of the existing
(none) and proposed (one small tree/shrub per 20 parking spaces)
parking standards, to better determine if additional requirements are
warranted to fulfill the public call for increased aesthetics.
Protect Existing, Mature Trees on Properties and Along Streets by Incorporating
Provisions for Tree Preservation. Many jurisdictions across the country have
regretted, after-the-fact, not taking regulatory action sooner to preserve
the most significant areas of native vegetation within their developed and
urbanizing areas, including older, tree-lined neighborhoods undergoing
redevelopment. Some methods of tree protection/preservation that the
City could consider include
1. A tree disposition plan, as part of landscaping planning, to document
the extent and characteristics of existing trees on a development site,
as well as any planned tree removal and/or replacement in
accordance with defined City standards.
2. Provisions for parking lot trees in coordination with overall site
landscaping standards.
Appendix B
3.
•
6
A tree removal permit with associated criteria and procedures
(including exceptions for residential lots and other specified
exceptions from the permit requirement, as well as preservation
exceptions for trees that are diseased, dying and/or unsafe to persons
or property).
4. Provisions for tree protection measures during construction activities.
5. Provisions for situations other than new development (clearing of
vacant sites, building demolition, building expansion/remodeling).
6. Provisions for trees in easements (utility, drainage) and public rightsof-way (street and median trees).
7. Provisions to obtain site grading and clearing permits before any site
disturbance.
8. Identification of “undesirable” tree species that should be removed as
appropriate.
Consider Adopting Complete Street Policies and other Expanded Provisions for
Sidewalks. One of the issues that came up repeatedly during the early
public participation process was a lack of sidewalks in the City. Yet,
increasing the amount of sidewalks and bike paths was listed an
opportunity. Currently, the City’s subdivision regulations 6 specify that
“[s]idewalks shall be located not less than one (1) foot from the property
line … shall be four (4) feet wide [in single family residential districts] …
five (5) feet wide [in multi-family or group housing districts] … [and] ten
(10) feet wide [in commercial areas.” Instead of these “one-size-fits-all”
sidewalk standards, the City should consider modifying regulatory
provisions to incorporate more comprehensive Complete Street
principles. Recently, the State of Louisiana Department of Transportation
and Development (LA DOTD) adopted a policy which supports
Complete Streets in order to ensure a “fully integrated transportation
system, by planning, funding, designing, constructing, managing, and
maintaining a complete and multi-modal network that achieves and
sustains mobility, while encouraging and safely accommodating
pedestrians, bicyclists, and transit users.” 7 In addition to the sidewalks
along the street, the City could consider including provisions for off-street
trails which also provide safe, convenient, and direct routes to on- and
off-site amenities. The City should also consider removing the restriction
that prohibits bicyclists from riding on the City’s sidewalks 8 and be
proactive in trying to complete its section of the Breaux Bridge to
Lafayette bike path, as identified in the 2035 MPO Bikeway Plan.
Breaux Bridge Code of Ordinances, Chapter 19, Section 9.8
Final Report for Secretary of the Department of Transportation and Development.
Louisiana Department of Transportation and Development Complete Streets Work
Group. Prepared by Burk-Kleinpeter, Inc. July 30, 2010.
8
Breaux Bridge Code of Ordinances, Chapter 18, Section 5.
7
B-27
B-28
COMPATIBILITY BETWEEN DISTRICTS NEEDS IMPROVEMENT
As previously mentioned in this memorandum, many of the districts (C-1, C2, and C-3) already have nearly identical development standards despite
apparently aiming for different development outcomes. This typifies a
conventional zoning approach that tries to achieve compatibility by focusing
mainly on particular land uses (plus certain physical development features
like minimum building setbacks and maximum building height). Instead,
Breaux Bridge should move toward an approach which focuses much more
on building scale and site and building design to ensure that whatever use
occurs on a site is compatible and in keeping with area character. This is
especially important where neighborhood-serving retail and service uses are
encouraged at neighborhood edges, and particularly where non-residential
zoning districts abut residential districts (warranting a Suburban Commercial
district).
Allowance for neighborhood-compatible retail, office, and service
development is another key focus of character-based planning and zoning to
avoid rigid use separation as under conventional zoning while ensuring
compatibility and a consistent area character. A character-based approach still
restricts certain uses that, by their very nature, should not be permitted in
close proximity to homes (e.g., veterinary clinics with outdoor kennels or
activity). But compatibility is largely ensured through site and building
design factors. A character-focused approach would apply a combination of
standards that limit the possible development intensity on a non-residential
site immediately adjacent to a residential area. These would be incorporated
into the non-residential development standards and would require
adaptation. Typical standards that address neighborhood protection include:

A maximum site area along with a minimum site area.

A maximum floor area in the principal building.

Parameters for the placement and orientation of non-residential
buildings and parking areas on sites.
Architectural criteria can provide an essential finishing touch by applying
“residential-in-appearance” standards addressing such features as the
orientation and design of building entries and windows; roof slope and
materials; façade materials; yards and landscaping; and lighting, as well as
limitations on signs and merchandise display. With the opportunity to
consolidate some existing zoning districts in Breaux Bridge, a reworked
commercial zoning district could be structured to where certain
neighborhood compatibility standards are triggered only in locations where
needed but are not a factor away from residential areas.
B-29
Appendix B
•
Adopt a Flexible Bufferyard Approach. The existing and proposed zoning
ordinances have little in the way of provisions to ensure compatibility
between different land uses or where there is a transition between
character areas (See insets next page). Although there has been a
statement inserted into the non-residential zoning districts indicating
“buffer zone per adjacent residential district,” it is not defined and does
not detail any provisions. We advise to consider a flexible bufferyard
approach for required screening and buffering between land uses of
different types and/or intensities. Screening involves the use of walls,
fences, or dense vegetation primarily to accomplish a visual barrier,
which also helps to address potential noise and light impacts from an
adjacent property. A bufferyard approach introduces the notion that
greater separation between uses can also help with compatibility in some
situations—and, in some cases, be more appropriate to the area character
(e.g., Suburban). Screening and buffering are simultaneously addressed
through standards that employ a range of methods, including fences and
walls; earthen berms (which are especially useful for screening vehicle
headlight glare); landscaping of various types, heights, and densities; and
varying buffer width. Finally, under a flexible bufferyard approach, the
screening and buffering standards purposely vary based on the location
and characteristics of the adjacent properties.
Transitioning to a flexible bufferyards approach, which is another
hallmark of a character-based regulatory framework, would require
revised ordinance provisions that take a much broader approach by
considering:
1.
Whether a bufferyard is needed, and what type, depending on the
types of uses that will abut;
2.
Whether a bufferyard is needed, and what type, depending on the
zoning district that will abut;
3.
Whether a bufferyard is required along a public street depending on
its classification (arterial, collector, etc.), as well as along railroad
corridors; and
4.
Whether a bufferyard is required along the perimeter of a parking lot
adjacent to a public street or adjacent property.
(section continued after next page)
B-30
Contextual Bufferyards
The lack of bufferyards separating these different areas of character (between Auto-Urban Commercial and
Residential on the left; and Auto-Urban Commercial and Suburban Residential on the right), illustrates the City’s
lack of standards to effectively screen / buffer different areas of character.
Flexible Bufferyard Example
Standard Bufferyards
Alternative 1:
Landscape Only
Opacity Width (ft.)
Alternative 2:
Includes Berm or Topography
Plant Units Width
/ 100 lf.
(ft.)
Alternative 3:
Includes Structure
Plant
Units
/ 100 lf.
Berm Height or
Increased
Elevation from
Property Line (ft.)
Width
(ft.)
Plant Units
/ 100 lf.
Wall or Fence
Height and Type
10%
10
0.75
10
0.50
1
10
0.50
4 ft. tall 30% opaque
20%
10
1.50
10
1.25
1
10
0.75
4 ft. tall masonry wall
30%
15
2.25
15
1.75
2
15
1.25
40%
20
3.00
15
2.50
2
15
2.00
50%
25
3.75
20
3.00
3
20
2.50
60%
30
4.50
25
3.25
4
20
3.75
70%
35
5.00
25
4.25
4
20
3.75
installed on 3 ft. tall berm
80%
40
5.50
30
4.50
5
25
4.00
6 ft. fall masonry wallinstalled on
4 ft. tall berm
90%
50
5.50
35
5.00
5
30
4.75 (must include
evergreens)
100%
60
5.75
40
5.25
6
35
5.25 (must include
evergreens)
This is an example of a flexible bufferyard approach where several alternatives are offered to achieve the
same level of buffering or screening. For Breaux Bridge, the City would first have to determine the
appropriate levels of opacity that are desired between different areas of character.
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Appendix B
The ordinance then establishes a series of bufferyard categories, from
least to most opaque. Depending on the applicable category (and the
associated “percent opacity” standard), the applicant must provide a
certain bufferyard width; a certain number of large trees, small trees and
shrubs for every so many linear feet along the boundary; and a berm,
solid wall or fence—or neither depending on the situation. Factors such
as the density of plantings and berm height also vary between categories.
Then it is up to the applicant to design their bufferyard based on these
parameters. Buffer width reductions are also provided for constrained
sites. We also recommend that the ordinance include design guidance to
ensure that buffering and screening measures do not create an
impenetrable barrier that keeps residents from traveling directly and
safely between neighborhoods and nearby commercial areas by bike and
on foot.
DEVELOPMENT PROCESS NEEDS TO BE DEFINED
The existing zoning ordinance provides minimal guidance on the
development process. The proposed zoning ordinance started to provide
additional guidance on select processes (e.g., the new text on the Special
Use/Conditional Use process which includes such things as application
requirements, the review process, and decision criteria, etc.). Despite these
efforts in the proposed zoning ordinance, there is a lack of information about
what is required in order to develop/redevelop land in Breaux Bridge.
Recommendations.
• Consolidate all Approval Procedures Into A Single Article. All of the approval
procedures that are used in the zoning ordinance should be consolidated
to one Article. To the extent legally (and practically) possible, the
procedures should be unified so that the basic steps are consistent among
the various approval types.
•
Expand Use of Administrative Approvals. One way to shorten the time from
application to approval is to increase the number of applications that are
subject to administrative review and approval subject to specific
ordinance standards. There are three important reasons why the City
should consider increasing the range of applications that would be
subject to administrative approvals:
1.
First, a new zoning ordinance (or UDC) should include specific
development standards. As such, most issues will be worked out in
advance (during the drafting of the ordinance), and there will be less
need for public process to ensure that the City’s planning and
regulatory objectives are met.
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2.
Second, administrative approvals reduce the time from application to
approval by removing time required for setting and noticing public
hearings.
3.
•
Third, administrative approvals conserve resources. If an application
should be approved, staff can approve it. This saves the time required
for writing a report and presenting at a public meeting before the
application is approved, and allows that time to be put to more
productive use.
Increase User-Friendliness. The City’s “development friendliness” would be
boosted, and the accessibility of its ordinances to the layperson would be
greatly improved, by addressing shortcomings in formatting, both on
paper and online via the City’s website. Currently, the City’s existing
zoning ordinance is available through Municode, and although Municode
indicates the subdivision regulations are codifed – they are physically
absent. There is no information about the development process on the
City’s website, where residents and the development community should
be able to find the ordinances, application forms and requirements, fee
schedules, as well as basic mapping information, e.g., the official zoning
and map. In addition, as is common in most zoning ordinances, the
Breaux Bridge ordinance needs a use table for easy reference and
comparison of permitted, specific, and prohibited uses across the various
zoning districts (picture an enhanced version of what was added to the
proposed zoning ordinance; also see graphic example in the section on
Special Use/Conditional Use Permits in Part I of this memorandum). Both
the zoning and development ordinances could use more extensive
graphics to illustrate various concepts and standards and summarize
administrative procedures. Of course, given the codification service the
City uses, the associated online interface is not user friendly, especially
because of its inability to maintain original table formatting and display
graphics and illustrations (such as the various appendices to the
subdivision ordinance). The current iteration of the City’s official zoning
district map should also be readily available online at all times, and a PDF
version is best for ease of printing and saving.
Part III – Annotated Outline
Successful completion of the Comprehensive Plan process will result in the
determination of a community consensus – a “vision” – for the long-term
future of the City. This “vision”, along with realistic goals and achievable
strategies, will be an important factor in determining which modifications to
make to the zoning and other implementing regulations. In addition, the
Comprehensive Plan process is also important to galvanize all stakeholders
during the subsequent, and equally important, implementation phase. While
Appendix B
the Comprehensive Plan recommends overall policy for future land use,
community character, roads and utilities, parks and open space, and other
aspects of community growth and development, it is the City’s zoning and
subdivision regulations that get it implemented.
It is usually best to pursue wholesale ordinance upgrades right after a
Comprehensive Plan update when the momentum is there and various
players have the issues and reasons fresh on their mind from the planning
discussions. While these upgrades could be undertaken via a piece-meal
approach, this is not recommended for Breaux Bridge. As highlighted in this
memorandum, many of the existing regulations are outdated and will hinder
the “on-the-ground” implementation of the vision that is emerging through
this Comprehensive Plan process. Further, as seen in the proposed zoning
ordinance, the City has already started moving towards a unified
development code by incorporating such things as sign regulations.
Therefore it is recommended that the City approach modifications to its
implementing regulations in a similar fashion to that of many other cities in
Louisiana, and across the country – via a unified development ordinance.
This will be the best mechanism to achieve the community’s vision and will
result in a better coordinated set of development-related regulations,
standards, and procedures. A UDC typically yields the following benefits:
• Consolidates all development-related ordinances into one document (e.g.,
subdivision, zoning, site plan, development and design standards, signs,
landscaping, lighting, parking and loading, parkland dedication, streets
and utilities, circulation and access management, storm water and
floodplain management, nonconformities, etc.). This helps to ensure
consistency among the different components and promotes more holistic
consideration of subdivision, zoning and site plan requirements and
standards by both applicants and the City.
• Makes the regulatory specifics easier to navigate and comprehend (i.e.,
more “user friendly”) for the development, real estate and consultant
communities versus dispersed and uncoordinated ordinances within an
overall municipal code. A single consolidated index and better crossreferencing across code sections helps to ensure that all relevant
provisions are taken into account pertaining to any particular
development issue or proposal.
• Condenses into one code section all administrative procedures and
considerations, helping to streamline and make clearer the roles and
responsibilities of each official and decision-making body. This is
especially helpful to identify “crossovers” in the permitting process
between subdivision and zoning reviews, for example.
• Offers a consolidated list of definitions, which helps to prevent
inconsistencies and questions of interpretation between ordinances.
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B-34
•
•
Greatly improves the City’s ability to track the total development process
because various components are organized and coordinated in a logical,
sequential order.
Streamlines the process for future ordinance amendments and
enhancements.
To help facilitate the transition from plan to implementing regulations, we
offer the following proposed annotated outline which would incorporate all
the concepts discussed throughout the comprehensive plan process, plus
much more.
ARTICLE 1. ZONING DISTRICTS; USES; ACCESSORY USES
Division 1.100. Purpose and Application of Article
This Division sets out the purpose of Article 1, how to use the Article, and
how the Article relates to the other parts of the Code.
Division 1.200. Zoning Districts Established
This Division establishes the zoning districts, adopts the official zoning map,
provides rules for interpreting the map, and sets the rules for how annexed
and apparently undesignated land will be zoned in accordance and
coordination with the previously designated parish zoning classification.
Division 1.300. Permitted; Limited; Conditional; and Prohibited Uses
This Division provides a matrix of permitted, limited, conditional, and
prohibited uses. It also provides standards criteria for determining how to
classify a use that is not listed.
Division 1.400. Standards for Limited and Conditional Uses
This Division sets out the standards that apply to limited and conditional
uses.
Division 1.500. Temporary Uses
This Division sets out the standards that apply to temporary uses, such as
special events, tent sales, carnivals, itinerant vendors, and construction
activities.
Division 1.600. Supplemental Residential Standards
This Division sets out standards for development of residential property,
including:
• Exceptions to yard standards;
•
Fences, garden walls, and hedges;
•
Accessory buildings and structures;
•
Decks, balconies, patios, and porches;
B-35
Appendix B
•
Swimming pools and spas;
•
Antennae and satellite dishes;
•
Trucks and business vehicles;
•
Recreational
vehicles,
inoperable
vehicles,
and
portable
storage
containers;
•
Outdoor storage and refuse containers;
•
Servitudes and utilities;
•
Ground floor treatments for elevated structures;
•
Common areas and gate houses;
•
On-site, hard surface parking; and
•
First floor treatments for elevated structures.
Division 1.700. Supplemental Nonresidential Standards
This Division sets out the standards for development of nonresidential
property, including:
• Exceptions to yard standards;
•
Fences, garden walls, and hedges;
•
Operational, building, and site redevelopment standards for accessory
structures;
•
Operational and site redevelopment standards for outdoor accessory uses
(both permanent and seasonal);
•
Site development standards;
•
Outdoor storage;
•
Loading, truck access, and solid waste collection; and
•
Outdoor display of merchandise.
ARTICLE 2. DISTRICT INTENSITY AND BULK STANDARDS
how it relates to the other parts of the Code.
Division 2.200. District Development Standards
This Division provides the standards for density, intensity, and open space
within each district.
Division 2.300. Residential Lot, Yard, and Height Standards
This Division provides the standards for individual residential lots, including
lot dimensions, yards, and building height. It includes the “housing palette,”
which allows for the development of multiple housing types and their
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dimensional criteria. Standards for accessory units may also be provided as
applicable in Breaux Bridge.
Division 2.400. Nonresidential Scale Regulations
This Division sets the standards for the development of nonresidential lots. It
includes regulations with regard to nonresidential building scale in certain
areas, to ensure compatibility with surrounding development.
ARTICLE 3. ENVIRONMENTAL STANDARDS
Division 3.200. Resource Protection Standards
This Division sets out how much of each protected resource has to be set
aside when parcels are developed. The resources that will be addressed are:
shallow floodplains; upland woodlands; protected resources.
Division 3.300. Site Capacity Calculations
Where natural resources comprise a large portion of a site, open space
requirements may not be sufficient to protect the resources. The site capacity
calculations of this Division are used to determine how many homes or
square feet of nonresidential floor area can be built on such a site. Provisions
for relief for constrained sites are also set out in this Division.
Division 3.400. Uses in Open Space
This Division sets out which uses are allowed to be established in areas that
are designated as open space.
Division 3.500. Floodplain and Wetland Standards
This Division provides the floodplain management and flood damage
prevention requirements, to provide for resource protection and to ensure
compliance with FEMA requirements for flood insurance.
It will also address reconstruction of structures in the 100-year floodplain to
allow the new structure to resemble the existing one as long as it complies
with slab elevation requirements.
Division 3.600. General Environmental Standards
This Division sets out performance standards for noise; vibration; emissions
and odors; toxics; hazardous materials; and light and glare
Appendix B
ARTICLE 4. BONUSES
Division 4.200. Housing Bonus
This Division provides incentives for the development of housing that is
affordable to the workforce.
Division 4.300. Sustainability Bonuses
This Division provides incentives to use design principles that promote
sustainability, such as additional resource protection or LEED certification. It
applies to both residential and nonresidential development.
ARTICLE 5. SIGNS
Division 5.100. Purpose and Application of Article; Applicability
how it relates to the other parts of the Code. It also sets out which signs are
regulated by the Code.
Division 5.200. Pre-existing, Prohibited, and Nonconforming Signs
This Division describes how the Code deals with pre-existing, prohibited, and
nonconforming signs.
Division 5.300. Sign Regulations
This Division sets the standards for permanent and temporary signs.
ARTICLE 6. SUBDIVISION DESIGN AND LAND DEVELOPMENT
Division 6.200. Covenants, Conditions, and Restrictions for Site Plans,
Plats, and Subdivisions
This Division provides for City review of Covenants, Conditions, and
Restrictions (“CCRs”) where they are required as conditions of approval, and
prohibits CCRs from containing certain items, such as prohibitions on
residential-scale solar installations (in accordance with Louisiana Revised
Statutes 9:1255).
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B-38
Division 6.300. Subdivision and Development Design
This Division sets out the general standards for the design of subdivisions
and other development types.
Division 6.400. Dedication of Land and Improvements; Fees in Lieu
This Division provides the requirements for dedication of land for streets,
parks, and/or schools, and sets out the option for paying a fee in lieu for
projects that are too small to make useful dedications of land.
Division 6.500. Mapping and Monuments
This Division sets the standards for mapping subdivisions and placing
monuments in the ground to mark lot corners and street centerlines.
Division 6.600 Condominium Conversions
This Division sets standards for owner-occupied rental conversions to
condominium-style unit ownership.
ARTICLE 7. STORM WATER MANAGEMENT
Division 7.200. Drainage Plans Required
This Division sets out the requirement for a drainage plan and the items that
the plan must address.
Division 7.300. Drainage System Standards
This Division sets the standards for drainage, including public easements for
drainage elements that are located on private property.
ARTICLE 8. STREETS AND UTILITIES
Division 8.200. Streets, Sidewalks, and Trails
This Division sets the standards for the development of streets, sidewalks and
trails, including basic cross-sections and connectivity.
Division 8.300. Utilities
This Division sets the standards for the installation of utility lines and on-site
water and sewer systems.
Appendix B
Division 8.400. Standards Manual
This Division authorizes an engineering standards manual, which may
include technical standards for construction of streets, sidewalks, trails,
utilities, and the like.
ARTICLE 9. PARKING, LOADING, ACCESS, AND LIGHTING
Division 9.200. Parking and Loading Calculations
This Division sets out the standards for calculating how many parking and
loading spaces are required. It includes a table of parking and loading
requirements by use (uses will be calibrated to the permitted uses table). It
also includes bicycle parking requirements and allowances for reduction in
the number of parking spaces for shared parking arrangements.
This Division will also address parking adjustments in cases where there is a
change of use to one that would require additional parking. It will specify a
performance standard for existing commercial sites that are abutting
residential neighborhoods. It will also address new tenant occupancy of
shopping centers to minimize their impact on other tenants within the same
center.
Division 9.300. Parking and Loading Design
This Division sets out the design requirements for parking, loading, and
stacking areas, including dimensions of parking spaces, dimensions of offstreet loading spaces, and dimensions and design of stacking areas.
Division 9.400. Access Management and Circulation
This Division sets out the standards for the management of access to arterials
(to improve street function and safety) and for the circulation of traffic among
adjacent properties.
Division 9.500. Exterior Lighting Standards
This Division sets out the standards for exterior lighting.
ARTICLE 10. LANDSCAPING
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B-40
Division 10.200. General Requirement
This Division sets out the standards for permitted and prohibited landscape
material and the calculation of landscaping requirements.
Division 10.300. Development Landscaping
This Division sets the standards for landscaping on various parts of a parcel
proposed for development and the adjacent right-of-way, including:
• On-lot landscaping;
•
Special residential landscaping;
•
Open space landscaping;
•
Parking lot landscaping; and
•
Street trees.
Division 10.400. Bufferyard Requirements
This Division sets the standards for bufferyards, which will be located
between zoning districts, between certain development types, along streets in
certain areas, and along parking lot edges.
Division 10.500. Open Space
This Division sets the standards for the delineation and use of open space.
Division 10.600. Tree Protection
This Division sets the standards for protecting and maintaining trees.
Division 10.700. Landscaping Installation Requirements
This Division sets the standards for the installation of landscaping materials.
It also provides for a performance bond to ensure survivability of the plants,
and a replacement requirement for plants that do not survive for a period of
time.
ARTICLE 11. DESIGN STANDARDS
Division 11.200. Residential Design Standards
This Division establishes the standards for residential design, which will be
basic requirements for single-family homes, and more detailed requirements
for multi-family buildings.
Appendix B
Division 11.300. Pattern Books for Urban or Traditional Neighborhood
Development
This Division allows for the creation and approval of pattern books to ensure
a minimum character and quality of new development.
Division 11.400. Traditional Neighborhood Development
This Division sets out the site design standards for the layout of traditional
neighborhood developments.
Division 11.500. Nonresidential Design Standards
This Division sets standards for the design of nonresidential buildings,
including “big boxes” and development along prominent commercial
corridors (e.g., Rees St.)
Division 11.600. Historic Preservation
This Division sets standards for the design of buildings downtown and will
incorporate provisions from the City Historic District (referenced as Chapter
13.5 in the Breaux Bridge Code of Ordinances).
ARTICLE 12. MODULATION
Division 12.200. Modulation of Subdivision Standards
This Division provides standards for the adjustment of subdivision standards
under certain conditions. It allows for changes of standards such as lot shape,
subdivision design, and street setbacks.
Division 12.300. Modulation of Zoning Standards
This Division provides standards for the adjustment of zoning standards, to
allow for traditional neighborhood or urban design, setback adjustments for
alley-loaded properties, mews developments, and maintenance-free
communities.
ARTICLE 13. NONCONFORMITIES
Division 13.200. Types and Classes of Nonconformities
This Division sets out the types of nonconformities (e.g., nonconforming uses,
lots, and structures) and the classes of nonconformities (major and minor).
B-41
B-42
Division 13.300. General Regulations
This Division sets out the regulations for how nonconformities are treated
under this UDC. Generally, nonconformities will be allowed to continue,
provided that they are not abandoned.
Division 13.400. Mitigation of Nonconformities
This Division provides standards for turning minor nonconforming uses into
conforming uses.
ARTICLE 14. ADMINISTRATIVE BODIES
how it relates to the other parts of the UDC.
Division 14.200. City Council
This Division sets out the roles of the City Council.
Division 14.300. Planning & Zoning Commission
This Division establishes the Board of Adjustments and sets out its roles.
Division 14.400. Board of Adjustments
Division 14.500. Historic District Advisory Committee
Division 14.600. City Staff
This Division sets out the roles of individual staff members.
ARTICLE 15. PERMITS AND PROCEDURES
Division 15.200. Permits and Approvals
This Division provides a comprehensive list of the permits and approvals that
are necessary for development, and links them to the procedures that are set
out in other divisions of this Article.
Appendix B
Division 15.300. Standardized Development Approval Procedures
This Division establishes a uniform set of development approval procedures
that will apply to most applications.
Division 15.400. Map Amendments
This Division sets out the procedures for a rezoning.
Division 15.500. Subdivision Plat Procedures
This Division sets out the procedures for platting subdivisions.
Division 15.600. Pattern Book Approval
This Division sets out the procedures for approval of pattern books, and for
the subsequent review of development pursuant to pattern books.
Division 15.700. Interpretations
This Division sets out the process for an administrative interpretation of the
UDC.
Division 15.800. Text Amendment
This Division sets out the process for amending the text of the UDC.
Division 15.900. Administrative Appeals
This Division provides the process for appealing decisions of administrative
staff or the Planning & Zoning Commission, and for variances to the
requirements of this UDC.
Division 15.1000. Fees
This Division authorizes the City to set fees for administration of this UDC by
Council resolution. It also allows for the escrow of funds for outside
consultant review of applications.
ARTICLE 16. AUTHORITY; JURISDICTION; REFERENCES; AND PURPOSES
Division 16.200. Authority and Jurisdiction
This Division provides language on title, reference, authority, and
jurisdiction.
Division 16.300. Applicability; Private Restrictions; and Vested Rights
This Division sets out the types of development that are subject to this UDC,
as well as exceptions and exemptions. It also deals with the relationship of the
UDC to private restrictions and with vested rights.
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B-44
Division 16.400. Purposes
This Division provides the general purposes of the UDC. It is used for
interpretation of individual sections, if necessary.
Division 16.500. District Purposes
This Division provides the purpose and anticipated character for each of the
zoning districts.
ARTICLE 17. ENFORCEMENT, INTERPRETATION, DISCLAIMER, AND
REPEALER
how it relates to the other parts of the UDC.
Division 17.200. Enforcement
This Division sets out enforcement procedures and penalties for violations of
this UDC.
Division 17.300. Disclaimer
This Division provides a disclaimer with regard to floodplains, which states
that approval of a floodplain permit does not make the City liable for
flooding.
Division 17.400. Interpretation
This Division provides standards for interpretation of this UDC.
Division 17.500. Legal Status
This Division provides for severability of provisions if they are adjudicated to
be unconstitutional or unlawful, and provides for the repeal of prior
ordinances that are in conflict with this UDC.
ARTICLE 18. CALCULATIONS
This Article provides the methodology for the calculations used in the UDC,
including height, base site area, lot area, lot width, density, intensity, and
open space ratio/landscape surface ratio.
ARTICLE 19. DEFINITIONS
Division 19.100. Word Usage; Abbreviations; and Acronyms
This Division provides for how words are used, and defines the acronyms
that are used in the UDC.
Appendix B
Division 19.200. Use Definitions
This Division provides the definitions for each use in the table of permitted
uses.
Division 19.300. General Definitions
This Division provides the definitions for words and phrases that are not
defined in Division 19.100 or 19.200.
B-45
Appendix C
C-1
Breaux Bridge Resiliency Plan
PLANNING ADVISORY COMMITTEE MEETING NO. 1 AGENDA
CITY HALL, BREAUX BRIDGE 6:00 P.M.
APRIL 19, 2011
I.
WELCOME AND INTRODUCTIONS
A. Staff
B. Attendees—Names, Representation
C. Purpose—(Get to SWOT)
II.
INITIAL RULES OF PROCEDURE
A. Facilitator
B. Roberts Rules of Order
III. OCD PROGRAM DESCRIPTION—BASED IN HAZARD MITIGATION, RIDE WAVE OF
PLANNING FOR FUTURE IN LOUISIANA
A. Sustainability
B. Resiliency
C. Livability—Smart Growth
IV. OVERVIEW OF REFERENCE MATERIALS
A. Glossary—Terms of Endearment
B. Kendig Keast Collaborative Documents
V.
PROJECT OVERVIEW (POWERPOINT)
A. Meeting Overview
B. Scope of Services
1. Task Based
2. Funding Agency
C. Process
D. Outline
E. Public Involvement
1. (2-3) Committee Meetings
2. Goal of (1-2) Meetings
F. Issues Identification
G. Timeline
H. Adoption & Implementation within Breaux Bridge Organization Structure
VI. DISCUSSION
A. Purpose, Objective, Expectations, Goals—immediate, short-term (20years), long (50)
B. Major Issues—First Cull
C. SWOT
D. Mission and Vision
VII. SUMMATION OF MEETING
VIII. NEXT MEETING
Appendix C
C-2
PLANNING ADVISORY COMMITTEE MEETING NO. 1. NOTES
APRIL 19, 2011
ATTENDEES:
Lu Cutrera
Jason Abshire
Matt Bucchin
Dana Delaune
Bret Keast
Tina Begnaud
Glen Angelle
Becky Blanchard
Ricky Calais
Brian Castille
Beth Guidry
Henry Derouselle
Shiela Landry
Albert Menard
Joseph Pearson
Ray Pellerin
Terry Thibodeaux
I.
Mr. Lucien Cutrera opened the meeting at 6:10 pm with introductions of project staff and
subconsultants from Kendig Keast Collaborative and Development Concepts.
II.
The guiding principles of planning and proper procedure were given to the committee.
The audience was informed of the source of the project and funds as well as goals
including sustainability and resiliency.
Reference materials were distributed to the audience for home review to assist in their
understanding of planning and general committee behavior and expectations. A packet
detailing key trends and concepts in the planning community was also distributed.
V.
PROJECT OVERVIEW (POWERPOINT)
Appendix C
C-3
A PowerPoint presentation was orated by Lu Cutrera that introduced the expectations of
the final project based on the contract scope of services. The overall design process and
its role in this project formed the structure for the presentation to the audience. An
outline of inventory items included a series or mappings done by LJC Poole with the data
collected for the city to date. The expectations of public involvement and a project
timeline of 12 months from start date were presented.
The importance of the public involvement component of this project was presented to
stress community cooperation and involvement from the beginning to ensure that this
resiliency plan will work for Breaux Bridge specifically. It was requested from the
committee they provide examples of issues that currently concern the community and are
in need of resolve. The following items were identified.
•
•
•
Circulation
o Extend Mills Street
o 18-wheeler traffic
o Truck traffic through town as bypass for Lafayette
o Unregulated Semi Truck Traffic
o Old Railroad track
o Roadway Improvements
o Crossing Teche on I-10
o lack of sidewalks
o City Divided by Tracks
Utilities and Public Works
o Main power grid to BB is inadequate
o Rotten power poles
o Overhead power lines are no.1 damage from hurricanes
o Un-serviced Utility areas
o Overhead Utility Lines—Hurricane implications
o CenturyTel—Proprietary, Need for Fiber POP
o Lighting on Rees, Street Lighting
o Overgrowth of Current Infrastructure
Growth Scenario/Future Land Use
o Lack of Affordable Housing
o Code Issues (older buildings not up to code)
o Lack of Code Enforcement
o Regional competition
o Resistance to change
o Proximity to Lafayette
o Local Entrepreneurship
o Community inclusiveness
o I-10 proximity
o Bedroom community to Lafayette and Baton Rouge
o Size, Controlled Growth
o City, Parish, State, and Federal Cooperation
o Open Community
Appendix C
•
•
•
C-4
o Act as Parish Entry Point, Gateway
o Branding
o Developable Land
o Growth Potential
o Proximity to Lafayette and Breaux Bridge
o Frontage Roads for I-10
Character/Aesthetics/Recreation
o Rees street to acquire some of downtown’s character
o Controlling land use is viewed as negative currently
o Needs a public restroom downtown
o Downtown Parking
o Lack of Public Restroom Facility Downtown
o bike paths, trail between Lafayette and BB, Bayou and Eco Tourism, Public
Interaction on Teche,
o History, Character, Friendly, Culture, Festival, Sense of Community,
Togetherness, Unique
o Strong Identity, Family Entertainment, Visibility
o Landscaping, Beautification, Aesthetics
Future Land Use
o Enforcement is an issue—needs to be easily enforceable
Failure of last zoning ordinance because:
o Person hired developed enemies
o Had residential and commercial uses separate with no respect for current
situations
o Meetings were misunderstood and accusations were made
o No previous planning effort
o Just tried to tweak previous zoning ordinance
VI. DISCUSSION
A SWOT analysis conducted by subconsultant Bret Keast opened the floor for discussion
with the audience to identify strengths, weaknesses, opportunities, and threats.
•
•
Strengths identified include: History, Character, Friendly, Culture, Festival,
Sense of Community, Togetherness, Unique, Proximity to Lafayette, Local
Entrepreneurship, Community inclusiveness, Hospital, Family owned businesses,
I-10 proximity, Bedroom community to Lafayette and Baton Rouge, Size,
Controlled Growth, Strong Identity, Family Entertainment, Visibility, City,
Parish, State, and Federal Cooperation, Open Community, Welcoming, downtown
parking
Weaknesses identified include: Truck traffic through town as bypass for
Lafayette, Unregulated Semi Truck Traffic, Traffic, Un-serviced Utility areas,
Overhead Utility Lines—Hurricane implications, Lack of Affordable Housing,
City Divided by Tracks, CenturyTel—Proprietary, Need for Fiber POP, Lighting
on Rees, Street Lighting, Downtown Parking, Lack of Public Restroom Facility
Downtown, Code Issues (older buildings not up to code), Lack of Code
Enforcement, lack of sidewalks
Appendix C
C-5
•
•
Opportunities identified include: Bypass of Lafayette, Old Railroad track,
Roadway Improvements, Telecommunication Improvements, Act as Parish Entry
Point, Branding, Developable Land, Gateway, Through Traffic, Sidewalks on
Street Improvements, bike paths, trail between Lafayette and BB, Bayou and Eco
Tourism, Public Interaction on Teche, Crossing Teche on I-10, Growth Potential,
Proximity to Lafayette and Breaux Bridge, Landscaping, Beautification,
Aesthetics, Frontage Roads for I-10
Threats identified include: Regional competition, Resistance to change, Other
Strong Community Growth in Parish, Land Grabbing, Hurricane Damage to
Power, Overgrowth of Current Infrastructure
It was determined the mission of the project was to preserve the community’s cultural
aspects and plan for the future growth.
Mission and Goals: Preserve the history and plan for the future
VII. SUMMATION OF MEETING
Action items were identified and notated for follow-up. They are listed below.
•
•
•
•
•
•
•
•
Need to identify neighborhoods based on character
Set next meeting for 2 weeks to a month
Obtain other ordinances related to zoning
City boundary lines on maps do not show up enough
Utility and district maps needed
Need to educate and include the public
Obtain UL plan
Character type zoning presentation for next meeting
The meeting was concluded at 8:15 pm and the committee was informed that further into the
process they would be petitioned to another meeting to further discuss findings and receive their
input into the comprehensive planning effort.
Appendix C
C-6
MEETING NO. 2 AGENDA
TOURIST CENTER, BREAUX BRIDGE 6:00 P.M.
SEPTEMBER 22, 2011
I.
A.
Staff
B.
Attendees—Names, Representation
C.
Purpose
II.
A.
Facilitator
B.
Roberts Rules of Order
III.
SUMMARY OF MEETING NO. 1
A. SWOT
1. STRENGTHS
2. WEAKNESSES
3. OPPORTUNITIES
4. THREATS
B. MAJOR ISSUES
IV.
COMPREHENSIVE PLAN ISSUES
A. MISSION, VISION, OBJECTIVES, AND GOALS
1.
“HONOR THE PAST AND PLAN FOR THE FUTURE”
2.
SETS TONE AND ESTABLISHES BASIS FOR COMPREHENSIVE PLAN
B. GROWTH MANAGEMENT SCENARIO
1. FUTURE LAND USE—1ST DRAFT
2. MAJOR THOROUGHFARE AND TRANSPORTATION PLAN—1ST DRAFT
3. PUBLIC WORKS AND UTILITY NEEDS
V.
CHARACTER AND QUALITY OF LIFE (TIES TO VISION)
VI.
IMPLEMENTATION STRATEGY
VII.
NEXT MEETING—TENTATIVE, TBA
A. LAND USE & CHARACTER
B. GROWTH MANAGEMENT & CAPACITY
Appendix C
C-7
TOURIST CENTER, BREAUX BRIDGE 6:00 P.M.
SEPTEMBER 22, 2011
ATTENDEES:
Lu Cutrera
Jason Abshire
Matt Bucchin
Bret Keast
Tina Begnaud
Glen Angelle
Becky Blanchard
Crip Cormier
Mark Allemond
Shelly Li
I.
subconsultants from Kendig Keast Collaborative and Development Concepts.
II.
III. OCD PROGRAM DESCRIPTION
IV. SUMMARY OF MEETING NO.1
Mr. Cutrera explained the SWOT findings and discussed what areas warrant
improvement and how they should be incorporated into the comprehensive plan.
V.
COMPREHENSIVE PLAN ISSUES (POWERPOINT)
Mr. Abshire gave on overview of the inventory process and presented findings as well as
explained the role inventory plays in the analysis process. A PowerPoint presentation
was orated by Mr. Cutrera that introduced the demographic and socioeconomic profile
of the community and discussed key findings. Also, discussed were the existing traffic
patterns and how constricted corridors will further exacerbate the already increasing
traffic.
Appendix C
C-8
VI. CHARACTER AND QUALITY OF LIFE (POWERPOINT)
Mr. Keast explained as to the importance of developing an economic strategy to fund the
community’s future vision. He further presented findings concerning demographic and
socioeconomic data and expressed that Breaux Bridge is experience a period of decline
in manufacturing and an increase in public administration employment and how these to
economic indicators expose a weak job market. Following the brief demographic and
socioeconomic discussion, Mr. Keast presented to the committee the “character-based”
vision for the community. He explained the role character will play in future zoning
efforts and how it will serve the community in a manner in which current Euclidian
zoning fails. Each character category was explained in detail and images were shown of
existing land use and how incorporating future character-based zoning would benefit the
areas displayed.
VII. IMPLEMENTATION STRATEGY
Expressed by members was the need for a detailed strategy to implement the vision for
the future of the community.
VIII. ADJOURN
The meeting was concluded at 8:30 pm and the committee was informed that another meeting
would be necessary to further incorporate the committee’s input into the comprehensive plan.
Appendix C
C-9
DEPT. OF PUBLIC WORKS, BREAUX BRIDGE 6:00 P.M.
NOVEMBER 16, 2011
I.
A.
Staff
B.
C.
Purpose
II.
A.
Facilitator
B.
III.
LAND USE AND CHARACTER
A. COMMUNITY CHARACTER
B. FOCUS AREAS
C. RECOMMENDATIONS
IV.
GROWTH MANAGEMENT AND CAPACITY
A. FOCUS AREAS
B. RECOMMENDATIONS
V.
ROUND TABLE FUTURE LAND USE DISCUSSION
A. EXISTING LAND USE
B. BUILDING CONDITION
C. EXISTING CHARACTER
D. THOROUGHFARE PLAN
VI.
NEXT STEPS
A. TOWN HALL MEETING
VII. ADJOURN
Appendix C
C-10
NOVEMBER 16, 2011
ATTENDEES:
Lu Cutrera
Jason Abshire
Matt Bucchin
Mark Allemond
Bret Keast
Matt Bucchin
Tina Begnaud
Gary Champagne
Reginald Clues
Glen Angelle
Becky Blanchard
Ricky Calais
Glenn Angelle
Chad Theriot
Brian Castille
Beth Guidry
Albert Menard
Joseph Pearson
I.
subconsultants from Kendig Keast Collaborative and Development Concepts. He
continued with a brief description of the concept and how it has morphed throughout the
planning process
II.
Prior to the meeting, the committee members were distributed draft chapters from the
plan and allowed time to review the materials for discussion. Additional reference
materials were provided during the meeting for additional review.
Appendix C
V.
C-11
LAND USE AND CHARACTER (POWERPOINT)
A PowerPoint presentation was orated by Matt Bucchin that introduced concept of
community character and how it is a driving force for revised zoning code. He continued
by explaining the focal points of character based zoning. Highlighted area were;
downtown enhancements and preservation, housing, and enhancing the building
environment. Key actions were detailed by the orator and bulleted actions were
provided.
VI.
GROWTH MANAGEMENT AND CAPACITY (POWERPOINT)
The second half of the presentation pertained to managing Breaux Bridge’s expected
growth. Items of discussion were traffic congestion and remediation efforts, increasing
strain on infrastructure, expanded public services in-fill efforts, and possible need for
annexation. In closing, Mr. Bucchin explained that tough decisions will need to be made
concerning shaping the future growth of the community.
VII.
OPEN FLOOR DISCUSSION-FUTURE TRANSPORTATION
Committee members were provided the opportunity to view and provide input concerning
the draft Future Transportation Plan. No particular dislikes were expressed; however,
there were a number of members who expressed that an additional trucking route be
added to the plan. The second half of the presentation pertained to managing Breaux
Bridge’s expected growth. Items of discussion were traffic congestion and remediation
efforts, increasing strain on infrastructure, in-fill efforts, and possible need for
annexation. In closing, Mr. Bucchin explained that tough decisions will need to be made
concerning shaping the future growth of the community.
VIII. SUMMATION OF MEETING
•
•
Draft Future Land Use Plan atop Future Thoroughfare Plan
Set Town Hall Meeting date
The meeting was concluded at 8:45 pm and the committee was informed that an additional
meeting will be held, tentatively the day of the town hall meeting, and their comments on future
land use will be incorporated into the plan.
Appendix C
C-12
JANUARY 18, 2012
I.
A.
Staff
B.
C.
Purpose
II.
A.
Facilitator
B.
III.
OCD PROGRAM DESCRIPTION
IV.
OVERVIEW OF REFERENCE MATERIALS
A. REVIEW DRAFT CHAPTERS
B. REVIEW REVISED MAPS
V.
FUTURE LAND USE, TRANSPORTATION, & IMPLEMENTATION
A. CONFERENCE CALL
B. ROUND TABLE DISCUSSION
VI.
SUMMATION OF MEETING
A. FUTURE LAND USE & CHARACTER
B. THOROUGHFARE PLAN
C. BEAUTIFICATION PLAN
D. TOWN HALL MEETING AGENDA
Appendix C
C-13
JANUARY 18, 2012
ATTENDEES:
Lu Cutrera
Jason Abshire
Matt Bucchin
Bret Keast
Matt Bucchin
Tina Begnaud
Laroy Landry
Glen Angelle
Becky Blanchard
Kelly Patin
Glenn Angelle
Chad Theriot
Brian Castille
Ray Pellerin
Albert Menard
I.
Mr. Jason Abshire opened the meeting at 6:00 pm with introductions of project staff
though unable to attend, Bret Keast assisted via conference call.
II.
Prior to the meeting, the committee members were distributed revised draft chapters,
future land use and transportation maps and allowed time to review the materials for
discussion. Additionally, implementation spreadsheets were provided for discussion.
Appendix C
V.
C-14
FUTURE LAND USE, TRANSPORTATION & IMPLEMENTATION
Maps were displayed to committee containing revisions from the prior meeting and
inspected for accuracy. Additional ideas for modification of future transportation routes
and various potential areas for annexation were discussed. Via conference call Mr. Keast
discussed with the committee the agenda for the town hall presentation.
VI. SUMMATION OF MEETING
•
•
•
•
Future Land Use Plan revision
Thoroughfare Plan revisions
Beautification Plan revisions
Town Hall Meeting agenda
The meeting was concluded at 8:30 pm and the committee was informed that a brief meeting was
to be held prior to the Town Hall meeting to allow committee members to view the presentation
and provide feedback before the public meeting.
Appendix C
C-15
PLANNING & ZONING MEETING NO. 1 AGENDA
CITY HALL, 6:00
6/7/11
I.
II.
SCOPE OF SERVICES
III.
DESIGN APPROACH & METHODOLOGY
A. SITE INVENTORY
B. PUBLIC INVOLVEMENT
C. SWOT ANALYSIS
IV.
MAPPING PRESENTATION
A.
PHYSICAL
B.
CULTURAL
C.
OVERLAYS
V.
S.W.O.T.
A.
STRENGTHS
B.
WEAKNESSES
C.
OPPORTUNITIES
D.
THREATS
E.
OTHER FINDINGS
VI.
VII.
NEXT MEETING—9/6/11 6:00 P.M.
Appendix C
C-16
PLANNING & ZONING MEETING NO. 1 NOTES
CITY HALL, 6:00
6/7/11
ATTENDEES:
BECKY BLANCHARD
STACY DAIGLE
JOE “RICK” PEARSON
ERROL LEBLANC
NORRIS THERIOT
JASON ABSHIRE
LU CUTRERA
I.
Lu introduced the LJC Poole staff to the attendees and gave a brief history as to the
current status of the project.
II.
SCOPE OF SERVICES
The line items in the scope of services were shown to the P & Z Committee and it was
explained that LJC Poole is to perform each of these items in accordance with the contract.
III.
DESIGN APPROACH & METHODOLOGY
A. SITE INVENTORY
B. PUBLIC INVOLVEMENT
C. SWOT ANALYSIS
The zoning committee was given an in-depth explanation of how inventory and analysis are
the drivers that determine how the comprehensive plan is to be developed.
IV.
MAPPING PRESENTATION
A.
PHYSICAL
B.
CULTURAL
C.
OVERLAYS
The existing inventory of maps was presented to the committee and it was explained as to
how the mapping efforts play a significant role in determining future land use and
rezoning.
V.
S.W.O.T.
A.
STRENGTHS
B.
WEAKNESSES
C.
OPPORTUNITIES
D.
THREATS
E.
OTHER FINDINGS
Appendix C
C-17
The committee was shown the findings from public input and research of both the physical
and cultural aspects of the scope area. These were given as line items under the four
SWOT categories. A more detailed explanation of the SWOT items followed. This was
followed by input from the committee about other issues, both cultural and physical, that
are important to the community.
VI.
The legal obligations of the planning and zoning committee were given and multiple
methods of plan implementation were discussed.
VII.
NEXT MEETING—9/6/11 6:00 P.M.
Appendix C
C-18
PLANNING & ZONING MEETING NO. 2 AGENDA
CITY HALL, 6:00
9/6/11
I.
II.
SCOPE OF SERVICES
III.
STATUS UPDATE
A. SITE INVENTORY
B. ANALYSIS
IV.
FUTURE TRANSPORTATION
A. PRELIMINARY PLAN
V.
DEMOGRAPHICS
A. POPULATION
B. JOBS
C. INCOME
VI.
ORDINANCE CRITIQUE
A. COMPARISON, OBSERVATION AND RECOMMENDATIONS
B. STRATEGIC ASSESSMENT
C. NEXT STEPS
VII.
NEXT MEETING—2ND ADVISORY COMMITTEE MEETING, 9/22/11 6:00 P.M.
Appendix C
C-19
PLANNING & ZONING MEETING NO. 2 NOTES
CITY HALL, 6:00
9/6/11
ATTENDEES:
BECKY BLANCHARD
STACY DAIGLE
JOE “RICK” PEARSON
ERROL LEBLANC
NORRIS THERIOT
JASON ABSHIRE
LU CUTRERA
I.
STATUS UPDATE
Mr. Abshire presented to the committee that inventory process and explained the many
facets of inventory and how they are pertinent to planning and analysis. It was further
explained that the committee will play a key role in the process by evaluating the findings
and providing input.
II.
FUTURE TRANSPORTATION
A preliminary thoroughfare plan was presented to the committee, by Mr. Abshire, detailing
the existing transportation network and future enhancements. The enhancements included,
findings from other studies, the firm’s suggestions and enhancements and extension
recommendations from planning and zoning. After the findings were presented, an
informal discussion was held to receive feedback and suggestions from planning and
zoning.
III.
DEMOGRAPHICS
Mr. Cutrera presented the inventory and analysis of the demographic and socioeconomic
research that had been performed to date. It was explained to committee that the process
is a comprehensive analysis jobs, income and population and that findings are abstracted
categorically and represented in tables and graphs.
IV.
ORDINANCE CRITIQUE
Mr. Cutrera delivered to committee the comprehensive inventory and analysis of both the
standing and proposed ordinances. It was explained to committee that the ordinance
critique contained three sections all of which are a guideline to revised zoning.
V.
NEXT MEETING—2ND ADVISORY COMMITTEE MEETING, 9/22/11 6:00 P.M.
Appendix C
C-20
Appendix C
C-21
Appendix C
C-22
Appendix C
C-23
Appendix C
C-24
Appendix C
C-25
Appendix C
C-26

Comprehensive Resiliency Plan

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