SECTION 2

Best Practices and Conceptual Projects

A Common Language For Growth—Best Practices

Land Use Opportunities

Accessibility, Mobility, and Connectivity Opportunities

Conceptual Projects for Hattiesburg

SECTION 2.1

Best Practices and Conceptual Projects

A. A Common Language for Growth—Best

Practices
It is no longer a question of whether Hattiesburg will grow, but rather
how and where. Over the past two decades, urbanized land in the
United States has increased by nearly 50 percent, and today the
majority of development occurs within 25 to 35 miles from urban
centers. To ensure that the Greater Hattiesburg area continues to
grow in a sustainable way, policy makers and civic leaders must
develop a common language for development and growth
management. That language must accommodate the higher density
areas such as downtown Hattiesburg as well as the lower density
rural areas and communities within the counties. With proper
planning around this common language, the urban edges of
Hattiesburg can have the same quality, vitality, and economic value
as the emerging redeveloped areas the City has today.

For purposes of this study, we call that common language “Best

Practices (BPs).” These BPs will benefit both downtown and the
suburban areas of the region. They represent tried and true practices
that improve the economy, the community, and the environment. The
recommendations that follow were derived from an analysis of the
region’s history, its existing infrastructure, and policies, market
trends, and public input. The recommendations are organized under
four topic areas:

◊ The general topics of Transportation as it relates to these Best

Practices are discussed in Section 1.
◊ Land Use Opportunities
◊ Accessibility, Mobility, and Connectivity Opportunities
◊ Section 4 of this study will present implementation strategies for
economic growth coupled with these Best Practices.

BPs for each topic are described, along with a list of appropriate
areas within the Greater Hattiesburg Area to implement the practices
outlined. This section concludes with a series of conceptual projects
that can be implemented in Hattiesburg and each of the other
communities using these BPs. In the future, as this common
language of BPs is shared with others in the community, additional
projects likely will emerge that will move the Hattiesburg area along
the path of sustainability.
 Land Use Opportunities

Mix uses to the finest grain possible

Encourage compact, clustered development

Place higher residential density near commercial develop-

ment, transit stops, parks, and public facilities

Make subdivisions into neighborhoods with well-defined

centers and edges; provide pedestrian and vehicular con-
nectivity to schools, parks, and activity centers

Make shopping centers and business parks into all-

purpose activity centers

Maintain a jobs-housing balance

Traditional neighborhood developments (TND)

Conservation subdivisions

Infill development/redevelopment

Market Study

Sign ordinance

Landscape ordinance

Design guidelines
SECTION 2.2

Best Practices and Conceptual Projects

B. Land Use Opportunities

1. Market Study

Determining the retail and office needs for the region can be a
useful tool. A Market Study could be developed for the Central
Business Districts specifically, or created for the entire region to
determine retail and office strengths and weaknesses.

A Market Study will evaluate existing retail, assess the future

viability of retail, and provide insight on missing services that may
provide new retail options. In addition to studying the retail
trends, residential and office mixes, trade areas and
demographics of the community are analyzed to provide a
plan to market the community and its downtown areas to
specialty retail developers or investors.

The marketing plan also can be a tool for locally owned

shops to help increase sales by implementing innovative
displays and merchandising methods.
Lumberton
Be it ever so humble, this Appropriate Areas:
business offers “huge” curb
appeal with A. All downtown districts.
innovative displays.

B. Hattiesburg: Certain older commercial/industrial corridors

such as Highway 42 Bypass, Broadway Drive, Edwards
Street, East Hardy Street as a few examples.

C. Petal: Commercial corridors such as Central Avenue and

Main Street.

D. Purvis: Downtown District and U.S. Highway 11 Commercial

Corridor.
Downtown Sumrall
E. Sumrall: Downtown District.

F. Lumberton: Downtown District

2. Mix uses to the finest grain possible.

Many communities, around the country, market themselves as

2.2
 “live-work-play” communities where commercial and civic uses are
mixed in with residential. Mixed-use development has many
advantages. The greater mix of uses:

♦ Reduces the impact of growth on open space and sensitive land.

♦ Can make wise use of existing infrastructure when applied to
urban areas.
Main Street ♦ Reduces automobile use.
Examples of Mixed- ♦ Has a positive impact on residential property values when
use commercial and civic uses are close by.
Buildings ♦ Provides a greater sense of community.
Downtown
Certainly, the single-family home will continue to serve the needs
of the majority of residents, but a mixture of housing types will be
needed, particularly in Hattiesburg, where retirees are a
significant part of the growing population. Compact, mixed-use
development accommodates this sector well, because daily uses
are within walking distance and a variety of housing types and
prices are available such as lofts, townhouses, patio homes and
apartments.

Front Street Demographic studies have helped push the demand for mixed
use. At the peak of the baby boom, the nuclear family
represented 50 percent of US households: two parents plus one
or more children. Today, less than one-quarter of the households
fit this description, and well over half include one or two adults
living without children. These households often want
convenience and connectivity instead of separation and private
open space. The mixing and clustering of both residential and
commercial development increases accessibility by reducing
travel distances, thus improving the potential for non-vehicular
travel. These developments should be part of a continuous mixed
-use development corridor.

Appropriate Areas:

A. Proposed USM Innovation and Commercialization Park located

on Classic Drive.

B. University of Southern Mississippi adjacent fringe areas, for

example: North 25th Avenue and North 26th Avenue (US Hwy
49 Service Drive); Mixed medical/university use from South
27th Avenue through South 31st Avenue intersecting with
Hardy Street and Arlington Loop (MAPA Planning Charrette).

C. Lincoln Road Extension—newest corridor connecting

2.5
 Hattiesburg to Lamar County. Proposed mixed uses are
medical, retail, personal services, and residential.

D. Proposed Western Parkway will support high-density mixed

Lincoln Road use residential and commercial uses.
Extension

E. Hattiesburg Downtown district exemplifies the mixed use

concept of second floor dwellings permitted “as of right” in
the B-4 zoning district. Also the Land Development
Ordinance was amended in 2005 to allow second-floor
dwellings in suburban commercial zones.

F. Petal, Purvis, Sumrall, and Lumberton could propose an

amendment to their respective land development ordinances
to allow second floor dwellings over commercial uses in
certain districts.

3. Encourage compact, clustered development.

Cluster developments are built at gross densities comparable to

conventional development but leave more open space by reducing
lot sizes. This saves money by limiting site preparation and
reducing the length of residential streets and utilities. As with mixed
use, cluster development patterns should be fine grained.

With proper connectivity, clustered residential development can

help reduce the number of automobile trips if residents can safely
walk and bike to nearby retail and commercial development.

The City of Hattiesburg Land Development Ordinance as amended

in 2003 to allow a PRD (Planned Residential Development) overlay
in all residentially zoned districts. The PRD minimum land area is
Examples of Cluster one acre and is intended primarily for, but not limited to, infill
Housing residential development within the corporate limits. The PRD
encourages small residential lots with large amounts of contiguous
common area/green space. The overlay district provides for a
higher density and more flexibility for developers; while at the same
requiring specific design standards. The PRD amendment is
serving the residential market for professionals and retirees.

Appropriate Areas:

A. Hattiesburg, Petal, Purvis, Sumrall, and Lumberton should

propose an amendment to their respective land development
ordinances to allow planned residential development in
appropriate infill areas of each town.

2.6
 B. Forrest and Lamar Counties: In the rural areas, the cluster
development exists in the form of “gated communities”.
Pedestrian walkability and sidewalk connectivity outside of the
development are not considered amenities.

4. Place higher residential density near commercial

development, transit stops, parks, and public facilities.

Many local planning agencies lament that “the only thing our
residents dislike more than sprawl is density.” Neighbors fear that
higher density will bring more traffic, will be ugly, or will overcrowd
schools. However, well-designed, high quality density can bring
many amenities that are impossible in low-density, decentralized
development. These amenities include specialty shops, restaurants,
parks, and playgrounds all within walking distance.

This type of arrangement provides travel opportunities and

alternatives to the car mode, which can lessen demand on our
arteries. Higher densities represent one of the most effective ways to
create walkable, mixed-use districts. Commercial centers, transit
stops, and community facilities should be no more than ¼ mile away
from housing. Dense development shortens distances between
origins and destinations, making walking and bicycling feasible
alternatives to driving.

Key issues to explore with regard to higher density are:

♦ Is the density in the appropriate location near a town center,

shopping area, or transit?

♦ Does the design fit with the context of the surrounding

neighborhood?

♦ Will the density of the design create an adverse impact on

existing traffic patterns within the surrounding residential areas?

♦ What amenities will the higher density bring with it?

Appropriate Areas:

A. Hattiesburg, Petal, Sumrall, Purvis and Lumberton:

Commercial, downtown, university and medical fringe areas will
work for this market. Landscape and design guidelines as well
as the quality of materials is a major component in gaining
public approval. All of the area cities and towns need stronger

2.7
 regulations to include design guidelines.

B. Lamar County: Proposed Western Parkway, commercial

fringe along Old Hwy 11 and US Hwy 98 West; possibly
adjacent to the Temple Baptist campus and the High School.
Buffer areas between gated communities could provide an
activity node for commercial use and will, as such need land
development guidelines.

5. Make subdivisions into neighborhoods with well-

defined centers and edges. Provide pedestrian and
vehicular connectivity to schools, parks, and activity
centers.

Even new residential developments located in suburban or

“greenfield” areas can be designed to function like older
neighborhoods of the ‘20s and ‘30s with a grid arrangement for
streets and rear service alleys, but not necessarily look like that era
with regard to architectural design. In terms of building a sense of
community, the most critical test of design quality is whether a
new development enlivens the public realm. High quality
sidewalks, parks, and squares, lighting, and similar amenities add
to the development’s livability. With connections to schools, parks,
and adjacent retail, children can bike or walk to school, and
arterials become less congested during morning rush hour
because children have transportation options besides the
automobile. The Western Parkway should exemplify this planning
arrangement.

Appropriate Areas:

A. Hattiesburg: The organized neighborhood associations provide

a network with well defined boundaries and access to activity
centers, private and public. Elementary schools are found
within the neighborhood areas.

B. Petal, Purvis, Sumrall and Lumberton would benefit from a

sidewalk inventory and preparation of a plan. This exercise
could use students to gather the data and map existing and
future routes.

C. All areas need “Safe Routes to School”, and a sidewalk

master plan for urban and rural areas.

D. Subdivision regulations should be amended to require

sidewalks and play areas (tot lots) in each development.

2.8
 6. Make shopping centers and business parks into
all-purpose activity centers.

The suburban commercial strip has become the “main street” of

shopping for most Americans. The typical suburban strip,
unfortunately, consists of repetitive, indistinguishable
Commercial Strip
US Hwy 98 West architecture and has become an elongated one dimensional
environment. The Urban Land Institute, and their study
recommends that “pulses” of development be created along the
length of the strip. These peak nodes of high-intensity, mixed-
use residential and commercial development can be
interspersed with stretches of low-intensity land uses or open
space. A good example is the amount of green space provided
by Wesley Medical Center and the First Presbyterian Church on
U.S. Highway 98 West between the Turtle Creek Mall and the
commercial node at Westover Drive.

Driveways can be consolidated and parcels interconnected so

that automobiles and pedestrians can be accommodated without
going out onto the arterial highway. Curb cuts should be limited
to avoid excessive turning motions that snarl traffic. Surround big
boxes with “sleeves” (adjacent or adjoining strips) of retail and
service uses to minimize blank walls and dead spaces.

The proposed Western Parkway’s master plan should reflect this

pattern of low intensity land uses situated between major
commercial nodes. A master plan will also provide a
comprehensive overview of traffic circulation for adjoining
parking lots and curb cut patterns.

Orienting traditionally “big-box” style retail outlets to the street vs. large
parking lots and decreasing the amount of “blank walls” can greatly increase the
vibrancy of commercial development.

2.9
 Appropriate Areas:

All Areas: Encourage or regulate big boxes to conform to certain

material and design guidelines such as masonry siding rather
than metal for all sides visible to the public right of ways. Design
parking lots with the number of parking spaces needed for daily
business, not once a year events. Trees and landscaping in
parking lots provide curb appeal and attract customers.

7. Maintain a jobs-housing balance

Balancing housing and jobs within a community can

reduce the need for highway expansion. Achieving a
proper balance also may increase the use of alternate
forms of travel such as walking, bicycling, and transit.
The balance works best if employment centers are
concentrated in areas along corridors accessible to
transit, such as the Hattiesburg Mass Transit system.
“Balance” is not created by scattering low-density
employment centers that reduce the options of walking,
bicycling, and transit.
USM Innovation and
Commercialization Park Appropriate Areas:
Conceptual
A. Hattiesburg: Innovation and Commercialization Park, Lincoln
Road Extension, University of Southern Miss, William Carey
University, Downtown Districts, and the Long Leaf Trace
Bicycle Trail.

B. Forrest County: Encourage new employment center

development near the Petal and Glendale areas.

Walnut Street C. Lamar County: Encourage new employment center

Lofts on top of development near Lumberton, Purvis and Sumrall to
Retail/Offices eliminate sprawl.

8. Traditional Neighborhood Developments

Traditional Neighborhood Developments (TNDs) are designed in a

manner very similar to how communities were planned before
World War II. Many of these elements can be seen in the older,
historic neighborhoods of Hattiesburg, Purvis, Sumrall and
Lumberton located in Forrest and Lamar Counties.

2.10
 Key features of a TND development include:

♦ A discernable center, such as a park, a small commercial area,

school or civic building.

♦ A compact, walkable design.

♦ A variety of building types-usually single-family houses,

townhomes and apartments - so that younger and older people,
singles, and families may find places to live.

♦ House lots featuring detached garages accessible from alleys or

set in the rear of the property, sometimes large enough for a
small ancillary apartment or office.

♦ Streets lined with sidewalks that are part of a connected network,

which disperses traffic, with few cul-de-sacs or dead-end streets.

♦ The streets are relatively narrow with on-street parking, and are
The provision of safe and shaded by street trees. This slows traffic, creating an
enticing pedestrian ways is environment suitable for pedestrians and bicycles.
a hallmark of good
traditional neighborhood
After the increased prevalence of the automobile in the 1950s,
planning neighborhoods in this manner was dismissed for design
standards that are directly related to increased auto use; such as
wider, curvilinear streets, larger subdivision lots, fewer sidewalks,
and garages becoming a dominant feature of any facades.

Many subdivisions developed as TNDs today do not necessarily

meet all the criteria of what can be considered true, livable traditional
Single-family homes are
located on smaller lots neighborhoods, but the intent is to build upon sound design and
and face green spaces. planning principles that bring growth to cities and suburbs that are
They are provided with
sidewalks, ample space for
more economically and environmentally sustainable. Encouraging
street trees, and rear- their development will ensure that the Hattiesburg region can
accessed garages utilizing achieve innovative and desirable growth.
private alleys. Additional
parking is provided on
street. The City of Hattiesburg’s Land Development Ordinance encourages
this type of development as a Planned Unit Development, commonly
referred to as a PUD. A PUD overlay status allows and encourages
a mix of single-family, multi-family residential, commercial, public and
open space uses. The PUD does not require a particular theme or
design, but promotes the intent of providing a compact, walkable
design within a live, work, play environment as a useful tool for
The provision of safe and
developers.
enticing pedestrian ways is
a hallmark of good Appropriate Areas:
traditional neighborhood
design.

2.11
 A. Lamar County: The “Legacy Town Square” is patterned after
a “Traditional Neighborhood Development” with all of the
components of live, work, and play. This new development is
to begin construction 2007 and is the first of its kind in
Greater Hattiesburg Area.

Legacy Town Square Legacy Town Square

Lamar County, MS Commercial, Office and Public Spaces

B. Forrest County: A proposed TND called Lily Valley: the New

American Village is on the drawing board for a 60 acre tract
of land in Forrest County. The new development
“incorporates a concept to build and develop a sustainable
and walkable community that allows residents to walk to
necessities such as grocery stores, medical care and
recreational facilities”. (Hattiesburg American, Sep. 07, 2006 )

9. Conservation Subdivisions

Conservation, or Open Space, subdivisions are developments

designed in a manner that preserves a portion of the site as
permanently protected greenspace. They are best suited for rural
areas, at the margins of cities and towns, in areas with sensitive
environmental features, or along scenic routes. Conservation
subdivisions are a market-friendly way to preserve rural or
environmental resources while ensuring that developers reap the
same yield in terms of the number of lots. Typically, conservation
subdivisions have reduced infrastructure costs, yet yield the same
number of developable lots. Also, numerous studies have shown,
despite the smaller lot sizes, the presence of neighborhood-owned
greenspace, the comparable homes within conservation
subdivisions command higher prices.

With an Open Space Subdivision, homes are built in clusters

resembling a small village or hamlet on smaller lots than otherwise
2.12
 allowed. The remaining land is then dedicated as permanently
protected open space. Within a Conservation Subdivision open
space is preserved while allowing the same number of dwelling
units.

Conservation subdivision regulations can be implemented through

zoning, either as a stand alone district or an overlay zone.
Alternatively, the regulations can be incorporated into subdivision
regulations, a superior option for unincorporated areas without
zoning.

This plan shows a typical

subdivision
developed under large-lot zoning.
The
plan below shows a plan developed
using Conservation design and
zoning
principles, which preserves
important
landscape features.

Appropriate Areas:

A. Hattiesburg: Currently has a 100 acre conservation subdivision,

Cascade, under construction at this time.

B. Lamar County: The first “conservation subdivision” built in the

Metro region is Sandstone, the Livable Forest, located on State
Highway 589 between Sumrall and U. S. Highway 98 West.

2.13
 The 2000 design was patterned from award-winning Randall
Arendt’s Design by Nature published by the American
Planning Association.

C. All Areas.

10. Infill Development/Redevelopment

Infill development is a method to increase residential use inside

already developed areas. Areas of demolished homes, vacant
lots, or passed-over parcels can be utilized for new development.
Infill can take any form; including single-family homes, residential
units over retail or office space, or commercial development. Mixed
-use infill also should be allowed within commercial areas and,
when feasible, should be built at higher densities to fulfill in town
housing needs. Infill design should emulate the design of the
surrounding homes and neighborhoods.

Many trend communities throughout the nation are adopting infill

ordinances to encourage new infill development within the inner
cities and minimize the adverse impact on existing neighborhoods.
Hattiesburg, Sumrall, Purvis and Lumberton, towns dating back as
far as 100 years ago, have experienced loss of housing stock over
the years due to neglect, fire, or natural disasters. Historically,
these vacant lots range in lot area from 4,000 to 7,500 square feet.
City or state-owned vacant lots can be donated to non-profit
organizations, such as Habitat for Humanity, to provide incentives
for new development of attractive single-family houses as well as a
return to the city’s tax base. New development on vacant lots
usually inspires neighboring properties to upgrade or “spruce up”
their existing homes and properties.

Appropriate Areas:

All areas where a distinct pattern of older well-maintained housing

is interspersed with dilapidated structures and/or vacant lots.

11. Sign Ordinance

Sign ordinances are a vital part of improving the aesthetics of

suburban, urban, and rural areas. While there is a wide range in
how strict a sign ordinance can be, the purpose is to improve the
visual appeal of signage, give it a more human scale, and, in many
cases, give corridors some cohesion by requiring similar materials
and detailing of signage.

2.14

By specifying the height,
square footage and
location of signs, the
clutter of typical “lollipop”
signs, distracting lighting
and out of scale logos can
be reduced while retaining
the appearance and
identification of
establishments. (above)
Landscape requirements for parking lots, or vehicular use areas (VUA’s) can help shade
hot asphalt parking lots and over time present a pleasant appearance (left). Landscape
strips can also consist of a minimum requirement of just a few trees and shrubs (right).
Within the Greater Hattiesburg Area, there are thousands of signs
giving testimony to a very healthy and prolific climate for economic
growth. There are signs, some over 20 years old, that have
deteriorated over the decades and need to be removed or replaced.
For every business, there is at least one sign representation per one
commercial property. The number and the condition of signage in
the Greater Hattiesburg Area has resulted in a “visual blight”. Visual
blight has an unnecessary adverse effect of a thriving economy.
There are many solutions for regulating and managing the sign
inventory of an area. The master plan for the proposed Western
Parkway should require approved signage locations. Sign guidelines
along with designated sign locations will project a sense of order, as
well as a pro-active approach to planned development.
For the most part, business owners are usually focused (as they
should be) only on the visual impact of their business upon potential
customers. Workshops designed for these merchants could convey
the importance of a comprehensive signage plan. Visuals could be
presented to reflect how confusing too many signs can be for the
motoring public. When a sign ordinance is being written or amended,
an opportunity should be given to the business interests to provide
comments. In municipalities where signage regulations are outdated,
sign ordinance amendments should focus on signs collectively, as
well as individually. Amortization on a grace period is a process to
be considered in areas where all signage is desired to meet the
current ordinance within a three to five year period.
Appropriate Areas:
All office, commercial and industrial areas.
12. Landscape Ordinance
2.15
 Landscape ordinances reflect the desire of citizens to ensure that
development and construction in their community will adhere to
certain minimum aesthetic standards. Such ordinances illustrate an
investment in the overall appearance of the City on the part of the
developer and the dedication to community appearance from City
officials and citizens. A landscape ordinance for the Hattiesburg
area municipalities may not need to be created to the degree of
complication found in more urban areas. Each landscape
requirement should be made clear as one cohesive document, not
scattered throughout the City’s ordinances. In general, items
regulated under a landscape ordinance include landscape “buffers”
separating residential areas from other uses, landscape “strips”
required between right-of-way and parking areas, landscaping of
vehicular use areas (parking lots and drives), and the protection or
replacement of existing specimen trees. The ordinance will need to
provide a list of accepted or prohibited landscape species, because
some materials can be either invasive or inappropriate for a
particular area.

With developers providing these requirements as part of new or

renovated development, the area’s tree cover will, over time, be
replenished by the use of appropriate plant materials, and streets
will have increased curb appeal, typically leading to increased
property values.

Appropriate Areas:

A. Hattiesburg: All areas. Hattiesburg’s current Land

Development Ordinance provides an appropriate landscape
section for new development and redevelopment. The
enforcement of the ordinance section suffers from a lack of support
from developers, who often opt out with landscaping variance

Landscape strips require a certain amount of coverage in shrubbery, trees and lawn (above,
left). Strips vary in width depending on usable land, zoning and development type. A
minimum strip of 10 feet is recommended, but street trees can be used in tight situations or
residential areas in a minimum strip of 5 feet between curb and sidewalk. (above, right).

2.16
requests. Adopt new or strengthen existing landscape ordinances to
protect and plan for the present and future beautification of the
community.

B. Petal, Purvis, Sumrall and Lumberton: All areas. Adopt new or

strengthen existing landscape ordinances to protect and plan
for the present and future beautification of the community.

C. Lamar and Forrest Counties: All commercial and industrial

projects.

D. Proposed Western Parkway.

13. Design Guidelines

Design Guidelines can be used to act as a guide for development

and revitalization in many contexts, historic neighborhoods, infill
development, greenfield development, and rural areas. Design
guidelines generally seek to accomplish the following goals:

♦ Reinforce or help create areas with distinctive character.

♦ Promote and/or protect a unified aesthetic for an area regardless

of development timing.

♦ Protect the value of public and private investment that might

otherwise be threatened by undesirable consequences of poorly
managed growth.

♦ Articulate the approaches to design that a community

encourages, as well as those it considers inappropriate.

♦ Serve as a tool for architects, developers, and property owners in

making design decisions.

♦ Increase public awareness of design issues and options.

♦ Promote high-quality construction.

♦ Guidelines usually address the following topics, but can be as

general or as specific as a community desires or feels is
necessary to accomplish its aesthetic goals.

♦ Types of materials appropriate for building construction.

♦ Appropriate or inappropriate building elements (i.e. porches,

2.17
 windows, roof lines).

♦ How the streetscape and development pattern affects the

relationship of structures to their surroundings and each other.

♦ How infill or replacement structures should relate to other

structures in a district and to the street.

♦ How additions should relate to original structures, surrounding

buildings, and the street.

Guidelines can be used in conjunction with landscape and sign

ordinances, or incorporate regulations for these facets of
development.

Appropriate Areas:

A. Hattiesburg: Western Parkway, Long Leaf Trace corridor,

Gateways: U.S. Highway 49, Interstate 59, State Highway 42
Bypass, U.S. Highway 98 (East and West), U.S. Highway 11, West
4th Street, Main Street, West Pine Street, Lincoln Road Extension,
Glendale Avenue, Mobile Street, East Hardy Street.

B. All commercial corridors would benefit from design guidelines

regarding exterior finish materials (no metal siding seen from public
right-of-ways), landscaping, sidewalks, lighting and signage.
2.18
C. Petal: Gateways and commercial corridors.
Gateways: U.S. Highway 11, State Highway 42, Evelyn Gandy
Parkway, Old Richton Road, Old River Road, East Hardy
Street, Chappell Hill Road, Old River Road, Leeville Road,
Lynn Ray Road. Commercial corridors: U.S. Highway 11,
Central Avenue, Main Street

D. Purvis: Gateways and commercial corridors.

Gateways: Interstate 59, State Highway 589, U.S. Highway 11,
Old Highway 11, Browns Bridge Road, Purvis Brooklyn Road,
Purvis Columbia Road, Purvis Baxterville Road. Commercial
corridors: U.S. Highway 11, Main Street, Mitchell Street

E. Sumrall: Gateways and commercial corridors.

Gateways: State Highways 42, 44 and 589, Rocky Branch
Road Commercial corridors:

F. Lumberton: Gateways and commercial corridors.

Gateways: Interstate 59, U.S. Highway 11, Old Highway 11,
State Highway 13, Industrial Parkway, Lake Hillsdale Road,
Bass Lane, Lower Airport Road. Commercial corridors: Main
Street, Industrial Parkway

2.19
G. Forrest County: Gateways and commercial corridors.
Gateways: Interstate 59, U.S. Highway 49, U.S. Highway 98,
U.S. Highway 11, State Highway 42, State Highway 13. Com-
mercial corridors:

H. Lamar County: Gateways and commercial corridors.

Gateways: Interstate 59, U.S. Highway 11, State Highways
13, 42, 44 and 589. Commercial corridors: U.S. Highway 98
West, Old Highway 11, Lincoln Road Extension.

2.20
Accessibility, Mobility and Connectivity
Opportunities

Design streets with multiple connections and direct

routes
Street design should be pedestrian-friendly
Use traffic-calming measures liberally
Establish transportation system management pro-
grams
Utilize transportation demand management (TDM)
Utilize Context Sensitive Design (CSD) to develop
roadway networks consistent with the planned charac-
ter of the adjacent surroundings
Maintain high quality sidewalks
Create innovative parking strategies
SECTION 2.3

Best Practices and Conceptual Projects

C. Accessibility, Mobility and Connectivity

Opportunities

1. Design streets with multiple connections and direct

routes

The traditional urban grid has short blocks, straight streets, and a
crosshatched pattern. Traditional grids disperse traffic rather than
concentrating it at a handful of intersections. They encourage
walking and biking. The most pedestrian-oriented cities in the world
are those with the densest, web-like street networks.

On the other hand, contemporary suburban networks have their

own advantages when placed in the right locations. These net-
works keep traffic out of neighborhoods and can avoid valuable
natural areas with their curves and dead ends. The best of both
worlds is a hybrid network. Higher order streets such as arterials,
collectors, and sub-collectors should be spaced one-half mile or
less apart or the equivalent route density in an irregular road net-
work.

A grid street network, such as this section of
Hattiesburg, provides hundreds of route options,
diffusing congestion throughout the street
network, enhancing service delivery, and
improving emergency response.
This area of suburban Hattiesburg illustrates
how a string of isolated subdivisions forces all
traffic onto a single road, even for the shortest
trips. In many cases these are rural routes, not
designed to handle high traffic volumes.
 2. Street design should be pedestrian-friendly

Pedestrian-friendly elements include human-scale blocks and

buildings close to the street, continuous sidewalks with direct
connections to building entrances, weather protection via cano-
pies, trees or overhangs, raised medians, clearly marked cross-
walks, appropriately timed crosswalk signals, and special paving.
Access controls limit the number of driveways and median
breaks, thereby limiting the number of potential conflict points.

Wide planting areas between curbs and

sidewalks provide a significant, comfortable
buffer between pedestrians and traffic and
allow for planting of large street trees,
creating an urban canopy. Note replacement
trees on opposite side to maintain a proper
tree canopy over time.

In urban streetscapes, various design options can

be used to benefit pedestrians. This large
“bulb out” narrows the travel lane, shortens
the crosswalk distance, and provides
landscape and seating areas, adding further
amenity to a downtown or retail areas.

Merchandise and eclectic site furniture can

be used within the sidewalk zone as long as
there is a clear pathway for pedestrians.

2.23
 New retail centers are being designed
around traditional pedestrian access
with sidewalks and outdoor amenities
with on-street parking (with
additional overflow parking in the
rear) rather than a centralized indoor
arrangement with satellite parking
such as a mall or strip center.

On narrow sidewalks, outdoor

dining can be set between on street
parking and trees to keep a clear
path for pedestrians.

Preserving or setting aside open

spaces in planned or other residential
developments enhance pedestrian
amenity in new development.

2.24
 In traditional neighborhood
development, tight spaces are given
over to public access through
pedestrian pathways connecting
blocks, creating a “cut through” for
convenience.

Regional trail systems, such as

the Longleaf Trace rail to trail
project in the Greater
Hattiesburg area shown here
become amenities for new
development.

Designing new development

with traditional patterns
allows open front yards, on-
street parking, sidewalks and
front porches, rather than
negating the space with
driveways and garages.

Garage access is placed in the

rear of homes with an alleyway,
relegating cars to a utility,
allowing the street to serve as a
“front door” usable to
pedestrians and making new
homes more attractive, without
massive garages at the front.

2.25
 3. Use physical traffic-calming measures liberally

The speed of traffic is one of the major causes of auto, pedestrian,

and bicycle injuries and fatalities. Traffic speed is a function not
only of traffic regulation and enforcement, but also of street design.
Many of our local streets, as well as major highways, have been
designed for speeds that discourage safe bicycle and pedestrian
travel. Traffic calming is a family of street design techniques that
are designed to slow traffic to speeds that are safe for pedestrians
and bicyclists so they can share equally in the use of the public
right-of-way. A grid pattern of streets in an urban village setting is
conducive for traffic calming since these streets usually contain
numerous intersections, on-street parking, and narrow lanes
widths. All of these factors typically result in slower vehicular
speeds. This is a desirable feature of livable and walkable com-
mercial corridors and downtown Hattiesburg.

Generally, traffic speed increases on long, wide stretches of streets

with few intersections. Therefore, traffic-calming techniques narrow
the real or perceived width of travel lanes, introduce changes in
vertical and horizontal alignment, and provide frequent, but safe,
interruptions in the pathway of motorists where pedestrians are to
have principal use of the right-of-way. Some simple methods that
are being widely employed in town centers and neighborhoods
throughout the country include:

♦ Narrowing standard vehicle travel lanes from 12 feet to 10 feet.

♦ Decreasing the block size of the street grid, in combination with

frequent stop signs or traffic signals.

♦ Placing street trees near the street to narrow the perceived

width of the street corridor.

♦ On-street parking.

♦ Raised speed tables placed at mid-block or pedestrian cross-

ings.

Roundabout ♦ Using roundabouts at major intersections.

♦ Installing traffic islands or diverters in the center of local

streets.

Traffic-calming techniques should be tailored to different conditions

of local land use and traffic circulation. Figure 1 illustrates an as-
sortment of traffic-calming techniques.

2.26
FIGURE 1

Splitter Island

Knockdown

Strip Lanes

Gateways

Raised Pedestrian
Platform

2.27
4. Establish transportation system management
programs

Transportation system management is the use of computerized

operations techniques to manage and increase transportation
system capacity, efficiency, and reliability of the flow of vehicles
and travelers. Intelligent transportation systems (ITS) are tools
that provide operating agencies with the means to manage and
operate their system and provide effective incident management.
Examples of transportation system management techniques in-
clude:

♦ Utilizing high occupancy vehicle (HOV) lanes in congested

corridors.

♦ Enabling HOV traffic to travel at higher speeds than mixed-

flow traffic, with diamond lanes for transit and emergency ve-
hicles.

♦ Timing traffic signals to prioritize through-traffic movement on

major routes and deter it on local routes.

♦ Developing queue-jump lanes and other geometric features

to provide transit priority.

♦ Employing turn restrictions to improve traffic flow, managed

by time of day as appropriate.

5. Utilize transportation demand management

(TDM)

Demand management approaches aim to reduce peak period

vehicle trips by encouraging the use of high-occupancy modes.
TDM encompasses a menu of tools that manage travel demand
to maximize existing road capacity. Examples include:

♦ Tele-work options.

♦ Flexible work hours.

♦ Vanpool operations.

♦ Shuttle services.

♦ Transit fare subsidies.

2.28
 ♦ Priced parking.

♦ Guaranteed ride home programs.

6. Utilize Context Sensitive Design (CSD) to develop

roadway networks consistent with the planned char-
acter of the adjacent surroundings

This approach adapts highway design criteria in accordance with

principles that reflect the context in which the street or road is lo-
cated. Right-of-way planning and preservation is balanced with the
demand to accommodate anticipated volumes of people and goods
movement. CSD seeks to maintain or create walkable and bicycle-
friendly environments and avoid, to the greatest extent possible, the
construction of facilities that sever communities. The end goal is to
make transportation facility a positive asset to the community and
the immediate area. CSD stresses the importance of flexibility in
adapting engineering standards based on location, safety, and con-
ditions. The design takes into account:

♦ Design speeds.

♦ Geometrics.

♦ Widths.

♦ Alignments.

♦ Aesthetics.

♦ Community impacts

Bay Street

Examples of Context Sensitive Design

2.29
 7. Maintain high quality sidewalks

Providing high quality sidewalks increases pedestrian conven-

ience and safety. Increasing sidewalk width and decreasing inter-
section curb radius increases pedestrian comfort and conven-
ience. Where sidewalks are near or adjacent to curbs, on-street
parking can be used to buffer pedestrians from traffic, increasing
pedestrian safety and improving overall aesthetics.

Well defined sidewalks and On Front Street,

crosswalks with pedestrian
signage.
Downtown
Hattiesburg
urban streetscape
provides
an ample and in-
viting
pedestrian space
protected
from auto travel
On-street parking can be lanes.
used to calm traffic (reduce
speeds) and provide a more
conducive pedestrian
environment.

8. Create innovative parking strategies

Some of the innovative parking strategies to pursue include:

♦ Reducing minimum parking requirements for structures and

encourage locating parking behind or to the side of buildings.

♦ Adopting shared parking standards, where complementary

uses can share parking areas and reduce the total number of
By incorporating good de- spaces between them.
sign, parking garage can
contribute to the overall
aesthetic of a
♦ Adopting minimum setbacks from street to parking lot to en-
development or area, rather courage placement behind buildings.
than be a detracting
element. ♦ Revising street standards to require on-street parking for non-
arterial streets.

♦ Revising design guidelines to require landscaping, screening,

and architectural treatments.

2.30
Conceptual Projects for Hattiesburg

Western Parkway
4th Street Widening - Proposed Section
Bouie River Greenway
Conservation Subdivision
University Expansion and Downtown Infill Develop-
ment
New Front Door
Rail Trail Development (Sumrall)
Shopping Center Redevelopment and Mixed Use
Possibilities
SECTION 2.4

Best Practices and Conceptual Projects

C. Conceptual Projects for Hattiesburg

1. Western Parkway

Best Practices Illustrated:

♦ Create Neighborhood Centers & Edges

♦ Cluster Development
♦ Mixed Uses
♦ Conservation Subdivisions
♦ Multiple Connections & Direct Routes for Streets
♦ Context Sensitive Design
♦ Sign Ordinances
♦ Landscape Ordinance
♦ Design Guidelines
♦ Innovative Parking Strategies
♦ Traffic Calming
♦ Traditional Neighborhood Development
♦ New Front Door
♦ Retail and Employment Activity Centers
♦ Pedestrian Oriented Design POD and Transit Oriented Design
♦ Power Center Design
♦ High Quality Sidewalks

This Parkway is, in the judgement of this study, the most important
project to be considered for the future of the region. Its implemen-
tation will act to help balance area wide growth in all sectors of
Hattiesburg and its neighboring communities of Sumrall, Purvis,
Petal and Lumberton. The Western Parkway, as proposed, is a
much needed connector between the proposed U.S. Highway 98
extension and north and south connectors from U.S. Highways 49
and 98. (please refer to the section on Transportation, 1C ).

When completed, The Parkway will allow for dispersal of traffic to

and from other regions of the greater Hattiesburg area and will
have as its net effect the reduction of very serious congestion, the
saving of lives and the opening of extraordinary development op-
portunities. The parkway will also serve as a major component of
the evacuation routes planned for hurricane disasters such as
Katrina. Both Lamar and Forrest counties- as well as the City of
Hattiesburg- are together actively pursuing the attention of Con-
gress and are asking for funding that will allow its completion by
2020. Its construction will have enormous impact on the quality
of life and should be planned to deliver managed context sensi-
tivity.

The Parkway should

Conceptual
be considered the Western Parkway
organizing structure
that will deliver to
the new areas of
development Best
Practice models of
community building.
Most, if not all, best
practices should be
the standard for all
development along
this corridor. Communities and the counties at large should begin
to impose zoning and ordinances that will insure that the prac-
tices are employed. The standard section should consist of 150 ‘
of right-of-way with 4 lanes of beltway, a night lighted median
and buffer zones of greenways that through distinct and con-
trolled signage introduce via limited access roadways developed
nodes that are planned to accommodate inner connectivity and
service roads.

2. 4th Street Widening - Proposed Section

Best Practices Illustrated:

♦ Pedestrian-oriented Design (POD) and Transit-oriented De-

sign (TOD)
♦ Create Neighborhood Centers & Edges
♦ Pedestrian-Friendly Streets
♦ Traffic Calming
♦ Context Sensitive Design
♦ High Quality Sidewalks
♦ Innovative Parking Strategies

2.33
Plans call for the future widening of West 4th Street from North
25th Avenue to Jackson Road. The conceptual section shows
the widening of the roadway from two to three lanes (two-way
with center turn lane). On the north side of the roadway is the city
-owned railroad right-of-way planned for the extension of the
Longleaf Trace Rails to Trails. The property obtained between
the trail and the widened roadway would be converted to green-
space.

It is important to look at the design of the street improvements to

maximize the value of pedestrian space, usable parking areas,
and multiple uses within the roadway. In order to create the opti-
mum street section, a right-of-way of at least 75 feet should be
considered. This allows a three-lane section with two 12-foot
travel lanes and a 14-foot wide center turn lane. Bordering the
roadway would be landscape strips 8 feet wide, an optimum
width to allow for street trees. Six-foot sidewalks and a utility
zone would be on the edges.

Smart growth alternatives to the proposed three-way section

should be considered carefully. A good portion of the corridor is
residential, with most of the development on the south side of the
road. To minimize displacement, the north side of the road
should be widened. In areas where the proposed trail would be
relatively close to the road, sidewalks on the north side of the
road would not be necessary. On-street parking within the resi-
dential portion of the corridor should be accommodated. In many
cases, bicycle users will prefer to use vehicular roads rather than
separated trails to avoid conflicts with recreational users. There-
fore, marked bike lanes (or the provision of shared lanes) can be
considered. A center turn lane typically does not alleviate traffic
issues within a residential district. By providing for wider shared
lanes and on-street parking, the two-lane street now has a width
that can accommodate intermittent turning movements without
blocking the flow of traffic when on-street parking counts are low.

This multiple use design for the road section is no wider than the
optimum 75-foot right-of-way width. Once 6-foot sidewalks and 8-
foot landscape areas are provided, the street can be striped for 7
-foot parallel parking, 5-foot bike lanes, and 11-foot travel lanes.
Striping the street this way can give the impression of narrower
lanes, additional elements in the street and the effects of street
trees can help keep speeds down and make the street more at-
tractive for residential and institutional users.

2.34
4th Street Widening - Proposed Section

2.35
3. Bowie River Greenway

Best Practices Illustrated:

♦ Pedestrian-oriented Design (POD) and Transit-oriented Design

(TOD)
♦ Create Neighborhood Centers and Edges

Greenways and trails help improve the quality of life in a commu-

nity by adding linear park space that interconnects public places,
residential, commercial, and institutional areas in a community.
Hattiesburg is promoting the continued expansion of the Longleaf
Trace Trail into downtown along the 4th Street corridor. Encourag-
ing the development of additional trails and riverfront park space
would be a benefit to the community and enable the utilization of
floodplains for recreation.

The Bowie River defines the northern and a portion of the eastern
boundaries of Hattiesburg and meets its confluence at the Leaf
River near downtown Hattiesburg. The future development of the
Longleaf Trace Trail extension and Chain Park at Twin Forks pro-
vides an opportunity for a greenway loop by utilizing the riverfront
of the Bowie River. Sparsely developed, this floodplain area could
be made into a greenway by obtaining conservation easements on
undeveloped private property and by acquisition of land for passive
recreation. There are many area parks appropriate for active rec-
reation and athletic programs, but few can be considered “all-ages”
passive parks. A series of passive parks along the Bowie River
connecting to the Longleaf Trace Trail would create an “Emerald
Loop” between Southern Miss, the Hattiesburg Convention Center,
and downtown Hattiesburg.

2.36
2.37
4. Conservation Subdivision

Best Practices Illustrated:

♦ Clustered Development
♦ Create Neighborhood Centers and Edges
♦ Conservation Subdivisions
♦ Design Guidelines
♦ Multiple Connections & Direct Routes for Streets
♦ Pedestrian-fFriendly Streets
♦ Context-Sensitive Design
♦ High Quality Sidewalks

Residential growth in suburban areas will continue no matter the

growth controls a region tries to set upon itself. However, to bet-
ter blend new development with rural surroundings, lot size and
density requirements for subdivisions outside the Hattiesburg ur-
ban area should be altered to encourage the dedication of per-
manent open space within a development parcel. Each site
would have requirements to set aside “conservation” areas as
common space in a subdivision. The arrangement of roads and
lots would depend on the nature of a site. Should a site have a
small open area and be mostly wooded, the cleared area would
be recommended for preservation. Should the site be mainly
pasture with a small grove of woods, the grove would be a pri-
mary area to protect. These conservation areas could become
amenity areas and spaces for playgrounds and trails so
neighborhood children have their own place to enjoy the out-
doors.

By clustering lots closer together, a more village-like arrange-

ment is created and homes are not in 1- to 3-acre lots of isola-
tion. In areas without sewer service, a large development tract
could accommodate a combined septic system, where part of a
preserved pasture can serve as a treatment area as well as dou-
bling as a scenic view and open play area. Any conservation
subdivision ordinance for the Hattiesburg region should set regu-
lations for the design and maintenance of combined septic sys-
tems.

An example of a subdivision with large set asides of open space

2.38
is shown on the southwestern side of Hattiesburg, but this devel-
opment concept could be repeated in numerous areas through-
out the region. Specifically, this concept should be required in the
Western Parkway corridor, along with design guidelines to create
a cohesive look in the corridor.

2.39
 University Expansion and Infill Development

Best Practices Illustrated:

♦ Mix Uses
♦ Cluster Development
♦ Pedestrian-Oriented Design (POD) and Transit-oriented De-
sign (TOD)
♦ Jobs - Housing Balance
♦ Traditional Neighborhood Development (TND)
♦ Infill Development
♦ Market Study
♦ Historic Preservation/Revitalization
♦ Sign Ordinance
♦ Landscape Ordinance
♦ Design Guidelines
♦ Multiple Connections and Direct Routes for Streets
♦ Pedestrian-Friendly Streets
Old High School
Main Street ♦ Traffic Calming
♦ Context-Sensitive Design
♦ High Quality Sidewalks
♦ Innovative Parking Strategies

Downtown Hattiesburg is an active and thriving downtown with a

pedestrian-oriented core, streetscape improvements, the nearby
renovated Depot, and surrounding historic districts. The area to
the north of Downtown Hattiesburg has several old warehouse
buildings, brick mill buildings, and vacant land with an existing
street infrastructure. This area has several rail line stubs, the ter-
minus of the Longleaf Trace extension, and scattered residential
properties, roughly bound between Main Street, 7th Street, Bouie
Street, Gordon Street, and Pine Street. This area would be an
ideal enterprise zone to promote new mixed use infill develop-
ment.

Several possibilities for the redevelopment of this area hinge on

creating a draw for downtown residential living and additional
2.40
restaurants, bookstores, and specialty retail to strengthen the
downtown.

Many of the vacant or underused mill and warehouse buildings

may be good candidates for residential or professional office loft
development. Creative professionals look toward this type of of-
fice space to create a business identity that promotes urban liv-
ing in unique spaces. With the existing loft space renovated and
occupied, vacant land will begin to feel pressure for mixed-use
development. Special design considerations on the architecture
and arrangement of buildings should be considered if this area is
to be promoted as a way to improve the downtown area.

Another possibility is to work closely with the University of

Southern Mississippi regarding expansion of certain schools. The
School of Art is already planning on occupying the renovated Old
High School on Main Street. Savannah has a College of Art that
has significantly helped to revert its downtown. Connecting these
uses with an expansion of continuing education, theater and
dance, or any number of academic institutes or departments in a
new “downtown” campus would help redevelop the area. The
new buildings would be scattered to take advantage of the exist-
ing infrastructure while forging a new urban vitality. Green-
spaces, sidewalks, and trails would interconnect the nodes of
development.

A large portion of the suggested redevelopment area is in flood-

plain; this offers the opportunity for a large urban park that could
include a variety of programmed spaces; such an interactive
park, outdoor amphitheater, open play fields and walking paths.
The park would be the center of the community, a village, or town
green for all types of community and university events.

Precedents for redevelopment of disused industrial areas are

many. Large cities, such as Baltimore, pioneered this kind of re-
development at their harbor; Atlanta has seen decrepit ware-
houses in inner city industrial districts become high-end loft resi-
dences and offices. Smaller cities also have taken advantage of
this kind of property: Columbia, South Carolina, has made major
efforts over 25 years to restore the Congaree riverfront area,
known as Congaree Vista.

As historic warehouses were converted into lofts, grocery stores,

restaurants, and offices; new development began to take hold.
Major park developments also were undertaken at Sidney Park
and Three Rivers Greenway and additional attractions were
moved to or planned for the area. The result was a slow but
2.41
steady improvement in the area. As a result, the University of
South Carolina, whose campus was about 2 miles east of the
“vista,” began plans to expand in the area, when historically it
had moved south and east.

While University (or other college) expansion to downtown Hat-

tiesburg may not be a fast or easy process, it encourages infill
development within the City’s historic core.

2.42
New Front Door

Best Practices Illustrated:

♦ Mix Uses
♦ Cluster Development
♦ Pedestrian-Oriented Design (POD) and Transit-oriented Design
(TOD)
♦ Retail and Employment Activity Centers
♦ Jobs - Housing Balance
♦ Sign Ordinance
♦ Landscape Ordinance
♦ Design Guidelines
♦ Pedestrian-Friendly Streets
♦ Transportation System Management Program
♦ Context-Sensitive Design
♦ High Quality Sidewalks
♦ Innovative Parking Strategies

The Cities of Hattiesburg and Petal should take action to promote a

development plan on the US 11 corridor between MS 42 and the
Leaf River Bridge. The completion of the Petal bypass between I-59
and the east side of Petal has made the new MS 42 four-lane the
easiest way to access downtown Hattiesburg from the interstate and
its significant north-south traffic. This creates a “new front door” to
downtown Hattiesburg and the town of Petal. It is important that the
inevitable development in this area be planned with best develop-
ment practices in mind.

The Leaf River floodplain encompasses a large part of the west side
of US 11, and the rail line constricts development on the east side
between new MS 42 and old Highway 42; these will be limiting fac-
tors for development. Several tracts however, have been identified
as possible re-development sites. One aspect of this “new front door”
corridor will be a service area at the interchange of MS 42. Conven-
ience stores, gas stations, and fast food outlets are likely developers
at this location. Parcels should be developed to minimize curb cuts
on US 11, and a single curb cut and frontage road servicing all out-

2.43
parcels located as far from the MS 42 onramps as possible would
be ideal.

The floodplain and railroad will constrict development between the

highway node and the gateway node closer to the river. This allows
a parklike setting reducing the impact of sprawl as travelers enter
Petal and Hattiesburg from the MS 42 expressway. A parcel of
land should be utilized for a roadside park and gateway monument
welcoming visitors to Hattiesburg. Beyond the gateway, a new re-
tail or mixed-use development is possible between Petal and the
Leaf River. Across US 11 there is room for smaller retail or service-
oriented outparcels; again, curb cuts should be limited. A cohesive
set of design guidelines, landscape, and sign requirements should
be applied to the new development between MS 42 and the Leaf
River Bridge.

Once implemented, this new access route to downtown Hatties-

burg will be preferred by most travelers in the region to avoid traffic
along Hardy Street. The appearance of new development in this
area should reflect overall community standards and make what is
now a somewhat unsightly industrial area into downtown Hatties-
burg’s “new front door.”

2.44
2.45
 7. Longleaf Trace Rails to Trails System (Sumrall)

Best Practices Illustrated:

♦ Cluster Development
♦ Create Neighborhood Centers and Edges
♦ Traditional Neighborhood Development (TND)
♦ Conservation Subdivisions
Sumrall
♦ Landscape Ordinance
♦ Pedestrian-Friendly Streets
♦ Context-Sensitive Design

The Longleaf Trace, a paved rail trail between Hattiesburg and

Prentiss, passes through Sumrall and Bassfield. This trail opened
in 2000 and has since become a magnet for visitors to Mississippi,
as have most other long-distance rail trails throughout the country.
While the trail can be considered mainly a recreation facility, it is
also important to promote the trail as a mode of transportation.
This will be readily apparent in Hattiesburg when the trail is ex-
tended along 4th Street to downtown and ultimately connecting
with Petal. However, when planning for new development in sur-
rounding rural areas, the Longleaf Trace should be considered an
asset and a possible catalyst for new residential development.

In the Atlanta region, the 45-mile Silver Comet Trail begins in Ala-
bama and passes through several small towns and rural areas be-
fore entering the suburbs. As residential growth continues to
spread into these rural areas, the Silver Comet is utilized as an
amenity for new developments. Property along the trail is increas-
ing in value, and new developments are promoted as being family-
oriented and promoting active living. Houses are built to back up
to the trail, and new developments include trail linkages.

In places like Sumrall and closer to Hattiesburg, new development

should be promoted near the Longleaf Trace to encourage trail use
and promote use of the trail as an alternative mode (bicycle) of
transportation. The more developments are located directly on the
trail, the less there will be a need to access the trail by car by park-
ing at trailheads. Additional direct links to the trail will inevitably in-
crease the use the trail will receive. As developments begin to take
advantage of this amenity, some property values may increase as
a result.

2.46
2.47
8. Shopping Center Redevelopment, “Power Centers”
and Mixed Use Possibilities

Best Practices Illustrated:

♦ Mix Uses
♦ Cluster Development
♦ Pedestrian-Oriented Design (POD) and Transit-Oriented De-
sign (TOD)
♦ Retail and Employment Activity Centers
♦ Jobs - Housing Balance
♦ Infill Development
♦ Market Study
♦ Sign Ordinance
♦ Landscape Ordinance
♦ Design Guidelines
♦ Multiple Connections and Direct Routes for Streets

Some of the most unattractive areas in the Hattiesburg region are

along commercial corridors where retail development has spread
unchecked without design controls, traffic impact controls, or pe-
destrian connectivity. These areas are best described as “sprawl,”
and the visual pollution is exacerbated by older developments
where declining, aging structures and oversized asphalt parking
areas give an abandoned appearance.

In many areas, the “power center” is replacing the indoor shopping

mall. Power centers are anchored by large “big box” stores and
surrounded by ancillary retail stores. Design standards of new
power centers are beginning to utilize the precedent of pedestrian-
friendly towns. While still accessible by car, the shopping centers
locate parking behind or away from some stores so that the shop-
ping experience is pedestrian-oriented with sidewalks, streetscape
improvements, and structured parking.

Nationally, there are many examples of adaptive reuse of aging big

box structures and old shopping centers. In these cases, some
parts of the shopping center are demolished or gutted to update
exterior and interior features and parking areas are reduced to al-

2.48
low for new development. In a typical commercial development
scenario, up to 10,000 square feet of building can be expected on
a 1-acre site with the remainder given over to parking and set-
backs. For redevelopments planned to maximize retail space and
create a more pedestrian-oriented environment, this ratio can be
reduced to allow 13,000 to 15,000 square feet of building footprint
per acre. Some of these development practices could be imple-
mented in the Hattiesburg area, especially where aging shopping
centers are declining or vacant.

As an example, an area of Hardy Street outside I-59 was chosen to

show a design concept that reduces the area reserved for parking
and increases the opportunity for pedestrian-oriented retail or even
mixed-use development. The shells of several big box structures
remain, but the result makes these stores true anchors as part of a
redesigned power center, this renders the entire development com-
pact and more visible as a unit instead of one big store and several
tiny ones seen from the highway across a sea of asphalt. Hatties-
burg can look to examples such as Redmond Town Center in
Washington State and Mizner Park and Winter Park Village in Flor-
ida where existing “Grayfields” (referring to the sea of asphalt and
a play on the term brownfield) or “dead malls” were transformed
into new power centers with a pedestrian-scaled focus. In some
situations, it is economically feasible to completely demolish a cen-
ter because of age or cost of retrofit and reuse the site for retail
and other mixed uses.

Encouragement to redevelop older shopping centers can be a BP

tool, through tax breaks, transportation improvements, and other
incentives to prevent additional sprawl further from the City and
allow older centers that have lost their appeal and profitability to be
redeveloped. See next page for conceptual plan.

2.49
2.50
2.51