36 ENVISION FRANKLIN | Design Concepts MOBILITY Vehicular Vehicular connections should be provided through adjacent developments and connect to the existing street network. Infill development should provide an interconnected street and sidewalk network in a grid or modified grid pattern. Streets should be designed for slower speeds to allow for mixing pedestrian and vehicular traffic. Bicycle and Pedestrian New development should provide sidewalks, multi-use paths, and trails throughout its open spaces. They should connect to other conservation areas, paths, adjacent uses, and streets. These bicycle, pedestrian, and multi-use path connections should be designed and provided per Connect Franklin, the Parks Master Plan, and this Plan. Transit Transit stops and/or stations should be provided along existing or planned routes. SPECIAL CONSIDERATIONS Hard Bargain Neighborhood The building footprints shown in Figure 4.3, in light gray, are existing dwellings that are expected to remain, some possibly benefiting from rehabilitation. The building footprints shown in dark gray are proposed new buildings. The orange building footprints depict existing and future institutional uses, such as churches, community centers, and museums. The extension of Johnson Alley continues the existing, organic pattern by which some dwellings already face the alley. Homeowners along Glass and Mt. Hope Streets will have the opportunity to build accessory dwellings with access from the extended alley, or perhaps lots could be subdivided so that new dwellings could front on an alley-turned front lane. Lots smaller than 4,000 square feet may be appropriate. The basketball court, community gardens, opportunities for residents to operate neighborhood businesses, and the overall compatibility with existing dwellings contribute to the small-town character of the City. The City seeks to work with the Hard Bargain Association to advance their mission of providing homeownership opportunities and preserving the historic neighborhood. Institutional Uses New Institutional uses and the expansion of existing institutions may be appropriate if the location does not adversely impact access, scale, and traffic of the surrounding area. New uses should be located along arterials or collectors and also located at intersections or designed within a master planned development. A Traffic Impact Analysis may be required to assess the transportation impacts of the proposed development. The conversion of dwellings for institutional uses is not appropriate. COMPACT RESIDENTIAL
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