HomeMy WebLinkAboutChapter 4 - Pedestrian & Bicycle Circulation & Streetscape Design 75
4-Pedestrian & bicycle Circulation & Streetscape Design
Presently, sidewalks are still intermittent
in the downtown, with substantial gaps in
the overall system. This discontinuity in
the pedestrian system is a major impedi-
ment to development of a healthy retail
sector and it also negatively affects the
ability to attract offices and residences
into the area. The sidewalk system should
be extended to all block faces within the
planning area. Priorities for constructing
sidewalks are shown on Map #10.
PEDESTRIAN CIRCULATION
ROUTES
Pedestrian ways, bike trails and streets
should be considered in a broad context.
They should facilitate non-motorized cir-
culation that strengthens business cen-
ters and link neighborhoods. Therefore,
roadways, sidewalks and trails should be
coordinated in a comprehensive system
that assures continuity of circulation for
pedestrians and bicyclists.
Links for pedestrian and bike circulation
between downtown development an-
chors are defined in the basic framework
strategy. These links should be enhanced
to connect established improvements
to nearby neighborhoods. Connections
should also be expanded to regional trail
connections.
In recent years, the City has constructed new sidewalks and enhanced
existing ones in the historic core with brick pavers, lighting, benches,
signs and plantings. This has established a distinct and attractive im-
age around the square. In addition, the city has been working diligent-
ly to implement pedestrian and streetscape improvements elsewhere
throughout downtown as recommended in the original master plan.
This chapter seeks to update the pedestrian and bicycle circulation
needs throughout downtown and offer priorities for implementation.
4-PEDESTRIAN & BICYCLE CIRCULATION
& STREETSCAPE DESIGN
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E. 3rd St.
E. 4th St.
E. 5th St.
E. 6th St.
E. 7th St.
E. 8th St.
W. 9th St.
W. 10th St.
W. 11th St.
W. University Ave.
W. 4th St.
W. 5th St.
W. 6th St.
W. 8th St.
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MAP 10 | PEDESTRIAN PRIORITIES
To Southwestern University
To San Gabriel Park
Blue Hole Park VFW Park
LEGEND:
Existing Open Space
Proposed Open Space
Downtown Overlay District Boundary
Existing Sidewalks (Good Condition)
1st Priority Upgrades2nd Priority Upgrades3rd Priority Upgrades
Proposed Trail Connections
Existing Controlled Intersection (Auto)Proposed Controlled Intersection (Pedestrian)Existing River Trails
Proposed District Boundary Extension
Two Rivers Apts.
?
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4-Pedestrian & bicycle Circulation & Streetscape Design
ESTABLISH PRIORITIES
Priorities for upgrading sidewalks in the
Downtown Overlay District are shown on
Map #10. Some of these block faces have
sidewalks that exist, but are in poor con-
dition or have significant grade change
issues that need to be addressed. Others
do not have sidewalks at all.
1st priorities (dotted blue line) include:
• “connecting the dots” within the his-
toric overlay district
• extending sidewalks along Austin
Avenue north to the river and south
to University
• improving University Avenue at the
major intersections, and
• connecting to the library and future
Municipal Center along 8th Street.
2nd priorities (dotted red line) include:
• “connect the dots” within the oppor-
tunity areas
• connect to Southwestern University
via 7th Street, and
• link into the San Gabriel River trails
at various locations.
3rd priorities (dotted brown line) include:
• filling in all the missing links within the
Downtown Overlay District, including
more connections to the river trails.
A 1st priority should be improving connections
along 8th Street to the Library.
ESTABLISH HIERARCHY
The primary routes that pedestrians are
expected to use the most should receive
hierarchy for design and streetscape de-
tail. Improved intersections with pedes-
trian controls are proposed along Austin
Avenue based on hierarchy of the pedes-
trian system to help facilitate crossing
Austin Avenue. Map #11 shows the level
of sidewalk designs that should be used
downtown in order to establish a hierar-
chy of primary, secondary and tertiary
pedestrian routes. Within this hierarchy,
the amount of decorative paving used
varies, in response to the levels of use
anticipated. The city has already begun
implementing upgrades as a response
to the 2003 Downtown Master Plan. This
plan updates those recommendations.
STRENGTHEN FUNCTIONALITY
The pedestrian system is a complex net-
work of sidewalks, paths, trails, alleys,
and crosswalks. Lighting, benches, waste
receptacles, bicycle racks and signs ac-
company the pedestrian systems and
strengthen their functionality. These com-
ponents should be assembled in various
ways, from block-to-block to respond to
specific conditions. Expanding the pe-
destrian system “kit of parts” throughout
much of the downtown will strengthen
the role pedestrians play in Georgetown’s
economy.
To strengthen functionality, the pedes-
trian system should include:
• Plazas, parks and other places to rest
and refresh
• Directional signs and wayfinding
devices tailored to the pedestrian,
including possible integration of signs
that indicate walk times and distances
for “healthy walking trails” and,
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City of Georgetown | Downtown Master Plan Update
• A series of destinations that make
downtown a fun place to explore at all
times during the day, week, and year.
A series of destinations and mini plazas and parks
with amenities for pedestrians will help strengthen
the overall functionality of the system.
TRAIL CONNECTIONS
The City of Georgetown’s Parks and
Recreation Department has an expansive
trails system in and around Georgetown.
Connections to these trails to and from the
downtown area should be provided. Prior-
ity should be given to trail improvements
that would link downtown to outlying
neighborhoods. Of particular importance
are the trails found along the banks of the
North and South San Gabriel Rivers.
Providing better connections from apart-
ment complexes and overnight accom-
modations located to the north of the river
from downtown is an important action.
Presently there are no convenient routes
for these residents and visitors to walk
to the downtown, which is conveniently
close. Because connections to down-
town are less attractive and accessible,
these residents may be more inclined
to patronize other commercial areas of
Georgetown.
Trail improvement actions:
• Provide clearly defined paths between
the river and downtown.
• Install markers as important parts of
these regional trail connectors.
• Study the feasibility of providing pe-
destrian connections across both
the rivers, that are separate from
those used by automobiles.
• Study the feasibility of adding a can-
tilevered sidewalk with a look-out
area to the historic bridge over the
South San Gabriel River with a grand
staircase and accessible ramp to the
existing trail.
• Study the feasibility of installing a
pedestrian bridge across the river
to link downtown with development
to the west.
Provide clearly defined paths between the river
and downtown.
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4-Pedestrian & bicycle Circulation & Streetscape Design
BICYCLE CIRCULATION
Bicyclists do use the many regional trails
in and around Georgetown. Strengthen-
ing the linkages to the downtown and
improving signage to key destinations will
improve the role in which this user group
plays in the economy. This includes link-
ing existing and planned trails, as well as
providing designated routes for bicyclists
on some streets. Map #11 indicates sug-
gested on-street bicycle routes within
downtown. (Bicycle routes are indicated
with signs or sharrows and do not nec-
essarily mean that bikes have their own
dedicated lanes. Shared streets are often
a part of this system.)
Bicycle system actions:
• Bike routes should be clearly defined
and implemented to provide continuity
of access from outlying areas to the
downtown.
• Bicycle racks should be provided at
activity centers.
Bike routes should be clearly defined with sharrows
and signs on specific city streets.
CONNECT TO UNIVERSITY
An important asset to the community and
market for the downtown businesses is the
student body at Southwestern University.
Clear and safe pedestrian routes should
be provided. The most popular pedestrian
route from Southwestern to downtown is
7th Street, which has been labeled as a
2nd level priority and is shown as a sug-
gested bike route to serve students. Note
that this particular pedestrian connection
should be well lit as an extra measure of
security for those students who travel this
route at night.
University connection actions:
• Improve walking conditions to the
university with new sidewalks, where
conditions permit.
• Install decorative lighting and direc-
tional signs along the route.
• Improve crosswalks as indicated on
the intersection improvements plan.
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E. 4th St.
E. 5th St.
E. 6th St.
W. 7th St.
E. 8th St.
E. 9th St.
E. 10th St.
E. 11th St.
E. University Ave.
W. 4th St.
W. 5th St.
W. 8th St.
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MAP 11 | SIDEWALK AND CROSSWALK DESIGN
To Southwestern University
LEGEND:
Type C Crosswalk
Downtown Overlay District Boundary
Level I Sidewalk
Level II Sidewalk
Level III Sidewalk
Type A Crosswalk
Type B Crosswalk
Proposed Bike Route
Existing River Trails
Proposed District Boundary Extension
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4-Pedestrian & bicycle Circulation & Streetscape Design
SIDEWALK DESIGN
To help guide pedestrian activity in and
around the downtown, four types of
sidewalk designs are recommended. The
designs range from basic scored concrete
to routes with brick pavers, benches and
decorative lighting to help establish the
hierarchy of the pedestrian system. Map
#11 illustrates where these different levels
of sidewalk designs should occur.
Decorative paving should be used stra-
tegically, to express a visual theme for
downtown. Decorative paving should
denote special activity zones, such as
intersections and pedestrian crossings,
street furniture areas and public plazas.
The decorative paving design proposed
in the sidewalk typologies that follow
are based upon those developed for the
Town Square Historic District. The basic
approach here is to expand these exist-
ing elements into the surrounding blocks.
In some areas of intense pedestrian activ-
ity, decorative paving should be installed
throughout the entire intersection. This
will help to identify these intersections
as places of major pedestrian use and
will establish the downtown as a strongly
pedestrian-oriented area.
LEVEL I SIDEWALK
In this classification, the entire sidewalk
is constructed of brick paving, in order to
indicate its high level of pedestrian use.
These sidewalks offer the highest level
of pedestrian enhancement. This design
is currently in place on the four blocks
facing the Courthouse Square and along
Main Street from 5th to 10th Streets. It
should be continued along 8th Street from
the courthouse to the new library and
proposed Municipal Center festival street.
KEY FEATURES
• Brick pavers laid in a herringbone
bond
• Brick paver bands on both sides of
central pavers, laid in a stack bond
(use of both single and double bands
of these accent bricks are seen)
• Concrete band (curb and gutter) on
street side of pavers
• Tree and flower planters
• Decorative lights, benches and
waste receptacles
• A 10’ width is preferred in Level I.
Level I sidewalk
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LEVEL II SIDEWALK
This sidewalk has a band of brick pavers
at the outside edge of the walk. The re-
mainder of the walk is finished concrete,
scored in 2-foot square modules. This
provides texture and interest in a more
economical manner, and helps to distin-
guish these streets from those that are
all brick.
KEY FEATURES
• Modular pavers along the sidewalk
edge, laid in a common bond
• Concrete bands (curb and gutter) on
street side of pavers
• Tree and flower planters
• Decorative lights, benches and
waste receptacles
• An 8’ width is preferred in Level II.
Level II sidewalk
LEVEL III SIDEWALK
In this classification, the sidewalk is con-
structed of scored concrete, in the 2-foot
square module. Brick pavers would be
used for accents, at special seating areas
or corner landscape features. These side-
walks can either be installed detached
from the street and separated by a land-
scaped planting strip or attached to the
street with a concrete curb and gutter.
Installation is dependent upon the exist-
ing streetscape character along the block.
KEY FEATURES
• Scored concrete in 2-foot modules
• Decorative lights, benches and
waste receptacles should be in-
stalled on the 7th Street route to
Southwestern University, which is one
route designated for this application.
• A 6’ width is preferred in Level III.
Level III sidewalk
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LEVEL IV SIDEWALK
In this classification, the entire sidewalk
is constructed of scored concrete. These
sidewalks may be installed as detached
from the street and separated by a land-
scaped planting strip or they may be at-
tached to the street with a concrete curb
and gutter. Installation depends upon the
existing streetscape character along the
block.
KEY FEATURES
• Scored concrete sidewalk
• A 6’ width is preferred in Level IV.
Level IV sidewalk
SIDEWALK IMPLEMENTATION
A key issue in downtown is how a con-
sistent sidewalk layout can occur when
irregular setbacks exist and parking var-
ies from diagonal to perpendicular to
parallel. On-street parking configurations
are described in Chapter 5 and should be
consulted in conjunction with this chapter
for establishing a cohesive street design
and sidewalk system. Because of varied
conditions throughout downtown, each
situation must be considered on a case-
by-case basis.
The sidewalk system may be extended
incrementally, as properties redevelop.
When this occurs, the site should be eval-
uated to determine which sidewalk layout
is most appropriate, taking the use of the
property and the setback of the building
into consideration. Wherever feasible,
pull-in parking that obstructs pedestrian
flow should be eliminated or redesigned.
Sidewalks with curb and gutter should
then be installed, and on-street parking
should be re-established.
While incremental construction of the
sidewalk system is possible, a preferred
alternative is to construct several blocks
of sidewalks at one time. In order to do
so, an improvement district should be
considered, as described in Appendix A.
ACTIONS
• Develop an improvement district to
construct sidewalks. (See Appendix A
for potential funding tools.)
• Construct sidewalks in a phased pro-
gram, as described in Map #10.
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CROSSWALKS AND
INTERSECTION DESIGN
Safe street crossings are essential for a
pedestrian-oriented environment. Cross-
walks should be clearly identified and
ample space should be provided to allow
groups of pedestrians to cross.
Attractive crosswalks are especially im-
portant in encouraging downtown patrons
to use off-street parking lots. Because
sidewalk amenities and pleasant street
crossings enhance the walking experi-
ence from these locations, they can help
to reduce traffic congestion and relieve
demand for on-street parking spaces.
In particular, Austin Avenue crossings
should be given high priority, as crossing
Austin Avenue has been stated as a major
barrier to pedestrian movement down-
town. There are a few simply marked pe-
destrian crossings along Austin Avenue,
including signalized auto intersections
at 2nd, 7th, 8th and University. A couple
pedestrian-controlled signals along Aus-
tin Avenue should be placed at key inter-
sections. These should include detailed
and highly visible intersection treatment
with flashing lights and signage to direct
autos to slow down when a pedestrian is
present. One popular method that could
be considered is using rapid rectangular
flashing beacons (see illustration.)
This maps and diagrams within this Plan
shows pedestrian controls at 5th and
10th Streets, as they are evenly spaced
between the traffic lights at 7th and 8th
Streets. However, more traffic and pe-
destrian analysis should be studied to
place them at the best possible loca-
tion for pedestrian usage and safety. For
example, 4th, 6th and 9th Streets could
also be viable options. The questions to
ask when deciding on pedestrian control
placement is:
• How do the priorities for auto traffic
flow and pedestrian system continuity
interact?
• How do current pedestrian crossing
patterns relate to future patterns?
• What are the policies for traffic flow
and speeds, pedestrian counts, etc.?
• What is the benefit of slowing traffic
to make a more pedestrian-friendly
environment?
An RRFB pedestrian crossing control signals to
autos to slow down when pedestrians are present
and allows them to safely cross at their leisure.
In response to the varying levels of use
of intersections within Georgetown, a
range of crosswalk designs should be
employed. Many of the intersection de-
signs include the use of decorative pav-
ing to more clearly identify the crossings,
establish visual continuity and enhance
the pedestrian experience downtown.
Intersection typologies are identified on
Map #11.
The following intersection design catego-
ries should be used:
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TYPE A INTERSECTION
Type A intersection
In this classification, the intersection is
constructed of decorative paving, in order
to indicate its high level of pedestrian use.
In some cases, the existing curb line and
corner radius should be retained, but in
some special conditions, “bulb-outs” at
corners may be expanded to better delin-
eate parking lanes and provide additional
area for street furniture and plantings,
similar to those around the square. This
also increases visibility and decreases
pedestrian crossing time, thereby improv-
ing pedestrian safety. The radius of the ex-
panded corner should also be designed to
facilitate turning for large delivery trucks.
KEY FEATURES
• Decorative paver at corners
• Decorative paver in center of intersec-
tion
• Scored concrete crosswalks
• Pedestrian controlled crossing signals
TYPE B INTERSECTION
Type B intersection
In this category, either decorative pav-
ers or scored concrete is used within
the sidewalk boundaries at corners. The
crosswalk areas are defined by scored
concrete. The “paver” treatment is de-
pendent upon the type of sidewalk des-
ignation for the intersection and should
be consistent.
KEY FEATURES
• Decorative pavers at corners
• Scored concrete crosswalk
Type B intersections include a band of pavers with
scored concrete crossings.
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TYPE C INTERSECTION
Type C intersection
In this category, scored concrete is used
within the sidewalk boundaries at corners
only, while the crosswalk areas are de-
fined by conventional stripes. This level of
intersection design is appropriate in areas
of lower crossing conflict.
KEY FEATURES
• Striped crosswalk
• Scored concrete corners
Type C intersections include a striped crosswalk.
TYPE D INTERSECTION
In this category, intersections appear as
conventionally designed. No upgrades or
enhancements are necessary.
INTERSECTION IMPLEMENTATION
ACTIONS
• A series of intersections should be
constructed at one time, as a set, such
that one of the key pedestrian routes
is completed. These may be financed
as a part of the city’s capital improve-
ments program, or through a special
improvement district. These tech-
niques are described in the appendix.
• As an initial step, detailed designs
must be developed, based on the con-
ceptual sketches provided in the plan.
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4-Pedestrian & bicycle Circulation & Streetscape Design
FURNITURE COMBINATIONS
#1 - Historic District
Street furniture within the historic district
should continue the use of the wood slat
benches and wood slat waste recepta-
cles, along with the historic acorn street
light design. Ornamental hanging flower
baskets and banners should be used
within the historic district.
The courthouse square has implemented this
streetscape strategy, but the surrounding blocks of
the historic district are lacking formal streetscape
elements.
Street furniture throughout the historic district
should continue to use wood slat benches and
waste receptacles.
STREETSCAPE STRATEGY
Streetscapes refer to elements that com-
plement pedestrian circulation. Elements
include benches, trash receptacles, light-
ing, public art, trees and landscaping.
The design recommendations for side-
walks and crosswalks are based on hier-
archy of how much they are currently used
in addition to their anticipated future use
based on new development and destina-
tions. The streetscape strategy should
also relate to this hierarchy with varied
design and content based on its location
within downtown (see Map #12.)
STREETSCAPE KIT OF PARTS
The Town Square Historic District has sev-
eral streetscape features that give it a dis-
tinct identity: street trees in grates, period
lighting fixtures with banners, decorative
paving and landscape elements at several
corners. While these elements contrib-
ute to an identity for a few blocks in the
downtown, extending these elements into
the surrounding blocks would enhance
the overall pedestrian experience. The
design and treatment should help create
a more pleasant downtown experience,
and help identify the downtown area as
a cohesive, inviting place to work, live,
shop and conduct business.
Different combinations and materials of
street furniture should be placed in the
two sub-areas of downtown to distinguish
the historic core from the surrounding
areas of downtown.
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E. 2nd St.
E. 3rd St.
E. 4th St.
E. 5th St.
E. 6th St.
E. 7th St.
E. 8th St.
E. 9th St.
E. 10th St.
E. 11th St.
E. University Ave.
W. 4th St.
W. 5th St.
W. 6th St.
W. 8th St.
W. 9th St.
W. 10th St.
W. 11th St.
W. University Ave.
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MAP 12 | STREETSCAPE STRATEGY
LEGEND:
Downtown Overlay District BoundaryProposed Extension of District Boundary
Furniture Combination #1
Furniture Combination #2
Lighting Strategy #1
Lighting Strategy #2
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#2 - Downtown District
Street furniture outside of the historic
district, but within the Downtown Over-
lay District, should continue to use black
metal slat benches and waste recepta-
cles, along with the historic acorn street
light design. These should remain simple,
without use of hanging baskets. This will
provide a subtle distinction between the
two areas.
Portions of area 2 have incorporated the black metal
streetscape furniture, which should be continued.
Street furniture in area 2 should use black metal
slat benches and waste receptacles.
LIGHTING STRATEGY
Lighting is one of the most important
methods of creating a sense of place with-
in a streetscape environment. Hierarchy
in where certain lights are placed within
downtown can send important wayfinding
messages. For downtown Georgetown,
lighting should consist of 3 types:
Lighting Strategy #1
- historic lights with
banner.
Lighting Strategy #1 -
historic lights without
banner.
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City of Georgetown | Downtown Master Plan Update
#1 - Historic Lights with Banners
These lights are currently present only
around the courthouse square. They
should be extended throughout Austin
Avenue, on University from Main to Rock
Streets, along 8th Street to the Library/
Municipal Center and along Main Street
from 6th to 9th Streets. These lights will
include banners to give a unique identity
to these streets and alert visitors of spe-
cial events coming up.
#2 - Historic Lights
Continuation of the historic light design,
without banners, will provide a secondary
hierarchy of lighting design. These lights
will highlight certain streets as “pedes-
trian-focused” and direct people to the
downtown core.
#3 - New Lights
A new light design should be incorporated
everywhere else throughout downtown.
These lights should be noticeably dif-
ferent from the historic lights, but still
complement them.
PUBLIC ART
Public art should be a part of the
streetscape enhancement program. As
such, it may be integrated into sidewalks,
street furnishings and signage. A few con-
temporary sculptures, such as Growing
Old Together (shown to the right,) have
been wonderful additions to the George-
town streetscape around the square and
library. A new effort to wrap utility boxes
with artwork has also been initiated down-
town, which positively contributes to
the streetscape. These efforts should be
continued.
When public art is to be part of the
streetscape, it should be designed to
complement the basic urban design
principles set forth in this plan. That
is, it should help to reinforce the visual
continuity of the downtown at large,
while also expressing the distinguishing
characteristics of the different character
areas that are envisioned. It also should
be consistent the hierarchy of sidewalk
and intersection designs and should be
compatible with the palette of paving
materials and street furniture that are set
forth in the plan.
Public art in a broader sense should also
be installed in plazas and other gathering
spaces. A description of range of types of
public art to be used in downtown appears
in Chapter 7.
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4-Pedestrian & bicycle Circulation & Streetscape Design
Contemporary sculptures have added to the down-
town streetscape and should be continued.
The effort to wrap utility boxes with artwork posi-
tively contributes to the streetscape and should
be continued.
Streetscape elements such as bike racks can be
designed in an artful manner.
Whimsical lighting can add an artistic sense to an
otherwise “overlooked” space.
92
City of Georgetown | Downtown Master Plan Update
TREES AND LANDSCAPES
The hot and humid Georgetown climate
needs to be considered when designing
trees and landscapes for the downtown.
Shade is highly desirable and therefore,
more street trees were a popular recom-
mendation in public meetings. Integrating
more shade into the streetscape by plant-
ing more trees will increase the willing-
ness of patrons to walk longer distances.
Street trees should be installed in mid-
block locations wherever possible. How-
ever, in some cases, room may only exist
at corners where expanded “bulb-outs”
provide additional room.
One particular treatment for new street
trees that should be considered is the use
of Silva Cell technology. Urban conditions
do not allow for the best tree life due to
constrained conditions and compacted
soil, which constrain air and water. The
Silva Cell is a modular underground frame
that uses lightly compacted soil volumes
to support larger tree growth. It also man-
ages stormwater efficiently at the same
time.
Street trees, and more shade in general, were highly
recommended in public meetings.
Silva Cell technology is a modular underground
frame that uses lightly compacted soil volumes to
suport larger tree growth.