An Environmental Analysis of A Central Business Area

VOLUME I
PHASE I
U R B A N
D E S I G N
P L A N
AN ENVIRONMENTAL ANALYSIS
p o n t i a c
OF A CENTRAL BUSINESS AREA
mi c h i g a n
B R U N O L E O N A N D AS S O C I A T E S I N C O R P O R A T E D
AR C HI T E C T S - ENGI NEERS - P L ANNE R S - URBAN DESI GNERS
1 9 7 9 5 J A M E S C O U Z E N S M I C H I G A N D E T R O I T
VOLUME I
PHASE I
URBAN
DESIGN
P L A N
BRUNO LEON
KARL H. GREIMEL
C. D O N DAVIDSON
PROJECT DIRECTOR
PROJECT DIRECTOR
ASSOCIATE DIRECTOR
I N CHARGE OF DESIGN
AN ENVIRONMENTAL ANALYSIS OF A CENTRAL BUSINESS AREA
p
On t i a c mi c h i g a n
BRUNO LEON AND AS s 0 c I AT E S I NCOR P OR AT ED
ARCHITECTS E NGI NE ER S P LANNE R S - URBAN DESIGNE RS
1 9 7 9 5 J A M E S C O u z E N S D E T R O 1 T Ml C H 1 G A N
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NOSTALGIA AND/OR VISION
"Old Timers" remember the good days of the 40's in Pontiac. The factories billowed their smoke twenty-four hours a day and the
people spent their money downtown. The merchants responded with goods, services and public relations commensurate with the
demand. Every day found the streets flooded with shoppers and at night people came from all over the county to buy, walk, look,
and enjoy the beautiful window displays along Saginaw Street. The five theatres on Main Street were filled to capacity several
times a day and on Friday and Saturday nights people stood in lines one block long just to get a ticket. Christmas was a time when
the whole town was ablaze with light, color and spirit. Downtown was decorated from one end to the other - it was exciting for
young and old alike. Thousands came every night just to renew the spirit and feeling of being a part of "their City".
Many can remember the peaceful summers when children played along the banks of the Clinton River busily catching minnows that
swam along near the sandy bottom. Others recall thehundredsof pigeons that flew from their bell towers to the main corners to be
fed by the aways accommodating shoppers.
In those days, long lines of buses jammed in front of Chases, Waites and Walgreens bringing people to an exciting downtown Pon
tiac that most people felt was their own personal possession. And who can forget the feeling that swelled up in people when the
Pontiac High School Band swung off of Huron on to Saginaw Street marching and playing as if Pontiac were the greatest town in
the U . S .A . Some remember when thousands drove all the way to Bay City or Segtnaw to cheer P.H.S. to victory and were able
to retain their pride in Pontiac even on a losing night. "Old Timers" have not forgotten that it was a town filled with pride and
loyalty; a town that people liked and called their own.
People remember how the politicians enjoyed making speeches from the Courthouse steps proclaiming in loud voices their love and
dedication to their City. It was always a good place to draw a crowd because it was the main corner of Downtown Pontiac.
Sometimes there were so many people one had to walk sideways to keep from being pushed into the street.
In those days there were a lot of people who believed a City Commissioner was the most important person in town. It was a time
when the policeman walked his beat with his chin up and his chest out because he knew every kid on the block would give any
thing to be a cop .. . and, to be a fireman was just about the most exciting thing any boy could want to be.
There sir many who remember those days with a depth of emotion that will not be forgotten. There are others who could really
oar less, and .. . there are some who say it was good, but ... those days are gone forever; never to return, and ... they may be
right!
The theatres are gone now, so is the courthouse;
the Clinton River has long been buried, and . . . no one knows where the minnows went.
Most of the store windows are empty; the band seldom marches anymore,
no one cares what happened to the pigeons.
The cop is no longer every boys' hero,
and . . . who wants to be a fireman anyway?
There are some things left though! There are people who still love their town, and . . . some who have come lately, who say they
want to make it better. We present this study of one fragment of Pontiac with the hope that it will serve as a significant step
c. Don Davidson Designer and
Study Director - The Pontiac Plan
This work is dcsdoossihsd! to those people who desire a
better future for Pontiac end wh @r willing to work
to make it soo It is to those people who are om=
mitted toward a creative new city for a people cp=
bl F prid^ cpbl f goodness and capable F
meeting the challenge of the T9>70,cs0
TABLE OF CONTENTS
PAGE NUMBERS
1 ACKNOWLEDGEMENTS 1
II A N URBAN CONCEPT 15
III THE REGION 25
IV THE COUNTY 35
V THE CITY 43
VI THE CENTRAL BUSINESS AREA 57
1959 Urban Renewal Plan 73
Schematic Growth Plan 77
VII THE URBAN DESIGN STUDY 81
Prefect Site Plan 83
Right of Ways and Building Setback Recommendations 84
Acquisition and Demolition 88
THE URBAN DESIGN PLAN 91
Ground Level Plan 92
Second and Third Level Plan 93
Plaza Level Plan 94
Typical Upper Floor Plan 95
Roof Level Plan 96
Horizontal Section 97
Transverse Section 101
Public Work 105
Recommended Street Revisions 107
Proposed Parks no
Approaches to the Central Business Area 112
VI II INDIVIDUAL PROJECTS OF THE PLAN
Key Reference Plan " A "
Key Reference Plan "B"
Convalescent Hospital
Shopping Center Number One
Executive Facilities Center
High Rise Apartment Towers
Shopping Center Number Two
Sports Arena
Restaurant - Night Club
Professional Office Building
Shopping Center Number Three
Regional Office Building
Depot
Corporate Office Building
Senior Citizens Apartments
Art-History Museum
Theatre-Auditorium
Pbrking Decks and Plaza
Aerial Perspective
Photos of Model
Phasing Considerations
Community Support
Conclusion
Newspaper Articles
PAGE NUMBERS
123
124
126
129
137
145
153
161
169
177
185
193
201
209
217
225
233
241
249
264
266
270
271
274
275
I ACKNOWLEDGEMENTS
Brum Leon Associates, Inc. December 12, 1969
6337 W. McNichols
Detroit, Michigan
Gentlemen:
This letter is to confirm the contract between the City f Pontiac and Bruno Leon Associates, Inc.
[ believe it is becoming increasingly clear that the building of new cities and the rebuilding of Id
net is socially,? politically and economically the highest demand of our civilization. For this
reason, the City of Pontiac has for the past several years undertaken extensive programs in urban
renewal and public works programs to prepare the ground work for future large scale development.
The time has arrived when we believe that Pontiac is prepared to re-establish itself as the "Dyna
mic Hub'1 of our regional area. In preparation for such toffy goals it has been necessary to involve
the central area of our city in extensive demolition, which has not always been understood or
appreciated by many of our citizens. Now that w have passed through most of the negative
aspects of urban renewal,, 1 am sure the Commission joins with me in looking forward to a bright
and exciting future in rebuilding our city. 1 am sure all of the Commissioners and staff now hope
to prove to our citizens that out involvement has truly been worth the great effort that has been
expended over the years.
The Commission is concerned with all aspects of the planning of the City of Pontiac and we are
now engaged in formulating methods to achieve planning and redevelopment of broad areas of the
City. If is clearly evident that the central core area of our city has become a powerful symbol to
most of our citizens as the beginning of success or the beginning of failure. This Commission is
committed to establishing a successful beginning on the 27-acres of land now available in down
town Pontiac.
We are expecting that the urban design studies your firm has undertaken will b of such quality that
if will contain ready market value upon its completion and will culminate in a practical and en=
riched environment for our central business area.
THE PONTIAC CITY C O M M I S S I O N
Prior to April 21, 1970
William H. Taylor, Jr, Mayor,
City of Pontiac, District 3
To Warren Fowler, Mayor Pr~Tem,
Robert C. Irwin,, District 2
Fo Jack Douglas, District 4
Robert F. Jackson, District 5
Wesley Jo Wood, District 6
James Ho Marshall, District 7
The City Staff
Joseph Warren, City Manager
James Bates, Community Development Director
Budd Findlay, Land Development Coordinator
Robert Marchbanks, Urban Renewal Administrator
Einar Firsnson, City Planning Administrator
Joseph Neipling, Public Works and Service Director
Sherwin Birnkrant, City Attorney
Planning Commissioners
Fo Keith Hills Chairman
Ralph Eo Norberg Vice Chairman
Basin Eo Brown
John L. Crump, Sr.
Howard Simmons
William H. Taylor, Jr Mayor
Daniel Ro Veazy
Present City Commission as of April 21, 1970
Robert Fo Jackson, Mayor
City of Pontiac, District
Charles M. Tucker, Jm, Mayor Pro-Tem,
Robert Co Irwin, District 2
Peter Vo Tenufa, District 3
Fo Jack Douglas, District 4
Wesley 3 Wood, District 6
Wallace Eo Holland, District 7
IT ES NOT UNUSUAL I N CET1ES WHERE CONSIDERABLE DEMOLITION HAS OCCURRED UNDER
A N URBAN RENEWAL PROGRAM THAT MUCH PRESSURE IS BROUGHT TO BEAR BY VARIOUS
FACTIONS OF THE COMMUNITY TO' DO SOMETHI NG"! THE INTERPRETATION OF THIS
'"DO SOMETHING" ATTITUDE HAS INVARIABLY MEANT " D O A N Y T H I N G " ! THE PONTIAC
CITY C O M M I S S I O N , SERVING AS THE LOCAL PUBLIC A G E N C Y FOR URBAN RENEWAL HAS HAD
SEVERAL OPPORTUNITIES TO' " D O SOMETHI NG", BUT THEY HAVE CHOSEN NOT TO DO
"JUST A N Y T H I N G " . ET ES VERY MUCH TO THEIR CREDIT, A L O N G WITH THE CITY STAFF,
THAT THEY HAVE RECOGNIZED THAT AS L O N G AS THE LAND REMAINS EMPTY THERE ALSO
REMAINS THE POSSIBILITY OF D O I N G SOMETHING REALLY WORTHWHILE. THE WRONG
PROJECT O N THE URBAN RENEWAL PROPERTIES WOULD PRODUCE NEGATIVE C ONSE QUEN
CES FAR BEYOND THE 27 ACRES OF LAND INVOLVED A N D WOULD EC PROJECTED INTO' THE
FUTURE FOR AT LEAST THE NEXT ONE HUNDRED YEARS. THE CITY C O M M I S S I O N A N D
STAFF ARE VERY MUCH AWARE THAT THE PONTIAC OF THE PAST A N D PRESENT DID NOT
EVOLVE AS THE RESULT OF PLANNI NG PROCESSES BUT RATHER AS THE CONSEQUENCE OF
A L O N G SERIES OF ARBITRARY " H A P P E N I N G S " . THE C O M M I S S I O N ' S DECISION TO MAKE
CERTAIN THAT PROPER P L A N N I N G A N D URBAN DESIGN PROCEDURES OCCUR PRIOR TO
CONSTRUCTION WILL PREVENT A REPEAT OF THE ARBITRARY HISTORY OF "HAPPENINGS"
THAT LED TO' THE NECESSITY OF MASSIVE DEMOLITION OF THE CENTRAL CORE OF
PONTIAC.
OUR ABILITY AS A SOCIETY TO RESPOND TO THE LEGITIMATE NEEDS OF OUR PEOPLE WELL
BE MEASURED PRIMARILY BY THE KIND OF URBAN LIFE WE UNFOLD OVER THE NEXT DECADE.
HISTORY WILL RECORD THAT IT WAS THE CITY C O M M I S S I O N OF 1968-70 THAT CHOSE TO'
MEET O N E OF THE GREAT CHALLENGES OF OUR TIME.
Bruno Lon Associates, Inc. December 1, 1969
6337 W. McNichols
Detroit, Michigan
Gentlemen:
The Pontiac Area Planning Council, Pontiac's urban coalition, is pleased to communicate to you
their wholehearted support for the successful redevelopment of downtown Pontiac according to the
"Pontiac Plan". This Council, as you know, represents the men and women who are the "movers
and doers" in our community. Their efforts on this Council are directed, among other things, to
ward creating a comprehensive plan for the total community which will enable both our citizens,
as well as our elected officials, to look with confidence toward a healthy future for their com
munity .
The success of the Pontiac Plan is central to the realization of our objectives. 1 want to commend
you, on behalf of the Board of Governors, for your perseverance and dedication in directing your
talents toward the needs of Pontiac.
I would also like to take this opportunity to repeat a resolution unanimously passed by the Board of
Governors on January 9, 1969 expressing their "thanks to Mr. Don Davidson and his associates for
their timeless effort on behalf of the Pontiac community, particularly for the persistence they have
shown in bringing to our attention the possibilities of the Pontiac Plan."
Please be assured that the Pontiac Area Planning Council will continue to support the Pontiac Plan
arid stands ready to assist in whatever way it can.
Sincerely,
David J. Doherty (
Executive Director V /
PONTIAC AREA PLA NNI NG COUNCIL
BOARD OF GOVERNORS
Gha irman:
William H. Taylor, Jra
Mayor = City IF Pontiac
Pontiac Motors Div osiers
Martin J. Gaseri
City Commission Appointee
General Motors Truck and Coach
General Manager
Vice-President G M Corporation
Vice-Cha Urn pus
Charles M. Tucker, Jr0i7 Realtor
City Commission Appointee ^5
Tucker Realty Company - Harambee
f Oakland County,, InCo
William Clark, Director
School Board Appointee ^2
Pontiac Urban League
Loren D. Anderson
School Board Appointee
Waterford Township
State Representative
Howard H. Fitzgerald 11
School Board Appointee *5
The Pontiac Press
President and Publisher
Edward Eo Barker, Jr.
School Board Appoint ^3
Pontiac State Bonk
President
T0 Warren fowler
Mayor ftr=Tem
City of Pontiac
Warren Fowler Electric Company
Albert Branch
City Commission Appointee (Dist. 7)
Miss Rosemary Gaytan
(at-large member ^1)
Harambee of Oakland County lnc0
Community Aide
Charles F Brown
School Board Appoint *1
Consumers Power Company
Division Manager
Joel No Goldberg
Thomas Jewelry Company
Merchandise Manager
Russell Lo Brown
President, School Board
John M. Hanson
School Board Appointee (Sylvan Lake)
Michigan Credit Counselors
President
Carl F. Ingraham
Oakland County Commission on
Economic Opportunity
John K. Irwin, Jr.
Vice-President, Board of Education
Denzii Lougheed
Planning Commissioner
Pontiac Motors Division
Robert McClain
William Morgan
(at-large member ^2)
WPON
Manager
Ken Morris
UAW - Region 1 B
Director
John Niggeman
Community National Bank
Executive Vice-President
Allen D. Noble
Oakland County Courthouse
Court Officer for
Judge Arthur E. Moore
Frederick J. Poole
The United Fund
Representative
Hubert Price, Jr.
POOBY
Vice-President
E. Eugene Russell
Michigan Bell Telephone
District Commercial Manager
MrSo David Saks
(at-large member '4}
Jack L. Simon
Simms' Brothers, Inc.
Mrs. Lester E. Snyder
School Board Appointee (Bio. Twp.)
Leslie R. Tripp
Leslie R. Tripp Realtor
Joseph A. Warren
City of Pontiac
City Manager
Francis Webster
School Board Appointee (W. Bio. Twp.)
Simone Corporation
Dana P. Whitmer
Pontiac Board of Education
Superintendent of Schools
William P. Whitfield
School Board Appointee (Pon. Twp.)
Patterson & Patterson, Barrett,
Whitfield, Manikoff and White
Elbert Wilmot
i
1
IjHHBp m
THE CONTINUED SUPPORT A N D COOPERATION OF THE BOARD OF GOVERNORS OF THE
PONTIAC AREA PLA N N I N G COUNCIL IS ESSENTIAL TO THE ULTIMATE SUCCESS OF THE
"PONTIAC PLAN". THE URBAN DESIGN PLAN PRESENTED IN THIS BROCHURE HAS BEEN
LABELED BY PONTIAC CITIZENS AS THE "PONTIAC PLAN1' . THE PONTIAC AREA PLANNI NG
COUNCIL A N D THE PONTIAC CITY C O M M I S S I O N ARE THE PRIME FORCES OF LEADERSHIP IN
THE CITY TO' ESTABLISH A MEANINGFUL WORKING ENVIRONMENT FOR ALL FACTIONS OF
THE C O M M U N I T Y . THE P . A . P X . HAS CREATED SEVERAL DIVERSIFIED PROBLEMSOLVING
TEAMS, CALLED TASK FORCES, THAT ARE NOW FU N C T I O N I N G I N THE CITY OF PONTIAC.
SOME OF THE TASK FORCES NOW IN OPERATION ARE WORKING IN HO USI NG, RACE RE=
LATiONS, PUBLIC INFORMATION, COMMUNITY ARTS, EMPLOYMENT, EDUCATION A N D
DOWNTOWN DEVELOPMENT. SUCH EFFORTS ARE CERTAIN TO RESULT I N POSITIVE C O N
SEQUENCES IN M A NY ASPECTS OP URBAN LIFE FOR THE CITIZENS OF PONTIAC.
Bruno Len Associates, Incorporated August- 20, 1969
6337 West McNichols
Detroit, Michigan
Gentlemen;
As Chairman of the Downtown Task Force, I consider the project w@ are attempting to undertake to
be me of the most important vents in the history of ur City. I can assure you that all members f
ur Task Farce re me hundred per cent in support of the development of ur Downtown Urban Re
newal Properties along the lines of the concept you have presented to ur Committee. We further
appreciate the fact that your firm has made every effort to inform all of the citizens f Pontiac f
the intent and the scope f the planning effort through the series of public meetings your firm has
held in this City during the past eight months.
Having personally attended some of the meetings, 1am convinced the project has the broad support
of the community.
The Downtown Task Force is undertaking steps to improve the remaining properties within Wide
Track Drive by a series of progressive programs in cooperation with ur City Commission and other
civic leaders.
Hopefully, we can find a method, in the near future, for financing a plan for the remaining portion
of ur Central Business Area as well as the overall Comprehensive Plan for the entire City. The
Downtown Task Force stands ready to serve in any capacity we can to help bring the plan to reality
once it is completed. We hope to have periodic meetings with your firm to keep posted on progress
and to help establish a working environment for the future.
ck Simon, Chcflrman
OWN TOWN TASK FORCE, P.A.P.C.
Pontiac, Michigan
DOWNTOWN TASK FORCE
PONTIAC AREA PLA N N I N G COUNCIL
Jack Jo Slmon^ Chairman Simms Brothers, lnc
Frederick Jo Pbi Poole-Dickey Lumber Co
Floyd Po Mils Christian Lit@ratur Sabs
Stan Conn Conns Coth$
David Dunsky
Thrifty CSoonon Drugs
Donald Finney Connollys Jwlrs
Clyl Haskill Haskill Stud!
John Harrington Sars, Roebuck 8s Company
Harold Nwhousr Community National Bank
Bernard Salvator Pontiac Press
Jamoi Rosenthal Arthurs
Mo Po Thompson Consumers Power Company
Douglas Scott So So Kresge
Lorry Bowman Pontiac State lank
The Downtown Task Force was created on March 7, 1968 by the following resolution of the Pontiac
Area Planning Council.
"WHEREAS, ALL THE PEOPLE OF THE PONTIAC AREA HAVE BECOME INCREASINGLY AWARE
THAT DOWNTOWN PONTIAC FACES SERIOUS PROBLEMS, BOTH N O W A N D IN THE FUTURE;
A N D
WHEREAS, THE NEWLY ORGANIZED DOWNTOWN BUSINESS ASSOCIATI ON IS ATTEMPTING
TO BRING TOGETHER THOSE PARTICULARLY CONCERNED; A N D
WHEREAS, A SIGNI FI CANT START WAS MADE IN THIS DIRECTION BY A MEETING OF REPRE-
SENTATIVES OF DOWNTOWN ESTABLISHMENTS O N FEBRUARY 28, 1968;
NOW, THEREFORE, BE IT RESOLVED THAT A TASK FORGE, TO' BE KNOWN AS THE D O W N
TOWN TASK FORCE BE APPOINTED BY THIS BOARD OF GOVERNORS FOR THE PURPOSE OF
CONSIDERING THE PROBLEMS OF DOWNTOWN PONTIAC I N THE CONTEXT OF OTHER
COMMUNI TY PROBLEMS; TO DEVELOP SUGGESTIONS A N D RECOMMENDATIONS FOR
DOWNTOWN DEVELOPMENT AND IMPROVEMENT; TO STUDY THE ROLE DOWNTOWN CAN
PLAY I N THE FUTURE OF THE PONTIAC COMMUNITY A N D TO MAKE RECOMMENDATIONS
AS TO HOW THIS CAN BE ACCOMPLISHED; TO SERVE AS A CLEARING HOUSE FOR IDEAS
A N D PROPOSALS WHICH WILL BE SUGGESTED A N D TO BRING RECOMMENDATIONS TO' THE
PONTIAC AREA PLA N N I N G COUNCIL TO IMPROVE DOWNTOWN."
The continued support of the Downtown Task Force is essential to the progress and ultimate success
of the Urban Design Plan known as ' The Pontiac Plan".
II AM UMIBAN CONCEPT
A N URBAN CONCEPT
"Tov^ms should be built so as to protect their inhabitants, and at the same time, make them happy."
The statement above,, in its simplicity, applies equally today as it did in Greece over two thou
sand years ago. What we face today, however, due to its complexity, makes it difficult to obtain
the virtues of happiness and tranquillity. It is not that the desire is non-existent, but rather that
the issues of an agrarian past have been put out of focus by those of an urban present. Certainly,
if we are to survive the forces of urbanization, it will require the contribution fall citizens, a
leadership with courage and understanding, and the will to positively reassess our value structure.
These attitudes will serve to assure a hope that those places where men live shall not continue to
deteriorate into areas of disorder and over-mechanization.
Cities are one of man's significant concepts. They are also extensions, in symbolic terms, of his
spirit, and as such have always clearly expressed the state of his civilization. The present state of
most of our cities Indicates that many have been unable to grasp the organic structure of the pro-
blems of our cities. The fact that so many are no longer happy nor secure are concerns of para-
mount importance to which we must address ourselves. Indeed, urbanization, in its long range
effects, is possibly the most significant revolution in the history of mankind. This awareness has
come to mankind slowly, but the evidence is now available to indicate that our consciousness has
been awakened and In this lies our hope for the future. The non-creative thinking of the past had
threatened to extinguish our cities. The pattern was evident! We were to die slowly at first, then
slowly descend to the point of despair where we were to struggle one last moment to survive^ as
manifested in revolt, and then If survival was not forthcoming, to enter the monumental silence of
dehumanization. Yet, the human spirit does not die in this fashion, if tends to tolerate many in
hibitions against development but reasserts itself periodically through renewed perspective and
new concepts.
At this moment In our history many are at the point of despair. The struggle of despair erupts in
mass violence, in abandonment of the city by those who have that freedom, only to be engulfed
again as the waves of urbanization move faster than the ships of retreat, by mounting expenditures
that can only be subsidized by a growing central government, by wanton destruction and disrespect
for our natural surroundings, and by the waste of that leisure time that allows man the very force
for creative Ideas. A reverse of this attitude can be obtained as we address ourselves with absolute
honesty to a set of conditions that are related below. If we were to do this, our cities now exist-
ent, as well as those yet to come, oan be reconstructed with all the moral, aesthetic, and intang
ible values which best express a free society. The conditions mentioned above oan be positively
viewed In the following manner.
A. We must clear our rivers and lakes, as well as our air, in order that we may maintain our
health as well as the beauty of our natural elements.
B. The use of land must be considered in terms of its contributory effect on the urban organism and
each development must fit within an overa11 strategy which has been developed through the
efforts of all citizens.
C. Ghettos must be eliminated, whether inner city or suburban, and the unique distinctions of
one area over another be open to all to contribute to and develope.
D. Knowledge and intelligence should be actively developed and stimulated as our major weapons
against dehumanization.
E. Technology should not only be stimulated but redirected toward humanitarian ends. Its moral
muteness should neither be considered neutral nor as external to our own ideals.
F. Material gain must be placed in the perspective that clearly illustrates it as secondary, when
it comes to exploitation of our resources, both natural and human.
G. Our cities must be reconceived as organisms to sustain and stimulate intimate human contact
and not as mechanical instruments for the development of material gain.
As a general summation of what we require, the following quotation can serve admirably.
"Strategy implies the overall view in contrast to tactics, which deals with the particular and
the detailed. There is much detail in the tactics of living, in the unique way each organism
goes about its business of survival and propagation. Each organism holds a fascinating story
and can be approached for its own interest. Each, however, is a sample ... tactical in
stance ... of a broader strategy, and the instance is more meaningful when the general prin
ciple is understood." *
Our tendency in the past has been to deal piecemeal with all our problems, and to treat as sacro-
sant, the right of individual concern over social responsibility. Because the United States of
America is the most urbanized society in the world and because the need of this trend was part of
our agrarian beginnings,, we have developed this "arrogant Individualism" to a high degree. It is a
striking fact that the people of this country require more space around them than anywhere else in
* "The Strategy of Life" - Clifford Grobstein
the world. This is not a result of having genetic distinctions from other people, but a result of the
desire to remove oneself from the conditions of stress caused by the thoughtless accretion of urban
elements. As such, this "individualism" is a contradiction in that this over defence of seIfsuffi =
ciency and independence from all others and their concerns creates a social situation that inhibits
the rights of all. In an urban situation, this belief tends to result in the dissolution of the social
organism. The results are evident in the form of a city, its laws, its educational structure, its
economic operation and its ugliness.
In any organic process one cancerous growth threatens the entire body. Therefore, any meaningful
planning must take into account a balanced growth and concern. Housing must be integrated with
education, commercial growth with transportation, industry with utilities and land use, and urban
space with human needs. This seemingly common sense principle has been ignored until recently
because the results of the opposite approach were not as plainly evident as in the present and our
recent past.
The great difficulties which we face are compounded because we have inherited clearly inadequate
concepts to deal with the problems. For example, the multitude of jurisdictional bodies that exist
in our governmental structures, the lack of an appropriate preparation for the citizenry to deal
effectively with urban decisions, borrowed tax structures and private property concepts from a
pastoral era, the systems of communication and a concentration of the benefits of technology on
products for profit alone are symptomatic of these inadequate concepts. In the 212 Standard
Metropolitan Statistical Areas (SMSA) of the U .S.A., there are over 18,000 governmental units
all of whom possess various "rights" of taxation, zoning laws and other jurisdictions which overlap,
compound, and generally create confusion. Within these jurisdictional bodies are multitudes of
other authorities or departments who further overlap and make unilateral decisions and which, in
many instances, are merely preserved remnants of a non-urbanized nation. Above this incredible
structure exists the ultimate destroyer of competence which is that our educationaI structure does
not prepare either those who serve in governmental posts, or the citizens, for the new roles of
understanding required by the state of urbanization now existent. To isolate only one example
most planning commissions are constituted on the basis of either political influence ora random
sampling of various professional groups only one of which encompasses the area of concern.
Finally, as if this were not sufficient, the final authority for decision in the citizenry, is not suf
ficiently bolstered by proper preparation to understand the problems. This is not to be construed as
an appeal that only those trained in one specific area, such as urban design, have full authority
but rather that all individuals involved be prepared educationally to make the appropriate humane
decisions.
A further example to contemplate in relation to an urban concept is the question of taxation and
attitudes toward private property. It is not that the concept of private property is invalid, but
rather that the exaggeration of this ides is clearly reflective of the isolation of the individual
The ramifications of this 'cubism1' is that our laws reward the decay of property and punish its im
provement through decreased or increased taxation. Slumlordism is elevated to a virtue by this
process. The consequence is that we all pay in hidden ways for this sin of humanity; in mental dis
orders, crime,, destruction of property, extensive services to the suburbs, decayed educational
structures, a decreased tax base and physical ugliness.
Another aspect of the urban problem should be mentioned because if Is so frequently Ignored. As
we all know, the very near future will witness that four out of five Americans will live in urban
centers. Further, as a consequence of the Supreme Court reapportionment decision of 1964, the
urban dweller has obtained more political power than ever before. As a principle of democracy
there should be no quarrel with this decision. However, since the effects of urban centers and
their resources are blind to imaginary political boundaries these boundaries must be reconsidered
or the continuation of local decisions will create overwhelming problems. A single governmental
unit must supersede local jurisdictional bodies where questions of urbanization exist since political
boundaries are mere intellectual abstractions where social interaction occurs due to an urbanized
situation.
Communication is a crucial element in the battle against dehumanization in our urban centers. It
must of necessity be comprehensive and encompass all segments of a community. Responsibility for
such a factor cannot lie solely with the public commercial media although their role is significant.
Experiences in the urban arena indicate that communication has been a key weakness In the devel-
opment of understanding of urban problems. Further, on too many occasions, the means of com
munication have been used to express limited viewpoints and usually these views represent vested
interests whose particular concerns have been represented as communal interests. A further dif
ficulty has been that the language of urbanization and Its complexity Is confusing to the general
public. Extraordinary efforts are therefore necessary to clarify the picture for all concerned. The
result of not doing so has been to stimulate misunderstanding and dissent among segments of the com
munity; to alienate rather than to unite. The result Is the creation of a society divided Infernally,
which is useless in any struggle toward a common goal. The fact that meetings of authorized auth
orities and Information relating to communal problems are open and of public record are of small
comfort when lack of citizen response makes this method ineffective. The total implementation of
all communication technologies must be adopted! as an instrumental part of governmental operation.
Lacking this approach, the forces of special interests will continue to dominate the destinies of ur
urban centers.
To this point, this commentary on an urban concept, has dealt principally with concerns that do not
specifically encompass the questions of architectural definition. It will be of value to deaJ with
this question because there exists a deep misunderstanding of the importance of this area of man's
welfare, both physiologically and psychologically. In our society, the ignorance concern
ing physical definition is the result of a culture which emphasizes pragmatic pursuits at the expense
of the spirit of man and an educational structure which is almost totally dedicated to socializing
the individual toward that culture. Yet, there exists, within human nature, essential needs which
can be satisfied by physical expression. There is, for example, the element of territoriality which
is not only manifested by a sense of communal place, but by the identity of a personal space.
These elements which have been clearly demonstrated by anthropologists have been largely ignored
by most of our urban design concepts. To avoid an overly complex discussion of these essentials
suffice it to say that the necessity to consider these conditions is critical if we are to avoid the
present realities of mental disorders, alienation, crime and social conflict. From this it would
seem evident that the spaces in our cities should have the sense of intimate human scale, that the
pedestrian must have his place and that elements of diversity allowing for human contact be an
inherent ingredient. In addition, the necessity of man to be in contact with nature as an essential
of life should not be ignored.
Prior to focusing upon the City of Pontiac to illustrate how many of the foregoing issues are being
positively dealt with, it would seem appropriate to discuss some physical proposals, which are be=
ing suggested to solve our urban situations. Three approaches hold promise of success. Two of
them face squarely the problems of an increasingly nomadic society, and the crucial problems of
time and transportation while the third attempts a re-institution of more pastoral concerns. These
proposals are called Magastructures, Platform Cities and New Towns.
Magastructures are conceived of as very dense conglomerates, either linear or circular which en=
compass all needs of urban centers. They are really one building cities out of which the various
functions are articulated and integrated. Although they are technologically further advanced, in
form and operation, they are not too dissimilar to the fortified hill towns of the Middle Ages.
Their points of validity are intellectually sound, but they do require careful control and communal
cooperation to maintain the more humane aspects of urban existence.
New Towns are precisely what the term implies. They are cities created in our more rural areas
and conceived as satellites to already existing centers, although they can also be more or less
self-sustaining. As such, one must be concerned whether the spread of urbanization will not soon
engulf them, and whether they are merely an idyllic retreat from the realities of the twentieth
century unless overall regional planning is instituted, as in some European countries, to prevent
the melting of one town into another.
Finally, we have the concept of the Platform City which inherently possesses the possibility of ad =
justing to existing cities or adapting to New Towns and Magastructures Such a concept is applied
to the City of Pontiac in this urban design projects This concept aims most directly at eliminating
the conflict between pedestrian and automobile by preserving separate spatial entities for each
while at the same time increasing the convenience of transportation systems. Not only can entire
towns, but in larger cities the central business areas, be given over entirely to landscaped areas
open to the sky, but the streets and parking are allowed their place underneath the platforms. As
such, this seems the most realistic solution yet proposed to the encroachment of the automobile as
well as the elimination of the barrier of roadways to integration of one area of the city to another.
Buildings are erected above the platforms in most instances although certain essential areas can be
placed beneath when feasible. The flexibility of this approach, and its clear division of the
human area from the mechanical is a promise for the rebirth of humaness in our urban center.
To illustrate how the City of Pontiac relates to the conceptions stated in this section, the following
statements made by Mr. David J. Doherty, Executive Director of the Pontiac Area Planning Coun
cil to that body are clear indicators of progress. These remarks made the following points concern
img the City of Pontiac.
A. A community with one of the best tax bases in the entire metropolitan region of which it is a
part.
6. The largest, most community oriented housing program for moderate and low-income people in
the county.
C. Ever-expanding employment facilities and industrial development.
D. Plans for new school facilities, both elementary and secondary, second to none in the nation.
E. A new Human Relations Institute for every professional employee of the Pontiac School Dis~
trict to assist them in achieving a more meaningful rapport with students and parents. A first
of its kind anywhere.
F. On going meetings by scores of concerned citizens who are attempting to resolve issues in a
far more open manner than most communities.
Go An operational Economic Development Corporation, the only one in this country, designed to
assist minority citizens to start or expand businesses.
I. A community which houses the major health facilities in the whole of north and central Oak
land County and has more total facilities by far than any other locality in the county.
J. A proposed Neighborhood Development Program to renew entire areas of residential and com
mercial property.
K. A strengthened city budget enabling numerous civic improvements to be embarked upon.
L. A county wide service center and county seat serving one of the wealthiest and fastest growing
counties in the country.
Such attributes clearly indicate that the City of Pontiac has traveled far in preparing itself for the
issues which urbanization poses and is in an enviable position to solve them. The existence of such
groups as the Pontiac Area Planning Council and Harambee, Inc., the increasing involvement of
the community leadership at all levels and the open discussion of all social issues augurs well for
the future of this City. Placing all of this in the perspective that the City of Pontiac sets directly
in the path of the strong urban trend between Detroit and Bay City, and that it has not as yet been
engulfed by overconcentration of physical elements, promises that not only will this city be able to
preserve itself against the deteriorating influences of a megalopolis, but that it can serve as an
example to other communities on how cooperation and social planning can reinstitute a humane
framework for urban living.
To augment the qualities mentioned above, the urban design concept presented herein, attempts to
resolve on a human scale, those issues which beset man in his physical environment. The automo
bile is given its appropriate space while enhancing its two attributes of convenience and efficiency.
This is accomplished without the waste of large areas of valuable land and creates a natural place
for the pedestrian. Further, it does so without extensive new circulation arteries thereby affording
the amenities required by man's nature. These amenities are spaces adequate in dimension and
variety for the anticipated number of people to eliminate the duress of overcrowding, and contain
ing places for rest as well as the enjoyment of water and landscape. In addition, places for the
pleasures of walking in the vicinity of catalysts for human interaction on multiple levels will in
sure that the dramas of human life, from the common to the extraordinary, may occur in a more
reasonable environment than we know today.
Buildings are proposed which maybe supported by the economic market of the region and which
provide activities that will enhance a city in the process of re-vitalization and growth. The na
ture of these buildings, in their diversity, will create an area alive with people throughout the
day and night, and this magnetic attraction, people with people, will offer the opportunity to be
secure as well as happy.
Finally, the architectural solution will allow for the certain future growth of the central area of
the City of Pontiac through spatial integration with other developments, circumvention of the phy
sical barriers of transportation routes and by reflecting symbolically the pride of its people and its
natural position in the growing megalopolis of the Great Lakes Region.
Ill THE REGION
THE REGION
Existing Conditions and Future Prospects
To fully understand the urban fabric in which the City of Pontiac now exists, and its future poten
tial, as well as the significance of the Urban Design proposal contained herein, it is important to
grasp the characteristics of the region surrounding the City. Basically, this region contains Oak
land County as well as segments of Wayne and Macomb Counties. Considerations which are of im
portance are population data, housing, income and educational levels, employment characteristics,
life cycle data,transportation and recreation. This section will deal primarily with these concerns.
POPULATION
Within the seven county region that constitutes the area of the TALUS * study and composed of
Livingston, Oakland, Macomb, St. Clair, Wayne, Washtenaw and Monroe Counties, the popula
tion growth has occurred at about the same rate as other metropolitan areas of the nation. However,
the SMSA of the Detroit region, which is composed of Wayne, Oakland and Macomb counties,
ranked fifth among the top 20 metropolitan areas in the country. These 20 areas not only make up
over 50% of the population of the top 100 urban areas, but constitute 32% of the entire population
of the U.S.A.
The total population of the three county SMSA unit in 1965 was 3,996,600 people with Oakland
County having 774,784 of that number which is 19.4% of the total. For this same unit, the 1990
projection is for a total population in SMSA of 5,580,796 of which Oakland County will have
1,582,098 people or a percentage of 28.4%. The total percentage increase during this period for
Oakland County will be 104.2%. Note: All that took place in Oakland County in the past 200
years will more than be duplicated in the next 25 years.
This relative and absolute population growth is of paramount importance because it indicates the
increase in market as well as human resources for the development of the region. In addition to
this, however, the age and sex composition will have an effect. Although the male and female
population will grow at about the same rate, there will be a decrease in the 0-4 year old category
rate of growth compared to the entire population and an increase in the 5-19 school age group.
This latter age group will make the planning of future educational facilities of prime importance.
The combined labor force, which constitutes the age groups of from 20 to 64 years will notin-
crease at the same rate as the overall population, but certain components within this group will
show dramatic growth. For example, the group from 20 to 29 years will grow at a rate exceeding
130%. This has important consequences for land use and transportation planning, because this
group evidences the greatest degree of participation in outdoor recreational activities. Combined
with rapidly rising median income, coupled with shorter work weeks, more automobile purchases,
and an Increase in "white collar" occupations,, the need (For transportation, recreation, housing,
and the like are quite obvious.
In addition to the above, the age group of 56 years and older will demonstrate a growth rate of
substantially greater scope than the overall population. This will necessitate future senior citizen
housing needs as well as specialized medical and recreational requirements.
The above facts, as well as the condition that in the seven county TALUS region, Oakland County
will demonstrate the largest increase in population, with adjacent Macomb County second, augurs
well for the future development of this particular region if appropriate planning is undertaken now.
HOUSING
Housing problems In the region are similar to those throughout the nation. The middle, upper-
middle and higher Income groups seem reasonably served by the housing market system while the
lower income groups are Inadequately supplied. The fact that the housing system has to this point
operated by providing housing at the upper income levels and allowing "freed" housing to filter to
the lower Income levels has created an imbalance as Indicated.
Past trends can be expected to change. Not only has great concern been generated concerning
this problem, but the efforts of the Federal Government, private groups such as Harambee, ine
and the involvement of large industrial groups will serve to close the gap in the housing market.
It will be essential that this occur, as the population changes indicated above will require ade=
quote and even distribution of housing or the development of the region will be seriously inhibited.
At the present time, the SMSA has a total of 1, 132,626 occupied dwelling units with Oakland
County contributing 215,487 of that number'. The total population in these units is 3,943,368 for
SMSA and 779,965 for Oakland County. A striking statistic at the present time is that 73.3% of
the housing units are Individually owned and 76.2% are one family units in SMSA while 82.8% are
Individually owned and 90.6% are one family units in Oakland County. It is obvious that if this
trend continued, the problems of the region in land use planning would be quite substantial. How
ever, In the region under discussion, multiple dwelling units have increased from 8.3% in 1960 to
50.7% in 1968 in terms of all housing "starts". Oakland County itself recorded the largest number
of new dwelling units in the region with adjacent Macomb County, which had led the region in
new multiples prior to 1953, assuming second position. This reversal in trends is indicative of new
living patterns, a greater nomadic tendenq/ in the population and significant changes in land use
patterns. These factors must be seriously considered as the region develops towards the future.
I NC O ME A N D EDUCATIONAL LEVELS
The projection of the distribution of income and its spatial allocation is an important indice in its
own right. The distribution of income is a significant determinant of the spatial distribution of
households as well as an index of total and relative household welfare levels. It is also an excel
lent- measure of purchasing power, and therefore, a strong influence upon the location of retail
services and other household-oriented activities.
Projections to the year 1990, as established by TALUS, indicate that those with incomes under
$3,000, which comprise 13% of all regional household units in 1965, will diminish to 6 .5 % of the
total. Correspondingly, households with incomes above $10,000 will change from 29.1% in 1965
to 74.5% in 1990. Those households in the highest income class (about $15,000) will increase
from 9 % in 1965 to almost half of all households in 1990. Trebling of the region's aggregate in
come by 1990 will be accompanied by a 91% increase in median household income from $7,760 in
1965 to $14,800 (in 1965 dollars) in 1990.
Since educational level has a correlation to income, it would be of value to represent the present
situation existing in the region. In Oakland County there are 34.1% of the people who do not
possess a high school diploma as opposed to 45.5% in SMSA. High school graduates represent
30.7% in Oakland County compared to 29.9% in SMSA while those who have either completed
some college work or graduated therefrom represent 35.2% in Oakland County as compared to
24.6% in SMSA. This relative position, educationwise, promises well for the satisfaction of lead
ership personnel as well as professional and administrative resource in the region immediately adja
cent to the City of Pontiac.
EMPLOYMENT CHARACTERISTICS
A basic premise of the Battelle Memorial Institute, an organization whose projections were adopted
by the TALUS group, is that the evolution of the economic structure will be toward a human re
source economy as opposed to a manufacturing economy. This is not only generally true for the
nation, but also for the region we are discussing. This is particularly significant for our region be
cause of the predominant nature of manufacturing historically.
In the construction industry the rate of employment wi11 increase modestly between 1960 and 1970
and thereafter remain fairly constant after 1970. However, it must be remembered that this trend
is predicated upon present construction practices. As industrialization of housing inevitably in
creases, the employment statistics will undoubtedly be affected in a downward direction due to the
employment of advanced technologies which will reduce the man-hour per unit of labor investment.
The manufacturing sector of our economy will also increase employment levels in the forseeable
future, but this increase will be only in the magnitude of 0105% per annum which is markedly below
past trends and clearly reflective of a switch in the regional economic base. In the motor vehicle
production area, the absolute level of employment should remain stable. However, this stability,
when compared with the significant growth of total employment indicates a decline from 17.5% in
I9601to 9.8% in 1990. The concentration of executive and engineering talent will be the major
factor in maintaining total motor vehicle employment by offsetting reductions associated with in
creasing automation.
The transportation employment projection for the period from i9601to 1990 assumes that the region
will account for an increasing share of the state's employment in this area primarily associated with
the air transport industry and transport elements of distribution.
The present situation concerning employment data for heads of households indicates that the people
presently employed of this category represent 85.3% In Oakland County and 78.6% of SMSA.
The unemployment rate in Oakland County is 0.8% while in SMSA St is almost double at 1.4%.
The white collar worker category in Oakland County stands at 53.6% compared to 41.6% in SMSA,
while the blue collar worker category stands at 46.4% in Oakland County as compared to 58.4%
in SMSA.
A review of the trends predicted by the TALUS study from 1970 to 1990 concerning the area im =
mediately surrounding the City of Pontiac and including Hazel Park, Berkeley, and Oak Park on
the south, Bloomfield Township and Southfield on the west, Pontiac Township and Rochester on the
north and Madison Heights plus Avon Township on the east indicates quite dearly some major
changes in the employment structure. At the present time, the absolute number of persons employed
in manufacturing is 66,095 while the professions now contain 37,969 people. In 1990 this situation
will stand at a total of 64,659people occupied in the manufacturing area and 103,285people in the
professional area. The percentage of changes in these two areas alone indicates a 2.17% decrease
in manufacturing employment and a 172% increase in the professions. The entire TALUS region
indioates an increase of 6.25% in manufacturing and a 152% increase in professional employment.
The trend is quite dear and dramatic in illustrating that the "white collar" will replace the "'blue
collar" occupations as we move towards the year 2000. In terms of economic structure and living
patterns, this will constitute a revolutionary change which must be accounted for in any planning
for the future. This has been attempted in the Urban Design Study presented in this brochure.
UPE CYCLE DATA
Life cycle data is of value because it illustrates the age categories as well as marital status of the
population. TThese statistics can then be studied from the point of view of requirements necessary in
housing, recreation and educational facilities as well as labor force availability and economic
market potential.
For clarity, the data Included herewith 1$ related to the life cycle descriptions used In the TALUS
report as defined below:
Life Cycle 0 The head of household Is unmarried, less than 45 years of age, with no
children present.
Life Cycle 1 The head of household Is married, less than 45 years of age, and no
children are present.
Life Cycle 2 The head of household is married, and the youngest child present is less
than five years ldc
Life Cycle 3 The head of household is married, end the youngest child is between five
and seventeen years of ae0
Life Cycle 4 The head of household is married, and the youngest child present Is
eighteen years old or older.
Life Cycle 5 The head of household is married, 45 years or older, and no children are
present.
Life Cycle 6 The head of household is unmarried, 45 years of age or older, and n
children are present.
In the region surrounding the City of Pontiac, which we have been discussing, the percentages of
change in the various life cycles and the absolute number of household changes indicated by the
chart below.
Change
Life Cycle Present 1970-1990 % Change
0 3,895 4,677 120%
1 14,159 6,989 49=1/2%
2 53,852 46,724 87%
3 59,084 38,793 65=1/2%
4 15,178 10,658 70-1/4%
3 44,052 33,419 76%
6 15,923 15,830 99=1/2%
The significant changes which will occur in life cycles two and three, on absolute numbers alone,
clearly indicates the extensive needs for educational, and recreational facilities required in the
futureo The impact of the change in life cycle five is not so significant in terms of the above eri =
teria since the children of this age group are on the verge of leaving home either for the purpose of
going on to college or finding their position in the employment sector. Generally, both of these
decisions indicate a move away from the present domicile, if present trends continue.
The changes in life cycles five and six clearly indicate again what was mentioned earlier This is
that concern must be given in the areas of senior citizen housing, and specialized recreational and
medical facilitieso A significant attempt to reflect this fact is presented in this Urban Design Study.
Finally, with the significant increase indicated in the population of younger people and their in
creasing economic power as well as cultural attitudes, careful consideration must be given to
changing market demands, the satisfaction of the demands of more liesure time as well as differen
tiated housing needs.
Sine the conditions relnting to this aspect of the region is covered in another section of this re-
port in detail, only a generalized review will be undertaken here.
At the present time, in Oakland County itself, a greater percentage of households have two auto-
mobiles than in any other section f SMSA. This total of 42.9% compares with 31.5% for SMSA as
a whole, 27% for Wayne County and 39.3% for Macomb County which is the closest competitor in
this area. In addition, those households with three or more automobiles total 78% in Oakland
Count)/, 5oS% in SMSA, 5.0% in Wayne County and 6.5% in Macomb County, which is again the
closest competitor. Further confirming the significant place the automobile has in the region is the
fact that Oakland County has the highest average of daily trips per household at 9.9. This com
pares with 8.0 for SMSA, 7.1 for Wayne County and 9.8 for Macomb County.
Since the automobile will undoubtedly increase in usage, particularly in the region under consider
ation, it is significant that this region has an admirable route system which includes the 1-75 and
1-696 freeways. In addition, the completion of the 1-275 and M-59 routes will provide a circum
ferential feeder route of convenient access to the entire southeastern Michigan area
The rapid transit proposals which are presently under consideration in the City of Detroit dearly
indicate that the primary route will be along the Woodward corridor. The logical and inevitable
extension of this necessary transportation system will reach the City of Pontiac and its region in the
forseeabfe future. This factor, combined with the highway system, railroad lines end air transport
facilities will open new markets unforseen at the present time. The plaza type design for Pontiac's
C.B.A. attempts to reflect this point. The plaza is designed to be the terminal point of this rapid
transit consideration.
One final statistic should be mentioned. The projections of the Oakland County Planning Com
mission Indicate that by I9601almost 6,000,000 people will live within 60 minutes of the City of
Pontiac and 7,500,000 people will live within 90 minutes in terms of driving time. Using the
same factor, 5,100,000 people will be within 40 minutes driving time distance in 1980. In 1970,
the Oakland County Planning Commission projects 4,270,000 people within 40 minutes, 5,500,000
within 60 minutes, and 6,750,000 within 90 minutes driving time from the City of Pontiac. Im
pressive as these figures are, if is clear that the implementation of a regional and balanced trans
portation network will radically change these figures and open up vast new market opportunities.
Oakland County, and its immediate region, provides the most extensive open space reserves and
recreational activity areas of any similar region encompassed in the TALUS report. The vast num
ber of lakes, and the varied scenic landscape, provide immediate and convenient recreation of
significant variety. All seasons in this area can be satisfied in terms of recreational needs.
This natural advantage of the region surrounding the City of Pontiac is very fortunate because the
doubling of the population by 1990 combined with the change in living patterns will treblethe
recreation requirements. However, this must not be left to chance nor allowed to develop in the
uncoordinated fashion of the past. Not only must there be regional controls to prevent pollution
of these resources, but open space planning must begin immediately. The TALUS report specific
cally proposes the following recreation and open space uses.
Paint Creak Recreation Area - Extension of Rochester-Utica area along and through the Paint Creek
VaT ley.
Oakland Lakes Recreation Area - Development of the Buhl estate in Southern Oakland Township.
Linkage - Paint Creek, Bald Mountain, Oakland and Oxford Recreation areas along stream beds
and through a system of parkways.
Independence Lakes Area Development - The north and northeastern portion of Independence Town=
ship near Clarkston.
Inter-Linkage - Pontiac Lake, Highland and Proud Lake Recreation Areas by a system of stream and
parkway oriented open space buffers. Expansion and connection of Kensington Metropolitan Park
and the Island Lake Recreation Area across L ivingston-Oakland County boundaries.
Finally, the TALUS report recommends the expansion of an open space system along the upper
Rouge River stream branches and the development of a continuous parkway aligned with the Clinton
River in Avon and Pontiac Townships.
These recommendations are necessary to preserve and create a suitable living environment in the
region, but they must be combined with a concerted effort at renewal and preservation of recrea-
tional resources already polluted or in the process of distinction through thoughtless exploitation.
SUMMARY
From the data and projections contained in this section, it is evident that the region immediately sur
rounding the City of Pontiac is in the process of rapid growth. This growth holds great promise for
the future in terms of all the assets associated with a civilized existence. This potential, combined
with the fact the region still maintains a greatdeal of its natural amenities, provides a unique oppor
tunity to fulfill the needs of the future in a humane way. As such, the requirements for immediate
comprehensive planning is essential. The content of this report constitute one significant aspect of
that planning, but cannot constitute the total needs. Therefore, it is the recommendation of the
authors of this proposal, that this project be viewed as one aspect of the significant growth of the
region, and that it serve as a catalyst for continuous and organic planning of all aspects of the
region.
THOSE IN POSITIONS OF INFLUENCE A N D AUTHORITY I N THE PONTIAC COMMUNITY MUST
REVIEW ALL OF THE ABOVE CONSIDERATIONS WITH EXTREME CONCERN. THE PONTIAC CITY
P L A N N I N G C O M M I S S I O N A N D THE PONTIAC AREA P L A N N I N G COUNCIL IN PARTICULAR
SHOULD BOTH BEGIN A PROGRAM OF STUDY TO BE CERTAIN EACH OF ITS MEMBERS HAVE
FULLY ABSORBED A N D UNDERSTOOD THE OBVIOUS RAMIFICATIONS OF THE ABOVE DATA.
PONTIAC MUST CHOOSE TO UNDERSTAND ITS TREMENDOUS POTENTIAL BECAUSE THE FU
TURE OF THIS AREA IS NOT AT THE CROSS ROADS OF E C O N O M I C SUCCESS OR FAILURE, BUT
RATHER AT THE CROSS ROADS OF HUMAN SUCCESS OR FAILURE. FAILURE TO UNDERSTAND
WILL PRODUCE DISASTROUS RESULTS. UNDERSTANDING WITH PROPER REACTION CAN PRO
DUCE A N ENVIRONMENT FOR MA N IN THIS REGION THAT IS WORTHY OF HIS EXISTENCE,
HIS HOPES A N D HIS FINEST DREAMS.
A primary source of information for this section was the Detroit Regional Transportation and
Land Use Study (TALUS). Permission for its use was granted by Mr. Irving Rubin, Director.
IV THE COUNTY
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THE COUNTY
Oakland County Pontiac Market - "If We Work Together, We Can Move Mountains"
When I read through the last issue of Markets of America, 1 found the cities of the United States to
be surging and vital,, with unlimited potential for qualitive growth and each having a future which
loomed brighter and more prosperous than its past. I was impressed by the expansive pride display
ed by the writers from our great metropolitan centers. Hardly a one did not consider his city a
mecca or strategic for the nation's successful business enterprises.
Some of the authors provided listings of the retail and manufacturing concerns already located in
their communities. These lists read like Fortune's 500. And where company names were not pro
vided, one could see that the communities were in the path of development and growth.
There is no getting around the basic fact that there are many matureand affluent metropolitan econ
omies in the United States. Cities, with enormous assets that have accumulated over many genera-
tions, are spread along both shores of this country as well as in portions of mid-America.
PROBLEMS OF BEING HEARD
In the face of such overwhelming odds, how can the new young community have its voice heard?
How do you battle the giants? Certainly in the case of Oakland County, which is a portion of the
Detroit metropolitan area, it is difficult for a constituent county to develop a unique national iden
tity while participating as a member of the metropolitan team. Yet, I believe both are essential.
Who would say the winning team doesn't need a Bart Starr, Gordie Howe, or a Mickey Lolich?
Now, what about the virgin market? Are there such pieces? Or, should 1 ask, are there any
left? The answer, emphatically, is yes! A virgin market can be defined as one where: (1) there
is an abundant supply of available land; (2) population pressure is exceeding the rate of new resi
dential construction; (3) the entrepreneur is behind in satisfying the consumer needs of the resident
population due to dramatic upward shifts in income levels; and (4) the assets of both populace and
government are sizeable enough to launch and carry out major new developments.
If you read this definition of a virgin market carefully, you will see that it applied to frontier
America, but it is beginning to apply again to some of our aggressive ghetto areas where urban re
newal has left hugh voids; and, moreover, it fits the description of some suburban metropolitan
counties.
Oakland County, Michigan is just such a virgin market. In the remainder of this discussion, I
want to provide a clearer portrait of Oakland County and, in order of importance. I will review
briefly its people, its land, and its wealth.
CLEAR PORTRAIT
Oakland County, located in south-eastern Michigan adjacent to and immediately north of the City
of Detroit, is a piece of real estate amounting to 900 square miles and currently is inhabited by
nearly a million people. And, in the course of making population projections which include stud
ies of birth rates, death rates, mobility and fertility, we discovered that we could expectto have
another half-million people with us in the next twenty years if all continued to develop at its pre
sent pace, including the use of the pill.
The consequences of this type of thinking revealed that Oakland County and its good people would
soon become a real competitor to the City of Detroit and its neighbors. In fact, it could well be
come the new dominant social force in the region. These are heady thoughts, even for a virgin.
Naturally, the form of the new metropolitan federation that will emerge in the next two decades
is difficult to predict, but the awkward coalition of many hundreds of governmental units will be
modified to recognize the new giants which are growing in the fertile suburbs of Detroit.
The people in today's Oakland County market area are a mixture of blue and white collar and it
would be fair to say that the mix is about fifty-fifty. We expect it to go sixty white and forty
blue before the end of the century.
Like other suburban markets, Oakland is dominated by youth. Half the people are under 24 years
old and this fact coupled with the prospect that the young adult age group will double in the next
twenty years adds further fuel to the argument that the Oakland market has immense potential and
displays lusty virginal qualities,
DOMINATED BY YOUTH
Youth, marriage, npw families, and babies are expected in greater number in the two decades
ahead with the particular need to focus more and more attention on the teenager and his require
ments. Faster and soupier cars, pot, drive-ins and drag races are not going to accommodate the
social market demands of the tripling teenage group between now and 1990. The burgeoning teen
group is not only a virgin market, it represents far more importantly a vital youth group which calls
for an honest non-exploitative reconsideration of their needs.
WORKING TOGETHER
One of the more promising developments in Oakland County was the formation of Harcmbee, Inco
It is an organization devoted to fostering and carrying out programs aimed at improving the eon=
omic, social, educational, cultural and general welfare of disadvantaged people living in slum
and blighted areas. Its purposes are comprehensive and bold.
Harambee is an African (Swahili) word meaning 1[Lef Us Work Together". Basic to the group is its
belief in self-determination which to them means simply having the opportunity to share in deci =
sions that will affect the lives of those who live in the indegenous community = promoting and pro
tecting the interests of black people.
Although Harambee is concentrating its activities in the ghetto areas, if has the potential of be
coming a model means of bringing self=determination and dignify to many other groups in Oakland
County.
There is no resource richer than that of dedicated human beings working together.
Moving on to the land resources, 1 have frequently characterized Oakland County as being com=
parable to an underdeveloped country. Only 30 per cent of the county is urbanized with 70' per=
cent vacant or in marginal agriculture. This represents a lot of real estate waiting for something
to happen, especially when we're talking about a base of 900 square miles.
The unique phenomena of population growth pressures coupled with over fen consecutive years of
economic improvement, have produced a large unfulfilled housing demand in Oakland County.
Indications are that some new developers and builders will move in to tap the profits at the upper
end of the scale. Fortunately, the area has some of the country's best developers located within
its confines and we look hopefully for some pace=seffimg developments to emerge from these local
offices. 1 believe our realtors, developers, industrialists and men of finance need to join together
with government to amass the capital and know-how to build the three new cities which will emerge
in Oakland County before the turn of the century.
NEED FOR QUALITY PLANNI NG
No matter how the future is viewed, we can expect no more than mediocrity in land development
if we only witness the gradual unsurpation of defunct forms and their conversion to bi-level and
tri-level living., We badly need a new public-private land development agency to plan, design
and build the new urban forms for the 197Qs. We cannot afford mediocrity. We need the building
of three radically different, functional, albiet, beautiful new cities in Oakland County.,
The land development of the seventies in Oakland County will call for new cities,, the beginnings
of mass transit facilities, and the acquisition of three or four new airport sites. Hi like to the
world and its markets in the 1980$ and i990s will begin to shift more and more to air movements.
In any event, the virgin market awaits the innovator and creative entrepeneur who is going to pr=
vide more than the minimum called for in local zoning ordinances created in the 19S0|Dsand one
who sees beyond providing an environment reminiscent of the past. Luckily, in Oakland County
there are a number of innovators. We hope they are tuned-in to the needs of the people now.
The final portion of this paper is concerned with the wealth of the people of Oakland County.
I am reminded of an article which appeared in Newsweek during the month of November, 1968.
In effect, the brief article said that the U.S. Commerce Department expects half the nation's
families to reach a $10,000 a year income by 1977. When 1 looked at our most recent studies of
income, 1 found that already in 1968 Oakland County families were averaging over $11,000. This
almost pompted me to write the article around the theme, why wait until 1977, when you have an
eager market earning more than the predicted average already a decade in advance!
FOUR FACTORS
The ingredients of any market include four factors; (1) the buyer; (2) the seller; (3) the buyercs
capability to buy (income or credit); and (4) a product which the buyer desires or needs.
We find in the oase of Oakland County, adequate buyers, described as a population approximating
a million, and incomes which far exceed the national family average. The characteristic which
transforms Oakland into a virgin market, is the lack of sellers and the limited selection of products.
One of the features of the Oakland County market is its wide spread of desires and needs on the
one hand, and comparable spread of incomes on the other.
Oakland has its wealthy and its poor. Much work is required to bring the poor, the unemployed
and fhe other disadvantaged back Into the mainstream of people leading productive, active and
rewarding lives. Important segments of the business community, OEQ, Harambee, and others are
dedicated to solving this problem.
Although the aggregate assessed value of Oakland County is over three billion dollars, which pro
vides an excellent bonding base to launch public programs, the county still had 3 % of its people
classified among the poor.
All signs point to improvement which can only come about by strong enlightened leadership.
George N . Skrubb, Director, Oakland County Planning Commission, Pontiac, Michigan published
in "Markets of America'1 Magazine = Volume 33 - 1969.
NORTH
CITYOF PONTIAC
Oakland count y, mi chi gan
2000 4000 6000 8000 10000
y THE CITY
THE CITY OF PONTIAC
History and Growth
The City derived Sts name from Pontiac, Chief of the Ottawa Indians and leader of the confederacy
of Ottawa, Potawatomi and Ojibwa tribes who made their homes in the area in which the City 1$
now locatedo
A group of Detroit businessmen formed the Pontiac Company and established a settlement on Nov
ember S, 1813 when they purchased eight quarter sections of land at the junction of the Saginaw
Trail and the Huron River* This was the first important settlement in the interior of Michigan. The
first building erected housed a group of men sent into this virgin territory to clear timber for a dam
and saw mill. In 1820 the governor of Michigan proclaimed Pontiac as the County seat of Oakland
County.
Before the Erie Canal was opened in 1825 the settlers trickled into the area by wagons. After the
canal opened, the migration of settlers increased substantially. Oakland County had a population
of over four thousand by 1830. An act of the Michigan Legislature provided for the incorporation
of the Village of Pontiac on March 20, 1837 and it became a city on March 15, 1861 by a similar
process.
In 1843 the Pontiac Detroit Railway Company completed a route to Pontiac which contributed
greatly to the agricultural and industrial progress of Pontiac. By the middle of the 1880's, the
Pontiac Spring Wagon Works was producing and shipping buggies, surreys, and road carts* Other
companies soon entered the carriage manufacturing business which was the major industry of the City
until the end of the nineteenth century, when automobiles began to supplant the carriage.
Presently Pontiac is one f the major producers of automobiles and trucks in the world. The e$feb =
lishmentby General Motors of their Pontiac, G M Truck and Coach, and Fisher Body Division
in the Sate 1920$, established Pontiac as an automotive giant*
The industrial growth of Pontiac was also manifested by a fast accelerating population growth. The
Following table indicates this growth.
POPULATION
1940 1950 I960
City of Pontiac 66,626 73,681 82,233
Oakland County 254,068 396,001 690,583
Greater Pontiac Area 175,000
Regional Setting
The City of Pontiac is located at approximately the geographical center of Oakland County which
is the second most populous County in the State of Michigan. Oakland County has a total land area
of eight hundred and sixty seven square miles and Pontiac comprises twenty square miles.
Pontiac is part of the burgeoning Detroit Standard Metropolitan Statistical Area, with Detroit
approximately twenty five miles south. Flint is thirty five miles norths Warren fen miles east, and
Ann Arbor fifty miles west.
Major highways connecting Pontiac and large population centers in the State include, (Jo So Inter-
state Highways 75 and 10, and State Routes 59 and 24c Railroads emanating from Pontiac include
the Grand Trunk; Detroit, Grand Haven and Milwaukee; Michigan Airline; and Pontiac Orion and
Northern Railroads.
Passenger service to cities throughout Michigan is provided by Greyhound Bus Lines and Great-
Lakes Transit Corporation. Thirteen motor freight lines are based in Pontiac and serve all sections
of the United States.
Two airports serve the Pontiac area. The Oakland-Pontiac Airport is located approximately four
miles from the western City limits, while the Oakland-Orion Airport is about five miles from the
northern border. Both airports presently serve private and light cargo aircraft. Plans are now pro
posed to enlarge both airports. The Oakland-Orion Airport will eventually accommodate medium
size jet aircraft, including limited commercial passenger traffic, while Oakland-Pontiac Airport will
confine its expansion to enlarging and modernizing present facilities.
The City of Pontiac furnishes intra-City transportation for its residents through the Pontiac Transit
Corporation which is a private carrier, but subsidized by the City. The City guarantees the Pont
iac Transit Corporation shall not operate at a deficit.
Pontiac Transit Corporation has a six day schedule running from 5 A M to 7 PM. It also furnishes
transportation to the Pontiac Mall, a regional shopping center just beyond the western edge of the
City*? and also provides passenger service to the Oakland County Service Center, a portion being
slightly beyond the northwest City limits.
Presently the City Manager has executed and filed on behalf of the City of Pontiac, Michigan,
jointly with the Southeastern Michigan Transportation Authority, an application with the United
States Department f Transportation to aid in financing the purchase of fen new thirty-three to
thirty-five passenger, air-conditioned, diesel transit buses to be used by the City f Pontiac to pro
vide improved transit service to residents of the City. Thus the City of Pontiac has assured a stable
and efficient City transit system.
Over four hundred fresh water lakes are within easy commuting time of Pontiac, and include seven
within the Corporate limits of the City. The topography of the Pontiac Area is a gently sloping
terrain.
All of the foregoing factors have contributed heavily to making Pontiac an excellent area in which
to live, play and conduct businss0
Employment and Income
Total employment in 1960 for Oakland County was 240,861 persons, with Pontiac having 29,878.
It is estimated that the present employment figures for Pontiac total approximately 35,000.
The median family income for Oakland County in 1960 was $7,576, with Pontiac having $6,011 foe
a similar period.
In July, 1968 the total labor force for the Pontiac labor market was 75,000 persons with a total
unemployment figure of 2,200 persons, or approximately three percent of the total.
Total industrial income For Pontiac in 1969 was approximately $377.5 million, which substantially
contributes t making Oakland County one of the highest personal income areas in the United States
with an annual income in excess of $11,000 per year.
While the income of those living in Pontiac does not equal the average income for the County, the
area to the south and within five miles of the City is the highest income area' in the entire State,
and one of the highest income areas in the Country.
Pontiac exceeds the national average in personal and median family income, and has a lower per
centage of unemployment.
Government
On July 12, 1920 the voters of Pontiac approved by charter amendment the "Commission-Manager
Flan1 of government for the Cifry. It became effective on September 15, 1920. Previous to this
amendment the form of government had been a "Weak May or-Counci I" form.
The "Commission-Manager Plan" provides for the election of a commission of seven citizens every
two years. A primary election is held in March of each even numbered year with this election be
ing conducted on a seven district geographical basis. Candidates for Commissioner from each dis
trict shall be nominated by vote of the qualified electors of such districts (the two candidates re
ceiving the most votes in each district to be deemed nominated for Commissioner from such district)
but the Commissioner from each district shall be elected by vote of the qualified electors of the
City at-large in April, and the candidate for Commissioner in each district receiving the highest
number of votes shall be deemed elected.
The Commission following each General Municipal Election in April shall elect by ballot one of its
members as Mayor, who shall be the presiding and executive head of the City.
Each Commissioner, except the Mayor, shall be paid by the City the sum of $25.00 for each official
meeting of the Commission attended by such member; provided, however, that no member of the
Commission shall receive more than $1,300 in any one year, except that the Mayor shall be paid
$2,000 per annum for each calendar year.
The City Manager shall be responsible to the Commission for the proper administration of the affairs
of the City, and to that end shall make all appointments, including the heads of departments, ex
cept that of Law, Finance, and City Clerk, who shall be appointed by the Commission.
The City Manager shall be appointed by the Commission and compensation fro be fixed by this body.
An Assistant-Manager shall be appointed by the Commission, who shall when directed by the Com
mission, perform the duties of Manager, in case of his sickness, absence from the City, disability,
suspension, removal or resignation.
The Commission shall meet regularly not less than once each week. All meetings of the Commission
shall be public and any citizen may have access to the minutes and records thereof at all reasonable
times. The Commission shall determine its own rules and order of business and shall keep a journal
of its proceedings. A majority of all members elected fro the Commission shall constitute a quorum.
Tax Rate: In Pontiac, the combined city, school, special voted and county tax for 1969 was $48.50
per $1,000 of equalized valuation divided as follows:
School $27.23
City 11.26
County 10.01
$48.50
Assessment: In the State of Michigan, by statute, real and personal property (machinery, fixtures
and inventory) shall be assessed at 50% of true cash value.
Cash Value: The true cash value of buildings is usually determined in accordance with the assessor's
consideration of replacement or reproduction costs less depreciation with obsolescence.
The true cash value of machinery, equipment furniture and fixtures is determined by applying mul
tipliers issued by the State Tax Commission. For example, $1,000 worth of machinery of average
life purchased in the current year would have applied to it a multiplier of 93%.
The true cash value of inventories is determined from records of the taxpayer. Inventory stored in a
public warehouse and destined for sale outside the State of Michigan is tax exempt.
City Income Tax: Pontiac has a one percent (1%) rate on residents and businessmen in the city and
one-half of one percent (1/2%) rate on non-residents who work in the city.
COMMUNI TY FACILITIES A N D PUBLIC IMPROVEMENTS
Civic Center
During the late 1950's, following various study recommendations and decisions made as early as
1926, the City completed the first phase of a 24.7 acre Civic Center with the erection of a City
Hall. Two years after its construction in 1955, a new Public Safety Building was constructed to
house the police department and municipal court. In the early 1960$, a new central library and
central fire station were constructed in the Civic Center to better serve the community. The Board
of Education in 1965relocated its Administration Building which had been acquired by urban renew
al to make room for new downtown development, into the Civic Center. The City is now consider
ing a new Court Building to provide space for the expanding judicial needs of the City residents.
To further realize the advantages of a planned Civic Center, plans to construct a large elementary
school complex, known as the Human Resource Center, have been completed and construction pro
posed for 1970. This facility will not only serve eighteen hundred children in a unique elementary
school program, but also provide educational opportunities for adults, and further, house other com
munity services needed by the area .
When fully completed, the Civic Center will certainly be an asset to the community.
Library
Just to the west of the Civic Center, is the new Public Library. This new library provides a facility
architecturally pleasing and readily accessible and has the ability to provide enough land for ade
quate parking and future expansion.
Education
During the 1960's, the Pontiac Board of Education, has undertaken a major expansion program. In
addition to a new administration building in the Civic Center, six elementary schools, two junior
high schools and one senior high school was constructed. Numerous expansions to existing facilities
was also completed.
Plans are presently underway to develop a forty five hundred student high school facility on an ex
panded Central High School site.
Oakland University commenced operations as an affiliate of Michigan State University on land
donated by the Co Ec Wilson family. Today, it is autonomous, having achieved recognition as one
of the nations finest four year colleges. The growth has increased almost ten times, in as many
years.
Oakland University has become one of Southeastern Michigan's centers of culture. The Meadowy-
brook Music Festival is the summer home of the Detroit Symphony Orchestra. Thousands attend the
concerts, located in the outdoor band shell near the main campuSo Many bring basket lunches and
sit on the grassy hillside to listen to the performance.
Meadowbrook Theater, located on campus, is the home of the John Pemald Repertory Company.
There is a capacity crowd at every performance.
The Oakland Community College, founded in 1965, has since increased in enrollment and scope of
curriculum. To serve these demands, this system has increased to three campuses. In a joint pro=
ject, the Pontiac School District and Oakland Community College is constructing a vocational
training center to meet a need for this type of training in the surrounding area.
In the mid 1960's, the citizens of Pontiac raised money to purchase one hundred and sixty five acres
of land on the east side of the City, and gave this to the Michigan Osteopathic College Board for
the Michigan College of Osteopathic Medicine. The first class enrolled in 1969.
Hospitals
The Greater Pontiac Area medical needs are being provided by three outstanding hospitals. Pontiac
General, which is City owned and operated, has been undergoing a continuing expansion program
for more than ten years. During this time, the number of beds has doubled to four hundred. In
addition, a new emergency facility has been constructed. The hospital is presently enlarging its
parking facilities, and acquiring land and buildings for expansion of its mental health program.
Housing has been a problem in recruiting outstanding interns. Consequently, the Hospital Building
Authority recently constructed twenty modern multiple housing units for use by interns.
St. Joseph Mercy Hospital is also responding to the hospital needs of the community. Several years
ago it called upon the Greater Pontiac community to donate money for greatly expanded facilities.
Through this solicitation and other various grants it is in the process of a major construction program
at a cost of sixteen million dollars.
Pontiac Osteopathic Hospital, the largest Osteopathic hospital in Michigan expanded to four hun
dred beds in 1962, and complete modernized the older section of the hospital.
Public Utilities
To facilitate growth for the City of Pontiac, key decisions were made to provide the proper utility
services by the city.
Water
The first key decision was to construct a new water treatment plan to receive water from the City of
Detroit. The only previous source of water had been from underground wells which were unable to
provide the present demands required.
With the agreement for water supply being provided by the City of Detroit, the City has been able
to expand and rebuilt the necessary trunk facilities to meet the consumption requirements for water
both now and in the future.
Sewer-Sonitary
The sanitary sewer system is provided through a series of trunk, interceptor and laterals which pro
vide generally effective service for the older and more densely built up portions of the City. How
ever, there was a problem with sewerage treatment. To alleviate this problem, the City built a
new treatment plant and modernized the old plant. With these improvements, the City is now able
to attain a level of treatment that can adequately handle both present and future demands.
Storm Sswer
Storm sewer facilities are provided by the City in conjunction with the County system. There were
problems that existed with the Clinton River, the major carrier, in the Central Business District.
Large construction has located portions of this river underground, and future widening and cleanup
projects are proposed along the water course.
Garbage and Refuse Disposal
The refuse collection and disposal has been handled completely by the Department of Public Works
and Services. A new sanitary land fill site, a 22 acre tract for solid waste has been developed that
should adequately handle the needs for the next twenty years, and perhaps longer, if new compac
tion methods are utilized.
Streets
In the late 1950's the City recognized that the major street facilities were becoming congested,
particularly within the downtown area. The City, in conjunction with the Michigan State Highway
Department and the Federal Urban Renewal Authorities, cleared land around the Central Business
District, to create Wide Track Drive, a perimeter road around the Central Business District. The
completion of this facility minimized the traffic and pedestrian circulation conflict problem within
the downtown area. Due to this loop route, the major street is now used for shortterm parking
malls, meeting a definite need of the downtown stores.
In 1967, with the completion of the M-59 freeway from the east side of the City into downtown, the
connection to Interstate 1-75 was completed, and excellent expressway service was provided for the
City.
Public Utility Service
The utility needs of the Pontiac area is served by Consumers Power Company for natural gas, Detroit
Edison for electric, and Michigan Bell Telephone for telephone service. These utility companies
have undertaken the necessary improvements and additions to continue to provide excellent service.
Consumers Power Company recently completed the construction of a four million dollar service and
office building. The Michigan Bell Telephone Company is in the process of constructing a twelve
million dollar expansion to their existing building in the Central Business District.
County Government Facilities
Oakland County Government is expanding its facilities at a rapid pace, located on the west side of
the City in the County Service Center, in an effort to meet the growing demands and needs of the
residents of the County.
During the last 10 years the Service Center area has seen the construction of the County Court
House, the first phase of the Children's Village, and central offices for the Oakland Intermediate
School District. Presently under construction is a service building to house the County Drain Gam=
mission, DPW and the Facilities and Engineering Department (1970), plus the County Law Enforce
ment Jail Complex (1972). Other projects are now at the planning stage.
Industrial and Commercial Expansion
In the mid sixties, Pontiac Motor Division, in response to the enthusiastic demand for their product,
found St necessary to expand theirreal estate holdings byacquiring several hundred houses and bus=
iness establishments in the vicinity of their plant in north central Pontiac. This land made it poss=
ible for them to Initiate an unprecedented expansion program of two large warehouse buildings, one
of more than one million square feet, major additions to the foundry, including the installation of
the first of seven electric arc furnaces which will substantially reduce air polution in the City,
several new manufacturing buildings and additions, plus the alteration of several other buildings.
The entire community Is proud of their new administration building, and the addition to the engl~
neering office building, both of which will soon be ready for occupancy.
General Motors Truck and Coach Division, while getting a later start, is also in a major building
boom. They have constructed major new buildings and have extensively revamped several existing
buildings which had little utilization in recent years. Their building expansion program is pro
grammed to continue to meet the growing demands for their product.
The Fisher Body Plant, while not as active as the other two, has altered major sections of their
facility In order to provide the bodies For Pontiac Motor.
During the 1960's, the City has seen the establishment of three shopping centers within the City
limits, and a large regional center on the edge of the City limits to meet the shopping demands of
Greater Pontiac.
Housing
The growth in the industrial plants has created a tremendous demand for housing. Developers have
attempted to meet this demand through the construction of nearly three thousand multiple dwelling
units since 1964. The types of units constructed have been nearly equally divided between those
constructed for low, moderate and middle or upper income families. During this same period,
approximately five hundred single family homes have been constructed. This construction has re
sulted in a population increase of the City by more than ten percent (10%) in six years, or at
nearly the same rate as that of the County. Developers have planned for nearly four thousand
additional multiple family housing units in an effort to meet the community's continuing housing
needs.
Urban Renewal
In 1957 the community leaders, concerned about the deteriorating condition of the downtown and
surrounding residential area initiated an Urban Renewal Project. With the assistance of a seven
million eight hundred thousand dollar federal grant for two adjacent projects, the City has cleared
deteriorated business and residential structures to provide land for redevelopment. The City has
seen the construction of fifty six units of multiple housing, forty nine single-family homes, several
small office buildings, and the expansion of the Civic Center.
The clearance of land by the project, has also made it possible to initiate the construction of Wide
Track Drive around the entire Central Business District, to relocate the Clinton River through the
downtown area, to provide a neighborhood playground, and a greenbelt to buffer housing from an
adjacent warehousing area.
The clearance, construction and development activities which have occurred to date in the project,
while of great importance, have only set the stage for the development of the multi-functioned
downtown core area redevelopment which is proposed to be buiIt on twenty four acres of cleared
urban renewal land. As is explained in a later section, it is expected that this development will
spark the rebuilding and renovation of the entire Central Business District and surrounding areas.
Sports Stadium
In mid 1968, the Citys sports enthusiasts were excited at the prospects that Michigan professional
baseball and football teams, the Tigers and Lions, were actively investigating the possibilities of a
new major sports facility. The excitement was generated by the fact that the City and its commun
ity leaders made a presentation to the Metropolitan Stadium Committee of a large site on the City's
east side at the intersection of two freeways. This site is ideally located in terms of access to the
sports fans of Michigan, and has ail the utilities available to the site. The site is approximately
155 acres, with a parking capacity of over 27,00Q:' cars. The Metropolitan Stadium Committee has
voted unanimously for the Pontiac Site. With the support of the community, the City Commission
has appointed a dedicated Stadium Authority which has spent the greater part of 1969 completing
the necessary economic feasibility studies In constructing such a stadium. The City has made the
major sport teams aware that a stadium can be built and financed in Pontiac. While the stadium
will be built to serve the specific needs of the major sports teams, it is extremely important to
realize that the facility can also be utilized for other events such as boat and home shows, cir
cuses, and major entertainment shows requiring large seating capacities.
The economic impact to the Greater Pontiac Area of such a facility is tremendous,, Facilities such
as this draw large numbers of people who must have lodging*, eating, shopping, and other supporting
Facilities.
Community Organizations
While attention has been focused on the City's physical improvements in which people must live,
work and play, there has also been a conscious effort to recognize and correct the social problems.
To address these problems, two new agencies with real significance to the community, the Pontiac
Area Planning Council and Harambee, Inc., were Formed. The Pontiac Area Planning Council,
initially established by the City of Pontiac and the Pontiac School District, with strong and active
support of community leaders, was formed For the purpose of activating the development of long and
short range plans for improving the social, economic, cultural, and physical conditions of the total
community. In the middle of its second year of existence, it has accomplished the formation of
many citizens, businesses, and government officials into task forces working to solve and Improve
the types of problems that are generally common to all central cities, such as housing, transporta
tion, and education. It is expected that this organization will continue to playa role in the devel=
opment of the Greater Pontiac community.
Harambee, Inc. was formed by a group of concerned black citizens and business leaders who felt the
need to become actively Involved in the development, rehabilitation, and redevelopment of those
sections of the community In which they lived or conducted business. Their total program is multi-
phased and aimed at Improving the economic, social, educational, cultural, and general welfare
of citizens through their Involvement in the decisions affecting their lives. With the aid of the
Metropolitan Detroit Citizens Development Authority, and a million two hundred thousand dollar
Interest free loan from the Pontiac Motor Division of General Motors, Harambee has acquired five
multiple housing sites, and seventy five single family housing lots for development. The years
1970' and 1971 should result In the construction of more than four hundred and fifty multiple housing
units and seventy five single family units.
The activities in the 1950,cswere only a prelude to the activities which took place in the City during
the 19bOcs. As the citizens of this City look forward to the 1970's, they can envision even greater
and more significant accomplishments than ever achieved previously.
The author of this article Is Mr. James Bates, City of Pontiac Planning and Urban Renewal Director.
;w
VI THE CENTRAL BUSINESS AREA
THE CENTRAL BUSINESS AREA
The city of Pontiac's Central Business Area*, over the past several years*, has been undergoing the
same difficulties as most cities of comparable size throughout the Country. The dilemma is not a
unique phenomenon. Perhaps it is really n one's fault that the major decisions that determined
Pontiac's present condition were made during an era that did not possess sufficient foresight t plan
in a manner that would permit a balanced growth of the community. Perhaps it was impossible at
that time to foresee the overwhelming social*, economic and physical problems that would result
without proper planning.
The purpose f this study* however, is not to dwell on the past* but rather to look at the C.B.A.
today and to attempt to project into the future a clear image f what Pontiac can become, and
hopefully, what it should become. The city of Pontiac* viewed in a positive sens, offers certain
advantages that place it in a unique and desirable position today. Some of the advantages ares
Ao An exceptionally good tax base relative to its populations
I o Population - approximately 90*000 people.
2o The total fax base (total property evaluation computed for 1969) was $461,438,263.
IP An excellent fax revenue (total property fax excluding revenue from utilities computed for
1969) was $14,368,000.
Co An industrial base comparing favorably to any in the U. So for cities the size of Pontiac. The
{ax revenue from industry (real and personal) for 1969 was 59.57%, or $8,559,01S. General
Motors Corporation alone paid 58037% of the total revenue which was $8,386,602.
Dp An unused bonding capacity that places Pontiac in an unusual position relative to SoE. MIchi
gan cities competing for regional markets. The total unused municipal bonds computed for
1969 was $33,185,000.
E. A strategic location in an area of major population. (See County and Regional sections of this
brochure.)
Po A progressive public works program, which has prepared the ground work for implementation of
major development in the Central Area.
G o An approved (PSolLDo) Urban Renewal Program.
H. Sufficient vacant land in the Central Area to permit a major development.
I . City officials and staff as well as various citizen groups that recognize the potential of the City
and are now working toward a comprehensive planning program for the entire City.
J. A location that will allow for strong personal identity as a city. It is the first major city out
side Detroit that has not been physically absorbed by the Metropolitan Area.
K. A physical size and population that will permit understanding of its problems and opportunities
for implementation of solutions.
The studies completed by Dr. Constantinos Doxiadis entitled "Emergence and Growth of An Urban
Region" offer more evidence of the Pontiac Area potential and would appear to justify the proposal
contained in this brochure. The Doxiodis1 study indicates a population of 15 million people for the
urban Detroit area in the year 2000. Based upon present trends and accounting for the share of
population in the Oakland County area, there can be little doubt that Pontiac has the opportunity
to become a very major city providing it is able to make the appropriate decisions now.
Three Alternative Plans anticipated by the Doxiadis1 studies are of interest and are related here for
the purpose of understanding the significance of the Pontiac Area.
ALTERNATIVE 121 - VOLUME II, PAGE 224
In the case of this alternative which indicates twin urban centers, one at Detroit and one
in Port Huron, Pontiac would be in the approximate pivot of the triangle of this urbanized belt
and, therefore, capable of drawing from both market areas.
With twin centers at Detroit and Toledo, which this alternative considers, the flow of traffic
would be comparatively low between the two centers and Pontiac would not be in an advan
tageous position.
This alternative considers twin urban centers at Detroit and in the Flint area. Under these
conditions, Pontiac would be in a prime position by being centrally located between these
two major urban centers.
Present Indications are that the strongest urban growth is occurring between Flint and Detroit and it
is probable that, providing appropriate decisions are made in the Pontiac Area, a significant posi
tion can be established by the City of Pontiac in this emerging megalopolis. Therefore, Alternative
129 mentioned above, considering past and present trends, has high promise not only for the ful =
fillment of all projections for the Urban Design Plan for Pontiac's C.B.A., but for future possibiIi =
ties not yet established.
To remain consistent with the possibilities of the Alternatives considered by the Doxiadis Studies,
as well as those of T.A.L.U.S., it would seem evident that three actions are required by the City
of Pontiac. These decisions are related not only to overall growth, but also to the specific con=
cerns of the Central Business Area. The recommended actions are the following:
A. Th City must finance (or cause to be financed) the research and analysis of the area's market
absorption capacity in comprehensive terms. This research must be predicated upon the under
standing that Pontiac is a part of an organic system and not an isolated phenominon.
B. The City must finance (or cause to be financed) planning studies that consider the largest num
ber of variables possible. The planning study must be consistent with the facts of the market
analysis and the final plan must reflect the volumetric necessity established by the market
absorption capacity analysis. It is, therefore, essential that the study produce a three-dime:!
siortal plan. The standard two-dimensionsl master plan type study cannot determine either
quantity or quality, nor can it portray an accurate volumetric study that has any relationship
to the market analysis.
C. The City must manifest interest in its own future as well as act as an economic generator
through investment of its capital in buildings of civic and cultural interest. These buildings
must be planned and considered as an integral part of the Development Plan. It would be of
major importance if the City could manifest this interest by being the first to invest in order t
establish an image of faith and confidence in Its own future. Verbal approval and verbal sup-
port will not suffice.
In addition to the City's direct involvement, the commercial, business and industrial institutions
existing within the City or deriving benefits therefrom must also demonstrate their civic, economic
and human responsibilities through the following means:
A. To become completely knowledgeable and conversant with all aspects of the Development Plan
and provide vigorous support through public relations programs in conjunction with the local
news media.
Bo Through direct investment in the plan by constructing their own building requirements within
the plan and/or leasing space for their needs in buildings already proposed in the Plan.
Every city has within its grasp the means and the tools to perform in a manner that will guarantee
the ultimate success of their Central Business Area It requires a definite committment by Local
Government, Business, Industry, and the Citizens of the community to work together to carry out
the plan.
The above requirements for a guaranteed successful Central Business Area are in no way unusual
recommendations. They merely represent what has taken place in every community that has suc
ceeded. Pontiac cannot expect to be an exception. It will require strong and vigorous leadership
through all the major institutions of the community supported by a strong will to succeed and the
absence of the fear to fail.
LAND INVESTMENT AS A DESIGN PARAMETER
One consideration that is paramount to the design for Pontiac's Urban Renewal Properties is the in
vestment by the City, the State and the Federal Government in the land itself. If w may assume
that a good investment is on that brings reasonable returns over a reasonable time relative to the
original investment, it will be easily seen that there are definite limitations involved that bear
directly on the Final outcome of the design concept. Another land value of equal consequence is
the final price placed on the land for sale to a re-developer. The total investment to date in the
27 acres of Urban Renewal Properties are represented by the following figures?
Perimeter Road (Wide Track Drive) only that portion related to the 27 acres:
Cost in Michigan R-20 Total $1,052,045
% claimed in R-20 by City Total in R=20 includes City, State and Federal Governments,
is 58% or $610,186
Cost in Michigan R-44 Total $306,956
% claimed in R-44 by City Total in R-44 includes City, State and Federal Governments,
is 56% or $171,895
Clinton River Tunnel
Cost in R-20
Cost in R-44
$1,815,883
524,172
Total W / B C 3 5 5
Acquisition and Demolition Total $4,500,000
Cost for Improvements, Acquisition and Demolition Total $8,199,056
For 27 acres
Investment per acre:
$8,199,065 = $303,662
27 acres
Investment per square foot
$303,662
43,560 sq. ft.
$6.97
per sq. ft.
At the present moment then, there has been an Investment of $8,199,056 of City, State and Federal
Government monies for the purpose of bringing the parcels of land together In an Improved condition
ready For sale to a developer. Note: (This figure is minus the $10,000 per month interest rate on
the Federal Government Loan.) Obviously no re-developer could afford to pay this price for the
properties and hope to make a reasonable profit from his new development. For this reason, the
Federal Government and the City have had the properties reappraised. The last reappraisal took
place In 1966 and the value placed on the land at that time was$1,300,000for sale to a developer.
The average cost per acre would be $46,738 or $1 .05 per square foot. The Federal Government
will require a final reappraisal prior to actual sale of the property; however, it Is not expected to
change the 1966 value significantly.
IF the properties are to sell for approximately $1.05 per square foot with a built In subsidy of $5.72
per square foot, there can be little question that If there is to be a return on the original invest-
ment as well as a profit for the buyer, the economic condition will demand a high density, high
Income, high rise type development. It would not be possible to construct one or two story struc
tures with surface parking on these properties that would bring an acceptable return on the original
Investment. Likewise, it would not be possible for the developer to buy the properties at the new
sale price of $45,738 per acre and then construct low rise, low density type buildings of low In
come producing capacity that would produce a profit for his efforts. It Is apparent, then, that for
the developer as well as the City, the most logical approach available In terms of investment and
returns demands a high rise, high density, high Income producing development.
Once this conclusion is reached, it remains to investigate the problems inherent in high rise devel
opment in terms of building costs relative to their efficiency and feasibility. Buildings over two
stories high require elevators or escalators and other expensive mechanical and structural considera
tions that invariable render the building economically infeasible unless additional floors are con =
structed for the purpose of gaining more efficient use of these expensive Facilities. It is generally
understood that buildings up to six stories are not operating at their maximum efficiency. To gain
proper efficiency then, it will probably be necessary to develop the Pontiac Urban Design Plan
with several buildings over six stories in height.
The main point of our discussion here is to point out the high level of probability that, if the City
or the re-developer should attempt to construct a low density type development, its chances for
economic failure are very high indeed in terms of the original investment relative to future tax re=
turns for the City and future profits for the re-developer.
Another point hopefully made clear is that the design concept arrived at in this brochure has not
been based on whim or esthetic desire. One should conclude from this section that the Urban De
sign Plan is primarily based on the economic conditions of land values in terms of investment and
land sales in terms of profit and that these factors have dictated what the ultimate minimum volu-
metric requirements will be. The thrust of the foregoing arguments offer some evidence that the
ultimate success of the total project has been satisfied at least in this area of very important criteria.
PEDESTRIAN A N D AUTOMOBILE CONSIDERATIONS
One of the most important considerations with any Central Business Area is the question of planning
for the pedestrian and the automobile. These attributes have been alluded to in other sections of
this report, but it would be of value to discuss this issue in more detail.
In cities the size of Pontiac, a recent study has revealed that the requirements for automobile
movement and parking was almost ne-third of the entire City's land mass. In the Central Business
Area it was found that as much as two-thirds to three-quarters of the land area was so used and still
the needs seemed unsatisfied. Any requirement that demands such a high percentage of land area
must be considered as one of the prime parameters for design. In view of these facts, it appears
evident that any concept for a Central Business Area will require extensive use of structures design
ed exclusively for parking. If this is an unavoidable condition, then the integration of the parking
structures with the entire concept appears mandatory. It would also seem reasonable to analyze the
possibilities For overlapping uses of auto parking areas based upon time sequences of use. This
would permit a reduction in the total number of parking spaces. In the proposal contained herein,
this is the method employed.
In regards to the pedestrian, we know that most Americans generally walk only when there is no
other alternative. The reason for this is that our environment has been arranged in such a way that
there are few places left that would be desirable for walking within our Central Business Areas.
Any new concept for Pontiac's Central Business Area must recognize that automobiles are made of
steel and travel at average speeds of 60 miles per hour while men are mad of flesh and move about
at approximately 3-1/2 miles per hour. The concept must realize that these two elements are in
compatible as long as they are permitted to operate on the same horizontal plane. In this proposal
we have provided for each element to have its proper place and in so doing, we have increased the
efficiency for the machine and permitted man to have a more romantic environment for his activi
ties. Hopefully, this will be the future goal of our technology in other areas of man's endeavor.
FEASIBILITY
PONTIAC CENTRAL BUSINESS AREA PLAN
Statement by Aaron J. Blumberg, Economic Consultant to the Pontiac Area Planning Council
This report will summarize my investigation into the economic feasibility of the "Pontiac Plan" for
rebuilding the central business district of that city on presently cleared urban renewal land. As
you know, 1 have not had an opportunity to make a thorough study of it. However, 1 have read all
of the existing reports, 1 have talked at length with the principle people involved in its planning,
and 1 can draw on my experience and knowledge of large scale real estate development and its
financing.
If 1 were asked if there is a demand for high-rise apartments there, 1 would have to answer in the
negative. The environment is too poor. Likewise, the environment is inadequate for a first-class
office building, constructed by itself. Almost any kind of non-subsidized building would meet with
the same objection from the mortgage tenders.
Therefore, it is necessary to build the type of environment required by these building. This can be
done if all of them are built together as an attractively planned unit. It would be all right to stage
the construction, so long as everyone was aware of how the entire neighborhood would look when
all of the construction is completed.
Planned unit developments are now a standard practice among progressive real estate developers.
Therefore, the basic idea of the "Pontiac Plan" is fundamentally sound.
There are cost advantages to the "Pontiac Plan1' which would give it competitive advening in the
market-place.
i A large scale plan gives a basis for standardization of windows,, concrete forms, etc. which
would reduce the overall cost of construction in line with the philosophy F the "operation
brea kthrough" progra m
2. There would be no need to relocate streets,, water and sewer lines. Indeed these are already
there with no cost of installation to the developer.
3. The parking Facilities and other such public Facilities can b installed using the bonding power
to the City F Pontiac. Thus reducing the investment costs of the developer.
There are locational advantages For office buildings,, apartments and stores, which would be the
main revenue-producing buildings in the complex.
1. There is a good supply of white-collar labor living within dose access to the site. Further
more, there ere Fine residential neighborhoods occupied by business executives, owners and
managers within close proximity to the site of the proposed "Pontiac Plan".
2. An attractive neighborhood near office buildings in itself generates a demand for apartments
from among the families who work in the new office buildings and in the new commercial faci
lities.
3. The stores would draw business, both from the office workers and from the families living in the
apartments.
4. The cultural and entertainment facilities planned would also enhance the attractiveness and
uniqueness of the neighborhood as a place to work and live.
[t is my pinion that the preliminary plan, when developed, would draw ready market acceptability.
Relative to the above remarks by Mr. Aaron Blumberg, it appears advisable to add additional con
clusions derived from many hours of conference with urban economists, real estate investors, land
developers, mortgage brokers and others concerned with market research and the economics of cen
tral business areas. To enhance this understanding, studies were made of reports compiled by
S . E . M . G . O . G . , TALUS, and the projections of the study by DrXIonstantinos Doxiadis entitled,
"Emergence and Growth of an Urban Region", Further, reference has been made to all relevant-
reports from the Oakland County Planning Commission, Finally, with the assistance of the Pontiac
City Planning Commission and Urban Renewal Department, all data developed by these offices
have been considered as it applies to this urban design project.
On the basis of these studies and conferences, it is our conclusion that the City of Pontiac is in an
excellent position from: a demographic, geographic, transportation, and economic market point of
view to regain .its former role as the dynamic focal point of its regional area. In essence, Pontiac
can become, in terms of these parameters, whatever the collective will of the community desires
it to become. Prior to drawing specific conclusions, we should look at Pontiac's past and present
conditions relative to its potential market area and population.
Gur research indicates that Pontiac has generally relied upon the market area indicated on the fol
lowing page. It is our conclusion that this has been accepted for the following reasons:
A. Population development was considered only as that available within the immediate area.
Bo Median family income and effective buying power only of the above population considerations.
C. A lack of faith in the potentiality of recreating a new catalyst demonstrating amenities and
values to attract a wider market,
W cannot accept the above as valid criteria, since it is obvious that any attempt to reconstruct
the central business area cannot be based upon the local population or market condition alone.
Further, without a dramatic demonstration of urban amenities, there will exist no reason to induce
people to return to this urban center. A s a viable urban center, the regional market would become
the economic market. Certainly, the various statements in this brochure from Mr. Blumberg,
TALUS, and the Oakland County Planning Commission, when seen in appropriate perspective would
seem to offer cause for optimism concerning the market potential of the area.
BIRMINGHAM,
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BwkU,
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PRIMARY
Seal* in Mile*
To accomplish its true potential, the City of Pontiac must face up to some existing conditions which
collectively create a negative image. Among these conditions one can list the following:
A. Physical degeneration of existing C.B.A. structures.
B. Erosion of fringe areas.
C. The visually overdominant presence of large industrial complexes because the rest of the City
has no cohesive structure.
D. Poor customer attraction of the C.B.A. department store type merchandise facilities.
E. Generally poor housing - especially along major approach arteries.
F. The location and density of residential land use.
The physical degeneration of existing structures in the north end of the central business district Is
not critical in that the possibility of cohesive rehabilitation is possible which can readily connect
to a south end development as proposed in this brochure. The present attempts by some businessmen
to upgrade their places of activity combined with the cooperation of the city to develop new park
ing and traffic patterns is evidence that with a rebirth at the south end, the entire central business
area can become a cohesive development.
The erosion of the fringe areas is receiving attention from the City Commission and the Pontiac
Area Planning Council. Such attention combined with a central area rebirth will begin the organic
integration of the entire City.
The large industrial complexes within the City are virtues in the sense that no city can undertake to
renew itself without an adequate tax base. The visual overdominance can be ameliorated by ade
quate redevelopment of other areas as well landscape planning.
The statements concerning item A. above applies to item D. as well. The housing situation men
tioned in item E. is another matter. There can be no question that this situation has adversely
affected Pontiac's opportunities for many years. However, the recognition of this situation by City
officials, the Pontiac Area Planning Council, and citizen groups combined with the development
of programs to remedy this situation provides the basis for optimism. During the last three years,
more housing units have been constructed than during the previous ten years. The planned redevel =
opment of the Crystal Lake Area will provide several hundred new housing units in the immediate
future. Actually, Pontiac at present, in cooperation with Harambee, Inc., a non-profit corpora
tion, is operating the largest and most community oriented housing program for moderate and low
income people in the County. In addition, the city is preparing an application for the Neighbor
hood Development Program which will permit almost one-fifth of the City's area to come under a
revitilization program for housing and business.
Another area of needed concern is related to the local shopping conditions. Some specific factors
to consider are the following:
A. An antequated "main street" concept of shopping which, by modern standards, is functionally
obsolete.
B. Failure to accommodate changing consumer habits.
C. Failure to adequately meet mobility requirements created by the automobile such as traffic pat
terns and parking.
D. The limitation of providing only retail facilities to attract customers to the area.
The new development proposed herein will serve to eliminate many of these negative factors. An
extension of such planning principles, insofar as they will apply, should be instituted in order to
create a more cohesive area.
The existence of the outside conditions listed below must be recognized in order to fulfill the poten
tial of the project now being developed. These conditions are as follows:
A. Competition of auto-oriented suburban shopping centers.
B. Isolated high income communities such as Bloomfield Hills, Birmingham and Bloomfield Town
ship to the south which represent effective barriers to potential market areas that lie beyond
these communities.
C. Customer attraction to retail centers in Detroit, Northland, Royal Oak and Flint.
D. Access routes in the trade area, the region, and the C.B.A.
Competition from suburban shopping centers has iitercsily devastated the commercial center of Pont
iac. The Pontiac Mall and Miracle Mile Shopping Centers were created to serve the same market
as that served by downtown Pontiac and since they provide auto convenience as well as new en
vironments, they have succeeded. To some, the reverse procedure would be justified, but one
planning mistake should not justify another. It is not reasonable to create major projects of the
kind that drain away the market from existing areas and leave a condition of economic blight. No
one, with the exception of a few individuals, can gain from such poor planning. The approach
proposed herein is a diversified multi-purpose project that does not attempt to compete with out
lying shopping centers or with the commercial area at the north end of the C.B.A. The healthy
maintenance of these areas is to the benefit of all segments of the community.
Although such communities as Bloomfield Hills, Birmingham and Bloomfield Township are seemingly
isolated economically, socially and residentially, they should not be viewed as market areas with
no potential. It is our conclusion that past research making this conclusion has been myopic and de
featist. It is the quality of what Poniiac can provide which will determine to what extent these
markets may be tapped. The provision of pleasurable surroundings with a variety of opportunities
for life fulfillment combined with convenience for the automobile and the pedestrian will readily
create a magnet for this market. Since the travel distance from Bloomfield Hills to downtown Pon
tiac is only four minutes, it is not the distance which is a barrier, but rather that no amentities
exist that would warrant the trip.
We no longer live in an era where only the most pragmatic of concerns are sufficient to satisfy the
desire of consumers. The example of Northland Center alone should suffice to illustrate this point.
The phenominal success of this complex is directly related to the fact that the amenities provided,
such as ease of parking, pedestrian malls and a variety of choices captured a larger market than
originally predicted. It is precisely along these lines that the proposal predicated herein will serve
to capture the market appropriate to the Pontiac Area .
Finally, the access routes for the City of Pontiac are admirable structured to induce the multitudes
of people anticipated for a reborn C.B.A. Not only are major thoroughfares located in appropriate
positions, but the system surrounding the immediate C.B.A. area is adequate in terms of general
configuration. The concerns that must be manifested are related to several grade crossings and cer
tain visual enhancement of the routes in question. These are covered in more detailed analysis in
the section on approaches to the C.B.A. area.
UTILITY SERVICE CAPABILITY
DOWNTOWN PONTIAC RENEWAL SITE
Statement by Mr. Joseph Neipling, Director of Public Works and Service for the City of Pontiac
In making any statement as to the adequacy of utility systems serving downtown Pontiac, it is neces
sary to make specific reference to historical situations. The City of Pontiac did not undertake major
expansions of its water and sewer or street systems prior to 1960. Major street improvements prior to
that date were limited to work by the Michigan State Highway Department. Following 1960, the
City of Pontiac did emerge from its dormant state into one of extensive activity in all areas of sys
tems serving its downtown area.
It was during this time that the City of Pontiac launched its urban renewal programs, which eventu
ally culminated in the major clearance in the downtown area. While this clearance was going on,
the following activities were also being undertaken:
1. By early 1963, the City of Pontiac had completed a new sewage facility doubling its treatment
capacity to a total rate flow of 20 million gallons a day. This plant has been adequate to the
present date. As of this date, the City is embarking on a program to expand current facilities
to provide the most sophisticated treatment that is currently possible and to expand the flow
rate to 30 million gallons a day.
2. Sanitary Sewers:
During the early 1960's a critical analysis of the sanitary sewer system of the City of Pontiac
was undertaken. The added capacities that were recommended to provide ultimate outlets for
its downtown area have been provided as of this date. Specifically, the Clinton River inter
ceptor downstream from the City has been reconstructed and enlarged.
3. Water Supply:
Concurrent with the activities in improving the sewer system, the City of Pontiac contracted
with the City of Detroit for its principal source of water. In preparation for the receipt of the
City of Detroit water supply, extensive work was done on the distribution system. In addition
to the modernization of the distribution system above ground storage facilities of 12 million
gallons were added. This aboveground storage is backup for a 60 million gallon per day pump
ing station facility. Currently the Pontiac water supply system is delivering water at an aver
aging daily rate of 14 million gallons with peak flows of 24 million gallons. In addition to
this source of water, the City still maintains standby wells, which have a daily capacity of 10
million gallons.
4. As part of the overall redevelopment of the City,, the public utility service has kept pace with
the Citys own activities. Gas,, electric and telephone services have been renewed and ex=
ponded to meet the expected growth rate,
5. Storm Sewers:
Concurrent with the City's obtaining analysis of the sanitary sewers in the early 1969's,, a sim=
ilar analysis was made of its storm sewer systems. The first phase of implementation of the rec=
ommendation of that analysis was the encasement of the Clinton River in the downtown area as
part of the overall renewal program. This provided a structure that would serve the ultimate
design criteria for the storm water outlet.
Since that time, improvements to the Clinton River from the downtown area to the easterly city
limits have been accomplished. This work provides the City of Pontiac with the ultimate solu
tion for storm water outlets. Since the beginning of that program, the City of Pontiac has
undertaken some 10 million dollars1 worth of storm sewer trunk improvements. The initial work
is backed up with an established program to complete the storm trunk system's discharging into
the Clinton River by 1978.
6. Street Systems:
The anchor to the downtown redevelopment programs initiated in the early 1960s was the con=
struction of a perimeter road around the downtown area . This phase was designed as a result of
a combined effort of City planning consultants and traffic engineering consultants employed by
the City of Pontiac and staff of the Michigan State Highway Department, The basic design con-
cept of this roadway was to provide the highest type of vehicular access to the historic center
of the City of Pontiac, which has been and is a major commercial center for north Oakland
Co-unty.
1 hope by these comments 1 have conveyed one simple concept ~= the City of Pontiac since I9601has
been vigorously pursuing an organized program for expanding its utility service and street system as
the foundation for recapturing the Number 1 position as the commercial, political, and cultural
center of north Oakland County.
1959 URBAN IINEWAL PLAN
THE 1959 URBAN RENEWAL PLAN
This plan was created by the City of Pontiac Planning and Urban Renewal Department. Ten years
have passed since this plan was approved by the people of Pontiac at a public hearing. The market
potential for the site has changed considerably during this time/as well as planning concepts, tech
nology and community requirements. Nevertheless, it is incumbent on the authors of the new Urban
Design Plan to make every effort to conform to this plan wherever possible in terms of land use.
Although the concept presented in this brochure as the Urban Design Plan is entirely different in
concept than the one that produced the Urban Renewal Plan of 1959 the new land use plan is very
similar. The minor changes necessary to achieve the new Urban Design Plan will require approval
of the Loosii Public Agency, the Department of Housing and Urban Development and the people of
Pontiac. The new Urban Renewal Plan to be based on the new Urban Design Plan will be on file at
the Pontiac City Hall, 450 E. Wide Track Drive.
PROJECT SITE PLAN
1959 urban renewal plan - revised December
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76
SCHEMATIC GEOWTffi ELAN
SCHEMATIC GROWTH FLAN
This plan is intended to represent a general configuration of the future growth and development of
the Central Business Area. The drawing attempts to reflect in concept terms the fact that all of frh
design principles and Itechniqjuss represented in the Phase On Plan can be continued in a logioal
manner in the future. Such a system will always permit development that is consistent within a
three-dimensional growth pattern.
It is reasonable to assume that a successful Phase One Multi-Purpose Center would generate new
market potential for large scale commercial development in the Phase Two Project Area. The two
developments combined would in turn generate such high land values in the Phase Three Area that
it would be illogical to assume that this property could continue to support existing low-density,
low-rise, low income producing type developments. If successful developments occur in the Phase
One and Two Areas, it is certain that the Phase Three area could support a similar development to
that recommended in this brochure for the Phase One Area.
By continuing a similar process indicated as the Urban Design Plan in the Phase One Area through
out the remainder of the C.B.A., it will be possible to integrate major existing buildings with new
structures. When the entire area within Wide Track Drive becomes saturated, it will be possible
to cross (tunnels or bridges) this major traffic artery at any point and still maintain continuity of
design.
At the time of contracting for the Phase One Area, it is recommended that the City immediately
begin planning the Phase Two Area .
SCHEMATIC GROWTH MLAN
central business area
phase one of central business area
phase twoof central business area
phase three of central business area
project landscaped areas
greenbelt and future project expansion areas
;.
80
VII THE URBAN DESIGN STUDY
THE URBAN DESIGN STUDY
The following work is a necessary part of the Federal Government requirements for final develop-
ment of an acceptable Urban Renewal Plan. From the Urban Design Plan, the City of Pontiac's
urban renewal staff in cooperation with Bruno Leon Associates, Inc. will be able to develop the
final urban renewal plan which contains the design criteria for submittal to the Department of
Housing and Urban Development for approval. This work is being carried on in conjunction with
the work on the Urban Design Plan so that both plans will be ready for submittal at the same time.
From these two plans, the City of Pontiac will have the necessary tools to properly re-appraise the
urban renewal properties and to establish the required disposition documents for the purpose of sell
ing the land. The Urban Design Plan will also serve as a guide to developers and will remove many
of the unknowns prior to a committment to buy the properties.
The general intent of the Urban Design Plan is to create a multi-purpose center of high density,
high income producing elements to operate as the primary focal point of identity for Oakland
County, Michigan. Its immediate purpose is to establish itself as a self-contained environment for
multi-use business, and commerce that will also provide the catalyst for a new demand for Pontiac
as the future commercial and cultural center for the Region.
The plan is based on a concept that recognizes the role of the automobile past the year 2000:,o It
attempts t recognize every mode of transportation now on the planning beards and is planned to
receive rapid mass transit systems, helicopter, moving sidewalks and other recent innovations as
soon as they become economically feasible. The automobile and the pedestrian are completely
separated in this plan, allowing both to operate at maximum capability.
A major concern of the Urban Design Plan is to create an environment for a wide variety of people
where they can participate in business, commerce, permanent and transcient living facilities,
sports, recreational and cultural activities under circumstances that are specially and aesthetically
meaningful to the human spirit.
The plan attempts to bring together significant technological advancements in planning and archi
tecture to permit maximum freedom of mobility, individual expression and inter-relationships that
are signifioant in a wide variety of human experiences.
The preparation of this document was financially aided through a Federal grant from the Renewal
Assistance Administration of the Department of Housing and Urban Development. The study re
quired 90 days to perform beginning on September 15, 1969 and was completed December 15, 1969.
PROJECT SITE PLAN
dimensions and grade elevations
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It will be possible to maintain the majority of the former right of ways because the plan requires
only a minimum of street revisions. For accurate dimensions and exact locations relative to new
street patterns, it will be necessary to consult the revised urban renewal plan. Copies of this
document are on file in the Planning and Urban Renewal Department at the Pontiac City Hall.
Four problems exist in the new right of ways and building setback plan. They are identified by
the following:
1. The property labeled as urban renewal property south of Whittemore near East Wide Track
Drive and designated No. 1 is urban renewal property formerly designated as residential use.
This designation was based on the 1959 urban renewal plan which was created under a totally
different market demand and a different Urban Design Concept. Assuming there is to be a ser
ious attempt to develop the new Urban Design Plan presented throughout this brochure then it
will not be reasonable to designate this property for residential use. The following reasons
are offered.
A. The site for such a project is poorly located relative to the remaining environmental conditions.
B. Parking requirements cannot be resolved properly.
C. The size of the housing project would necessarily be small scale because of the available land
and the parking requirements.
D. Although on paper it may not seem reasonable to replace a housing designation with a recom
mendation to develop a park in this area, there is, nevertheless, good reason to do so. The
reasons should be apparent by studying the plan itself. The visual approach from the Woodward
corridor cannot be permitted to be blocked by a low density housing development. The Urban
Design Plan and a low density housing project are incompatible in terms of functional relation
ship, mass, form and visual identification. Finally, there would be no sensible means to force
such a housing project to be a logical part or extension of the remainder of the project.
2. The property labeled as urban renewal property south of Whittemore Street near West Wide
Track Drive and designated No. 2 is urban renewal property formerly designated as commer
cial use. This oddly shaped piece of property is poorly located for the type of commercial
development it might support. This property was, apparently, originally conceived as proper
ty to support one or two story commercial development with parking at ground level. Such a
project would suffer much the same criticism offered for the residential proposal in No. 1.
This property would best serve the total project development by becoming a part of the entry
park proposal.
3. The property between Whittemore and Judson Streets labeled as property that is not urban re
newal property and designated No. 3 is a special condition in the Following way. The devel-
oper will be able to buy only that property that is urban renewal property for the purpose of
constructing a Convalescent Hospital. Recognizing this fact in advance did not alter the nec
essity for additional property to design the facility properly. The property designated non-
urban renewal is privately owned property. This leaves a potential developer with the follow
ing options.
A. Use only the urban renewal properties and design a smaller Convalescent Facility.
B. Negotiate for the needed property with private land owners.
Note: If the properties designated as urban renewal properly is to permit a convalescent facil =
ity there will certainly not be enough area between the existing church property and the urban
renewal property to allow a third project of any kind. Therefore, it would seem reasonable for
the property owners to permit this land to be bought For the purpose of a convalescent hospital.
4. Problem No. 4 exists on Water Street where the project extends into the area formerly desig
nated as right of way. It is necessary to recommend a revision of the street plan (see street
revisions under Public Work Section) and a revision of the right of way because the Urban De
sign Plan cannot afford [ess property if it hopes to resolve the parking requirements of each
individual project.
recommendations
right of way*
building Bet back
air rights only
Some of the existing right of ways will be impossible to maintain after the new street revisions
recommended in this study are implemented. The Plan on the opposite page reflects the street plan
in its revised form and projects the new right of ways and building setback requirements. The plan
recognizes that no limitations can be established within the actual building area profile since max
imum flexibility must b afforded in this area to allow whatever modifications necessary in the final
planning stages. The perimeter areas, however, will require right of ways for the street and util
ities as well as establishing limits for building construction.
The plan attempts to place the right of ways and building construction limits always at a point
where both the City and the developer are able to maintain reasonable flexibility within a frame
work that is mutually beneficial.
For exact dimensions of all right of ways related to streets and building setbacks relative to right of
ways, the Urban Renewal Plan will have to be consulted. Copies of this document are on file at
Pontiac City Hall, 450 E. Wide Track Drive.
A CQU ISITI ON A N D DEMOLITION
The buildings recommended for removal on the acquisition and demolition plan are buildings that
are;
(a) Delapidated and rundown to the extent that their appearance would be impossible to justify in
close proximity to the buildings suggested for construction in the Urban Design Plan; or,
(b) Completely out of scale with the proposed projects recommended In the Urban Design Plan; or,
(c) Preventing the development of parks or green belts that either act as buffer zones or serve as
a properly scaled entry park into the Central Business Area.
Although such buildings would not prevent the Urban Design Plan from achieving the major goals of
its intent, it is, nevertheless, necessary to recommend their removal if we are to be consistent with
appropriate planning principles. If such buildings are permitted to remain, they will create such
visual obstructions they would severely damage the overall image the Urban Design Plan attempts
to establish for the City of Pontiac.
on urtosra renewal! properly | ____
ACQUISITION AND DEMOLITION PLAN urb*nrrnr" 1 p ^ ' i..... j
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THE URBAN DESIGN PLAN
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PUBLIC WORK
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Reviewing the street- revisions plan, it will be observed that- a very minimum of street revisions are
required within the project area. The proposed revisions are the followings
Ao Judson Street, between the two Wide Track Drives, has been under consideration For revision
for several years according to the 1959 Urban Renewal Plan- The proposed revision for Judson
Street is indicated on the plan. The purpose of this revision is to permit traffic to move from
East Wide Track fro West Wide Track, fro service the Convalescent- Hospital, the Corporate
Office Building, the Senior Citizens" Apartments and fro offer two ingress and egress streets
into the project parking structure. (See Ground Floor Plan.)
B. It is recommended that Saginaw Street be dead ended into the project at both the North and
South entries. Review of the Ground Level Plan will show this street can best serve the plan
by becoming an integral part of the project and serve as major ingress and egress streets for the
parking areas.
Co Water Street has also been considered For revision for many years. Earlier proposals for this
street indicate the present two lanes running east and west connecting Saginaw and East Wide
Track Drive will remain in place, but will be one way west. A proposed boulevard revision of
this street would require two more lanes added to the south which would carry traffic one way
east. Our proposal indicates that this additional two lanes should be north of existing Water
Street and carry traffic west while the existing street will carry traffic east. The primary rea
son for this proposal is that it probably will not be necessary to make the revision until a
major project is under contract on the south side of Water Street. There would be advantages
both in service and cost if such improvements could be carried on simultaneously with the
Acquisition and Demolition program recommended in this study for buildings on the north side
of Water Street.
D. Serious consideration should be given fro closing of Jackson Street into Wide Track from the
west for the purpose of allowing the proposed Depot to Function properly with time schedules
of passenger train waiting time at the Depot.
E. Saginaw Street south of Whittemore Street can be omitted entirely. The loop road out of Sagi
naw that returns back to east Wide Track traveling north may also be removed. The former use
of this street and its loop road ending was essentia! as long as Saginaw Street was a continuous
through streett Since all streets within the project area are intended to serve the project, it
will be possible to achieve the necessary option to return to East or West Wide Track Drive by
utilizing a slight modification (adding a stacking lane) out f Whittemore Street on to West
Wide Tracko Wide Track Drive performs as it was intended when all minor streets inside are
considered as entries into the project.
F. Saginaw Street at the south entry into the project between Whittemore and Judson can be nar-
rowed to two lane traffic. Traffic should be slowed at this street whether entering or leaving
the project parking structures.
G. It will, of course, be necessary to widen other arteries into the project area in the future.
Such revisions cannot be predicted at this time; however, it is assumed that if the City re=
ceives bids for the property with definite committments for development, it will contract with
engineering consultants to determine new traffic loads created by the project. It will also be
necessary for further traffic studies to establish final determination of the exact number and
locations of ingress and egress streets into the project.
RECOMMENDATION S,C [" COMMENT
It is probable that this recommendation will have to be further studied in terms of a more compre
hensive view relative to the total economic situation. It should b pointed out at this time that,
if present plans for Water Street are implemented, it will mean giving up 360 parking spaces in the
project area valued at approximately $3,000 per space plus the present land value for a total value
of approximately $1,120,000. This is a recommendation that will have to be decided upon prior to
final plan drawings.
NORTH
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PROJECT OIMS IPMM
recommended revisions
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PROPOSED PARKS
Two major parks at ground level are proposed adjacent to the project area. The two parks are en
tirely different in form, character and purpose.
PARK NUMBER ONE
This park is recommended for the purpose of creating a visual entry park into the Central Business
Area from the south. Although the area bounded by the Wide Tracks and Whittemore Street repre-
sent a sizeable portion of land, it 1$, nevertheless, properly in scale with the project development
proposed for the Urban Renewal Site. The drawing merely represents the size and general charact=
r of the park and is not intended as a final design. It is assumed that, if major building projects
in the Urban Design Plan are brought under contract, the City will consult professional landscape
architects to design the park in a manner that will enhance the entire project development. This
would apply to Park Number Two as well.
PARK NUMBER TWO!
This park is intended to serve several functions. First, it will provide a very necessary buffer and
green area between the proposed high rise apartments and existing construction north of East Pike
Street. The park will provide a pleasant environment for rest and recreation in a near central Eoca =
tion within the total business area. This park should provide recreational activities for young pe=
pie such as tennis courts, volley ball, badminton, wading pools and other activities. It should
also provide a place where older people can rest and find relief from the busy urban center sur
rounding if. Such a park ought to provide sculpture and memorial plaques and other symbols to
expose the very interesting history of the City of Pontiac. Finally, it would provide a civic de=
velopment that would generate pride among the people of Pontiac toward their City.
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APPROACHES TO THE CENTRAL BUSINESS AREA
The following article will concern itself with the conditions now existent on the approach routes to
the Central Business Area covered by this report. It will attempt t evaluate these conditions and
make recommendations which will serve to enhance the appreciation of the redevelopment proposed
herein. The characteristics of movement paths has lost much of their meaning in the planning of
this country, and due to this fact, many distinguishing aspects of the cities in the world which are
greatly admired have been lost. It is the recommendations of this report that, as the City of Pon
tiac renews itself, the qualities of "entries" be established, the disruptions to traffic flow be cor
rected, the visual disruption of excessive and uncontrolled advertising be ameliorated, the land
scape be returned to its natural place and that lighting be reconsidered as an integral part of en
vironment .
For easy reference, a key diagram will serve to orient the reader as descriptive recommendations
are provided as guidance to revitalization of approach routes. Although the approach routes will
be limited, in this report, to the routes contained within the loop defined by Square Lake Road,
Telegraph, Walton Boulevard, and 1-75, the recommendations can readily be extended by analogy.
PERRY STREET - M24
FROM WALTON BOULEVARD TO WIDE TRACK DRIVE
Approaching from the northeast through beautiful rolling countryside one becomes aware at Walton
Boulevard of the beginning of urbanization through the presence of billboards and a view of build
ing development in the distance. Although there is a continuation of the feeling of countryside at
a reduced scale to Pontiac Road, it is here that a chaotic strip of commercial development begins
which intensifies at East Madison Street. This eventually transcends into a residential area with a
further commercial development interspersed from Glenwood to Chamberlain. At the meeting of
Perry Street with Wide Track Drive, the existence of a small group of residential units within the
loop of Wide Track emphasizes the fact that the construction of Wide Track Drive divided some
areas of the city which by nature require cohesiveness.
The residential strip along this route consists of relatively old houses which are kept in fairly good
condition. Some minor repairs would enhance the overall impression. The residential units within
Wide Track Drive seem incongruous, and as new housing is provided within the city, consideration
should be given to removal of these units.
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The commercial strips present the most depressing aspect of this route. The utter profusion of signs
is in itself a visually disturbing effect. In addition, however, the interspersing of commercial with
residential elements indicates that the city should seriously reconsider its zoning plan. This revi-
sion should also implement a sign control plan which would maintain advertising within the bounds
of some dimensional controls and visually attractive graphics. Further, the failures of "strip" zon
ing have been evident for many years and a great deal of the faults are evident on Perry. Consid
eration of a "unit area" zoning should be paramount as the city grows into the future.
Finally, the small front yard setbacks along Perry and the absence of landscape establish harsh
visual impressions. Not only is the relationship of the roadway to the residential units poor du to
noise and dirt, but automobile circulation and parking is confused and dangerous. The application
of "unit area" zoning and implementation of a systematic landscape plan will alleviate both condi-
tions as time progresses.
UNIVERSITY DRIVE
FROM 1=75 TO PERRY STREET = M24
Beginning at the Expressway (I-75) this approach route is pleasant with strong recall of the surround
ing countryside. At Opdyke Road, there is evidence of the need for sign control, as indicated
above, in order to prevent the inevitable uncontrolled growth of crude advertising. However,
aside from the item, of sign control at Opdyke Road, this approach route remains quite pleasant up
to Bay Road. At this point, some efforts should be made to screen the auto parts facilities on the
south side through the use of landscape.
Typical visual decay being at the Grand Trunk Railroad line through the presence of random com
mercial planning and lack of sign control. At Broadway, one re-enters a pleasant area again and
generally continues as such until one comes upon the parking lots and uncontrolled rear forms of
the commercial buildings in the central business district. This visual chaos creates a sense of harsh
ness uninviting as an entrance to a City. This is a question that wilt be discussed later in this
article.
In general, this route can be salvaged as an entry into the city worthy of a human environment if
the questions of zoning control, landscape planning and sign control are implemented.
FEATHERS TONE AVENUE
FROM 1=75 TO UNIVERSITY DRIVE
This route is one of the more pleasant approaches to the city. The rolling, pen countryside pos=
sessed of excellent vistas creates a feeling of pyschological comfort. The new residential areas
along this rout maintain their feeling as open space is maintained around the units.
The only aberration along this route is the evidence f random dumping that exists on the south side
as one approaches the intersection with East Boulevard. Since this dumping is not extensive, the
immediate solution is to have a clean up program instituted since evidence of dumping generally
stimulates the same act. For greater control,, a lighting system making observation more successful
should serve to discourage this practice in the future.
M I C H I G A N AVENUE A N D HURON STREET
FROM 1=75 TO TELEGRAPH = US-10
The approach of this rout from 1=75 is a very pleasant one maintaining the qualities of the open
countryside with controlled landscape and pleasing vistas. Only as one approaches the central
business district does one encounter two elements disruptive of this quality. The dumping ground
near the center city should be controlled or relocated to a position more distant from' the center and
visually controlled through screening devices. The only other element requiring attention is the
question of road repair in the immediate vicinity of Wide Track Drive.
The continuation of this rout starting from Telegraph and called West Huron is of a completely dif
ferent nature and qualltyo The profusion of signs and the commercial strip starting at Telegraph
have the same depressing effect previously mentioned concerning Perry Street. This effect continues
to the pedestrian overpass0 This overpass itself should be considered an opportunity for environ=
mental decoration. Its present "'mechanical'" appearance and drabness could be changed through
imagination in color selection and graphics into a "gateway" elements
Beyond this overpass there is a softening of the route by the presence of landscape and residential
units which are generally well maintained and of good order. Some concern should be given to
some units, however, which are in need of repair through careful code enforcement.
Between Johnson Street and the High School, confusion returns to this route through the presence
of commercial elements and sign profusions. The High School itself creates a relatively pleasant
atmosphere because of the pen space and landscape. However, the parking lot west of the
school should be reconsidered either through relocation or screening. It would be recommended
that as plans for the new addition are developed, this fact be an integral part of the design
criteria established by the city.
Beyond the High School and immediately In the vicinity of Wide Track Drive, a rapid and harsh
transition occurs. The random signs and mixed nature of buildings has the aura of decay and lack
of planning. In addition, there is the necessity to seriously plan for a grade separation between
West Huron and the Detroit, Grand Haven and Milwaukee Railroad. This should not only be con=
sidered because of the disruption of traffic on such an important approach route, but also because
the visual character of the railroad bed is an unpleasant introduction to the city.
AUBURN AVENUE A N D ORCHARD LAKE AVENUE
FROM 1=75 TO TELEGRAPH = US=10'
The Auburn Avenue route From [=75 to the Grand Trunk Railroad Belt Line is a pleasant stretch
through open countryside. From the railroad line just mentioned, the typical confusion created by
random planning, lack of sign control and an absence of landscape begins. This unpleasant quality
continues until one reaches Shirley Avenue where landscape is again evident among the residential
units. Although these residential units are old, they are generally in fair condition. However,
seme evidence of the necessity For rehabilitation is present and the city should implement code en=
forcement in order to prevent further decay. As is obvious, in all areas where old houses are pre
sent, immediate preservation of the conditions of the units should be started and plans implemented
for the future replacement of such units through revised zoning regulations and new residential
structures.
Just prior to entering Wide Track Drive, the presence f the governmental structures with their
open spaces and landscape promise that this area will be maintained at this entry point in a condi =
tion befitting an urban center.
From Telegraph, Orchard Lake Avenue has a general open feeling, while moving east, except for
a scattered group of commercial buildings typical of unplanned commercial strip developments.
This continues to Ottawa Drive where a sense of total confusion of signs and random commercial
buildings begins and maintains consistency up to Palmer Street. From Palmer to Williams, a re$i =
dential area Is prevalent which manifests decay. Again, a situation requiring code enforcement
presents Itself or the natural consequences of continued deterioration will infest this approach
route.
From Williams to the Detroit, Grand Haven and Milwaukee Railroad, we encounter a disturbing
mixture of residential and commercial elements. This mix is such as to confront the grade separa
tion between the railroad and Orchard Lake Avenue as a welcome relief because beyond this point
the openess of the urban renewal area seems quiet by comparison. This merely presents another
example of the result of planning myopia from the past and will be discussed in the conclusions.
EAST SOUTH BOULEVARD, WEST SOUTH BOULEVARD, A N D GOLF DRIVE
FROM 1-75 TO TELEGRAPH
Until this route comes to the city limits, the feeling is generally pleasant. At this point, the pre
sence of the industrial complexes, although well maintained, create an impression of sparseness.
This condition, which continues until one reaches Woodward Avenue, necessitates a concern fora
landscape development to soften the effect of the edge conditions near the traffic route as well as
the implementation of various screening devices to make parking lots less obvious.
From the intersection of this route at Telegraph, and moving east, the first item requiring attention
is the gravel diggings on the south side. Either this area should be carefully sculptured as the pro
cess of digging continues, or if abandoned, some planting should be installed to eliminate this eye
sore.
Beyond this point, and extending to Bagley Street, one of the most pleasant of all approach routes
is encountered as we move through the Municipal Golf Course. This pleasant atmosphere is con
tinued to Franklin Road through a residential section containing sound and expensive housing. At
this point another manifestation of the industrial environment is encountered and continues to the
Woodward corridor. It is at this latter point that some visual control should be established. The
introduction of landscape to screen the industrial yards would be of great advantage. Beyond this,
as time progresses, the relocation of all industrial strips beyond the immediate vicinity of the cen
ter of the city should become the policy through rezoning legislation.
SQUARE LAKE ROAD
FROM I -75 TO TELEGRAPH
The quality of Square Lake Road as an approach route to the Woodward corridor from both east and
west is excellent. Maintaining all the amenities of good transportation planning through landscape
control, and avoidance of all the ugliness created by uncontrolled urbanization, this roof should
be the model for all approach routes to the City of Pontiac.
WOODWARD AVENUE - US-10
FROM SQUARE LAKE ROAD TO WIDE TRACK DRIVE
From Square Lake Road to South Boulevard, the general quality of this most important approach
route to Pontiac is generally excellent. Near the approach to South Boulevard, approximately at
Alice Boulevard, and moving north, the general feeling of chaos appears and creates a poor atmos
phere for entry into the city. From this point on the feeling of decay accelerates and culminates
through the interposition of a railroad crossing at grade level and the appearance of a collection of
junk yards on the west side of Wide Track Drive.
Since this is the principal connection route to the City of Detroit, it assumes a critical importance.
It is recommended that a grade separation be established between Woodward Avenue and the Mich
igan Airline Railway. This would not only eliminate traffic congestion, avoid the negative visual
impression of a railbed, but also, if properly designed, allow for the overhead bridge to serve as an
entrance gateway. In addition to this the general appearance of the industrial elements should be
upgraded through the implementation of a landscape scheme that screens the industrial buildings.
The future plan should be to relocate the industrial elements away from the central city and into an
industrial park atmosphere. Without these controls, the principal entrance to the City of Pontiac
will always be devoid of that quality befitting the city.
ELIZABETH LAKE ROAD - STATE STREET
FROM TELEGRAPH TO WEST HURON
From Telegraph this minor approach route passes through a combination of well kept residential
areas on the south and the area adjacent to the Pontiac State Hospital on the north with the quality
of openess. This continues to Johnson Avenue where the quality of housing decreases and where
evidence of decay in some housing units occurs. Along this route, the condition of the latter men-
tioned housing units require attention to prevent future decay and the city, through its code en=
forcement powers, should manifest the responsibility to ensure that this route will not deteriorate.
OAKLAND AVENUE
FROM TELEGRAPH TO WIDE TRACK DRIVE
This approach route represents one of the least desireable paths to the city. From Telegraph, the
typical characteristics of unplanned growth, a mediocre zoning concept, and uncontrolled adver
tising are rampant. With little relief, this condition is consistent throughout the approach.
General recommendations that can be applied to such routes will be covered in the summary. To
avoid repetition, these recommendations are avoided at this point.
BALDWIN AVENUE
PROM WALTON BOULEVARD TO' O A K L A N D AVENUE
JOSLYN AVENUE
PROM WALTON BOULEVARD TO PERRY STREET
These two routes are covered under the same heading simply because they manifest similar charac-
teristics. Randomly planned commercial strips Intermixed with housing at certain points is normal.
The General Motors Pontiac Division Plant represents the more pleasant of aspects along both
routes as St Is well maintained. Aside from the complex of signs and atmosphere of poor quality In
both housing and commercial buildings, the lack of adequate landscape compounds the general
feeling of an antequated area. The final general recommendations will apply to this area.
THE LOOP - WIDE TRACK DRIVE
PROM WOODWARD TO WOODWARD
All approach routes to this central area have been previously described. It now serves a purpose to
describe the atmosphere one encounters through a circumnavigation of the central business area.
The immediate impression as one enters Wide Track Drive from the south Is the feeling of abandon
ment due to the vacated urban renewal land which It is the purpose of this proposal to correct. As
one continues there is the dualism established between the general visual satisfaction with the
governmental structures on the oe hand and the abandoned or decayed buildings In the area im
mediately north of Orchard Lake Road. It is evident that some consideration must be given to the
latter buildings as the city revitalizes Itself. Either they must be rehabilitated or removed In order
to allow for the integration of the entire business area contained within Wide Track Drive.
As one proceeds further north on Wide Track Drive, the feeling Is generated that one Is on the
backroads of the city, as this route is In complete contradiction to the planning which placed
existent buildings In relation to Saginaw Street. The uncoordinated placement of buildings, as
viewed from Wide Track Drive requires reorientation as the city grows in order to create a more
cohesive appearance.
Beyond Pike Street, the sudden appearance of some residential units In a general state of decay
create an Impression f a city In decline. Not only do the conditions of the dwellings Indicate a
state of poor health, but their backdrop of poorly organized buildings, parking lots and lack of
vegetation, maintain an atmosphere of little hope In a region of great promise.
As one continues around the loop, the presence of commercial interests adjacent to the center pre=
sent an atmosphere of a small community that has grown beyond these boundsinto anarea it cannot
understand or control. The intrusion of the railroad bed;, unadorned, and the random collection of
junk yards further enhances this image. Since this is no longer a reality, it is imperative that the
city remove this discordant element through the establishment of a new zoning concept and a re =
newal concept which is comprehensive and beneficial to all elements.
SUMMARY
The general conclusions that can be arrived at through a survey of approach routes can be summed
up as follows:
A. A new zoning plan must be implemented which avoids the strip zoning practice of the past and
the considerations of land division without concern for visual effect.
B. The preservation and re-integration of the qualities of the beautiful countryside surrounding
the City f Pontiac must be of first priority. No longer can the rape of the natural amenities
be tolerated r the Final form of the city will be one of mechanization!.
Co A control system must be established which prevents the proliferation of advertising signs I redi =
eating a lack of judgment or concern for the conditions of an environment.
Do The elimination of a random intermix between different elements in a community must be begun
through the establishment of a physical master plan and a switch from a "strip" zoning concept
to a "unit area" concept. As various areas require rehabilitation this plan, implemented
through a zoning concept will allow the city to transcend into a contemporary city.
E. The implementation of an overall master landscape plan; considering the ecology of the region,
must be an integral part f the physical master plan.
P. The gradual removal of ail industrial elements from the vicinity of the Center City and reloca
tion to industrial park areas is of critical concern to re-institute the core.
G. Implementation of a lighting plan that not only makes all areas of human habitation visible,
but which also emphasizes sectors of social importance, is of prime concern.
Ho The railroad route which passes through the center of the city can and should be made into a
visually pleasant artery.
1o Housing must be encouraged in well planned unit developments which can retire decaying
areaso In the interim, code enforcement must be emphasized to prevent the continued decay
of fringe areas.
Jo The central business area, north of the proposal contained in this report, must be replanned
and integrated into a cohesive unit.
K. A system of neighborhood mini-parks should be established throughout the city to allow col
lector places for the young and old in a scale that will allow all citizens to identify with
them as neighborhood units.
Again, it is to be reiterated that the future of Pontiac lies in the area of human decisions. The
inevitable development of Oakland County, of which Pontiac is such an important part, can by-
pass this city or make if the central focus. Concern for the items presented in this article will
help to insure a significant place for the City of Pontiac in this region.
IT IS MOST IMPORTANT TO UNDERSTAND THAT THE TWO MAJOR FACTORS WHICH CREATE
PONTIAC'S PRESENT IMAGE AREs
1. THE CENTRAL BUSINESS AREA.
2. THE MAJOR ENTRY APPROACHES TO THIS AREA.
FOR THAT REASON THESE TWO CONDITI ONS SHOULD BE STUDIED VERY SERIOUSLY A N D
PLANNED WITH GREAT CONCERN. NO MATTER HOW WELL PLA N N I N G PROGRAMS ARE
CARRIED OUT IN THE AREAS BETWEEN THESE MAJOR ARTERIES, THE OVERALL IMAGE OF
PONTIAC WILL NOT CHANGE. IT IS RECOMMENDED THAT THE CITY PAY VERY SPECIAL
ATTENTION TO THESE AREAS A N D ATTEMPT TO BRING THEM UNDER PROPER DESIGN C O N
TROL AS S O O N AS POSSIBLE.
122
VIII INDIVIDUAL PROJECTS OF THE PLAN
Key Reference Plan " A " appears to be a very complicated puzzle. Actually, if is quite simple.
By using the Key Plan in reference to each of the individual project sites presented in this Section,
it should be easy to see that the perimeter buildings plus the areas signified by 1EG ,! are almost ail
n ground rights. The areas labeled ""A"! represent areas on the Plaza level that are entirely n
air rights. The Air Rights Areas should be considered as areas left for special negotiations between
the City and prospective developers. For example, in the case of the Executive Facilities Center
on Site No. 3G and 3A, the building plus the 3G area is all on ground rights. This means that a
developer could buy only the property necessary for his building plus the 3G area for the purpose
f controlling access and egress to his building and also for maintaining the quality f maintenance
of the area bounded by Auburn Avenue, Wide Track Drive East, and Water Street. Upon further
investigation, the developer might find it f his advantage to control certain areas on the Plaza
that immediately adjoin his building. In such case, the Plaza Area labeled ""SAE" would be the air
rights property the City would be willing to negotiate relative to this particular prefect.
A building such as the Convalescent Hospital (Site " 1 - G " ) is an example of properly and building
that are entirely n ground rights. Such buildings as the Art-History Museum (Site "14-A" ) and the
Theatre-Auditorium (Site "15-A") are examples f buildings that are constructed entirely on air
rights.
The areas indicated by cross lines and labeled bridges are links between specific buildings that
need to be connected to the Plaza Area and the remaining buildings and parking areas. It would
be expected that the cost would be shared by the developer responsible for the particular building
in question, the remaining project owners that will also benefit by this connection and by the
authority responsible for the parking structure and/or Plaza Level.
Specific examples of possible negotiations between the City and prospective developers would be
difficult to construct prior to the fact; however, this plan offers flexibility to the extent that sev
eral alternatives are possible. By studying Key Reference Plan "A'" and Key Reference Plan "B" in
conjunction with each of the individual site plans presented throughout this section, it will be pos
sible to construct disposition documents that will prove mutually beneficial tea developer and to
the City.
REGI ONAL ______
OFFI CE BUI LDI NG
SHOPPI NG CENTER
NUMBER THREE
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SHOPPI NG CENTER
NUMBER ONE
EXECUTIVE
FACILITIES
CENTER
KEY1EEE1ENCE ELAN
INDIVIDUAL SEXES
<r;ca<n>cj^on r i g h t s AI R RIGHTS
This Plan attempts to show all of the ground rights areas in relation to all of the air rights areas.
It is more than possible that the City of Pontiac may find it to be to its own advantage to own and
control all of the parking areas and/or the Plaza Level for the purpose of profit and control of these
areaio In that case, the City would own and control all of the separate air rights areas in one cen
trally located package. The City in turn would lease or rent the parking areas to each of the pro
jects and maintain the Plaza Area. Similar arrangements could be worked out through the establish
ment of a non-profit corporation or a building authority. This plan is presented for the purpose of
clearly defining the two areas of concern.
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OFFI CE BUI LDI NG
SHOPPI NG CENTER
NUMBER THREE
ART - HI STORY
MUSEUM
SENI OR CI TI ZENS
APARTMENTS
THEATRE
AUDI TORI UM
SHOPPI NG CENTER
NUMBER ONE
KEY REFERENCE PLAN
INDIVIDUAL sit e s
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CONVALESCENT HOSPITAL
Th Joint Commission on Accreditation f Hospitals lists four major categories of health facilities:
Hospitals, Extended Care Facilities, Nursing Care Facilities, and Resident Care Facilities. Under
the general heading of Convalescent Hospital, the intent for this project is to qualify specifically
as an Extended Care Facility. For accreditation, such facilities are defined as being:
"Establishments with organized medical staffs and with continuous professional nursing service
established to provide comprehensive in patient care (which is usually post acute hospital
care) for the most part of the relatively short duration, to service convalescent patients who
are not in acute episode of illness or in a stable stage of illness and who have a variety of
medical conditions.
PRELIMINARY PROGRAM (200 Beds)
Ground Level:
(at Judson)
Ground Level:
(at Whittemore)
Second Level:
Third Level:
Parking for 48 cars, mechanical equipment service areas and elevators.
Lobby, office space, nursing and medical care rooms and Atrium (see interior
perspective drawing) storage, supply, x-ray and service rooms.
Elevators, waiting space, office space, nursing and medical care rooms,
storage supply and service rooms. Atrium (see interior perspective).
Similar to Second Level.
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UNTERIOR PERSPECTIVE
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Proposed Area, Parking Requirements and Construction Cost
Sq. Ftg.
1. Ground Level (at Judson)
A. Parking 37,800
B. Storage and Mechanical 6,400
2 . Ground Level (at Whittemore)
A. Office Space and Lobby 13,000
B. Bed Space and Circulation 14,200
C. Atrium (1st, 2nd, and 3rd Levels) 6,400
3. Second Level
A. Bed Space and Circulation 27,000
B. Atrium (1st, 2nd and 3rd Levels) * Special
4. Third level
A. Bed Space and Circulation 27,200
B. Atrium (Ist^ 2nd, and 3rd Levels) * Special
Total 132,200
Parking Requirements - Article 10 City of Pontiac Zoning Ordinance
1 parking space for each 6 beds
1 parking space for each 2 employees on duty
200 Beds - qq 30 Employees = 15 33 + 15 = 48 required parking spaces
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Construction Cost of Building - Preliminary Estimate
B@sed on 1960 Edition "Building Construction Cost Data : Means"
132,200 sq. ft. @ $23.50 per sq. ft. x 1.10 factor for special spaces
Total Estimated Cost of Construction if built in 1970= $3,420,000.00
(Exclusive of medical and patient equipment.)
SHOPPING CENTER NUMBER ONE
This project is designed primarily for the market generated by the Senior Citizens'Apartments and
the Convalescent Hospital. It is not intended to compete with any of the existing stores and shops in
the north end of the Central Business Area. The project spans across Auburn Avenue and opens only
onto the Plaza at the Third Level. It is in close proximity to the Convalescent Hospital so that vis
itors will be within close walking distance. It is also close to the Senior Citizens' Apartments be
cause it will contain the type of stores and shops that will serve many of the special needs of Senior
CifizecnSo Shopping Center Number On should seek such occupancy as a pharmacy, cards and sta-
tionary, sandwich shop, drycleaning, men's clothing, women's clothing, barter shop, beauty shop,
gift shop and other similar tenants. The center has an enclosed area 80 feet by 400 feet and a total
square footage of 32,000 square feet. The partitioning of individual spaces are flexible and can be
divided in several different arrangements other than those shown on the Plaza Plan.
PRELIMINARY PROGRAM
Plaza Level: (Construction entirely on air rights)
Individual commercial shops as described above. Appropriate office space,
storage and mechanical equipment. Flexible partitions for easy removal and
relocation.
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EXTERIOR PERSPECTIVE
AUBURN ENTRY LOOKING WEST
INTERIOR PERSPECTIVE
TYPICAL SHOP
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Proposed Area^ Parking Requirements red Construction Cost
Sq Ffrgo
Constructed entirely on Sir rights
On Lev! Construction
D'omorDscoms are 80 feet x 400 Fast = 32,000 sqc ft. Total 32,000
Porkctrngi Requirements - Article 10 of City F Pontiac Zoning Ordinance
1 parking space for @eh ISO1sq ft. f Floor space
32,000 _
- 177 parking spaces
Du f the feet that this eommereial development is planned for 0 market generated by other pr=
jjeets within the Urban Design Pfanp the actual parking requirements may be credited as mm. A
special exception permit will b required Frm the Pontiac Planning Commissions
Construction Cost F Building = Preliminary Estimate
Based on I960 Edition ""Building Construction Cost Data : Means"
32^303 sq. ft. @ $21.5 per spy Ft. x 1.15 factor For extraordinary foundation work
Tote! Estimated Cost F Construction if built in 1970 = $790,000.00
(Exclusive of tenant improvements.)
EXECUTIVE FACILITIES CENTER
This project is intended to be a logical extension of the Office Complex Development and to pro
vide all the services and amenities to the executive visiting the City of Pontiac for business, com-
mercial, industrial or governmental purposes. It is, of course, also intended to serve those visiting
Pontiac for more conventional purposes. When friends, relatives or guest visit in Pontiac, they
will be provided a memorable experience In luxury living in their temporary quarters at "The em=
ter". The guests at "The Center" will b provided every modern convenience that only the finest
hotels can offer. Besides the excellent facilities within "The Center", there will be the addition-
a I luxury of being surrounded by a host of other conveniences within short walking distance. Very
close to "The Center" wili be shopping areas, theatre-auditorium, sports arena, art-history mus
eum, library, indoor and outdoor recreation areas and fine restaurants. Perhaps one of the most
pleasurable events will be the landscaped pedestrian plaza where walking in an urban environ
ment without conflicting auto traffic will be a new and interesting experience.
PRELIMINARY PROGRAM
Ground Level:
(2 stories)
Lobby, lounge, restrooms, mechanical equipment, general storage, kitchen,
coffee room, bar, office space, registration area, exhibit space, parking
facilities, sunken terrace, swimming pool, sauna baths, outdoor recreation
facilities, and landscaped courts.
Second Level: Library and reading room, chapel, communications center, conference rooms,
dining facilities, restrooms, parking facilities, children care center, and
general storage.
Third Level:
(Plaza Lev!)
Barber shop, beauty shop, novelty shop, flower shop, gift shop, etc.
Fourth Level
through Twelfth
324 total living units
24 double suites
300 single units
Roof Level: Nightclub, bar, restaurant, ball room, mechanical equipment and general
storage.
LOOKING WEST
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Ground Level (2 story height)
A. Lobby, coffee shop, men, women, lounge, offices, etc.
B. Mechanical equipment and storage
Sq. Ftg.
14,800
6,600
Second Level
A. Office space plus circulation
B. Storage and Mechanical Equipment
12,000
12,000
Third (Plaza Level)
Commercial shops plus circulation 20,000
Fourth thru Twelfth Levels
A. 20,000 sq. ft. each fl. x 9 =
Bo General circulation - 3 , 2 0 0 x 9 =
Co Balconies - 4,800 x 9 =
180,000
28,800
43,200
Roof Level
A. Restaurants, bar, ball room, lounge
Outdoor Recreation Area
Pool, sitting area, etc.
Total
10,000
10,000
337,400
5,400
1 parking space for each sleeping unit, plus one for each 2 employees on duty
36 units per level x 9 = 324 parking spaces
Average 20 employees on duty = 10
Total 334 parking spaces
Based on 1960 Edition "Building Construction Cost Data : Means"
342,800 sq. ft. @ $22.00 per sq. ft. x 1.05 for extra public spaces
Total Estimated Cost of Construction if built in 1970= $8,075,000.00.
HIGH RISE APARTMENT TOWERS
HIGH RISE APARTMENT TOWERS COMPLEX
The apartment towers designed within and as part of a self-contained environment offers the City of
Pontiac an opportunity to establish prestige living in the Downtown Area. This project is intended
to appeal to some of the higher income people whose credentials are necessary to act as a stimulus
for ideas concerning the future growth and development of the Pontiac Community. As such, this
is an attempt, as a beginning point, to recreate a balance within the community and should appeal
to the requirements of people whose life patterns are satisfied by apartment structures. Such peo
ple are generally those who have had the opportunity to obtain a college degree, who have admin
istrative or executive positions, unmarried professionals and those who have reared their families
and no longer require more extensive residential facilities.
To see the problem statistically, the following figures are presented. Considering only those peo
ple who have obtained a college education, we find that a relatively low percentage (7.7%) of
the total population of the City of Pontiac falls into this category. In Oakland County this figure
is 19.5% and for the Statistical Metropolitan Study Area, the figure is 11.3%. Similar conditions
exist in other categories so it is apparent that the need for balance exists compared to both Oak
land County and t h e S .M .S .A .
PRELIMINARY PROGRAM
Lobby, exhibit area, lounge, office space, storage and supply rooms, meeh-
anical equipment and parking space,,
One half of building dedicated to mechanical equipment and storage. On
half to be used for professional office space.
Commercial shopping opening to Plaza Level - shoe store, jewelry store,
small restaurant and specialty food shop, clothing store, bookstore, etc.
Each main tower is formed of four smaller towers. The unit towers will be 16,
18, 20 and 22 floors above the Plaza Level. Average 20 floors for each of
the two main towers. Each floor will provide 12 units in combinations of
efficiency, one bedroom and two bedroom units for a total of 240 units.
Ground Level:
(2 stories)
Second Level:
Third Level:
(Plaza Level)
Fourth through
Twenty-seventh
Level:
LOOKING SOUTH
TYPICAL LIVING UNIT
HIGH RISE APARTMENT TOWERS COMPLEX
Sq. Ftgo
1. Ground Level - (Lobby is two stories)
A. Lobby - desk - etc. 14,000
B. Office space and circulation 12,800
C. Elevators and waiting space 3,200
D. MeehanioaI and Storage 8,000
2. Second Level
A. Storage, mechanical, circulation 15,000
Bo Office space, circulation 16,000
3. Plaza Level
Small commercial shops, circulation 35,200
4. Tower Units - 24, 22, 18, 16 Floors
Average 20 floors for two main towers
6.400 sq. ft. per floor per building
6.400 x 20 x 2 = 256,000 256,000
Circulation, elevators, waiting space, storage and mechanical 32,000
Total 392,666
1 BR x 80 units x 1.5 = 120
1 EFF. x 80 units x 1 . 5 = 120
2 BR x 80 units x 2 = 160
406 parking spaces
392,000 sq. ft. @ $18.50 sq. ft. x 1.10 factor for extraordinary foundation work
Total Estimated Cost of all construction if built in 1970= $7,960,000.00
SHOPPING (CENTEE NUMBER TWO
SHOPPING CENTER NUMBER TWO
This small center located on the west side of Saginaw Street attempts to be a part of the older por
tion of the Central Business Area while at the same time being an integral part of the New Plaza
Development. Certainly with the new market generated by the high rise apartments, the sports
arena, and the professional office building, the new shopping center should find adequate support.
The first level opens on Saginaw Street. The Third Level opens on to the Pedestrian Plaza. The
middle level (the Second Level) is for storage and supply rooms to service both shopping areas on
the First and Third Levels.
PRELIMINARY PROGRAM
Ground Level:
Second Level:
Third Level:
(Plaza Level)
Flexible spaces designed for such small shops as men's clothing store,
women's clothing, men's shoe store, women's shoe store, etc. The square
footage on this floor is 60 feet by 320 feet for a total of 19,200 sq. ft. Parti
tions may be placed at twenty foot intervals or any combination of twenty foot
increments.
Storage and supplies. 12,800 sq. ft. total. Partitions may be spaced at in
tervals according to demand.
Eight spaces divided at 40 feet intervals. This commercial shopping area
should appeal to such tenants as sporting goods, drafting, art crafts supplies,
office equipment, office furniture, etc.
LOOKING EAST
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SHOPPING CENTER NUMBER TWO
Proposed Area, Parking Requirements, and Construction Cost
Sq. Ftg.
1. Ground Level (Shops) 19,200
2. Second Level (Storage and Circulation) 12,800
3. Third Level (Plaza Level) (Shops) 12,800
(Note - each floor is 12'-0" clg.) Total
1 parking space for each 180 sq. ft. of shopping space
44,800 _ 0 i Q ,.
- 249 parking spaces
44,800
44,800 sq. ft. @ $20.75 per sq. ft. x 1.05 factor for extra volume of structure
Total Estimated Cost of Construction if built in 1970 = $975,000.00
(Exclusive of tenant improvements)
SPORTS AEENA
S PORTS ARENA
The Sports Arons is a building that an offer many important amenities to the City of Pontiac. The
City has a long history of supporting athletics and the dosire t hav such a facility is shot through
the entire Community. There has been much interest generated over the years by the persistent
editorials n the sport pages of the Pontiac Press. Such a facility could asily bo supported by the
Pontiac area as evidenced by similar facilities in Port Huron, Muskegon and Flint. The Sports
Arena is programmed to seat 5,200 capacity for basketball and ice hockey and approximately 7,000
for conventions and meetings. Considering the very important, internationally known product
manufactured in the City of Pontiac, it would seem the Pontiac automobile and G . M , Truck and
Coach would be prime exhibits for such an Arena.
Athletic events, auto shows, conventions and other program arrangements would all combine to
create market demand for such projects as the Executive Facilities Center, the Restaurant-Night-
club, and certainly more demand for Commercial Shopping Facilities.
PRELIMINARY PROGRAM
Plaza Levels
Second Level
above Plazas
Main entry lobby, office space, mechanical equipment, lockers, dressing
rooms, general storage areas, concession facilities, m@nDs and women0s rest=
rooms, and other spaces as required.
Gymnasium floor (basketball arena) convertable to ice hockey rink and to
convention meeting space.
LOOKING EAST
SPORTS ARENA (on air rights)
1. Plaza Level
Lobby, concessions, locker rooms, mechanical equipment,
office space, etc.
2. Arena Level (68 ft. clg. hgt.)
Total
1 parking space for each 8 seats
625 parking spaces
115,200 sq. ft. @ $24.50 per sq. ft. x 1.15 factor for extraordinary foundation work
x 0.95 factor for balanced service area
(Exclusive of special sports equipment.)
Sq. Ftg.
57.600
57.600
115,200
RESTAURANT = NIGHTCLUB
RESTAURANT - NIGHTCLUB
The City of Pontiac, with its large population of business and industrial executives, has long need
ed more than one "Blue-Ribbon" restaurant-nightclub facility. The Urban Design Plan will offer
several such facilities on the roofs and plaza levels of major structures of the project. The main
fgature Restaurant-Nightclub will be located on the Plaza Level adjacent to the Professional Office
Building to the east and the Sports Arena on the North. Considering the very special environmental
setting and the tremendous market potential established by the office buildings, sports facilities,
apartments, motel, shops, theatre and art-history museum, there should be no question that this
project can afford to be an exceptionally fine Restaurant-Nightclub facility and easily be support
ed by the community.
In addition to all of the new market potential being created, there is already a sufficient market
existing in the business and civic offices in present Downtown Pontiac to easily support the pro
ject. This project should be one of the most certain to have ready market value upon completion.
PRELIMINARY PROGRAM
Plaza Level:
Mezzanine:
Entry Lobby, stairs to mezzanine, coat rooms, men and women's rest rooms,
lounge office space, main dining room (300 seating capacity) cocktail bar,
orchestra, floor show facilities and dance floor.
Dining space for 200 people.
Level Below Plaza Kitchen storage, mechanical equipment.
Level:
LOOKING NORTH
PLAZA LEVEL
RESTAURANT - NIGHTCLUB (2 Levels on Air Rights)
1. Plaza Level
2. Mezzanine Level
Sq. Ftg.
12,800
14,400
Total 27,200
1 parking space for each 80 sq. ft. of useable floor space
25,480 useable floor space 25,480 . .
qq = 318 parking spaces
Total Estimated Cost of Construction if built in 1970 = $1,040,000.00
(Exclusive of operating equipment.)
PROFESSIONAL OFFICE BUILDING
By combining tenses requiring compact, prestigious professions! offices Inf one major structure,
special attention can bo given with great efficiency to the many details that are important to such
tenants o
As American Affluence and technology increases;, the demand for higher quality facilities and ser=
vices can be expected from professional tenants upon office building owners. Tenants from such
fields as medicine^ law, dentistry, accounting, photography, architecture, engineering*, planning,
research laboratories and others will Increase their special and particular needs. With technologi
cal advances now being an extension of their "personal services" offices designed for the modern
professional must accommodate a wide range of computers, communication systems^ biomedical in
struments, laboratory and testing facilities, in addition to meeting the normally Intricate lighting
and air conditioning requirements.
Although such tenants are requiring more than basic structures and more in service and mainten
ance, a building that responds adequately to these needs to permit "collective association" of
tenant similarity will be one of the communities most important buildings and enjoy a profitable
lengivity of tenants incomeo
PRELIMINARY PROGRAM
Ground Levels
Second Level:
Plaza Levels
Fourth thru
Twenty-First
Levelss
Main entry lobby (2 story height) general office space and mechanical equip
ment (2 story height).
Mechanical and genera! storage*, lobby area (2 story height) and mechanical
equipment (2 story height).
Smal! commercial shops.
Office space*, general circulation and storage.
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OFFICE SPACE
Sq- Pfrg.
1. Ground Level - Lobby (2 story) 1,600
Mechanical = (2 story) 8,000
2. Storage Level 9,6G:'Q
3. Plaza Level (small commercial shops) 8,000
4. 17 Levels 13,200' sq. ft. each includes circulation, storage,
elevators and all office space 224,400
Total 251,600
Parking Requirements Article 10 City of Pontiac Zoning Ordinance
1 parking space for each 100 sq. ft. of office space
224,400'
15% circulation and storage
180,840 sq. ft. of useable floor space 1,808' parking spaces
Construction Cost of Building = Preliminary Estimate
Based on 1960 Edition ' Building Construction Cost Data : Means"
251,600 sq. ft. @ $28.00 per sq. ft.
(Exclusive of any special tenant requirements.)
SHOPPING CENTER NUMBER THREE
This commercial shopping center,, located on the west side of the project area is designed to Fulfill
the new market generated by the high rise office buildings, the sports arena, the restaurant-night-
club and the Theatre-Auditorium.
The building is to be constructed entirely on air rights. The long axis of the building is to be north,
south and the short axis to be east, west. The entire floor area predominantly will be used for re
tail shopping. The roof design shall provide special consideration in form and texture so as to be
estheticaIlyacceptable to observers from buildings in the area more than two stories in height above
the Plaza Level. It is recommended that the building be of on story height above the Plaza Level,
but in no case shall it exceed two story height.
Pedestrian circulation space must be maintained on the east side of the building at Plaza Level
similar to that shown on the Urban Design Plan. It is also desirable to maintain pedestrian circu
lation space on the west side of the building similar to that shown on the Urban Design Plan.
LOOKING WEST
TYPICAL SHOP
SHOPPING CENTER NUMBER THREE
Proposed A r P a r k i n g Requirements end Construction Cost
On level constructed on air rights on plaza Total
Parking Requirements Article 10 of Pontiac Zoning Ordinance
1 parking space for each 130 sq. ft. of floor space
18,000 _ V r r .
= | g g _ - 10-0' parking spaces
Based on I960 Edition "Building Construction Cost Data : Means"
18,W0 sq0 ft. @ $21.50 per sq. ft. x 1.15 factor for extraordinary foundation work
Total Estimated Cost of Construction of built in 1970 = $445,000.00
(Exclusive of tenant improvements.)
Sq - Ftg.
18,800
REGIONAL OFFICE BUILDING
Geographically, the Pontiac Urban Renewal Land is in the center of one of the most active quality
markets in the United States. A natural response to such recognized markets is a need for manager
ial office center accommodations. Such facilities must express a regional character relative to trans
portation systems.
With newly constructed Inter-State and State expressways coupled with a vast array of County, City
and perimeter road systems, this particular site offers unexcelled auto and truck transportation acces
sibility. Within a one hour driving time, a regional sales staff would be within a service area of six
million people and the largest industries in the State of Michigan. The site adjoins the "Grand
Trunk" commuter depot proposal which would offer unusual conveniences to employees and provides
covered parking and environmental advantages to Corporation Managers competing for highly quali =
fied personnel. Being only minutes from several private and regional airports, mobile executive
staffs can efficiently handle multi-state services from this office location.
Being at the focal point of an integrated transportation system of rail, air, bus, truck and automo
bile, this building should be absorbed by commercial tenants in communications, business systems,
education, broadcasting, advertising, stock brokers, insurance, finance and various regional sales
office functions. Due to the type of tenant occupancy anticipated, the building could well be des=
cribed as a regional transportation and communications office building. Being among the tallest of
the proposed structures, this building is not only a physical statement of regional intent, but will
become a significant part of a bold new skyline for the central business area of Pontiac.
PRELIMINARY PROGRAM
Ground Level: Lobby, general office space, lounge, coffee and sandwich shop, mechanical
equipment, elevator, waiting space and general circulation.
Second Level: General office space, storage, supply rooms, mechanical equipment and spec
ial lobby entry from bridge connecting the depot with access up to Plaza.
Plaza Level: Commercial shops and special lobby entry from Plaza down to bridge connec
tion with depot.
Fourth thru General office space and circulation
Seventeenth Levels:
Roof Level: Club dining, bar, nightclubs and mechanical equipment.
LOOKING EAST
OFFICE SPACE
REGIONAL OFFICE BUILDING
Sq.Ftg.
1. Ground Level
A. Lobby, office space, lounge, coffee shop, elevators, waiting space 12,200
B. Mechanical and storage (all 2 story) 5,400
2. Second Level
A. Storage - Mechanical and circulation 9,600
B. Office space and circulation 9,600
3. Plaza Level
A. Small commercial shops 12,800
B. Lobby - circulation 1,600
4. Office Space Levels 4 thru 17 (14 Floors)
20,400 each floor includes circulation, elevators 285,600
5. Roof Level
A. Club dining, bar, nightclubs 6,400
B. Mechanical, storage 6,400
Total 349,600
Parking Requirements - Article 10 of Pontiac Zoning Ordinance
1 parking space for each 150 sq. ft. of office space
285,600 242,760
15% Circulation 150
242,760 sq. ft.
1,550 auto spaces
349,600 sq. ft. @ $26.50 per sq. ft. x 1.05 factor for added commercial space
Total Estimated Cost of Construction if built in 1970= $9,710,000.
DEPOT
DEPOT
(NON-URBAN RENEWAL PROJECT)
A PROPOSAL
The present depot facility located near West Huron Street and West Wide Track Drive is located on
a site that is somewhat detrimental to the Central Business Area. M-59 (West Huron Street) is a
very heavily loaded traffic artery and trains that lie in wait in this station create a major bottleneck
to and from the Central Business Area. The present facilities are old and do not measure up to
modern standards for the required public use.
If the projects in the Urban Design Plan can be brought under contract, it would seem an advant
age to the City, as well as the railroad company, to consider a new depot located on property pre
sently owned by the company north of West Wide Track Drive and south of Orchard Lake Avenue.
Since the project would be constructed on non-urban renewal properties, it would be expected that
the railroad company would maintain complete control over the design, development and mainten
ance of the facility. The drawings presented here are merely for the purpose of indicating how such
services could work in harmony with the other elements of the plan which may lead to an increased
market potential for commuter services.
PRELIMINARY PROGRAM
Second Level: Entry platform, main lobby and waiting area, ticket office, general office
(Track Elevation) space, men's and women's rooms.
First Level: General Storage and mechanical equipment.
(Wide Track Drive
Elevation)
r i dge to connect
fith pr oj ect ar ea
N O T E : DEPOT I S NOT PART OF URBAN RENEWAL
NOR URBAN DESI GN PLAN
BUI LDI NG, PARKI NG AND OTHER FACI LI TI ES
TO BE PROVI DED BY GRAND TRUNK RAI LROAD Co.
4>
In
C=i
CE
4)
*
sacgimiaiw s t .
LOOKING SOUTH
DEPOT
Sq. Ptg.
1. Ground Level - Mechanica I and Storage 8,000
2. Upper Level Waiting space, offices, men, women, storage 12,000
Total 20,000
Project is not on urban renewal property. Parking requirements can be developed on property other
than urban renewal.
Based on 1960 Edition "'Building Construction Cost Data : Means"
20,000 sq ft. @ $22.00 per sq. ft. x 1.10 factor for extraordinary utility and foundation work
Total Estimated Cost of Construction If built In 1970 = $483,000.00
CORPORATE OFFICE BUILDING
Not all commercial tenants can occupy high rise office accommodations with other tenants. By
tradition and often due to specific structural and mechanical requirements certain tenants must
have a detached facility with its own personal identity.
The Corporate Office Building presented in this section was specifically designed with such a ten
ant in mind. Being connected to the remaining project area only by a bridge the building will
maintain its own identity and still be an integral part of the overall design plan, satisfying both the
tenant requirements and the design objective of continuity.
Comprising some 200,000 sq. ft. of computerized office accommodations, this facility utilizes self
contained parking for executives and staff immediately under the building and covered parking for
employees and visitors in the main parking structure Immediately across Judson Street. The build
ing is a Iso in very close proximity to the proposed commuter depot.
By participating as an integral part of a Multi-Use Urban Center, as opposed to rural development
on spacious acreage, the tenant will maintain identity with improved operational efficiency as
well as offering to their employees an off-hour shopping and cultural experience. Overnight
visitors to the project will have sleeping accommodations and several evening entertainment areas
on the Plaza.
PRELIMINARY PROGRAM
Basement Level:
Ground Level:
Second thru
Seventh Level:
Parking, mechanical equipment and storage.
Lobby, parking,, mechanical equipment and storage.
General Office space, circulation and storage.
r
LOOKING NORTH
OFFICE SPACE
\
Sg. Ftg.
1. Basement (parking) (mechanical and storage) 25,000
2. Ground Level (parking) (mechanical and storage) 25,000
3. Office Space (6 Levels) (includes circulation)
plus elevators - storage @ (25,000 sq.ft, ea. fl.) 25,000 x 6 150,000
Total 200,000
1 parking space for each 150 sq. ft. of office
150,000 sq. ft. office
15% circulation and storage
127,500 sq. ft. useable
127,500
150
- 850 auto spaces
Based on 1960 Edition of "Building Construction Cost Data ; Means"
Total Estimated Cost of Construction if built in 1970 = $5,500,000.00
SENIOR CITIZENS APARTMENTS
The intent for the area labeled 13A and 13G on Key Reference Plan A is to establish permanent
housing for senior citizens of middle Income. The units are to be designed so as to permit other
than senior citizens to occupy the building if necessary in order to create the required market de
mand for the building. The site location was selected to allow senior citizens to establish them
selves as an integral part of the community as opposed to a location that would result in forced
isolation. They will be within very short walking distance to the convalescent hospital facilities,
churches, parking, shopping, theatre, art museum and the sports arena.
Housing for senior citizens has proven to be one of the most difficult design problems in architec
ture. The very special problems of the aged must be understood and considered in an environmental
setting that caters to their special needs.
Preliminary Program
Ground Floor Main entrance (from Judson Street), Lobby, secondary entry from all parking
levels, general office space, lounge, exhibit space, restaurant, kitchen, wait
ing space, vertical circulation, mechanical equipment space, general storage
and equipment rooms. (2 story height in all public spaces.)
Second Level (North 1/2 of building) storage and mechanical equipment.
(South 1/2 of building) living units.
Third Level Retail commercial space and lobby.
(Plaza Level)
Fourth thru Apartment living units.
Twelfth Levels
Roof Level Mechanical equipment, storage, club rooms, senior citizens' meeting hall,
office space and cafeteria.
I

i
M
EXTERIOR PE1 SPECTIVE
LOOKING NORTH
liSTFItTSTY: pj, It t ' f i V
TTdEr
r r r fr n r r r r r rr r r r r i / m im s t ^ r r ^
a;-:-T .-,nmT<., ^y|, ,.l.rrKllll,inpji n,1|,r _i^|
erirjfBi
TYPICAL LIVING UNIT
SENIOR CITIZENS' APARTMENTS
Sq. Ftg.
1. Ground Level - 2 stories
A. Lobby, office space, restaurant, elevators, lounge and exhibit space
14,000
6,000
2. Second Level
A. General stopsgsand circulation
B. Apartment units and circulation
10,800
10,800
3. Plaza Level - Small shops 21,600
4. Typical Apartment Level - Includes circulation, storage, elevators,
waiting areas
21,600 per Level x 9 Levels 194,400
5. Balconies 4,320
6. Roof Level - Mechanical equipment and storage
Clubs, offices, restaurant, cafeteria
8,000
6,400
Total
1 parking space for each 2 living units
234 units = i ] 7 parking spaces
276,320
ART - HISTORY MUSEUM
If the need for cultural appreciation and expression increases proportionately with society's increase
in economic affluence arsd leisure time, we can look forward to an increase of structures that will
enhance and encourage such activity.
Pontiac is a City with one of the most interesting histories of any Michigan city, but it has very
little within its City limits to express that history. Pontiac's history of the indians, the early set
tlers, World War 1, the horse and buggy industry and later the growth of the auto industry along
with the growth of the auto union is a history well worth preserving and one that could be presented
in a manner that would be of great educational value to the citizens of Pontiac as well as to thos
who visit the City.
The intent of this pro|ect is fro offer a structure in which Pontiac history can be properly displayed
and also serve as a display space for fine art and other creative endeavors. It is not expected that
a private developer would have any desire to own such a building even though it would lend much
to the environment of the overall project area. It is a building that is needed in Pontiac and should
prove to be an excellent investment for the City.
Preliminary Program
Plaza Level
Second Level
Entry foyer, office space, men and womens rest rooms, large and small display
space.
Auditorium-Lecture hall seating capacity = 500.
LOOKING SOUTH
PLAZA LEVEL
* >
ART- HI ST ORY M U S E U M (on air rights)
Sq. Ftg.
1 . First Level (Plaza Level)
Exhibit space, men, women, office space 14,400
2. Second Level - Auditorium 14,400
Total 28,800
1 parking space for each 50 sq. ft. of useable space
14,400 useable at any one time 14,400 = 288 spaces
28,800 s q . ft. @ $28.00 per sq. ft. x 1.10 factor for extraordinary foundation work
THEATRE = AUDITORIUM
The objective for this area is to develop a Theatre-Auditorium with seating capacity for approxi
mately 1200 people. The main building structure shall provide wide screen equipment as well as
stage and orchestra pit facilities for non-movie type performance. This facility, during normal
business hours, is to be used for large meetings and lectures as a part of the overall Convention
Complex which includes the Executive Facilities Center, the Sports Arena, various commercial
shopping centers and the Art-History Museum.
The building shall provide access to pedestrians on the east side of the building at the Plaza Level
indicated on the Urban Design Plan. The roof shall provide special design consideration in form
and texture so as to be esthetically acceptable to observers from buildings in the area that exceed
the height of the Theatre-Auditorium.
LOOKING WEST
L O B B Y
fe
THEATRE-AUDITORIUM (Air rights)
Proposed Air,, Forking Requirements and Construction Cost
1. Lobby - Lounge - (2 stories high)
2. Auditorium Seating plus Stag
Total
Perking Requirements -Article 10 of Pontiac Zoning Ordinance
1 parking space for each 4 seats
Il| E j 2 S iL = 300 parking spaces
4
Based on I960 Edition "Building Construction Cost Dale : Means"'
23,800 sqc ft. @ $28.75 per sq. ft. x 1.15 factor for extraordinary foundation work
Sq. Ptg.
9,600
19,200
23,800
PAIRING DECKS AND PLAZA
PARKING DECKS A N D PbkZA
The tri-level parking structure is on essential element of the Urban Design Concept* Not only does
it eonsetrv tremendous land 0rsa, but it permits the buildings to be arranged specially* It should
bo clear that If the buildings and the reas allotted to parking wer developed at ground levels If
would force greet distances between buildings and negate all attempts to site plan the buildings In
any arrangement that would permit a reasonable environment* The walking distances between
buildings would be far to' great and the walking experience would b vast acres of concrete or
asphalt filled with automobiles, the typical environmental catastrophe*
Since there 1$ no question that parking structures will have to be introduced to provide the nes~
sary parking requirements and to maintain reasonable walking distances, it is the objective of the
Urban Design Plan to design the parking structures as an integral part of the total plan toaccom-
plish:
i * Necessary parking for automobiles.
2* Permit spacial arrangement of buildings.
3* Separate pedestrian traffic from automobile traffic*
4. Establish continuity between all elements f the Urban Design Plan*
5* To conserve land*
6* To minimize environmental control*
NOTE: PROPERTY OVER
ORCHARD LAKE - AUBURN AVE
ON AI R RI GHTS
ALL OTHER PROPERTI ES ARE
ON GROUND RI GHTS
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PARKING/ AND PLAZASTRUCtU/ftE
SITE PLAN
w

e
LOOKING SOUTH
LOOKING NORTH
LOOKING SOUTH
" -sN '
-:.-v.w?^ V ';-
PARKING DECKS AND' PLAZA
Construction Cost
It will be noted that oil interior ramping conditions within the parking structure have not been in=
dicated on the Urban Design Ptan0 It will be necessary to provide traffic load and flow pattern
studies to determine their size,, design and exact looation. Although all major ingress and egress
streets into the project are indicated on the Urban Design Plan,, they must b considered prellm~
Inary design niy0 Proper traffic studies will have to be provided before a final design of such
streets can be achieved.
The Plaza Level will be designed to establish easy pedestrian movement patterns. D:ieslgn of stairs,
ramps? escalators, elevators, elevator lifts, and other forms of access to and from the parking
levels as shown on the Urban Design Plan are to be considered preliminary and final design of such
pedestrian vertical access conditions must be approved by the Local Public Agency.
Per the above reasons and because of certain structural and mechanical considerations that have not
been finalized,, no attempt has been made to analyze the cost of this structure at this time.
PARKING REQUIREMENTS
Because of the overlapping requirements for different projects relative to time sequences and peak
lead conditions for parking a preliminary study shows that a considerable reduction in parking
spaces may be attained. Further in depth study will be necessary and special exception permits
will be required from the Pontiac Planning Commission for each special case.
REDUCTION REQUIRED
PROJECT FACTOR SPACES
1. Convalescent Hospital 0 48
2. Shopping Center Number One 100 0
3. Executive Facilities Center .15 284
4. High Rise Apartment Towers .15 340
5. Shopping Center Number Two 100 0
6. Sports Arena 100 0
7. Restaurant - Night Club .66 108
8. Professional Office Building .35 1,175
9. Shopping Center Number Three 100 0
10. Regional Office Building .33 1,040
11. Depot Not on Site 0
12. Corporate Office Building .41 500
13. Senior Citizens' Apartments .24 93
14. Art-History Museum .64 104
15. Theatre -A ud i tor i urn .66 100
3,792
Project offers 3,910 covered parking spaces.
260
AUTOMOBILE DISPLAY
The Pontiac automobile, the pride of all people who live and work in the Pontiac area, will be pre
sented at several locations on The Plaza. The examples on the next two pages are representative of
the type of stationary displays planned as sculptural elements throughout The Plaza. An attempt will
be made to recreate the entire product history of the Pontiac automobile as an educational and
tourist attraction. This presentation, if properly prepared, could attract national and international
interest.
pontiac 1926
pontiac 1970
AERIAL PERSPECTIVE
m
mmi
mm
mm
mm
n
m
i
n
n
w
i
i
i
PHASING CONSIDERATIONS
The probl@m of establishing a phasing program which would permit calculations of an approximate
time table for complete construction of the entire Urban Design Plan prior to selection of a particu
lar developer Is very difficult - perhaps impossible. This is because almost every developer wilt
have a completely different history of experience and hence, a completely different opinion as to
why and where the project should begin. The history of the particular types of projects the devel-
per has been responsible for are certain to affect his view of the development and will most pro
bably affect his ability to obtain financing. For example, a developer with office buildings as his
primary experience may decide to begin with an office building even though it may take longer to
acquire tenants because he Is more certain of financing in this type of construction. Also, he may
be convinced that office tenants will not object to waiting for the remainder o>F the environment to
develop as other types of tenants might. Another developer, whose main experience has been high
rise apartments could chose to begin on such a project because of his financing advantages and he
knows hts need for lead time Is not so great. He does not have to spend time looking for tenants,
he merely has to be certain of the market demand.
The question of establishing a definite phasing program then will have to wait until a decision has
been made concerning the selection of a developer. Our task, as designers, is to make certain
our design plan Is flexible enough to permit construction to begin with almost any building.
COMMUNITY SUPPORT
In July f 1968 the firm of Bruno Leon and Associates read a presentation at a public meeting of
550 people at the Elks Tempi in Pontiac. Th purpose of this meeting was to present the scops and
direction f the Urban Design Study to be undertaken. This was the beginning of twenty meetings
held in th City during the next eight months. All meetings were announced in the Pontiac Press
and on radio station W.P.O.N. well in advance and were well attended by the community. The
total number of Pontiac citizens reviewing the preliminary study exceed 4000 people.
This prefect has received the support of th Pontiac City Commission, The Pontiac Area Planning
Council,, The Pontiac Press, Th Downtown Task Force, The Downtown Businessmen's Association,
Th Chamber of Commerce, The Junior Chamfer of Commerce, most local service clubs and many
leaders of minority groups in th City.
In keeping with a committment to th Local Public Agency to make every effort to inform the com-
munity at all stages of th program, we feel this effort adequately fulfills fhis committment. The
photograph on the following page is the Elks Temple meeting representing a portion of th people
attending.
*'J*'*1
-
V - B r | 4
* ^ 1 ' t - \
j l * _ a f w ^ ^ ^ > . / r - l \ \
, x \ P
C ONC LU SI ON
A REVIEW OF THIS REPORT I N ITS ENTIRETY SHOULD REVEAL A POSITIVE IMAGE OF PONTIAC
I N TERMS OF ITS PRESENT POTENTIAL A N D FUTURE PROSPECTS FOR SUCCESS. ONE SHOULD
IE LEFT WITH THE IMPRESSION THAT PONTIAC CAN CHOOSE TO BE WHATEVER IT DESIRES TO
BECOME.
THE URBAN DESIGN PLAN PRESENTED THROUGHOUT THIS BROCHURE IS A PICTORIAL, THREE
DIME NSIO NA L MANIFESTATION OF CERTAIN DESIRED GOALS OF THE DESIGNER, A N IMAGE
OF THE GOOD' IN A PARTICULAR TACTICAL INSTANCE THAT HAS BEEN VARIFIED BY BROAD
COMMUNITY SUPPORT. HOPEFULLY, THIS TACTICAL INSTANCE CAN BECOME, I N THE
FUTURE, A PART OF A N OVERALL STRATEGY. THE FACT REMAINS, HOWEVER, THAT IT IS
JUST A N IMAGE, NOT REALITY. THE TASK NOW IS TO' GENERATE THIS PICTORIAL REPRE
SENTATION INTO REAL PEOPLE A N D REAL BUILDINGS. TO ACCOMPLISH THIS FINAL OB
JECTIVE WILL REQUIRE REAL INVESTMENTS.
MAYOR WILLIAM H. TAYLOR POSES THE QUESTION, THE ULTIMATE QUESTION, IN HIS LET-
TER AT THE B E G I N N I N G OF THIS WORK WHEN HE EXPRESSES HIS HOPE THAT THIS DOCU
MENT WILL PROVIDE PROOF WITHIN ITSELF THAT IT HAS READY MARKET VALUE. PERHAPS
THE ANSWER TO THIS IMPORTANT QUESTION CAN BEST BE PROVIDED BY THE FOLLOWING
ARTICLES IN THE PONTIAC PRESS.
JOHN C. TELANDER
'Pontiac Plan'
to Be Developed
by Chicago Firm
By ED BLUNDEN
John C. Telander of Tclander Brothers
Construction Co. of Chicago made a
proposal to the City Commission last
night that his firm develop the citys
$125-million Pontiac Plan for the
downtown urban renewal land.
He plunked down a $65,000 good-faith
deposit, and his proposal got unanimous
approval from the seven commissioners.
There are, however, several hurdles to
overcome.
Appearing at a press conference, din
ner with city officials and then last
nights City Commission meet i ng,
Telander expressed complete confidence
in his firms ability to carry out the plan
in a manner close to the proposed
design.
The plan calls for a multi-use center
on the vacant 27 acres including a hotel,
apartments, medical center, offices and
convention facility. A scale model has
been on display in the Pontiac area and
at City Hall for some time. The proposal
was made to the city by Bruno Leon
Associates and accepted last March
Telander called it unique. Actually
the plan is simple and I feel it will work
. . . It took our breath away . . . It will
revitalize the whole city, he told com
missioners. We can do it and we want
to do it." he said. We will need the
support of the entire community.
At his press conference, Telander said
some five months will be needed to han
dle the legal details involving the city,
the developer and the office of Housing
and Urban Development.
More months of work will be involved
in architectural problems, he said. The
earliest possible work start is eight
months away, he said, but an entire year
is more probable.
A great number of jobs will open to
Pontiac area workers as soon as con
struction begins, Telander indicated. He
said his firm will bring only top-level
engineers and foremen for construction,
and the large proportion of jobs will go
to area men.
+
Telander said his proposal is for
building the complex one or two
buildings at a time. The first two struc
tures would be at the north end of the
land. They would be an eight or 10-story
office building and a medical facility,
probably for patients needing long-term
hospitalization for recovery of severe ill
nesses and injuries.
The Telander firm has wide experience
in construction, almost all in the Chicago
metropolitan area. The firm has built
stores, a nuclear laboratory, hospitals,
churches and many large apartments
and public-housing projects.
THE
48 West Huron Street
PONTIAC PRESS
Pontiac, Michigan 48056
HOWARD H. FITZGERALD
Publisher 1914-1936
RICHARD M. FITZGERALD
Finance Officer
ARLO McCULLY
Circulation Manager
FRIDAY, JANUARY 23, 1970
HOWARD H. FITZGERALD II
Publisher
JOHN A. RILEY
Advertising Director
G. MARSHALL JORDAN
Local Advertising Manager
HAROLD A. FITZGERALD
Publisher 1936-1966
HARRY J. REED
Editor
RICHARD M. SAUNDERS
Managing Editor
Mayor Reports on City
In his State of the City address
delivered to the City Commission
Tuesday night, Mayor Wil l iam H.
Tayl or Jr . painted
a picture of opti
mismand progress
for Pontiac during
the years ahead.
Stressed was the
economic potential
of two local proj
ects that, he said,
are moving toward
reality: implementa
tion of the $ 125-mil- t a yl o r
lion Pontiac Plan for rehabilitation of
the downtown area, and development
of the $65-million stadiumcomplex
that would provide local base for the
Lions football and the Tigers baseball
teams.
The mayor touched on the favor
able fiscal aspects of the municipali
ty as reflected by its property valu
ation rising at the annual rate of
$25-30 million and expected to reach
a total of $500 million during the
year. And, he elaborated, our finan
cial flexibility has been greatly im
proved with the advent of the local
income tax, the reduction in the
Citys property tax, and the recent
development of a computerized fi
nancial reporting system.

Upgrading of administration ser
vices and response to the Citys needs
was reported by Tayl or in such
areas as:
Police and fire protection;
Medical facilities at Pontiac
General Hospital;
Problems posed by pollution
and flooding;
Development of community
center, park and recreational
facilities;
Beautification projects in
volving the planting of some
4,000 trees, initiation of a weed-
control and litter-collection pro
gramsthe latter on a year-
round basis;
Appointment of a charter
commission to study the Citys
50-year-old document with the
object of revising it in accord
with the times.

The mayor found satisfaction in
the construction figures for multiple-
and single-family housing during the
past years and the prospects for ad
ditional building.
Tayl or concluded his message
with a plea for community unity
toward the end of re-creating our
City in which men speak to one an
other in trust and mutual respect,
sharing common objectives, working
toward common good.
THE CITY OF YES AND THE CITY OF NO
A Poem by Yevgeny Yevtushenko
I am like a train rushing for many years now
between the city of Yes and the city of No.
My nerves are strained like wires
between the city of No and the city of Yes.
Everything is deadly, everyone frightened, in the city of No.
It's like a study furnished with dejection.
In it every object is frowning, withholding something,
and every portrait looks out suspiciously.
Every morning its parquet floors are polished with bile,
its sofas are made of falsehood, its walls of misfortune.
You'll get lots of good advice in it - like hell you will!
Not a bunch of flowers, or even a greeting.
Typewriters are chattering a carbon copy answer:
"No-no-no ... No-no-no. No-no-no."
And when the lights go out altogether,
the ghosts in it begin their gloomy ballet.
You'll get a ticket to leave - like hell you will!
To leave the black town of No.
But in the town of Yes - life's like the song of a thrush.
This town's without walls - just like a nest.
The sky is asking you to take any star you like in your hand.
Lips ask for yours, without any shame, softly murmuring:
"Ah - all that nonsense!"
And in no one is there even a trace of suspicion,
and lowering herds are offering their milk,
and daisies, teasing, are asking to be picked,
and wherever you want to be, you are instantly there,
taking any train, or plane, or ship that you like.
And water, faintly murmuring, whispers through the years:
"Yes-yes-yes. Yes-yes-yes. Yes-yes-yes."
To tell the truth, the snag is its a bit boring at times,
to be given so much, almost without any effort,
in that shining multi-colored city of Yes.
Better let me be tossed around - to the end of my days,
between the city of Yes and the city of No!
Let my nerves be strained like wires
between the city of No and the city of Yes!
'& $
i ....... - -
5*4 :
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'THV:, ,
,. . \

An Environmental Analysis of A Central Business Area

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