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HomeMy WebLinkAboutResolution No. 07-13 Exhbit A EXHIBIT A S n I D f R / ~ ILL ( R f ST STRATEGIC PLAN UNIVERSITY PARK '~dcor '('CrOW' \", vY1~d,A~ c;~r~ -fv'ees - 3::J1 ~~ W'a><... , ()I Id '1~5' e . ?i.4ew~ ~ Fpf-~bV\ ~Vl~ O('i~ -tz, ~'~ ~'tdevJ.a,(k tvi~ c:::~ a~~at-e ~(cg ~VllAOUS' r~, ~V'~ V'li~ I~e W"n~vJS 13* TOWNS CAPE, INC KIMLEY-HORN & ASSOCIATES June 19,2007 CONTENTS Contents ........................................... Background ..................................... 1 Process ............................................. 2 What we have heard....................... 2 Image and Identity ......................... 4 Circulation and Roadways............. 9 Parking ............................................. 13 Implementation Strategy ............... 21 Short Term (12-24 months).......... 21 Mid-Term (2-5 years) ..................... 22 Long Term (5+ years) ....................................... 22 snlDfR / NlllCRfST STRftTfGIC Dlftn BUILDING ON WHAT IS GREAT BACKGROUND Snider Plaza is unique among community retail centers in the region. It is divided into small property ownerships, and is largely comprised of one-of-a-kind stores and restaurants. Competing centers like Highland Park Village, Mockingbird Station and West Village are each under single ownership and attract chain stores and restaurants. The limited accessibility of Snider Plaza from major freeways and highways contribute to its undesirability for chain stores, but make it an attractive location for "mom and pop" stores and restaurants. Snider Plaza and the adjacent commercial areas facing Hillcrest Avenue have historically served as University Park's "Village Center". It is the central place where residents have gathered to shop, enjoy food and mingle for the past 80 years. The character of recent developments, the presence of traffic congestion, the lack of parking, and the spill-over of parking into surrounding neighborhoods is challenging the health and vitality of Snider Plaza. In addition, recent consolidations of properties within the area could lead to the redevelopment of some blocks, and further threaten the area's character. There is traffic congestion in Snider Plaza due to a shortage of parking spaces. Employees are taking prime parking spaces in front of stores, and patrons must cruise to find a spot. This is also causing spillover parking in the neighborhoods west of the plaza. Hillcrest south of Hayne is a mixture of commercial developments with a broad swath of parking out front. It is not a very attractive entry into the City. Much can be done to provide design standards and Streetscape improvements to this section of Hillcrest. Current zoning regulations for the area only specify general retail and office uses with a four- story height limit and up to 3:1 FAR. There are no standards to ensure that new development contributes to making the area more user and pedestrian friendly. The lack of parking and the congestion created by visitors waiting for a convenient parking space near their destination are sending University Park residents to other competing area centers. The purpose of this study is twofold- first, it is to prepare a conceptual plan and strategy for Snider/Hillcrest that will guide future development and redevelopment in this area and that will enhance it both for businesses and as an amenity for the City at-large. This may include such things as interim and long term parking strategies, near term physical improvements and development standards. The second purpose is to set out a procedure to implement specific elements of the plan. 1 snlDfR/NlllCRfSl SlRftlfGIC Dlftn PROCESS This Plan has evolved through a series of three public workshops with property owners, merchants and area residents. Their issues, comments and visions have help to shape this document. At the first workshop, attendees were asked for their concerns, hopes and visions for what Snider/Hillcrest could become. A variety of concepts addressing those "issues and opportunities" were presented in the second round of workshops. They were then narrowed to the particular vision and strategy embodied in this plan as a result of that feedback, and discussed at the third workshop. Subsequendy, a community-wide meeting was held where the proposed vision and plans were discussed. WHAT WE HAVE HEARD Stakeholders were concerned about three key things - parking, traffic congestion and the area's image and character Image and Character. People truly love the "Mom & Pop" shops, and that is one of the key attractions. However, there is a desire for green space in the plaza and a better walking environment, with shade, seating and continuous retail frontage against the sidewalks. One person described the current experience as "like walking in a parking lot". There is also a desire to have a cohesive identity and character, yet preserve the richness, eclectic character and uniqueness of buildings that results from multiple ownerships. This is much like the condition that occurs in historic village centers and downtowns, where there is a diversity of architectural character resulting from different architects and periods of development. Merchants want an improved identity from Hillcrest and surrounding thoroughfares. Many people drive down Hillcrest or across Lovers Lane and are not enticed to enter the center, and as a result, many passers-by are not aware of the choice of stores and restaurants that comprise Snider Plaza. Traffic and Congestion. The Daniel-Hillcrest intersection is often congested with turning movements to both Snider Plaza and SMU. This is exacerbated by the fact that Hillcrest travel lanes do not line up, causing confusion to drivers. Since the majority of parking for Snider is located along a single circulating drive-lane around the center of the plaza, visitors frequently simply stop and wait for a pedestrian to get into their car and vacate a space. This, in conjunction with having closed Rosedale to through traffic, causes cars to stack up without any ability to avoid the congestion. In addition, several neighborhood residents who live east of Snider commented on the fact that even though they live within walking distance of the Plaza, they prefer to drive because of the danger involved with crossing Hillcrest on foot. Parking. There is an overall lack of parking for the Plaza. When Snider Plaza was created in the 1930s, retail lots were sold based on parking being provided on-street in the center of the plaza. This 2 snIDER/NlllCRESl SlRftlEGIC Dlftn worked well because at that time, a typical household may have had only one car. Now, almost every family member of driving age has a vehicle, leading to an unanticipated escalation in the need for parking spaces. With the shortage of parking, employees are taking up prime spaces in front of stores and restaurants, forcing patrons to circulate looking for empty spaces often at some distance from their destination. There is a 2-hour parking limit in the plaza, but parking enforcement is ineffective because there is virtually no place for the long term parkers such as employees to move to. This parking shortage has caused cars to be parked on neighboring residential streets, creating inconvenience for residents. It has also resulted in stunting the growth and vitality of businesses in Snider Plaza because prospective customers simply drive to other centers where they can get in and out more conveniently. Another clear message from area residents was "Don't acquire land for parking outside the commercial area". This report sets out both short and long term strategies to address and resolve chronic issues of parking, congestion and inappropriate redevelopment, while encouraging an attractive pedestrian- oriented center for the City. A Vision for Snider / Hillcrest To make Snider/Hillcrest a greater "Village Center" for University Park f?y creating a place where people want to spend time f?y making it a great place to walk, qy building on its friendliness and "mom and pop" stores and restaurants, and qy solving the parking problem over the long term. 3 snlDrR/NlllCRrSl SlRftlfGIC Dlftn IMAGE AND IDENTITY SUMMARY OF ISSUES Snider Plaza has what urban designers call "good bones" -an appealing mixture of existing characteristics that can be built upon to enhance its strengths while addressing some of its shortfalls and evolving needs. Much more than a "shopping center," Snider Plaza is comprised of real streets, street corners, sidewalks and alleyways. It has an appealing mix of building and signage types. The central fountain is a neighborhood landmark. It has a patina and feeling of comfort that come with age, which one workshop attendee described as "a little of what's left of Old Dallas." These elements lend the Plaza what cannot easily be replicated in new lifestyle centers-a sense of authenticity. This quality, stakeholders said, must be recognized and protected as ideas for improvements are assessed. Through this stakeholder input and extensive on-site observation, the following issues emerged as key ideas that should guide the area's enhancement: . Maintain Snider Plaza as a community destination, as opposed to a city-wide or regional destination. . Maintain Snider Plaza's eclectic "village" character. . Provide maximum comfort and safety for walkers . Provide a continuity of image for the center, but not placeless uniformity. . Highlight the presence of the plaza from its edges at Hillcrest and Lovers, but in tasteful, subtle fashion RECOMMENDATIONS Several of the issues above can be addressed in part through the use of a range of design treatments. These elements are relatively low cost, and could be implemented in the short term without creating undue hardships or extended interruptions of business and traffic. These recommendations include: . Create a subtle family of signage to highlight the centers entrances and edges, and to direct patrons to parking and key destinations . Create tasteful gateways at the plaza's entrances off Lover's and Hillcrest. . Install special paving-specifically brick, concrete unit pavers or stamped concrete-to highlight key entrances, all crosswalks and the center fountain area. 4 snIDER/NlllCRESl SlRftlE<JIC Dlftn . Install additional sidewalk trees to achieve consistency in species and spacing. Sidewalk trees should be placed in wells direcdy behind the curb, between the pedestrian walkway and on- street parking. . Achieve consistency in furnishings-ornamentallighting, benches, waste receptacles and signposts-to lend a measure of uniformity to the public realm. . Expand use of seasonal color plantings in the plaza. Project Examples: Milton Gateway. The following images illustrate how combinations of these objectives might be achieved through specific enhancement projects. For example, in the image below, plaza identity is highlighted from Hillcrest Road through the creation of a gateway entrance on the corner at the intersection of Hillcrest and Milton. A gateway arch of architectural metal spans Milton Street, framing the circular fountain at the heart of the plaza, and is supported by complementary pedestrian gateway structures over the sidewalk. To complement the gateway and minimize visual clutter, traffic signal lights are placed on vertical poles. The design would incorporate subde "badging," small circular signs reading "Snider Plaza" in a classic serif font, which ~. .' tvitM.^ I ~I ~ lj--~ ", ~~ .~~. /"" 1.~jM"cL--. tN:X ~ t rl~~ ~ b.~~oCAk, ~ ,~. · . . ,~~ ~1Y\j .*~~. ~. .~""~.., '.. '. .. ~- , ... . .. ~,,,.<' "., ~, "'- .~..... . . -<' ~~~1f~./ , .,,_.......,..~. ~ ~..&- , -;_~N~~~ ..11 Gateway Entrance Concept for Milton Street at Hillcrest 5 snIDtR/NILLCRtSl SlRftltGIC DLftn would be repeated at other entrances and at each street corner of the plaza. Pedestrian "bulbouts" would provide extra corner queuing space for walkers. Special paving would highlight the visibility of crosswalks, create a "welcome mat" across the street at the plaza entrance, and lend a measure of design continuity consistent with the plaza's character. Lover's Gateway. A gateway entrance into the plaza from Lover's Lane would address the same goals and use some of the same elements, but would more closely reflect the context and character of that intersection. In the concept illustrated, limestone columns echoing the existing limestone walls would support ornamental lighting and architectural metalwork to create a sense of arrival at the intersection. The round "badging" announcing Snider Plaza would be mounted to the columns. Like the Milton Gateway, special paving would highlight the pedestrian crosswalk while creating a "welcome mat" across the street. Plantings of seasonal flowers would add a splash of color at the entrance. --t'-- \\, t.,' '. , ..W6~mj ~ -:.thtd\w.c-S, ifl peJ/ie.~ l',,:\~1\J { ~vJo"', ~i~"'Je ~ 'l " t: ~, .il' ~,., -( j, '" ~I L -4.; ~..i' ~. ,I' " "i" ~t'" ,/ , r '( ~~Q Cb~r- e C.~rvf:2X'7; ~. LN&l~...~ \"1",* l ,J>- ~t::<~ r-\JI~'1 Gateway Entrance Concept for Entrance at Lover's Lane 6 snIDER/NlllCRESl SlRftlEGIC Dlftn Plaza Comers. The plaza corners should be subtly enhanced with some of the previously described elements to aid in conveying a consistent image for the plaza from surrounding streets. In this example, at the corner of Lover's and Hillcrest, special paving not only highlights the crosswalks, but visually ties this corner to the rest of the plaza where the same treatment is used. The round "badging" is attached to the traffic signal arm (or could be mounted on a freestanding pole). Corner plantings, which may include seasonal color, hint at the rich landscaping in the plaza's interior, while consistently spaced street trees soften the street edge and provide shade for walkers. Co~~~~~ r~~ cB~leJ ~~ ,.:--~ $~ OJ'\~C ""'~V\ l"i I '" t .. .... ~ lliJn -*A~ ~Nd 6.- I-.w[Ji'~ (j) 7t~J;l; '2- ~ ~Ijt- ~~ Plaza Corner Concept 7 snIDf~/NlllC~fST ST~ftTfGIC Dlftn Plaza Streetscape. The key to creating a pedestrian-oriented district is making the sidewalks shaded and interesting. Research has demonstrated that shading paved areas can lower the ambient temperature by 7-11 degrees. Trees, pedestrian level lighting, street furniture and planters can help make strolling the plaza an enjoyable experience. Trees should be planted using tree-grates to maximize the usable sidewalk. vY'~<:WVl<C ~r~ ~eG- 3Q1~i~ yY\a'K , ()i Id 'I~:; e siJewMk. ~ F~~bV'I c.a-+1VllAO(,{'S r~, ~(';M{- lfJi~ I~e Wh*'WS 13ft- Plaza Streetscape Concept 8 snIDtR/NILLCRtST STRftTtGIC PLftn CIRCULATION AND ROADWAYS SUMMARY OF ISSUES Some of the problems plaguing Snider/Hillcrest include- . Parkers in the Plaza getting caught in congestion (almost all parking spaces in Snider are accessed by one circulation lane) . Dangerous conditions for pedestrians who cross Hillcrest . Congestion of the Daniel-Hillcrest Intersection . A too-wide and undefmed Hillcrest, south of Daniel MAKING HILLCREST A GRAND BOULEVARD Hillcrest North of Daniel Hillcrest north of Daniel is currently comprised of four travel lanes and angled parking on the west side adjacent to the retail. It is not a particularly attractive corridor, and adjoining neighborhood residents have complained about the dangers of crossing Hillcrest on foot - they get in their cars and drive to Snider Plaza instead. f:?xis+t"J~~Hill~~ oP C4W~ The right-of-way is very limited on this segment of Hillcrest which limits the flexibility to create an attractive boulevard or to buffer maneuvering of angled-parkers. It is therefore recommended to keep the existing cross-section but enhance it with street trees on both sides of Hillcrest, and to 9 snIDtR/NILLCRtSl SlRftlt<JIC PLftn coordinate signalization at Milton and provide enhanced pedestrian crossings at Rosedale, Rankin and Westminster. The pedestrian area is very narrow on the Snider side of Hillcrest, but there is an opportunity to utilize the triangular space at the head of angled parking to plant street trees without impinging on pedestrian flow. (A good example of this occurs at Culwell Men's Store just south of McFarlin Blvd. on Hillcrest.) This would preserve the parking spaces which are needed for retail activity while greatly enhancing the pedestrian environment and streets cape. UTILIZE LEFT-OVER PARKING SPACE AREA FOR STREET TREES y~ ;5' I.lW r ;;04-' he.oJ s oP- 4?Q~j~ ~ '.. ~;"~vdk (j! a.wfp . ~ ~ f.nik sW:Jk, -t- ~ l' \. ,~ ) ~9t~.1 wdkt~(~~t!tJt ~~~ t~~~} T~~~J:t/JI~~ d-~'& Hillcrest North of Daniel: Recommended 10 III \l '<;: IL I/l -::::: ~ -..\ ~ l\'i ). snIDER/NlllCRESl SlRftlE(jIC Dlftn Hillcrest South of Daniel South of Daniel, Hillcrest is extraordinarily wide with additional undefined lanes on the west side - especially between Daniel and south of University Ave. This leads to speeding traffic and dangerous vehicular movements. Crossing this street is dangerous for pedestrians. It is also unattractive along the west side, with only a simple curb defining retail parking from thoroughfare. ~ -t ~ it l' m.-,-,-~~ Ii a,~ ,~ dt~J.!icL,,-J .~.I"'''''j I ~"""': l'J;;J ~;....ll"'+~."-._-~ ~"" _ f(Jf- "(fe:l!~e.. 11 _ fEkiml1:) c-.l;IiNl .. 1I1/1~ 11 snIDfR/NILLCRfST STRftTfGIC pLftn There is greater flexibility with right-of-way south of Daniel than there is north. Hillcrest can be channeled to provide an ample 4-lane divided roadway without sacrificing capacity. A truly great boulevard can be created between Mockingbird and Daniel by utilizing a landscaped median and reclaiming the triangular head of parking spaces similar to north of Daniel. This could be a majestic entrance to both Snider/Hillcrest and SMU. For added pedestrian safety, crosswalks should be enhanced with special paving and possibly rumble strips. These improvements, while making the drive an attractive and memorable experience, will have the effect of calming traffic speeds without increasing congestion. --"] J.1ij ~~-.i#,,H::;J,a.v, : 1tiI~ . ~ Hillcrest South of Daniel: Recommended 12 snIDfR/NILLCRfST STRflTfGIC PLfln PARKING PARKING ISSUES The lack of availability of parking in Snider Plaza is one of the most common complaints about the center. Customers have a difficult time ftnding parking spaces, especially around lunch hour and early afternoon. Patrons waiting for a parking space to become available cause a perpetual traffic jam at this time of day. A calculation of parking need, based on the City's required parking ratio of 1 space per 300 square feet of development, compared with the amount of parking provided in the plaza, indicates an approximately 160-space deftcit. Though this ratio is generally lower than most retail districts, the fact that virtually all parking spaces are shared and available for all customers provides a much higher efficiency of use than if dedicated to each individual development. The main problem that exacerbates this condition is that many employees who arrive in the morning for work, take the most convenient spaces and tie them up all day. In addition, other employees and some patrons, park in adjoining neighborhoods. Srf,'der Plaza Par1<ilg Supply and Demand 11~ II~ 1100 lOW Ill)) 950. Il)j 950 Total Parli\l Dermnd TiXall'W1g SiWI This level of parking congestion is a major problem for area residents and for businesses, especially those that rely on a quick turn-over of parking spaces such as coffee shops, dry cleaners and others that sell sundry items. PARKING OPTIONS There are both near-term and long-term strategies for building up a supply of convenient parking spaces. The key is to increase the number of spaces immediately, on an interim basis, and work toward securing long term public parking. The cost of creating some of these spaces however, could be high due to grade changes, drainage and relocation of curbs. A net increase of about 15 spaces could be achieved at little cost; about 35 spaces could be achieved at higher cost. An additional 13 or so spaces could be achieved if the entire center were to be re-striped with 8.S-foot wide spaces, which is the standard in most cities. Near-Term Parking Strategy. Near-term interim parking may be achieved by re-striping spaces in the public right-of-way, and working with property owners to increase 13 Estimate of Near-Term Parking Location Added S aces 15+ 20 60 Sub.Total 95 SMU Parkin 75 170 snIDER/tllllCRESl SlRftlE(jIC plftn the number spaces using a combination of public and private land. This could include making efficient use of alley and side-street parking. (See below.) None of these re-striping efforts should result in reducing the current size of parking spaces. In addition, surplus spaces may be negotiated with property owners that are not utilizing all of their spaces. The Sports Medicine Building has indicated the availability of approximately 20 spaces that could be leased until they are needed by tenants; and SMU has indicated that they would make 75 spaces available during summer months, when school is out. Additionally, the Chase building parking lot is largely vacant with its current occupancy, and it is estimated that approximately 60 spaces could be made available in that location. The total number of additional parking spaces that could be available in the near term, for an interim period, could be as many as 95 plus the 75 being offered by SMU during the summer. This does not fully make up the deficit, but if the remote parking on the Chase and Medical Building sites can be secured, about 80 spaces could be made available for long term use by employees (in addition to the allowed long-term on-street parking on Hursey Ave. and the side streets adjacent to the Plaza). This will make a difference; and effective 2-hour parking enforcement could occur. Below is a brief look at re-striping opportunities in Snider Plaza. RE-STRIPING PUBUC RIGHT-OF-WAY ON DANIEL Issues on Daniel include providing for access to Kuhy's loading dock and bumping out the pedestrian crossing. However, it provides a free westbound turn lane into the plaza from Daniel. 14 snIDfR/NILLCRfST STRftTfGIC pLftn PUBLIC-PRIVATE COOPERATION NEAR ROSEDALE Issues on Rosedale include opening up the median of Rosedale and Snider to ease traffic congestion at the cost of 5 parking spaces. These 5 spaces can be recouped along with additional parking with the scenario above or below. The scenario above requires working with the adjacent property owner to reconfigure their parking, and it involves grade changes, an existing wall and reconstruction of drainage and curbs. It also requires creating a one-way couplet through the parking area. This scenario however could yield up to 15 net additional spaces. The scenario below opens up Rosedale but leaves it 2-way in this section and nets 4 spaces by making the parking along the street 90-degrees rather than angled. In addition, there is an extra 10 feet in the drive lanes that could be used to create a sidewalk on the south side of the street. 15 snIDfR/MlllCRfST STRftTfCIC Dlftn PuBUC-PRIVATE COOPERATION NEAR RANKIN Currendy the double-depth (tandem) parking behind the buildings south of Rankin is inefficient and only partially used. By shifting the alley over and creating angled parking on both sides, an additional 9 spaces could be achieved. Issues related to creating these spaces include making sure that there is adequate truck transition between the alley and the realigned alley, and ensuring that dumpster locations are appropriate. PUBUC-PRIVATE COOPERATION NEAR WESTMINSTER Issues on Snider south of Lovers Lane include re-striping the parking in front of the Sports Medicine building to provide enough width for an additional bay of parking in the center of the roadway. In addition, the drainage channel along the west side of Snider is pronounced and could affect the shifted roadway, and the newly constructed curb islands at Lovers Lane would need to be reconfigured. The net increase of 7 parking spaces would be expensive to create. 16 ........-.... .... ..I. J 1 'I~ , ~ n - ~' i snIDER/NILLCRESl SlRftlEGIC PLftn Long-Term Parking Strategy. There are two options for long-term permanent parking. One is to construct a level of parking below the Snider Plaza right-of-way between Daniel and Rankin. The other is to pay for an additional level of underground parking for any large scale redevelopment. Parking beneath Snider is not considered a viable option, but it does avoid purchasing private property, and can be constructed within current rights-of-way. Construction however, would require the full width of the right-of-way - virtually from building face to building face - in order to build a 120-foot wide parking garage. This would have a major impact on adjacent businesses, both in the loss of parking and in the loss of accessibility to their front doors during construction. In addition, the underground parking would suffer from the same problem as the at-grade parking does now - a single aisle accessing all the parking spaces, and there would be only one entry and exit point, and at-grade landscaping would be limited to shrubs and small trees due to the high load factor for trees, soil and water. 17 1 SlRftltGIC DLftn SnIDtR/NILLCRtS l.ND[~c..ROU'CD LL veL . 191 SPACES M,I!;','y~~ LNIifRGROlJNI! LE. VEL - 175 SPACES 'X1 ! 18 I.Jt.lOCRGROI..ND lCVt:L PHIl.SE. 1 :D3 SPACES r - - l I I I Possiple 294 T~alSpaces with ~osedale Eptry I I I I Possible 248 Total Spaces with Snider/Daniel Entry l.NDERr,ROi)NO LeVEl Pf-.lt.SE I - 73 sP~cr.s snIDER/NILLCREST STRftTfGIC DLftn Parking Beneath Large Redevelopment. Large sites, including half blocks, could accommodate a parking garage, with the exception of the alley-backed half-blocks facing Hillcrest, which are too narrow. There are currently two large consolidated sites in Snider Plaza that could accommodate parking garages - the Tom Thumb store site and the Chase site. However, consolidation of other land has been occurring and some redevelopment is very likely at some point in the future. Parking structures below-grade are being recommended because blocks in the district are relatively small and such structures, if constructed above grade, would dominate the district. This would be anathema to enhancing the area as a pedestrian-friendly district. Additionally, if structures are placed below grade, they can extend beneath alleys and sidewalks to increase their efficiency and functionality where necessary. In fact, with the possible exception of the Chase Bank and Tom Thumb sites, adding parking above grade will remove the ability to achieve additional site development because of site depths and height limits in place. The illustrations below test the most restrictive conditions for constructing a parking garage by testing the smallest depth block that could accommodate a garage. ;;.~. - _-~. - - Roo:.l<;~~ - -- - ..GROUND LEVE~ -- 40- SPAC~ 120.0 -__ "'"toIf ~- : :;: = ;;:;i'lA~' ' ,," ~~ ,.... ... ~ ~ ,0- " :~t" (4 \&'~l~ 10 ~;. ~ i. t i,l~ , :.,~ " '. ~.......".' \' . ........."j... ,..: ~. -, --',t.~ i ..~ r,,' .;J~ ....~ ~ '.~ ~,~ => g~~ ']f> :i: U~ ~~, ~ rtl " ~'l~~'" ".' l..l" ....'... "'i ~<~' i ,. , U 'l? po,. .,' :t .~ ,,~.;t ,. ". .,,} '.~ ~'3IJ;.o.;'l . ~ M -.. 't, . .~, '~il" "1 ;. tIt' ~.f~ ~ -;~~-' ~i .. ~\~ .- ... ~-l~ ~~Jj .J~ ~!;. -'t.,~. lJi ''':.....~. , ~i- If. :'; .....~ . 19 snIDfR/NILLCRfST STRftTfGIC DLftn GROUND LEVEL - 40 SPACES 12tl.O RETAIL SPACE [JI[H"O )(lOW' RETAIL SPACE I I I I I ._.._.._.J ..... ADDITIONAL PARXING SPACES (HALF BLOCK) Ground Level 40 Underground (per level) 100 Lowest Level 70 Total (3 levels) 210 spaces TYPICAL LEVEL - 102 SPACES I I I I 4 6 FLoOR DEVELOPMENT OPTION 3 Office (31,200 sf) 2 104 spaces 1 Retail (20,000) 80 spaces Total 184 spaces From the example above, 210 spaces are provided for parking in an essentially 3-level garage. If the site develops to three stories, then an additional 106 parking spaces could become available for public use. This includes 100% of the retail parking - 80 spaces (which prior to redevelopment was located on Snider Plaza) - plus the extra 26 spaces not required for the office development. This would be a major contribution to relieving the chronic shortage of parking in the Snider Plaza area. 20 snIDfR/NlllCRfST STRftTfGIC Dlftn IMPLEMENTATION STRATEGY This Plan should be adopted by resolution as part of phase one of its implantation in order to establish a general direction for actual implementation. For phase two, City Council should establish an Advisory Group comprised of property owners, merchants, area residents and citizens at large, to review and make specific recommendations on the items below. SHORT TERM (12-24 MONTHS) Secure 160+ spaces on interim basis. This can be accomplished through re-striping existing parking areas to gain additional spaces (while continuing to ensure full-size spaces). This will require negotiating with property owners, as it will necessitate realignment of some existing spaces to gain a more efficient layout. This solution, however is not a long term solution, and should in most cases be largely returned to the current configuration once the parking shortage can be rectified through the provision of additional long term public parking spaces. Additionally, spaces may be negotiated from property owners who are not currently using their full number of spaces, such as the Chase Building, the Sports Medicine Building and SMU. Beef up parking enforcement. The provision of additional parking that can be assigned to long term employee parking, will allow the enforcement of the existing two-hour parking restrictions in most of the Plaza area. This is a key element in the strategy to free up convenient customer parking and attract customers to the Plaza. Put in place form-based development standards. New standards which are focused on creating a successful "pedestrian district" should be put in place in order to ensure that future redevelopment efforts serve to reinforce the pedestrian character of the district. Such standards should include - Establishing streetscape standards that will provide shade trees for pedestrians and paVIng. Ensuring quality building materials and signage, as well as at-grade retail uses and windows. Addressing building height and prome. Establish a program for pedestrian and roadway improvements. Identify sidewalk and roadway improvements for inclusion in the City's capital improvement plan, with target construction time frames. Design and install additional entry monumentation. One of the quickest ways to enhance the district and demonstrate a commitment to the long term plan is to install entry monumentation for Snider Plaza along Hillcrest and Lovers Lane. Establish funding mechanisms. Immediate and long term funding for improvements are vital to establishing and maintaining momentum in Snider/Hillcrest. Such a commitment from the City will leverage private investment in the area. For example: 21 snlDtR/tllllCRtSl SlRftltGIC Dlftn The City could fund construction of under-ground parking using low interest revenue bonds guaranteed by a lease-back from the developer for his required parking spaces. This would ensure that public parking is created and made available. A Public Improvement District (PID) could be used to fund leased surplus stalls for long term parking. This would be a very cost-effective way to fund an increased number of spaces by property-owners and merchants. Cash-in lieu (CIL) for parking that cannot be accommodated on site for smaller redevelopments could also provide a cost efficient means to ensure additional parking over the long term. A CIL rate could be established by taking the cost of construction of a structured parking space including access lane, and reduce it by a factor that would reflect the efficiency of shared parking on an area-wide basis. Land cost need not be considered in the cost since all new parking will be part of private redevelopments and will not require the additional purchase of land. A Tax Reinvestment Zone (TRZ) to designate an ongoing source of funds for reinvestment in the area. A TRZ is a special district whereby a portion of the normal increase in property taxes due to increased value is captured and reinvested in the district. Open Rosedale for better circulation. In an effort to reduce automobile back-ups in the most congested area of Snider Plaza, Rosedale should be opened up to allow vehicles to circulate out of the single travel lane that bottlenecks traffic. MID-TERM (2-5 YEARS) Install pedestrian enhancements such as street trees, cross-walks and street furniture. After having identified funding sources, existing sidewalks and crosswalks should be designed and constructed. This is extremely important to creating an attractive district and encouraging visitors to park and walk. (By shading sidewalks, parking and streets, ambient temperatures can be lowered by 7- 11 degrees in summer.) Improvements both within Snider Plaza and along Hillcrest are important during this time period. Secure long term parking. This includes working with property owners to ensure that public parking is added to all major redevelopments that occur in Snider Plaza, and that the City controls its use and operation to support the district. LONG TERM (5+ YEARS) Reconfigure Hillcrest south of Daniel. Improving this stretch of Hillcrest will have one of the largest immediate city-wide impacts of all the capital improvements. It will have the effect of turning this corridor into a grand boulevard, at the same time as it tames traffic and improves pedestrian safety and attractiveness. Jointly construct parking garages with development. It is in this longer term time horizon that opportunities will present themselves for adding the greatest amount of public parking to the Plaza area. It will be important to have the financing mechanisms and incentives in place to seize these brief windows of opportunity. Once these spaces are added, then the striped interim parking provided in the "short term" could be removed to improve circulation and pedestrian amenities. 22