3 Focusing the Vision Following the second workshop, the Project

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1 3 Focusing the Vision Following the second workshop, the Project Team undertook the task of refining the Vision developed during the workshops. The final plan addresses participant desires while incorporating budget parameters and construction constraints in order to reflect the area s Vision. The projects described in this section fit within the Town Center funding parameters and allow for maximum benefit of these funds. A graphic plan depicting these improvements is located at the end of this section. Additional projects that do not fit within this initial staging program are described in Section 4 as part of the long range Vision. Right-of-Way Improvements Town Center funds are limited to public land improvements. The Project Team s effort focused primarily on improvements to the right-of-way along the corridor. The City of Jacksonville has jurisdiction over the Stockton Street right-of-way and the FDOT has jurisdiction over the major cross streets, Post Street, College Street and I-10. Proposed improvements and maintenance within both right-of-ways are subject to the final approval of each agency. The improvements recommended below are typically agreeable to the City of Jacksonville, FDOT, and other governing bodies, provided they meet established design guidelines and that provisions are made regarding additional maintenance requirements. proposed improvements. The maintenance recommendations can be used to guide final design and ultimately to build an acceptable partnership with the FDOT and the City for ongoing maintenance. The following group of projects were identified as first priority projects that would qualify for Phase II and Phase III funding under the Town Center Program* and that would make a significant, positive impact to the corridor. These projects are right-of-way improvements that could be accomplished without excessive difficulty. They fit together as a package that meets many of the objectives identified by the workshop participants. Some of these improvements make possible private property enhancements that respond to participant visions for renewal. Most importantly, these improvements are highly visible and fit within the available funding parameters. Other viable projects identified as part of the Vision but outside the funding parameters of the Town Center Program are described in Section 4. The projects are listed in order of priority as determined by participants during the second workshop. Street Lighting Workshop participants identified the need for new street lights. It is important to distinguish the need and function of street lighting versus 13 While Phase II of the Town Center Program deals with final design and permitting issues, we have attempted even at this conceptual level to steer clear of design approaches that could become contentious or problematic. Section 5 of this report addresses maintenance issues for the * Funding for Phase II and Phase III requires a separate application and approval process through the Planning and Development Department. Satisfactory completion of Phase I Visioning does not guarantee funding for Phase II and Phase III of the Town Center Program.

2 pedestrian lights. Street lights provide for the lighting of city and state roads and must meet current minimum illumination standards. They are typically located high overhead and broadcast light down to the road. The cobra-head fixture is the City and State standard for meeting street light requirements. While area residents do not view these as aesthetically pleasing, they provide the necessary street light distribution and fit within established budget and maintenance programs. It may not be feasible or even possible to find decorative replacements that fulfill illumination requirements, especially for wider roads. Also significant is the issue of securing approval through the City, FDOT, and JEA to maintain these fixtures. Pedestrian lights in contrast, are lower in height, typically 8 to 12 feet, and may broadcast light globally and at a lower intensity. Pedestrian lights are closer to eye level and create the ambiance associated with a successful Town Center. To avoid street lighting issues and liabilities, pedestrian lights should be used in addition to street lights, rather than to replace them. Pedestrian lights that supplement street lights would not be required to meet street lighting requirements and could have lower wattage bulbs that would create the desired aesthetic appeal without jeopardizing roadway or pedestrian safety. Pedestrian lights are designed to be viewed as much as provide night viewing. In this capacity, they would focus attention to themselves and away from existing street lights, further establishing a Town Center sense of place. Pedestrian Lights Install new pedestrian lights at the heart of the Town Center corridor. Pedestrian lighting is the single most costly element recommended for installation and therefore new fixtures have been judiciously concentrated at the central part of the district to maximize their visual impact. The recommended fixture is the City of Jacksonville s downtown standard single globe fixture as pictured on this page. A 12-foot height would allow adequate lighting and passage but would reinforce a pedestrian scale for the street. This style is appropriate for the age of the community yet complements a wide range of architectural styles. Additionally, this fixture is approved by Approved downtown street light standard JEA and would be easier to maintain. Approximate locations for these fixtures are illustrated in the plan. An estimated 56 new posts and fixtures would be required for the Town Center focus area, between Dellwood and Post Streets. 14 Existing pedestrian lights at nearby Park and King area with cobra head fixture in background Sidewalk Improvements Remove concrete sidewalks between I-10 and Post Street and replace with 6-foot wide walks using the historic Riverside hexagonal pavers. Repair and restore existing sidewalks paved with hexagonal pavers, replacing cracked or worn pavers and leveling as needed. Install new sidewalks in

3 locations where none exist, especially at intersections, using hexagonal pavers. Sidewalks within the plan area are generally in good condition and are well-used. Average sidewalk width is currently an ample 6 feet and more than half of the sidewalks in the plan Historic hexagonal sidewalk pavers along Riverside Avenue area are paved with the historic Riverside hexagonal paving stones. Replacement of worn sidewalks and installation of missing sidewalks would improve pedestrian access and safety, as well as the corridor aesthetics. Use of the traditional hexagonal pavers would set a good example for new development in Riverside. The current trend with new construction and roadway repair has been to remove old pavers and replace them with standard concrete walks, a cheaper Remnant hexagonal pavers in front of a Town Center building alternative. This process has resulted in a gradual removal of one of Riverside s few remaining historic paving elements. A stamped finish that mimics a hexagonal paver look has been tried as cost-saving alternative in several locations within Riverside. However, the final product typically lacks the consistency and character of an actual paver and has been rejected by Riverside Avondale Preservation (RAP) as an appropriate alternative. The recent installation of new hexagonal pavers along Main Street in Springfield has met with approval by the City and residents alike and provides a fine example of the quality and character of these pavers. Street Trees Install new street trees along Stockton Street, on both sides of the roadway where space allows. Street trees, perhaps more than any other single element, will greatly improve the appearance of the corridor. Evenly spaced trees create a pleasing visual rhythm along the roadway and provide added protection for pedestrians when located between sidewalks and roadway. Trees also add environmental value to the corridor by increasing shade, filtering dust and pollutants, and providing a habitat for birds and other animals. Recommended Species: Where space between the back of curb and the sidewalks is greater than 8 feet: Live oak (Quercus virginiana) Where space is 8 feet or less between curbs or sidewalks: Crape myrtle Tuscarora (Lagerstroemia indica Tuscarora ) Cabbage palm* (Sabal palmetto) *Cabbage palm is recommended where space is limited to 3 feet or less between curbs or sidewalks Recommended Spacing: Live oak: 30 feet, on center Crape myrtle: 10 feet, on center Cabbage palm: 8 feet on center 15 Mature trees and palms along the corridor should be preserved. New small trees such as cabbage palms (Sabal palmetto), crape myrtles (Lagerstroemia indica) or holly trees (Ilex species) would be suitable where right-of-way space or sidewalk space is limited. Where more space is available, larger shade trees such as live oaks (Quercus virginiana) are recommended for installation. The table on the following page lists the recommended street trees species and spacing; however, final determination of species and locations will be made during the public participation part of Phase II.

4 Intersection Improvements The following intersections should be modified to improve pedestrian access to the commercial district, better connect adjacent residential areas, improve safety for crossing pedestrians, and enhance the visual quality of the corridor. Stockton Street and Post Street: Replace existing signals with single mast arms, colored black and consistent with other City intersection improvements. Install new 8-foot crosswalks using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Stockton Street and College Street: Replace existing signals with single mast arms, colored black and consistent with other City Existing conditions at Stockton and College Street intersection intersection improvements. Install new 8-foot crosswalks using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Install new curbed bulb-outs on the north side of the intersection to protect on-street parking and narrow the roadway crossing for pedestrians. Stockton Street and Myra Street: Install new 8-foot crosswalks on all sides of the intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Install new curbed bulb- outs on the south side of the intersection to protect on- street parking and narrow the roadway for pedestrians. Stockton Street and Dellwood Street Install new 8-foot crosswalks on all sides of the intersection using red brick or concrete road pavers, locked in place with 10- inch concrete header curbs. 16 Envisioned improvements for Stockton Street and College Street intersection

5 Stockton Street and Ernest Street Install new 8-foot crosswalks on all sides of the intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Stockton Street and Gilmore Street: Replace existing signals with single mast arms, colored black and consistent with other City intersection improvements. Install new 8-foot crosswalks using red brick or concrete road pavers, locked in place with 10- inch concrete header curbs. Improved brick paver crosswalk in LaVilla Stockton Street and Rosselle Street/I- 10 Access Ramps: Replace existing signals with single mast arms, colored black and consistent with other City intersection improvements. Install new 8-foot crosswalks on all sides of the intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Stockton Street and Phyllis Street Install new 8-foot crosswalks on west side of the intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. New Medians Replace the existing curbed median between I-10 and Rosselle Street with a new landscaped median in the same location and with the same dimensions. Install a new curbed, landscaped median between Rosselle Street and Gilmore Street where space allows. Median trees create visual relief from paved expanses of roadway and parking and help slow traffic as imposing vertical elements near the travel lanes. Median trees help link street trees across the roadway and create a unified canopy, an aesthetically appealing feature. Landscaped medians on Riverside Avenue Recommended median locations are shown in the graphic plan with associated landscaping. Median landscaping should be composed primarily of trees and sod to reduce construction costs and maintenance requirements. Shrubs and ground covers can be added as desired at a later time through other funding and with additional maintenance issues resolved (see Section 6). Proposed tree species and spacing are the same as for street trees as listed on page 15. Entry Signs Install new masonry entry sign or monument at the north end of the corridor. An entry sign is needed to identify both the Stockton Street Town Center and the Riverside Avondale Historic District. Stockton Street is a major district corridor and one of only two accesses to the district from I-10. It is also a direct route to the St. Vincent s Medical Center and is a highly used and visible entrance to Riverside. The standard Riverside Avondale monument pictured opposite is the recommended district and Town Center entry sign. This sign is used elsewhere in the historic district to mark the 17

6 district boundary, and it would help associate the Stockton Street Town Center with the historic district while providing a needed district monument, thus serving two purposes. To distinguish the Standard RAP entry monument Town Center, a separate plaque should be installed on the sign designating the Stockton Street Town Center as well as the Riverside Avondale Historic District. The entry sign should be located in the open space on the west side of Stockton Street, just north of the intersection with Gilmore Street. This location is highlighted in the graphic plan at the end of this section. District Monument Install new Town Center Monument at the heart of the corridor. In addition to the entry sign, a monument could be constructed near the intersection of Stockton Street and College Street. This monument would be specific to the Town Center and would also identify RADO as the Town Center community organization. The monument design should be different than the entry sign, with a vertical emphasis and constructed Entry monument in San Marco Square in the Mediterranean Revival style. This feature could also serve as a display of public art, meeting a stated community desire. A recommended location is shown on the graphic plan at the end of this section. Bus Stop Improvements Upgrade bus stops along the corridor with new benches and shelters where space allows. Each stop should have benches for people to sit while waiting on the bus. High use bus stops near primary intersections should be designated for new shelters. The graphic plan shows optimal locations for new shelters. The Jacksonville Transportation Authority has developed a new handbook to improve and expand their bus shelter design criteria. Local communities are encouraged to use this criteria to help upgrade bus stops and shelters. Of the 7 choices provided in the handbook, the JTA design Option 4 illustrated on the following page would be most appropriate for new Stockton Street shelters. JTA is currently funded for 40 shelters citywide per year. To facilitate implementation of new bus shelters, JTA has indicated a willingness to match construction funds. The cost estimate includes an approximation of this expense. Street Furniture Install new benches and trash receptacles along the corridor in appropriate locations and as space allows. Workshop participants indicated a strong need for additional outdoor seating and trash receptacles as part of new street furniture upgrades. An appropriate bench type for the corridor would be historically sensitive, very durable, and comfortable. Participants expressed concerns about the latter bench feature, citing it could encourage use as a bed by neighborhood transients. The new downtown standard street bench and trash receptacle illustrated on the following page would be good selections for 18

7 Stockton Street, meeting the above criteria, including a central arm rest that discourages lying on the bench. Specific street furniture types and locations will be identified during the Phase II process. 24 benches and 18 trash receptacles are estimated to complement the proposed Town Center improvements. Downtown standard bench and trash receptacle Alley Improvements Install new asphalt paving and groundcovers as space allows along first 50 feet of existing alleys abutting Stockton Street. Alleys run between blocks with access onto Stockton and are a unique district element. There are 9 accessible alleys within the project area, and they are generally unpaved and in poor condition. As the location for trash receptacles and pick-up, they are often unsightly as well. The average alley right-of-way width is 15 feet, and the dedicated drive space varies between 8 and 10 feet wide. There is generally 2 to 4 feet available for planting along alley edges. To improve the function and aesthetics of project area alleys, the first 50 feet as measured from Stockton Street should be paved with new asphalt to provide a clean and durable surface. Along the sides in the remaining space, a hardy and attractive groundcover such as liriope (Liriope muscari), aspidistra (Aspidistra eliator), or 19

8 recommended in this section. The Department of Public Works will provide final requirements, designs, and feasibility of irrigation systems as a part of Phases II and III. In every circumstance, maintenance responsibility for an automated irrigation system must be resolved prior to completion of Phase II plans. Aesthetically pleasing residential alley in Richmond, Virginia sword fern (Nephrolepis exaltata) should be planted to frame the drive and property boundaries. This scheme could be continued along the remaining portion of the drives with supplemental community support or through another funding vehicle (see Section 5). Irrigation Supplemental irrigation for the plants specified in this report is recommended but is not critical to their success. The recommended plant species are hardy and well-suited to the harsh urban environments typical of this corridor. Once established, ordinarily a one-year process, these plants should live without supplemental irrigation with typical seasonal conditions. The cost estimate provides a broad estimate for an automated irritation system for the plants Cost Estimate A cost estimate for the projects described in this section is provided below. It is based upon current construction trends and material and labor costs. It is also based upon a conceptual plan. Dimensions and takeoffs are averages and based upon some assumptions. This estimate must be accepted as such and not be interpreted as absolute. A more accurate budget will be developed during the Phase II construction plan development. A note on methodology: Each project was broken into its major components and calculated with fixed unit costs representative of current construction averages. Unit costs include labor and installation hardware. Quantities were taken from the plan shown at the end of this section. All totals include a 15 percent contingency to allow for non-included and unforeseen costs, such as mobilization, permitting, and buried hazards. All totals are rounded to the nearest thousand dollars. 20 PROPOSED IMPROVEMENTS ESTIMATED COST Ornamental Lighting $290, new 4,500 = 196,000 Sidewalk Improvements $248,000 8 = 216,000 Street Trees $79,000 Large trees: 750 = 35,250 Small trees or palms: 250 = 14,250 Intersection Improvements $127,000 Signal replacement: City provided New brick paver crosswalks: 11 = 98,824 Bump-outs: 3,000 = 12,000

9 New Medians $22,000 Pavement removal: 18 = 3,600 Curb and gutter: 15 = 11,250 Small trees or palms: 250 = 3,500 Sod: = 810 Entry Sign $12,000 10,000 = 10,000 Entry Monument $12,000 10,000 = 10,000 Bus Stop Improvements $29,000 New bus shelters: 5,000* = 25,000 *supplemental funding with JTA as primary funding source Alley Improvements $14,000 Asphalt paving: $20 = $10,000 Groundcovers: $2 = 1,800 Street Furniture $50,000 Benches: 1,200 = 42,000 Trash receptacles: 800 = 13,600 Irrigation $46,000 Trees: $300 = $36,600 Sod: $1 = 1,800 Bump-outs: $500 TOTAL $929,000 Note: Some or possibly all of the costs listed above for new trees and associated irrigation could be assumed through the City of Jacksonville s Tree Protection and Related Expenses Trust Fund (see Section 5). 21 The Graphic Plan The following two pages illustrate the proposed Town Center Vision projects in graphic form. The plan is meant to provide a conceptual and legible image for visualizing the proposed improvements. It was prepared at a standard scale of 1 inch equals 100 feet, but reproduction may alter this scale slightly. This scale is appropriate for developing a feel for plan elements and for beginning to define improvements, but it is not appropriate for detailed design. This plan should be used by the layperson to better understand the improvements described above with the under- standing that a more detailed design will be accomplished in Phase II of the Town Center Program. The Phase II consultant should use the plan as a guide reference in developing construction drawings for the corridor.

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