Town Center Vision Plan. Murray Hill. City of Jacksonville. Planning and Development Department. Town Center Program Phase I Initiative

Town Center Vision Plan Murray Hill City of Jacksonville Planning and Development Department Town Center Program Phase 1 Initiative

Town Center Vision Plan Murray Hill City of Jacksonville Planning and Development Department Town Center Program Phase I Initiative March 2004

Acknowledgements This document was prepared for the City of Jacksonville Planning and Development Department. It was developed through input from dozens of local participants. The development process spanned 12 months, from March 2003 through March 2004. We are grateful to the many community members who participated in the neighborhood workshops and contributed their time, energy, and Visions to this report. John Peyton Mayor City of Jacksonville Reggie Fullwood District 9 Representative Jacksonville City Council Michael Corrigan District 14 Representative Jacksonville City Council A special recognition is due JaxPride, a nonprofit coalition for visual enhancement, for their early and ongoing community visioning activities in Jacksonville. Their volunteer efforts have helped raise community awareness about the importance of having a Vision for neighborhood improvement. Jeannie Fewell Director Planning and Development Department Jennifer Hewett-Apperson, AICP Town Center Program Project Manager Planning and Development Department Sponsoring Organization Murray Hill Preservation Association Randy Mallory, President i Consultant Team This document was prepared by: Prosser Hallock, Inc. 13901 Sutton Park Drive South Suite 200 Jacksonville, Florida 32224 904.739.3655 fax 904.730.3413 www.prosserhallock.com with VIA Concepts, LLC M. Victoria Pennington and Jean Dickson

Contents 1. Overview... 1 2. Community Vision... 5 3. Focusing the Vision...13 4. Future Visions... 28 5. Implementing the Vision... 32 6. Maintaining the Vision... 38 7. Final Recommendations... 40 ii 8. Conclusion... 42

1 Overview What is a town center? The phrase conjures an image of Main Street, of activity and livelihood, of a space that is historic, active, interesting, and inviting. A Town Center is typically an urbanized area, condensed and pedestrian oriented, with commercial enterprises that serve the local community, and other amenities such as parks and plazas. As the hub of the community, Town Centers should be attractive and well-maintained. Aneighborhood is, first and foremost, designed for people, and not solely for cars. It must allow for a range of housing options to accommodate people in all stages of life: families with children, young college students, empty nesters, single professionals, and employees of local businesses. It must feature narrow, slow-speed streets where cars and pedestrians peacefully co-exist and residents can walk safely along tree-shaded sidewalks. A true neighborhood must also offer the pedestrian someplace worth walking to: a corner store, a cozy park, a nature trail, or a friend s house down the street. The walk itself must be interesting, featuring landscaped gardens, architectural details, and places to meet informally with neighbors. (Welcome to Vermillion. 2000. Bowman Development Group. <http://www.vermilliontnd.com/default.html>) While this description hints at the character of a Town Center, the specific form and function can vary greatly. This report represents an effort by the Murray Hill community to define and redefine their Town Center with assistance from the City of Jacksonville. To be part of the City s Town Center Program, a Town Center must be at least 30 years old and must have been at one time an established commercial district or corridor at the heart of an existing community or neighborhood. The Murray Hill commercial district is a prime example of a Town Center that once actively supported the community but has experienced changes over time that have lessened its function. Despite some decline, the Murray Hill community recognizes the value of this area as a neighborhood and cultural resource. This Vision Plan is an effort to restore and improve the Town Center through a community-based initiative and with the help and resources of the City of Jacksonville. Background The City of Jacksonville, through the leadership of City Council member Suzanne Jenkins, developed the Town Center Program as a means of providing support to local organizations for redeveloping areas of town that have served the community and that still retain some character, historically, aesthetically, or otherwise. The City also recog- 1

nizes the role these Town Centers can serve as Jacksonville grows: to provide shopping, service, and entertainment alternatives, support small and local businesses, and create meaningful and memorable places that define the City as whole. Older communities want their commercial corridors that are the front doors to their neighborhood to reflect the character of their community...it s about the community first coming together because the plan has to be put together by the community--not done for them or to them, but done with them. --Suzanne Jenkins In the fall of 2002, Murray Hill Preservation Association (MHPA) applied for and received a grant from the City of Jacksonville for Phase I Visioning as part of the Town Center Program. Specifically, this Phase I effort creates a Vision for redeveloping the Town Center located along Murray Hill, from College Street north to I-10 (see map on page 4). Once a Phase I Vision is completed, organizations are eligible to apply for Phase II funding that will enable development of construction plans; however, Phase I recipients are not guaranteed Phase II funding through the program. Phase III applicants seek construction funds to apply toward implementation. The Town Center Program is administered by the City of Jacksonville Planning and Development Department. gather community ideas and opinions, and this Vision Plan is a direct result of that input. Planning Process To generate a Vision, a Project Team was assembled to guide the Vision from initial programming through completion of the final report. The Team included MHPA representatives, City staff, and the project consultant. The Team developed a streamlined process to encourage as much citizen participation and input as possible. Team leaders initiated the planning process with a meeting to identify key issues concerning the area and identify times and locations for workshops. The Project Team then conducted a site visit to walk the area, discuss opportunities and constraints, and record information. Follow-up site visits by the project INITIAL PROGRAMMING GOALS & OBJECTIVES PUBLIC WORKSHOPS SITE VISITS and DATA COLLECTION VISION DEVELOPMENT 2 Mission The mission of this project is to develop a Vision for Murray Hill that activates the needs and desires of the local community while incorporating the realities of cost, condition, and other constraints. Neighborhood workshops were conducted to DRAFT REPORT CITY & ORGANIZATION REVIEW FINAL VISION PLAN

consultant provided supplemental information during the development of the Vision. With preliminary analysis and information collected, the Team conducted two public workshops that were scheduled around community interests and located as close as possible to the Town Center. The workshops were carefully organized to allow direct participant input, at both a personal level and a communal level. This community response is detailed in the next section. The workshops concluded with presentations of participant Visions and a prioritization of projects by the participants, allowing the Team to then develop a plan for Phase II and Phase III implementation, as presented in this report. It is important to emphasize that the recommendations in this report are conceptual in nature and as such serve as a guide for decisions to be made during a Phase II application, when the Town Center Vision concept will be transformed into detailed construction plans. Phase II will provide the details, drawings, and design work needed to undertake construction. Example of a new Town Center in Jacksonville (San Marco Square) 3 Plan Area The Murray Hill Town Center is the commercial corridor along Murray Hill, between College Street on the south and I-10 on the north. The concentration area, or focal point, is the corridor segment between College and Myra Streets. The plan area is shown on the following page. Example of an old Town Center (St. Augustine, FL)

Murray Hill Town Center STUDY AREA MLKPkwy I-10 A STUDY AREA JTB N 0 100' 200' ScaleinFeet 0 1 2 ScaleinMiles

2 Community Vision At the heart of this Visioning process are the comments, concerns, and dreams of the area residents. These are the people who know Murray Hill best, who live and work in the area, who use the roads and sidewalks, who work to improve neighborhood conditions, and who enjoy the use of the neighborhood. To create a realistic Vision for redevelopment, their input must be included. Therefore the Project Team developed a careful program to gather as much direct input as possible within a short time frame. Background Data Prior to the first workshop, the Project Team conducted a site analysis and site visit to confirm significant existing conditions that would likely influence Town Center planning. A background data summary and zoning map are provided at the end of this section. First Workshop For the first workshop, the Project Team developed a workbook that included a survey to gather demographic information. This workbook also asked the participants two important questions: Where are we now? and Where would we like to be? Participants reflected on these questions in a personal way to try to identify important issues, concerns, and visions for the future that would not be influenced or overshadowed in the open discussion to follow. The following is a summary of their responses to these questions. Their answers guided our Vision concept throughout its development. Who are we? The following questions were asked in the survey. (There were 24 respondents.) Are you married? Yes: 66% No: 34% Do you have school-age children? Yes: 41% No: 59% What neighborhood do you live in? Murray Hill: 75% Other: 25% How long have you lived there? Less than 5 years: 58% 5 to 15 years: 25% Over 15 years: 17% Are you within walking distance of the Town Center? Yes: 71% No: 29% How often do you visit the Town Center? Once a week or more: 33% Monthly: 33% Never: 33% Do you own a business along the Edgewood commercial corridor? Yes: 17% No: 83% 5

Do you work in the Murray Hill area? Yes: 44% No: 66% Where do you typically go for entertainment? Riverside, Avondale, San Marco, Tinseltown, Orange Park Are there enough parks in the area? Yes: 65% No: 35% Why did you attend this workshop? Neighborhood interest Input Curious Improvement Business interest Based on the survey response, the Project Team concluded that Murray Hill is an area with an elderly population that is transitioning to a younger community with a higher proportion of singles, young married couples, and children. While most surveys indicated no children, it is likely that many residents with children did not attend the evening meeting. The frequency of Town Center use and typical entertainment destinations indicate a continued use of the Town Center for many local needs. Most participants felt area parks were adequate with several nearby, but some expressed concern about no park or open space directly related to the corridor. Where are we now? To evaluate participant s perspective on current corridor conditions and issues, the survey included a section that asked where are we now? Participants were asked to consider how they feel about their Town Center today and list their primary concerns. This question created a reference point on which to base the emerging Vision. The primary survey responses are listed below: Perspectives about Murray Hill today... Is run down, outdated. Has good potential. Is convenient, with a large variety of shops and stores. Needs a face lift. Is a middle class, working neighborhood. Is a diverse community. Needs to improve business. Is a nice neighborhood with nice houses. Is friendly. Doesn t feel safe after dark. Where would we like to be? Participants were also asked in the survey to answer the question where would we like to be? They were instructed to share the top three changes they would like to see in their Town Center in the future. The intent of both survey questions was to gather an unbiased and personal vision from each individual. Again, the primary responses are listed below: 6 Desired future changes for Murray Hill... Better sidewalks. New landscaping and street trees.

Businesses to improve their storefronts. Community and Cultural Resources More dining and retail businesses. To retain its historic character, like 1950s Mayberry. To provide for more outdoor seating. To improve the lighting along the corridor. To be inviting and safe. A family-friendly atmosphere, for children and seniors. Improved parking. Issues and Possibilities Workshop participants were given an opportunity to discuss and debate major issues that the Project Team identified or that they raised. The following is a summary of those issues: We need a visible entrance or place identifier. There are several churches in the area that help support the community. Murray Hill Theater is a registered local historic landmark. There are not enough places to eat or gather. We need a community event location. We need a small grocery store, video store, or coffee shop. Transportation 7 The commercial buildings have a lot of character but need some attention. We need a visible entrance or place identifier. We need more green space with landscaping and trees for shade. How can store owners display their merchandise effectively and not compromise access and aesthetics? We need a visible entrance or place identifier. There are numerous obsolete driveway cuts along Edgewood. On-street parking is haphazard in places and needs better definition. Improving access to businesses will promote economic development. There are no bike lanes or bike racks. Bus stops are unattractive and do not shelter riders. Traffic signal poles and pedestrian buttons are unattractive.

Lighting, Utilities, and Drainage Landscaping The existing lighting lacks character, and overhead utility poles create visual clutter. There is not enough accent lighting to highlight nice architectural features. Infrastructure is old and needs repair and replacement. We need more landscaping to soften buildings and pavement and give the neighborhood some character. Street trees would be especially nice along the corridor and offer more shade. We need more trash receptacles to keep the area clean. Signs Pedestrian Access/Walkability 8 Signs are disorganized and lack unity. A more effective sign program would make stores appealing and attract customers. The existing sidewalks are adequate but need repair in some locations. Car overhangs block sidewalks. We need more benches for outdoor seating. We need more crosswalks that make crossings more visible.

Architecture and Building Improvements tape, tracing paper, and other tools needed to translate ideas into images. Team members were on hand to help in the translation process, with the goal of developing a graphic Vision that responded to earlier comments and ideas. Once complete, the groups presented their plans or Vision concepts to the overall group and responded to questions and comments. The architecture of our Town Center is mixed and not associated with a particular style, though typical of commercial development seen in the 30s, 40s and 50s. Building facades could be improved with integrated themes, scale, color, materials, and patterns that would help unify the corridor. Group Work With personal visions and primary issues identified, workshop participants divided into groups centered around tables to brainstorm and begin the process of putting ideas and concerns onto paper. The project consultant provided plan sheets, aerial photographs, zoning maps, and plenty of pens, markers, scales, 9

Second Workshop During the second workshop, the project consultant presented participants with a Vision concept plan based on input from the first workshop. The concept was presented via projection to allow an overall group discussion. Table-sized versions of the plan were then distributed among the groups to facilitate smaller group discussions. Details such as timeline and budget were discussed to assess the feasibility of the concept. Groups were encouraged to prioritize projects based upon the projected funding for the Town Center Program. Groups were also asked to consider projects that could be eligible for implementation through other funding programs. Each group presented their revised Vision plans with preferred projects noted to the rest of the participants for feedback and general approval. From these plans, the Project Team identified a staging approach that echoed participant desires. The resulting program, described fully in the next section, is a logical sequence that allows for highly visible projects or those most important to the community to get designed and built within the funding framework of the Town Center Program. Subsequent projects can follow this initial effort as additional funding, support, and resources are acquired by MHPA (or other related civic groups such as JaxPride or Greenscape). 10

Project Background Summary The following summary provides general information about the project area considered in establishing the Vision: Planning District(s): 5 (Northwest) City Council District(s): 9 and 14 City Council District Representative(s): Reggie Fullwood (9) and Michael Corrigan (14) Length of Town Center Corridor: Width of Right of Way: Major Cross Streets:.57 miles 100 feet Roosevelt Boulevard Post Street College Street/Falmouth Street Corridor right-of-way jurisdiction: City of Jacksonville Number of Corridor Property Parcels: 88 Zoning: Roadway Classification: Posted Speed Limit: Number of Lanes: 4 CCG-1(86) PUD (1) PBF (1) Collector 30mph Lane Width: 12 feet Maximum Peak Hour Traffic: 2,964 Percent of Total Capacity Used: Total Capacity Available: 2003 Level of Service: Average Daily Trips (2003): 12,434 Number of Signalized Intersections: 5 Number of Bus Stops: 6 Electrical Service Location: Historic Buildings: Churches along Corridor: Civic Buildings along Corridor: Public Parks along Corridor: Typical Sidewalk Material: Typical Width of Sidewalks: Typical Street Light Type: Typical Street Light Spacing: Cassat Ave. to Post St. 29.72 Post St. to Roosevelt Blvd. 31.68 Cassat Ave. to Post St. 2,083 Post St. to Roosevelt Blvd. 2,025 Cassat Ave. to Post St. Post St. to Roosevelt Blvd. Overhead Murray Hill Theater (Local Landmark) Woods Pharmacy Murray Hill United Methodist Church Edgewood Avenue Christian Church Murray Hill Branch Library None Concrete 4 to 6 feet Cobra Head 150 feet C C 11

CO CO IL CCG-2 Lenox CCG-2 Avenue IL RMD-E RMD-A RLD-G CCG-1 RLD-G RMD-A CO RLD-G RMD-A RMD-A RMD-B Murray Hill Town Center Zoning Map (2003) RMD-A RMD-B RMD-A Edgewood Avenue PBF-1 Hamilton Street PBF-1 PBF-1 RLD-G RMD-B PUD College Street PBF-1 Kerle Street PBF-1 CCG-1 CCG-1 RLD-G PUD PBF-1 Post Street Falmouth Street College Street PBF-1 Antisdale Street Trask Street Post Street RMD-A RMD-B PUD RMD-B IH RLD-G RMD-A RMD-B Corby Street RMD-A RMD-B RMD-E Mayflower Street Plymouth Street U.S. 17/ Roosevelt Blvd. RMD-B PUD PBF-1 Legend Residential Low Density (RLD-G) Industrial Heavy (IH) Residential Low Density-Mobile Home (RLD-MH) Residential Mixed Density (RMD-A) Residential Mixed Densit (RMD-B) Residential Mixed Densit (RMD-E) Commercial Neighborhood (CN) Commercial Office (CO) Commercial Residential Office (CRO) Commercial Community General (CCG-1) Commercial Community Genera (CCG-2) Industrial Business Park (IBP-1) Industrial Business Park (IBP-2) Industrial Light (IL) Public Buildings & Facilities (PBF-1) Public Buildings & Facilities (PBF-2) Planned Unit Development (PUD) Water N

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 Edgewood right-of-way and FDOT over the Post Street right-of-way. Proposed improvements and maintenance within both rightof-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. 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 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. * 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. 13

funding, this same program could be continued to Lenox with similar benefits. Plan segment showing proposed median improvements for Edgewood Avenue (taken from the graphic plan at the end of this section) Reconfigure Edgewood Avenue between Falmouth Street and Mayflower Street Reduce the existing 4-lane configuration along Edgewood to a 2-lane format with two travel lanes and a central median. This would be applied between Falmouth Street and Mayflower Street (about 1/2 mile). Southeast-bound traffic would merge from two lanes to one just past the intersection with Falmouth. Northwest traffic would transition from one lane to the current two lane format after the Falmouth intersection. At Mayflower, the central median would transition into the current median and parking configuration existing between Mayflower and U.S. 17. Dedicated turn lanes would be provided at major intersections and median openings would accommodate smaller intersections and driveways as possible. Reducing the roadway from 4 lanes to 2 would allow the area of removed 24-foot lanes to be converted to central median space that would create a dramatic, wide landscaped boulevard from Falmouth to U.S. 17. While a 2-lane configuration could be extended northwest of Falmouth to Lenox Avenue, the Project Team concentrated potentially available Town Center funds around the Post and Edgewood focal point. Because it extends northwest, Falmouth is the best intersection to transition from 4 lanes to 2. At a future time with more The 2-lane proposal would reduce existing capacity on Edgewood, potentially creating more congestion. Edgewood s four lanes allows the maximum capacity for its current configuration. Congestion on Post Street could also increase; drivers on Post making a right-on-red would have to wait longer for openings with only one lane of traffic into which to merge. Nevertheless, the proposed improvements can be supported with several points: Mayflower to Plymouth block of Edgewood, showing change to two-lanes from four and center-street parking. 1. The focal point of this study area is the intersection at Post Street, the heart of the Town Center. The current road configuration at this intersection is for left-turn-only, effectively reducing through-traffic to two lanes. The proposed improvements would not alter this configuration or diminish the existing capacity at this major intersection. 2. The current 4-lane configuration already merges to 2 lanes at the Mayflower intersection. The fact that this configuration already exists and functions with minimal problems lends credit to the proposed approach. In essence, the 14

Project Team s proposal simply extends an already existing condition further along the corridor. exceed the speed limit, based upon the Project Team s observations and testimonials from workshop participants. 3. The block between Mayflower and Plymouth is currently under design for right-of-way improvements as a separate effort, not part of this project. The proposed improvements to that block retain its current arrangement with 2 lanes of through-traffic and a dedicated median space for parking. The City of Jacksonville is likely to approve this design, and this indicates a sympathetic response by the City to residents and business owners who have supported the proposed improvements. 4. The proposed improvements respond more closely to the original 1907 plat for Edgewood Avenue. Called Murray Hill Avenue and later called Edgewood Ave., the developers of Murray Hill provided an extensive right of way for Edgewood Ave. with the intent of developing a landscaped boulevard similar to Main Street in Springfield. Although the boulevard was never completed, the wide right of way for Edgewood Ave. remains from the railroad tracks north to Lenox Ave. (Brown and Herman, The History of Murray Hill, 2002) 5. The proposed improvements create a safer roadway for drivers. The addition of wide medians would narrow the roadway and slow traffic. At intersections, curbed medians would prevent potential accidents by separating the turn lane from the travel lane. 6. Reduced traffic speed with a 2-lane configuration would more closely match the posted speed limit of 30 miles per hour. Current rates of speed with the 4-lane configuration regularly 7. Reduced traffic speeds would create a safer environment, supportive of the desired Town Center objectives for a pedestrian-oriented environment with an active commercial district of shops, stores, and businesses. The improvements also allow for bump-out areas and median refuges which increase the curbed, protected area for pedestrians and reduce the distance across travel lanes. 9. Reduced traffic speeds would improve the current function of on-street parking along the corridor. Without a dedicated merge lane, cars are forced to back into the travel lane, in both the existing and the proposed condition; however, the proposed configuration gives users more time to negotiate this maneuver. The proposed configuration also improves the alignment of on-street parking to a consistent 45 degrees and provides for new bump-outs and islands that improve protection for parked cars and for cars transitioning into and out of spaces. Street Lighting Workshop participants identified the need for new street lights. It is important to distinguish the need and function of street lighting versus 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 15

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 a single, round globe mounted on a simple, black, 12-foot post. This style is appropriate for the age of the Proposed street light fixture community and complements a wide range of architectural styles. The style illustrated in the accompanying photograph has decorative banding that reinforces an Art Deco style which would be particularly suitable for Murray Hill. 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 at Edgewood and Post. 16 Existing pedestrian lights at nearby Park and King area with cobra head fixture in background Area proposed for new sidewalk

Sidewalk Improvements Install a new 4-foot sidewalk on the southwest side of Edgewood, between Hamilton Street and the mid-block terminus adjacent to Murray Hill United Methodist Church. This segment of the study area is the only location with no paved sidewalk. The well-worn foot path indicates significant use. A wider sidewalk would normally be recommended, but the presence of the corridor s most prominent live oak tree necessitates a reduced width to minimize construction impacts to this valuable specimen. In addition to the construction of a new sidewalk, sidewalks should be repaired or replaced as required along Edgewood Avenue, on both sides of the roadway. In most cases, sidewalks appear in good condition and may not require attention. Sidewalks that are visibly cracked, depressed, or badly worn should be replaced. Sidewalks should be widened to 6 feet where space allows to improve pedestrian access. Consideration was given early in the process to widening sidewalks in front of businesses built to the right-of-way. To accomplish this would require eliminating angle parking in those locations or narrowing the roadway to capture more sidewalk area. Workshop participants were not in favor of losing the existing parking. Adjusting the sides of the road would require moving curbs and gutters, also drainage structures, an expensive process that would quickly consume project funding in both design and construction. In the end, the community was satisfied with the prospect of improving the existing sidewalks with the additon of lighting, street trees, and street furniture. Double curb cuts near intersection of Post Street to match either side. Superfluous curb cuts are typically remnants of former businesses and are often not needed for current business needs. The number and frequency of these access points onto the roadway create a safety hazard. Businesses located on corners can better utilize side street driveways. This proposal may not be possible in every location and will require a case by case analysis performed during Phase II. Street Trees Install new street trees along Edgewood Avenue, 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. 17 Reduction of Curb Cuts Remove superfluous concrete curb cuts and aprons along the corridor as possible and replace with sidewalks, curbs and gutters, and plantings Washington palms as street trees in La Villa

Space for street trees is ample within the right-ofway, between the curbs and the property lines. Proposed tree locations are shown in the plan, and significant existing trees should be preserved. Proposed tree species and spacing are listed below. 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: East Palatka holly (Ilex x attenuata East Palatka ) 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 East Palatka holly: 12 feet, on center Cabbage palm: 8 feet on center New Medians Install new medians where space allows and according to the proposed traffic study. Recommended median locations are shown in the graphic plan with associated landscaping. Median openings are illustrated to accommodate most existing driveways and allow on-street parking access within the commercial district. Median landscaping should be East Palatka holly at planting size composed primarily of trees and sod to reduce construction costs and for ease of maintenance. 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). Median trees should be planted where possible to create visual relief from paved expanses of roadway and parking. Trees in roadway medians help to slow traffic by introducing 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. Proposed tree locations are shown in the plan. Proposed tree species and spacing are the same as for street trees. An illustration of the proposed median improvements is shown on the following page. 18 With the removal of two 12-foot travel lanes, new medians can be as wide as 24 feet. At intersections, medians should be constructed to allow dedicated left-turn lanes. The plan shows left-turn median offsets to improve left-turn visibility. This spacing allows for a second smaller median to separate turning cars from the travel lanes and provide an additional refuge for pedestrians. Live oaks used as median and street tree in Southpoint

Conceptual illustration of Edgewood looking southeast from Kerle Street with new medians, crosswalks, and other improvements Edgewood Avenue at Kerle Street existing conditions 19 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. Edgewood Avenue and Falmouth Street: Replace existing signals with single mast arms, colored black and consistent with other City intersection improvements. Install new 8-foot crosswalks on both sides of intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Edgewood Avenue and College Street: Install new 8-foot crosswalk across College Street using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Edgewood Avenue 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. Use bulb-outs on both sides of the intersection to protect on-street parking and narrow the roadway crossing for pedestrians.

Edgewood Avenue and Antisdale Street: Install new 8-foot crosswalks on all sides of intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Edgewood Avenue and Trask Street: Replace existing signals with single mast arms, colored black and consistent with other City intersection improvements. Install new 8-foot crosswalks across Trask Street and Edgewood Avenue using red brick or concrete road pavers, locked in place with 10- inch concrete header curbs. Edgewood Avenue and Corby Street: Install new 8-foot crosswalk across Corby Street using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Edgewood Avenue and Mayflower Street: Install new 8-foot crosswalk across Edgewood Avenue on north side of intersection using red brick or concrete road pavers, locked in place with 10-inch concrete header curbs. Crosswalks on the other 3 sides of the intersection are provided as part of a separate project. Intersection of Edgewood and Post, existing conditions 20 Intersection of Edgewood and Post, proposed intersection improvements

Entry Signs Install new masonry entry signs or monuments at each end of the corridor. Entry features should be of brick or stucco veneer with a legible nameplate in metal designating Murray Hill. It appears that an entry sign is proposed for the median at the intersection of Edgewood and Plymouth Street as part of the pending improvement plans being developed separately from this Town Center initiative. That proposed location is ideal for an entry sign at the southeast end of the corridor. The Project Team Standard RAP entry monument recommends locating a matching entry sign in the proposed median between Falmouth and College Streets. This location would allow for a prominent display of a sign or monument because traffic will move slower in this segment with the proposed 2-lane merger and the new median is widest here. The Project Team recommends a style similar to the one used for the Riverside Avondale historic district. The scale and material of this sign would be appropriate for Murray Hill. Additional Parking Install new angle parking along Edgewood Avenue in available right-of-way between Antisdale Street and Corby Street. Workshop participants identified a strong need for additional parking associated with the Florida Christian Home that occupies the entire block on the north side of the road. Right-of-way space in this block is available for additional parking and the Project Team proposes it be used for this purpose. Display Kiosk Install new display kiosk. A display kiosk is needed for a central and convenient display of information and area events and to reduce display use of telephone poles. The Project Team recommends a central location near the Murray Hill Theater. 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. The Project Team recommends the JTA design Option 6 illustrated on the next page for new Edgewood Avenue 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. Our cost estimate includes an approximation of this expense. 21

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. The Project Team has selected a typical bench and trash receptacle that would be wellsuited to the corridor in terms of aesthetics, historic appropriateness, and durability. The Project Team recommends a color choice that will stand out as an identifiable feature of the Town Center but that will not fade objectionably or become dated after a short time. Images for bench and trash receptacles that suggest favorable types and colors are provided on this page. Specific types, colors, and locations will be identified during the Phase II process. Forty-five benches and 45 trash receptacles are estimated to be needed to complement the proposed Town Center improvements, and recommended locations are indicated in the graphic plan. Irrigation Typical bench and trash receptacles appropriate for the Murray Hill corridor 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. 22

The cost estimate provides a broad estimate for an automated irritation system for the plants recommended in Section 3. 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. Cost Estimate The Project Team prepared a cost estimate for the work described above as Stage One and Stage Two. The cost estimate 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 that are representative of current construction averages. Quantities were taken from the plan shown at the end of this section. All totals include a 15 percent contingency to cover non-included or unforeseen costs such as mobilization, buried utilities, etc. All totals are rounded to the nearest thousand dollars. Unit costs include labor and installation hardware. PROPOSED IMPROVEMENTS ESTIMATED COST Ornamental Lighting $225,000 56 new fixtures @ 3,500 = 196,000 Sidewalk Improvements $17,000 500lf @ 30 = 15,000 Reduction of Curb Cuts $9,000 400lf @ 20 (4.5sf x 4sf) = 8,000 Street Trees $79,000 Large trees: 49 @ 750 = 36,750 Small trees or palms: 128 @ 250 = 32,000 New Medians $274,000 Pavement removal: 4122sy @ 18 = 74,196 Curb and gutter: 6,530lf @ 15 = 97,950 Large trees: 35 @ 750 = 26,250 Small trees or palms: 92 @ 250 = 23,000 Sod: 37,098sf @.45 = 16,694 Intersection Improvements $193,000 Signal replacement: City provided New brick paver crosswalks: 4,640sf @ 11 = 51,040 Bump-outs: 39 @ 3,000 = 117,000 Entry Signs $12,000 1 @ 10,000 = 10,000 Additional Parking $7,000 Curb and gutter: 400lf @ 15 = 6,000 23

Display Kiosk $6,000 Prefabricated kiosk: 1 @ $5,000 = $5,000 Bus Stop Improvements $23,000 New bus shelters: 4 @ $5,000* = $20,000 *supplemental funding with JTA as primary funding source Street Furniture $64,000 Benches: 35 @ $1,200 = $42,000 Trash receptacles: 17 @ $800 = $13,600 Irrigation $185,000 Trees: 356 @ $300 = $42,000 Sod and Groundcovers: 37,098 @ $1 = $37,098 Bump outs: 39 @ $500 = $19,500 TOTAL $1,094,000 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). The Graphic Plan The following three 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 understanding 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. 24

4 Future Visions The following projects and improvements are listed outside of the primary group of projects because of their dependency on outside elements, budget constraints, or unknown variables to reach completion. They are important projects that were identified and discussed in the workshops, and they should continue to be considered for coordination, funding, design, and implementation. the next major roadway construction to Edgewood Avenue. In other areas of town, JEA has participated in burying their overhead lines when major road or utility work has occurred. Repair or replacement of existing underground utilities, like storm sewers or water lines would be a prime example of projects that would require major roadway construction ideal for relocating utilities underground. Underground Utilities Workshop participants unanimously agreed that locating overhead utilities underground would improve the aesthetics of the corridor. Aging utility poles could be removed, sidewalk space expanded, ugly wires buried from sight, and trees no longer required to be severely pruned; but there are many difficulties in reaching this objective. JEA has indicated in word and practice a desire to put their wires underground, and this is their general preference with new development. Burying existing wires in an older neighborhood, however, presents other challenges. The technology exists to jack and bore the wires underground without disturbing the surface, but it is an expensive process. Additionally, other service providers that share the overhead lines with JEA, such as telephone and cable, must also agree with this direction for it to occur. It is not clear who would be responsible for paying for this service as no one party feels they should assume the full cost. Nevertheless, it remains part of the longterm vision for the community. The most likely scenario would be to actively coordinate the burying of overhead utilities with In the meantime, the Project Team recommends that existing wood utility poles be replaced with standard concrete posts. This should be a Cityincurred cost, but the City has a regular replacement repair schedule and budget; this replacement would not typically be warranted. It would be up to MHPA or other neighborhood representatives to actively solicit support from their district council representative, business leaders, the mayor s office, and others to assist with the cost and scheduling of this effort. Overhead String Lights During the workshops, participants generated an idea for displaying decorative string lights over the roadway to identify the district core and to present an inviting and festive atmosphere. This project was not included in the funded list because the Project Team determined the height of the existing buildings to be too low to make this proposition feasible and attractive. Nevertheless, the theme is a strong one, and the Project Team recommends that a separately funded initiative be commissioned by MHPA to install permanent decorative string lighting in the 28

district core, primarily between Kerle and Antisdale. Decorative string lighting should be small, low wattage, low voltage, and strung together in a commercial-grade strip. Several commercial brands are available (such as Tokistar) that offer a variety of sizes and styles. Instead of locating lights between the buildings and over the roadway, lights could be located along the building copings to frame the primary buildings. A strong alternative would be to light the street trees. Canopy trees could have their branches lit while palms could have their trunks wrapped. Either scenario would give Murray Hill an attractive and distinctive look year round. Overpass Wall Improvements The retaining wall that supports the U.S. 17/ Roosevelt Boulevard overpass at the southeast end of the corridor is unattractive. Because of its height and very close proximity to the service roads, its defects are quite visible to the passerby. This wall also serves as a prominent barrier between the neighborhoods of Murray Hill and Avondale. The Project Team recommends that as a future project, the overpass wall be rehabilitated and painted to provide a smooth and clean finish. MHPA should be responsible for coordinating the color selection of the paint (on the Murray Hill, or northwest side) to complement corridor aesthetics. U.S. 17/ Roosevelt Boulevard overpass wall, existing conditions Alternatively, this wall space could be used more aggressively as a display for public art. The Project Team would recommend that a frame or border be delineated or constructed on one or both sides of the overpass that would serve to contain and highlight public art projects. Artwork could include painted murals, tile mosaics, bas-relief, or other unique treatments. The framed areas should be lit softly with a ground flood light for night viewing. The art space could be designated for either a single, permanent display (perhaps professionally commissioned) or feature rotating art work contributed from neighborhood schools or the Murray Hill Art Center. There is very little space for landscaping along the base of the wall. Where possible, the Project Team recommends removal of existing asphalt and concrete at the base of the wall and installation of cabbage palms and ornamental grasses such as cord grass (Spartina bakeri). Ideally, new landscaping would be coordinated to complement any public art display planned for the wall. All of the above proposals for overpass wall improvement are subject to approval from City engineers. Any alteration to the existing wall and its base must not jeopardize its structural integrity or its ability to be inspected. PRIVATE PROPERTY PROJECTS Pocket Park The Project Team and workshop participants recognized the need for a small pocket park or gathering space associated with the Town Center. Unfortunately, there does not appear to be any public land within the district readily available that could be converted for this use. To answer this need, however, the Project Team 29