CHAPTER 5 Chapter 5 Auto Circulation & Parking AUTO CIRCULATION & PARKING Parking use and automobile circulation have been topics of many discussions on street corners as well as at public workshops and focus group meetings. Citizens are concerned that pedestrian safety and comfort should not be compromised by high traffic volumes and speeds. Other concerns relate to the adequate supply, availability and convenience of public parking. Auto Circulation Downtown Georgetown is bisected by a state highway, Business Interstate Highway 35-M, which is Austin Avenue. There is an issue with the traffic flow generated by this route in that it may both help and hinder the vitality of downtown. Some feel that the influx of visitors helps support the local economy, while others feel that the traffic, especially when interstate traffic is diverted, detracts from the downtown. Overall, heavy traffic does have the potential to create a barrier to pedestrian use and to impact the character of the downtown; this must be balanced with consideration of providing convenient automobile access to downtown. Automobile access should focus on being efficient and convenient to bring people into downtown. There are several important discussion points related to automobile circulation in downtown Georgetown. The major issues are: Potential of eliminating state highway designation for Austin Avenue Possible redesign of Austin Avenue through downtown Possible addition of pedestrian-controlled traffic signals along Austin Avenue Austin Avenue A key question is the use of Austin Avenue as a part of the state highway system. Substantial volumes of through-traffic pass this way, especially when the interstate is closed. Because this provides some added exposure for businesses it may, to some extent, be considered an asset. However, when traffic volumes reach a level that discourage pedestrian activity, then this is no longer a benefit to downtown but a detriment. A related issue is the preservation of certain elements of the bridges crossing the North and South San Gabriel Rivers. These elements are assets that could fit into an overall heritage tourism opportunity that would have positive benefits to the economy of the city if properly promoted as part of a historic tour experience. The primary role of Austin Avenue should be to serve downtown circulation. This includes pedestrians as well as motorists. Road engineering solutions that increase traffic flow and impede pedestrian flow will have a negative impact on the economic development opportunities of the downtown and are likely to threaten the significance of the National Register Historic District and impede one s ability to interpret the historic character of the area. When prudent and feasible road design alternatives are available, engineering designs that respect the downtown context should be used. State Highway Designation Austin Avenue currently is classified as a state highway. This designation may limit options for reducing lane widths, installing landscaping and sidewalks, providing special signage and enhancing crossings. First and foremost, Austin Avenue should be engineered to support the vision for development of the downtown as outlined in this plan. This includes streetscape designs, on-street parking and pedestrian crossings. To the extent that Austin Avenue can support these functions and also serve as a part of the state highway system, then it should do so. At the point that it becomes apparent that it cannot serve downtown and the state highway system, and alternatives for carrying traffic are available, then removal of the highway designation should be considered. page 67
RUCKER N MYRTLE N ELM ELM WALNUT ASH HOLLY PINE ASH COLLEGE MAPLE MYRTLE MAIN ELM PINE City of Georgetown Downtown Master Plan Key: Primary Auto Route Secondary Auto Route Primary Pedestrian Route Regional Trail RIVERSIDE DRIVE WILLIAMS DRIVE Trailhead W SPRING E SPRING Downtown Overlay District Boundary STREET W MORROW N MAIN VALLEY N CHURCH N COLLEGE BLVD. AUSTIN SAN GABRIEL VILLAGE ROCK MAIN AVE. SOUTH SAN GABRIEL RIVER BLUE HOLE PARK MLK JR. BLVD. FOREST E 2ND WATERS EDGE CIRCLE W 3RD CHURCH MYRTLE E 3RD W 4TH E 4TH OAKS COVE SCENIC WEST STREET E 5TH W 6TH E 6TH DRIVE MONTGOMERY BRIDGE W 8TH E 7TH E 8TH E 7TH E 8TH W 9TH E 9TH E 9TH UNIVERSITY AVE. AVE. W 10TH ST W 11TH E 10TH E 11TH WALNUT E 10TH E 11TH WALNUT E UNIVERSITY AVE SCENIC DRIVE RAILROAD W 13TH W 14TH W 15TH TIMBER LANE AUSTIN AVE. FOREST HART CHURCH 13TH 14TH 15TH W 16TH 16TH 16TH 16TH 17TH 17TH 0 500 1000 2000 North Winter & Company 775 Poplar Avenue Boulder, CO 80304 (303) 440-8445 www.winterandcompany.net with: Parshall + Associates Architects Bender Wells Clark Design Georgetown, Texas Georgetown Downtown Master Plan Overall Circulation Strategy Map #8 April 6, 2003 page 68
Chapter 5 Auto Circulation & Parking Further study is needed to determine both the use and destination of the Austin Avenue traffic. As an initial action, pedestrian crossing problems should be minimized by providing better signs, installing pedestrian-controlled crossing signals and constructing textured crosswalks that encourage slower speeds. Widening Austin Avenue between 6th Street and 9th Street could have negative effects upon the pedestrian-oriented character of the downtown. This could negatively affect the perception of the National Register Historic District, which is an important heritage tourism resource. Widening this section of Austin Avenue should be avoided. Other alternatives may include managing traffic flow, promoting alternative modes of transportation and redirecting traffic to other routes. Creating an attractive corridor along the northern portion of Austin Avenue would encourage mixeduse development in this area, including development of housing. This would support downtown businesses, and reduce vehicle miles traveled by providing housing opportunities for downtown workers. If the street is designed primarily to move highway traffic at high speeds and with large volumes, then the development opportunity along this section may not be fully realized. A current trend in highway design that is promoted by the Federal Highway Administration is the concept of Context-Sensitive Design, in which the community setting is incorporated into planning for transportation improvements. Protection of cultural resources, opportunities for economic development, and other community plans are taken into consideration in this process. To the extent feasible, Austin Avenue should have: Narrow travel lanes Downtown-sensitive speed limits Textured crosswalks at key intersections Sidewalks along all street edges On-street parking to buffer sidewalks from travel lanes Decorative lighting Street trees Wayfinding signs Actions: With the vision for the street as established in this plan, discussions should be undertaken with TXDOT to devise ways in which Context Sensitive Design can be applied to Austin Avenue. The illustrative plan detail included on this page should serve as a model for these discussions. (For additional information, see www.fhwa.dot.gov/csd.) Streetscape enhancements that encourage pedestrian activity should be installed. Street designs that include center medians, corner crosswalk bulb outs and diagonal parking, can all assist in calming traffic on heavily travelled routes. Street Design Scenarios The sketches on the following pages show options that could be considered for street design in the downtown. These options show parking, travel lane and sidewalk width alternatives. The assets and issues of each are listed. They may apply to several streets, including portions of Austin and Main. Key Variables: Existing conditions (which ultimately dictate the potential number of lanes, sidewalk width and type of parking that may be installed) Sidewalk width Inclusion of a turning lane Parallel versus pull-in parking (The preferred option is to establish parallel parking which increases sidewalk width, provides more safety for bicyclists and allows for more travel lanes. Pull-in parking is considered the only option in some areas where street right-of-ways are not sufficient.) page 69
City of Georgetown Downtown Master Plan Option A This plan shows two travel lanes and a center turn lane. Parallel parking occurs on both sides of the street. Assuming a 70 right-of-way the street crosssection would be as follows: TL Travel lane width 11-0 T Turn lane width 11-0 P Parallel parking width 8-6 S Sidewalk width 10-0 Issues: Diagonal parking is not available on this street reducing the number of parking spaces available. S P TL T TL P S Assets: A generous sidewalk width is available proving ample room for streetscape improvements including trees, benches and lights. This could also allow for outdoor dining in some locations. Planting could occur at bump-outs. Option B This plan shows two travel lanes and a center turn lane. Parallel parking occurs on one side and diagonal parking occurs on the other side of the street. Assuming a 70 right-of-way the street crosssection would be as follows: TL Travel lane width 11-0 T Turn lane width 10-0 P Parallel parking width 8-0 D Diagonal parking 18-0 S Sidewalk width 6-0 Issues: The sidewalk width in this scenario does not allow room for significant streetscape amenities. There may be difficulty deciding which side of the street would be diagonal vs parallel parking. Option A Assets: Diagonal parking is available on one side of the street increasing the number of on-street parking spaces in comparison to Option A. Planting could occur at bump-outs. Street lights could be installed. page 70
Chapter 5 Auto Circulation & Parking Option C This plan shows two travel lanes. Diagonal parking occurs on the both sides of the street. Assuming a 70 right-of-way the street cross-section would be as follows: TL Travel lane width 11-0 D Diagonal parking 18-0 S Sidewalk width 6-0 Issues: The sidewalk width in this scenario does not allow room for significant streetscape amenities. No turn lane is available which could affect traffic congestion at times. Assets: Diagonal parking is available on both sides of the street increasing the number of on-street parking spaces in comparison to both Option A and Option B. Planting could occur at bump-outs. Street lights could be installed. S P TL T TL D S Parking In addition to the issues related to high highway traffic volumes, there is a perception that more parking is needed. Variables to consider are the number of spaces available, the convenience of their location, the ability of users to find them and the policies used to manage turnover. While there are a number of existing parking lots (see Map #3 on page 23), the connections between them and points of activity are weak. The lots are asphaltcovered and little has been done to mitigate their visual impact. They should be buffered from the public right-of-way with landscaping or other appropriate design elements. In addition there is a question as to where the owners and employees of local businesses and public agencies are parking. Without designated employee parking, employees reduce available parking spots intended for patrons. On-street parking also plays an important role. The primary on-street parking in the downtown is provided in both diagonal and parallel layouts. Option B page 71
City of Georgetown Downtown Master Plan Parking Facilities In general, there are three basic types of parking facilities that may be considered in downtown Georgetown: surface lots, parking decks and parking structures. Each type of facility has features that are appropriate for different applications. Surface lots can be stand-alone parking facilities (e.g., the City block-sized, asphalt-covered lot), or parking lots attached to a specific commercial building (e.g., beside an office building). They are used when expense is a concern, visual aesthetic expectations are low, or when the dedication to parking is not long-term. S D TL TL D S A parking deck is a simple structure of only two levels, with the lower level constructed into the grade of the site. This will frequently allow the two levels of the deck to be accessed from the street by separate driveways, if the topography slopes sufficiently to do so (as is the case with the West Draeger Redevelopment Site, between 6th and 7th Streets and Rock and Forest Streets), without the added expense of constructing ramps to connect the levels. The fundamental design principle for a deck is that the street edge be designed to provide interest to pedestrians. In the simplest model, the edge of the deck would be screened with decorative railings or plantings. In more elaborate models, the perimeter of the deck is animated with commercial space. Parking structures generally have two to four levels of parking with at least one ingress and one egress point. Also, many communities are now requiring parking structures, which are otherwise an unattractive addition to the streetscape, to be wrapped with shallow retail spaces. Option C Parking Issues and Opportunities How future new parking facilities are developed is an important element of the Downtown Master Plan. There are a number of considerations that should be factored into parking planning and development. page 72
Chapter 5 Auto Circulation & Parking Think of parking as a utility (i.e., it provides a service that customers use) and not as a land use. Viewing parking from this perspective makes one ask the question of where should parking be located to best serve demand? Take a systems approach to viewing parking decisions. This requires that all parking structures, lots and on-street spaces be viewed together to evaluate how well they are serving demand. A systems approach will evaluate point of view because the public can often park closer to their destination. They are also desirable for the developer, because a combineduse property can generate higher rental income than a stand-alone parking structure. Locate new public parking facilities where they will serve the broadest range of users and not just one specific commercial site. Ensure that new public facilities have enough spaces not only to meet the expected demand from the commercial or civic uses the facility is expected to support but also to provide extra parking spaces for use by other developments in the area. Ensure that public redevelopment projects have sufficient parking to meet their needs plus extra parking spaces for general public use. Parking structures should be designed to provide an attractive street edge for pedestrians, as this one does. (Boulder, CO) how well the facilities are functioning together, and whether they are integrated so that customers know where to go to find the next lot if the first one they go to is full. Parking facilities should be located so that they form a loop within the downtown (i.e., to the extent possible), be well marked and be accessible. Signage at each that notes the location of additional nearby lots should be installed. Combine other uses with new public facilities whenever possible. Multiple-use parking facilities that include parking are desirable from an urban design perspective because they are more attractive than just a single-use parking facility. They are desirable from the public s Manage parking resources to encourage downtown workers to park at the edges of downtown or in lesser-congested areas, to free up parking in the heavier commercial areas for customers. Recommended Actions While there are a number of significant parking projects being discussed for development in the downtown not including the recently completed Justice Center parking structure it is not necessarily clear that three separate parking structures are currently needed for a community the size of Georgetown. When it does become clear that additional off-street parking is needed in the downtown, the following concepts should be considered. page 73
AUSTIN MAIN AVE. CHURCH HART AUSTIN AVE ELM City of Georgetown Downtown Master Plan Key: Parking Lot SAN GABRIEL VILLAGE BLVD. SOUTH SAN GABRIEL RIVER ROCK Parking Structure Approximate Walking Distance in 5 minutes Primary Auto Access Route Secondary Auto Access Route MLK JR. BLVD. FOREST Downtown Overlay District Boundary W 3RD MYRTLE ELM W 4TH E 4TH WEST STREET E 5TH W 6TH E 6TH W 7TH E 7TH W 8TH E 8TH W 9TH E 9TH W 10TH E 10TH W 11TH E 11TH W. UNIVERSITY AVE 0 250 500 1000 Note: Building footprints are approximate in scale and location. They are included for illustrative purposes only. North MAIN CHURCH MYRTLE Winter & Company 775 Poplar Avenue Boulder, CO 80304 (303) 440-8445 www.winterandcompany.net with: Parshall + Associates Architects Bender Wells Clark Design Georgetown, Texas Georgetown Downtown Master Plan Proposed Parking Strategy Map #9 April 6, 2003 page 74
Chapter 5 Auto Circulation & Parking 1. Develop parking structures and lots to service all areas of downtown. Parking near the downtown core would benefit travelers coming to government offices and patrons of retail and dining opportunities and downtown workers during the daytime. City and County planners should resist the temptation to put surface lots throughout the downtown area, since lots do little to enhance the urban landscape. Therefore, in conjunction with the Justice Center parking structure, public parking facilities should be considered at the intersection of 10th and Main Streets (the County Block Redevelopment Site) and a city-owned block between Rock and Martin Luther King, Jr. and 8th and 7th Streets (part of the proposed Civic Center). These are highlighted on Map #9 on page 74. Locating parking facilities in these three locations would service most of the downtown area. One way to illustrate this concept is by drawing circles around proposed parking locations that represent a distance that a pedestrian can comfortably walk in five minutes (typically one-quarter mile). If developments at these locations are to be successful, they should be comprehensive, with initiatives to revitalize properties around all corners of the intersection. The strategy should be to stimulate development with a mix of uses at this intersection. These should include retail and office functions, but should be anchored with accommodations and housing development. 2. Coordinate a wayfinding and sign system that directs visitors and locals to parking lots. Clearly identify routes to parking that minimize potential conflicts with primary pedestrian routes. 3. Clearly identify the lots with uniform graphic design. See also Chapter 6: Wayfinding & Public Signs. 4. Create pedestrian-friendly edges with landscaped edges and interiors of the lots. See also the Design Guidelines for the Downtown Overlay District. 5. Confirm the distribution and quantity of projected parking needs. Additional parking is likely to be needed in the downtown as development increases the density of uses. While this plan identifies two possible locations for new parking structures, the estimates of required new parking need to be refined as the plans for new development and redevelopment downtown materialize. 6. Develop and manage parking as a system. Parking should be viewed and managed as a utility that is provided by the City and County, as well as some private sources. It should be regularly inventoried, its use should be managed and monitored, and it should have a coordinated, comprehensive signage system. A key part of this parking management strategy is enforcement. For the time being, while increased parking capacity is being discussed, the City should actively enforce parking restrictions within the downtown. This includes the use of metered or time-limited parking spaces. A key concern is that many downtown employees and business owners tend to park in valuable customer parking spaces. This should not be allowed to continue. If Georgetown is to be a destination, then it must appear friendly to visitors. Parking, unfortunately, is the first commodity that businesses have to offer. Employees should be encouraged to park in outlying parking lots or structures and walk into downtown. If this is too much of an inconvenience, then the City or County should consider an employee satellite lot with shuttle service. Actions: As an initial step, the city should establish a proactive parking management program, which includes monitoring and enforcement of on-street parking spaces. As a first phase, a surface parking lot should be developed on the county property on Main Street. This should be landscaped to meet the design guidelines, but planned to be an interim solution. In a second stage, this lot should be developed with commercial and residential uses page 75
City of Georgetown Downtown Master Plan framing the streets, and structured parking to the interior of the parcel. A more detailed parking demand and management study should be conducted, to more precisely ascertain where parking supply may be deficient. It is also important to plan structured parking for a future stage of implementation, when the density of uses has increased. Construction of structured parking facilities should be undertaken by a downtown parking improvement district program. Transit Opportunities Currently there are no public transit facilities in Georgetown. Community members are interested in a number of different transit opportunities. These range from a shuttle or trolley that circulates through the downtown, to the possibility of a passenger rail line being established between Georgetown and Austin. These opportunities should be kept in consideration during the development of the plan recommendations. Potential transit stops are not located on the framework map, but could be integrated into the plan on an as-needed basis. Future stops should be located by activity centers and at key sites. If a rail line were to be developed, links between the depot or end point of the train and the downtown would need to be investigated further. page 76