Existing Conditions Report

Transcription

Existing Conditions Report
Village of Western Springs, Illinois
* DRAFT REPORT *
February 25, 2010
Prepared by the Consultant Team of:
Teska Associates, Inc. / BDI, Inc. / OKW, Architects / Gewalt Hamilton, Inc.
table of contents
Introduction ...................................................................................
Study Area ......................................................................................
Planning Process ............................................................................
Existing Transit in Western Springs ...............................................
Opportunity for Transit Oriented Development ...........................
1-1
1-1
1-2
1-3
1-3
Relationship to Comprehensive Plan ............................................
Vision statement ............................................................................
Goals and Objectives ......................................................................
Comprehensive Plan - Downtown Recommendations ................
Other Planning Documents and Efforts ........................................
Existing Land Use ...........................................................................
Zoning .............................................................................................
Environmental Characteristics .......................................................
Opportunity Sites ..................... .....................................................
Community Character ....................................................................
Streetscape ....................................................................................
2-1
2-1
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-8
Market Assessment .......................................................................
Brief Commercial History ...............................................................
Methodology ..................................................................................
Core Retail Development Concepts ..............................................
Retail Follows Other Markets ........................................................
Development is Tenant Driven ......................................................
Visibility is Critical ...........................................................................
Visual and Physical Access Must be Easy ......................................
Anchors Hold the Position .............................................................
Operating Results Trump Development Costs .............................
A Few Retailers Provide the Majority of Sales Tax .......................
Business Mix ...................................................................................
Visibility ...........................................................................................
Market Characteristics ...................................................................
2-17
2-17
2-17
2-18
2-18
2-18
2-19
2-19
2-19
2-19
2-20
2-20
2-21
2-22
table of contents (cont.)
Current Utilization ..........................................................................
Office ...............................................................................................
Retail ...............................................................................................
Land ................................................................................................
Equity Housing ...............................................................................
Market Summary ............................................................................
2-23
2-25
2-26
2-27
2-28
2-28
Transportation ................................................................................
Existing Traffic, Pedestrian and Parking Conditions .....................
2-29
2-30
list of exhibits
Planning Issues Map ..................................................................................
Urban Design Issues Map ..........................................................................
2-13
2-15
Table M-1: Sales ..........................................................................................
Table M-2: Demographics ..........................................................................
Table M-3: Survey Results 1 ........................................................................
Table M-4: Survey Results 2 .......................................................................
Table M-5: Office Market ............................................................................
Table M-6: Vacancy .....................................................................................
Table M-7: Price ..........................................................................................
Table M-8: Supply .......................................................................................
2-20
2-22
2-24
2-24
2-26
2-27
2-27
2-28
Figure T-1: Study Area Map ........................................................................
Figure T-2: Bicycle Improvements .............................................................
Figure T-3: Transportation Issues ..............................................................
Figure T-4: Average Daily Traffic ................................................................
Figure T-5: Downtown Parking ..................................................................
Figure T-6: Weekday Parking Midday ........................................................
2-29
2-34
2-35
2-37
2-39
2-41
Table T-1: Downtown Parking ....................................................................
Table T-2: Metra Bike Parking ....................................................................
2-31
2-34
appendices
Figure T-7: Weekday Parking PM
Figure T-8: Sunday parking Midday
Figure T-9: Origins and Mode of Access
Figure T-10: Pace Buse Route 669
Figure T-11: Pace Bus Route 669 Average Ridership
Table T-3: Parking Inventory Weekday Midday
Table T-4: Public Parking Occupancy 1
Table T-5: Public Parking Occupancy 2
Table T-6: Metra Parking Occupancy
Table T-7: Permit Parking Occupancy
Table T-8: Private Parking Occupancy
Table T-9: Parking Inventory Weekday Midday
Table T-10: Public Parking Occupancy 1 Weekday Noon PM
Table T-11: Public Parking Occupancy 2 Weekday Noon PM
Table T-12: Permit Parking Occupancy Weekday Noon PM
Table T-13: Private Parking Occupancy Weekday Noon PM
Table T-14: Downtown Parking Occupancy Weekday Noon PM
Table T-15: Public Parking Occupancy 1 Weekday Noon
Table T-16: Public Parking Occupancy 12Weekday Noon
Table T-17: Metra Parking Occupancy Weekday Noon
Table T-18: Permit Parking Occupancy Weekday Noon
Table T-19: Private Parking Occupancy Weekday Noon
Table T-20: BNSF Boardings and Alightings
Table T-21: BNSF Station Summary
Table T-22: BNSF Weekday Station Boardings
Table T-23: Origin Municipalities
Table T-24: BNSF Mode of Access
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1
Chapter 1: Introduction
Western Springs is located in the western suburbs of Chicago, in Cook County, Illinois,
approximately 15 miles from downtown Chicago. Since the last U.S. Census in 2000
(the current 2010 U.S. Census is underway at the time of this writing), the population
of Western Springs has remained stable, at approximately 12,000 people.
Downtown Western Springs
In order to maintain a stable and economically viable downtown business core,
improvements around the existing rail station are necessary to retaining existing
businesses and attracting new business and residents to the downtown area.
Study Area
The Study Area is centrally
located within the Village of
Western Springs, consisting
of the approximate 12-block
(1/2-mile in length) downtown
surrounded by residential
neighborhoods. This area is
characterized by the Metra
passenger rail station which
serves as the centerpoint.
The Study Area runs along the
Burlington Norther Railroad
right-of-way and from Prospect
Avenue on the west to Gilbert
Avenue on the east, as shown
in the illustration to the left.
Study Area
introduction
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Downtown Redevelopment Plan - Existing Conditions Report | Village of Western Springs, Illinois
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Planning Process
Throughout the duration of the planning process, a
Steering Committee, comprised of local and regional
public officials, residents, business owners and other
interested parties provided guidance and feedback
during each phase of work. These phases include:
1) Participation; 2) Existing Conditions; 3) Market
Assessment; 4) Concept Plans; 5) Transportation Plan;
6) Design Guidelines; 7) Implementation Strategies;
8) Funding Summit; 9) Draft Plan; and 10) Review and
Approval.
To ensure that the final plan has a broad level of support
and understanding, the planning process includes an
extensive public participation component designed
to involve community stakeholders and residents in
crafting a plan that represents a vision for the Study
Area that is responsive to the goals and aspirations
of Western Springs residents and businesses. The
public participation process includes:
2009 2010
Nov
Dec
Jan
Feb
Mar
Apr
May
* * ** **
1: Participation
Jun
Jul
Aug
Sep
**
2: Existing Conditions
3: Market Assessment
4: Concept Plans
5: Transportation Plan
6: Design Guidelines
7: Implementation Strategies
*
8: Funding Summit
9: Draft Plan
Key Stakeholder Interviews
Provided select community members with the
opportunity to share insights and ideas relating to
the Study Area and visions for how they would like
the area to be designed/developed.
Public Workshops
Provided community members with a series of three
(3) dynamic workshop designed to obtain community
input into the planning process via a series of
interactive activities, including a “Build-the-Vision”
mapping exercise and image preference survey.
**
10: Review and Approval
Meeting Symbol Key:
*
*
Public Event
Steering Committee Meeting
*
*
Village Staff/Board Meeting
Funding Partnership Summit
Project Schedule
Community Tour
Provided a tour map and points of interest in
neighboring communities, allowing the public to visit
comparable downtown areas and provide feedback
as to what they would and/or would not like to see in
Western Springs.
Public Open Houses
Provided an informal public review process for
community members to review the Plan and share
their preferences relating to the alternatives
presented.
page 1-2
Project Website
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Project Website
Provided an online resource and forum to keep the public informed and engaged in
the planning process.
Existing Transit in Western Springs
Western Springs is fortunate to have a Metra station along the Metra BNSF Line. This
station lies in the heart of the Study Area. Additional public transportation options
include a Pace bus route that runs through the downtown area servicing the Metra
stop. In addition, existing bike routes through Spring Rock park are planned for
expansion to the east through the downtown to Field School/Park. These bus routes
and Bike paths are noted on the Planning Issues Map.
Road congestion negatively affects two of our most valued resources, our time and
our money. The extra five, ten or thirty minutes that we spend in traffic is time that
we most certainly would prefer to spend elsewhere. Even when gasoline prices
were much lower than current rates, idling in traffic was a costly and inefficient use
of our time and our money.
As a result, alternative means of transportation have become more desirable and
transportation issues have increasingly become major concerns for communities. This
planning effort aims to take steps to reduce this congestion by providing increased
opportunities for public transportation and associated supportive development that
allow people to more resourcefully utilize their time and money as they traverse to,
from and within Western Springs.
Opportunity for Transit Oriented Development
Transit Oriented Development (TOD) is a prevalent planning concept that holds great
potential to shape communities, or at least a portion of them, in a way that merges
the best land use and transportation planning principles. With the need to enhance
public transit options, availability of undeveloped or underdeveloped buildings, and
the existing Western Springs station along the Burlington Northern commuter rail
line, Western Springs holds a strong potential to enhance the Study Area as a vibrant
mixed-use downtown and TOD. Western Springs was built and developed due to its
proximity to the railroad, and already fits the mold of TOD. Features such as lack of
cul-de-sacs, inclusion of alleys, and small lot sizes are all trademarks of TOD that are
prevalent throughout the Village and downtown core.
One of the better definitions of TOD and key associated planning principles are
found in the City of Austin’s (TX) Transit Oriented Development Guidebook, which
was published by the City’s Neighborhood Planning and Zoning Department in 2006.
The highlights of this guidebook are summarized on the following page, and are
appropriate to considering TOD in Western Springs.
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Transit Oriented Development (TOD) is the functional integration of land use and transit
via the creation of compact, walkablle, mixed-use communities within walking distance
of a transit stop or station. A TOD brings together people, jobs, and services and is
designed in a way that makes it efficient, safe, and convenient to travel on foot or by
bicycle, public transit or car.
TOD Principles:
The following principles serve as a guide and provide an understanding of the essential
elements and characteristics of a TOD. They will serve as the foundation for planning
efforrts in the Study Area.
• Create a compact development within an easy walk (typically 1/2-mile) of public
transit and with sufficient density to support ridership.
• Make the pedestrian the focus of the development strategy without excluding the
auto.
• Create active places and livable communities that service daily needs and where
people feel a sense of belonging and ownership.
• Include engaging, high quality civic spaces (e.g. small parks or plazas) as organizing
features and gathering places for the neighborhood.
• Encourage a variety of housing types near transit facilities available to a wide range
of ages and incomes.
• Incorporate retail into the development is it is a viable use at the location without
the transit componant, ideally drawing customers both from the TOD and a major
street.
• Ensure compatibility and connectivity with surrounding neighborhoods.
• Introduce creative parking strategies that integrate, rather than divide the site and
reduce the sense of auto domination.
• Create TOD plans that are flexible so they can respond to changing conditions.
• Strive to make TODs realistic, yet economically viable and valuable from a diversity
of perspectives (Village, transit agencies, developer, resident, employer).
• Reconize that all TODs are not the same; each development is located within its own
unique context and serves a specific purpose in the larger context.
(Source: City of Austin, TX, Transit Oriented Development Guidebook, 2006)
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Chapter 2: Existing Conditions
S
ection 2.1 Planning and Urban Design Assessment
This section provides an overview of planning principles and urban design elements
that both influence and guide the downtown Study Area, including past planning
efforts, existing land use, zoning, environmental characteristics and urban design.
Relationship to Comprehensive Plan
As a major planning effort that will have sigificant impact on the growth and
development of the Village of Western Springs, it is important to consider how any
future development/redevelopment in the downtown Study Area aligns with the
vision, goals, objectives and guidelines established in the existing Western Springs
Comprehensive Plan, which was adopted in 2003. Othe planning documents were
also reviewed (such as the 1995 Village Center Plan), as they guides the Village on
matters relating to the development and design in the downtown Study Area.
Western Springs
Comprehensive Plan
Vision Statement
The vision statement, as defined in the Comprehensive Plan states: As Western Springs
enters the 21st Century, it has planned for a “sustainable” community ensuring strong
neighborhoods and community services, an economically viable business community,
and an overall high quality living environment. The Comprehensive Land Use Plan draws
together the Village’s aspirations for the future as an integrated “expression” of how
it will manage it opportunities and resources to meet collective community goals. This
vision is consistent with the current planning effort for the downtown Study Area.
Goals and Objectives
In addition to the Vision Statement, the goals and objectives outlined in the
Comprehensive Plan emphasize the need to enhance and improve the downtown
Study Area. These goals and objectives outline many issues relating to the downtown
such as increased marketing and promotion of businesses, improved parking
availability and configurations, introducing buffering/screening and lighting standards,
downtown rehabilitation and facade programs, and incorporation of a new business
transition zoning district. Additional goals and objectives cover a range of topics, all
of which will have some bearing on this Plan.
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More specifically, a series of Downtown Policies are established in the Comprehensive
Plan, including:
• Within the core area of the Downtown, the Village should encourage maximizing
retail space. While service businesses fill an important need, more retail activity is
vital to the long-term viability of the downtown.
• Minimize negative impacts on surrounding residential areas when new parking
lots are developed in and around the downtown, through control of access points
and significant landscape buffering and transition areas/yards.
• To the extent possible, downtown redevelopment should be supported by an
increased number of on- or off-street parking spaces.
• Encourage a high quality commercial redevelopment at the northwest corner
of Wolf Road and Hillgrove Avenue, where the Village has created “Business
Redevelopment District No. 1” (now developed), or where it creates other such
economic developments to ensure suitably scaled and well coordinated commercial
development.
• The Village and the Western Springs Business Association should work together
to sustain and reinforce the balance between shared and dedicated parking, both
on-street and off-street, within the downtown area.
Western Springs
Business Association
Downtown Policies and Recommendations
The Western Springs Comprehensive Plan outlines specific policies and recommendations
for the downtown, summarized below:
Downtown Policies
• Maximize retail space.
• Minimize negative impacts on surrounding residential uses.
• Increase available downtown parking opportunities.
• Cooperation with the Western Springs Business Association.
Downtown Recommendations
• Maintain boundary of the downtown area, and the existing mix of uses, building
height, bulk, area and yard requirements.
• Undertake a downtown parking utilization study. (Completed as a part of this
study)
• Create a downtown transitional zoning district. (Created)
• Create a new single-family attached zoning district.
• Introduce transitional buffering and improvement standards in the downtown.
• Encourage new parking lots.
• Agressive marketing and promotion of the downtown.
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Western Springs Comprehensive Plan - Downtown Map
Other Planning Documents and Efforts
In addition to the Comprehensive Plan, the Village of Western Springs is guided by
other planning documents and efforts that provide relevant recommendations and
direction relative to the Study Area. They include:
Village Center Plan
The Village completed the Western Springs Village Center Plan in 1995. The intent of
this study was to propose a physical image for downtown Western Springs, consistent
with the high quality of life of the rest of the Village, address long-rang land uses, and
identify specific short-range downtown design improvement opportunities that could
be financed as yearly capital projects.
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Western Springs Comprehensive Plan Downtown Design and Appearance,
Implementation Strategies
Priority 1 refers to projects which should be
undertaken within the next year.
Priority 2 refers to projects which should
be undertaken during the next one to five
years, although some may actually begin
immediately.
Priority 3 refers to projects which should be
undertaken during the next five to ten-year
period.
However, it should be emphasized that
some projects may either move forward or
backward, depending on changes in market conditions, funding sources or local priorities.
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2
Existing Land Use
The Study Area is centrally located within the Village of Western Springs, consisting
of the approximate 12-block (1/2-mile in length) downtown surrounded by residential
neighborhoods. The downtown Study Area generally lies within the 1/4-mile radius
around the Metra station. This area consists of a mix of small scale commercial/retail,
offices, light industrial, municipal and residential uses.
The downtown follows the east-west orientation of the Burlington Northern railroad for
several blocks (approximately 12 blocks, and 1/2-mile in length), consisting of primarily
small-scale retail and service oriented businesses. There are a number of vacancies
currently in the downtown area. Parking is provided primarily on-street (angled and
perpendicular to the tracks) and supports the local businesses as well as commuters.
Other significant land uses in the downtown area include the Tower Green Park and
historic water tower.
Zoning
The Village has a Development Control Ordinance that addresses zoning and a number
of other development related controls. The majority of land within the Study Area is
zoned C-1 Village Center Commercial District, R-2 Single-Family Residence District and
R-3 two-family residence. These zoning classifications, along with several recently
added districts that may be relevant to the downtown area in the future are defined in
the Western Springs Zoning Ordinance as follows:
C-1 Village Center Commercial District
This district constitutes the town center or downtown of Western Springs and is
intended to accommodate a range of compatible retail, financial, service, governmental,
professional and residential uses in a setting conducive to and safe for pedestrian
activity. This district is intended principally for retail commercial uses. Key features
include:
• Dwelling units are allowed above the first floor
• Area is exempt from parking requirements – although if parking is provided, it
must meet traditional parking standards
• No front or side yard required, with a rear yard requirement of 10% of the lot
depth or ten feet (10’), whichever is less. However, transitional yards are
required when the C-1 District abuts a residence district.
• Maximum building height is 35’ for permitted uses (2 ½ stories) or 45’ for
conditional uses (3 ½ stories)
• Maximum building coverage is 90%
O - Limited Office
Several parcels between Central Avenue and Woodland Avenue south of the Railroad
are zoned for Limited Office. Key features of this District include:
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•
•
•
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chapter
Allows multi-family dwellings above the first floor
Yard requirements match adjacent residential zones
Maximum building coverage is 40%
Maximum building height is 35’ (2 ½ stories)
DT –Downtown Transitional
This relatively new district was created based on a recommendation in the 2003
Comprehensive Plan. As the name implies, it is designed to provide a transition
from the core downtown commercial area to adjacent single-family neighborhoods.
No property is currently zoned DT in Western Springs. Key features of this District
include:
• Only churches and two-family dwellings are considered permitted uses.
A variety of public uses (library, parks, etc.), along with daycare centers
and single-family attached dwellings of up to four units are allowed as a
conditional use. Additional uses could also be considered as a part of a
planned development.
• Front and rear yards are generally required to be 30’, with a side yard of 10’ to
15’ depending on location
• Maximum building height is 35’ (2 ½ stories)
R-2 Single-Family Residence District
This district is intended to provide a residential environment of moderate sized lots
with smaller yards.
• Minimum lot size of 6,200 sq. ft.
R-3 Two-Family Residence
This district is intended to provide a residential environment for duplexes or two-flats.
Much of the area on the south side of the rail way, east of Johnson Avenue is zoned
R3, as are several parcels on the north side of the rail way.
• Minimum lot size of 6,200 sq. ft. (for two units)
SFA – Single-Family Attached Residence
This is another new district created based on recommendations in the 2003
Comprehensive Plan. This district allows up to four attached units (typically
townhomes). Several parcels north of Hillgrove, south of 43rd Street, and east of
Johnson Avenue are zoned SFA
Minimum lot size of 3,100 sq. ft. per unit
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•
•
•
2
Front and rear yards are generally required to be 30’, with a side yard of 10’ to
Maximum building coverage is 30%
Maximum building height is 35’ (2 ½ stories)
All parking must be enclosed
Other Key Development Regulations
The Village also has a number of provisions in their Development Control Ordinance
which will have an impact on development/redevelopment within the study area.
These include:
• A requirement of 1.5 spaces per unit for multi-family dwellings (1.25 is a common
standard for many TOD developments)
• Extensive landscape requirements in Section 10-4-9, including provisions for
buffering between residential and commercial uses.
• Lighting requirements in Section 10-4-10, including requirements for shielding
of residential areas and a maximum height of 26’.
• Planned development provisions, which may be appropriate for any significant
redevelopment on primary opportunity sites.
• The only area not currently addressed in the code is architectural guidelines,
which can be addressed as an implementation step resulting from this study.
• Additional adjustments to sign regulations may be needed based on final plan
recommendations.
Environmental Characteristics
The study area contains no wetlands or flood plain. No localized flooding issues were
identified during the interview stage of the planning process. The two environmental
characteristics that did stand-out include:
•
Tree-lined Streets – Western Springs has been a participant in the Tree City
USA program for over 25 years. Streets leading into the downtown, and the
area around the Tower Green, are heavily tree lined. However, within the core
downtown blocks street trees are minimal.
•
Rail Corridor – With a triple track arrangement and significant freight and
commuter rail traffic along the Metra BNSF Railway, a harsh environment for
plant life exists immediately adjacent to the tracks. In addition, the Burlington
Northern has strict guidelines for planting within their right-of-way and near
the rail lines to address safety and visibility issues.
Opportunity Sites
Existing vacancies within downtown Western Springs provide opportunities to attract
new users or redevelopment to the community. Several opportunity sites are noted
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on both the Planning Issues Map and the Urban Design Issues Map. These sites have
been color coded and identified as either primary or secondary opportunity sites.
•
•
Primary Opportunity Site – These locations have buildings that are currently
vacant and were identified as key redevelopment opportunity sites in
discussions with community representatives. These properties could be
completely redeveloped, or they could be renovated with interior and exterior
remodeling to enhance their appearance and function.
Secondary Opportunity Site - These locations are currently occupied, and are
not in need of immediate action. However, they should be considered for
future enhancement – either for improvement of the existing buildings/site or
as a part of a more significant redevelopment project.
The most significant vacant building is at the southeast corner of Wolf Road and
Burlington Avenue (This site is often referred to locally as the Tishler property. However,
this former grocery and dry cleaners site is no longer owned by the Tishler family).
Other smaller, scattered redevelopment opportunity sites are distributed throughout
the Study Area. Though not noted specifically on the map, properties that may possibly
become available in the future should also be considered for (re)development where
appropriate.
Key Opportunity Site at
southeast corner of Wolf
Road and Burlington Avenue
Community Character
The quality of a place as expressed through the character of its buildings and public
places is an essential ingredient to a successful redevelopment plan. In Western
Springs, the most obvious and unique design element is the historic water tower
and surrounding Tower Green. This community symbol is appropriately used by
both the Village government and the Western Springs Business Association (WSBA)
on marketing materials. Other community character/urban design issues found in
downtown Western Springs are discussed below and highlighted on the Urban Design
Issues Map.
Streetscape
The area within a public road right-of-way, and particularly the area between the curb
and the property line, is commonly referred to as streetscape. This area typically
contains a sidewalk, street lights, landscaping, and potentially other amenities.
Together, these streetscape elements can have a significant impact the perception of
a community or a specific place such as downtown Western Springs. The Urban Design
Issues Map identifies the potential for streetscape enhancements along Burlington
Avenue, Hillgrove Avenue and Wolf Road. Streetscape enhancements may include
decorative pavers, distinct wayfinding signs, decorative lighting, banners, landscaping
and pedestrian furniture such as benches, information kiosks and bike racks. For
example, Wolf Road is the primary road that brings traffic to the downtown and could
be enhanced with wayfinding signs, landscaping, etc. to encourage traffic into the
downtown and provide a transition to neighboring residential areas. Streetscape
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enhancement along Burlington Avenue and Hillgrove Avenue can help soften the
impact of the railroad tracks and make the area more pedestrian friendly for residents
and commuters. Wayfinding signs and intersection enhancements can also help to
encourage pedestrian traffic through the downtown Study Area.
Three general types of streetscape have been identified on the Urban Design Issues
Map. Each area has a unique character and function, as identified below. Together,
the three streetscape types represent the various functions of downtown and provide
transitions between land uses. The Design Guideline section of this Downtown Plan
will detail more specific recommendations for each of these areas.
•
Downtown Streetscape –
o The downtown streetscape generally occurs along the most
concentrated business district areas. The streetscape should support
heavy pedestrian use as well as on-street parking and service and
loading for the businesses.
o Recommended features of the downtown streetscape include the
following:
Paving - Full width paving section located between back of
curb and face of building or property line. Paving includes a
combination of scored concrete and decorative unit paving
sections.
Lighting - Village standard decorative light poles with banner
arms and hanging baskets.
Planting - Located strategically along the length of the
streetscape, tree, shrub, perennial and groundcover plantings
should be installed in low curb planters. Tree placement should
maximize visibility to business signs. Landscape plantings
should all be salt and urban tolerant species. A clear zone
between 3’-0” and 7’-0” height should provide visual access
and be clear of plantings or other visual obstructions.
Site Furnishings - Located strategically along the length of
Streetscape features: Full width
the streetscape, benches, trash receptacles and bike parking
pavement between back of curb
facilities should be installed. The Village’s painted bench
and building face; curb height
program should be integrated into the streetscape.
planter
•
existing conditions
Transitional Streetscape –
o The purpose of the transitional streetscape is to soften the transition
between the most urban downtown streetscape and the most
suburban neighborhood streetscape. The transitional streetscapes
generally occur at the periphery of the immediate downtown area.
This streetscape should support vehicular and pedestrian uses.
o Recommended features of the transitional streetscape include the
following:
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o
Recommended features of the transitional streetscape include the
following:
Paving
• Continuous concrete sidewalks. Where on-street
parking occurs, the parkway areas are treated with a
combination of specialty unit pavers and concrete.
• At intersection areas, accent corners are treated with
specialty paving to match that used in the downtown
area.
Lighting
• Village standard decorative light poles with banner
arms.
Planting
• Where lawn parkways exist, canopy trees planted in
lawn parkways.
• Where on-street parking exists, canopy trees planted in
tree grates. Tree placement should maximize visibility
to business signs.
• Tree plantings should be salt and urban tolerant
species.
• A clear zone between grade and 7’-0” height should
provide visual access and be clear of plantings or other
visual obstructions.
Site Furnishings
• Where appropriate, site furnishings, such as benches,
trash receptacles, and bike parking structures, should
be located at accent corners only.
Streetscape features: Continuous sidewalk; decorative lighting with
banners; specialty paving and site furnishings at accent corner areas.
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•
Neighborhood Streetscape o The neighbrhood streetscape generally occurs adjacent to the nearby
residential areas. The streetscape should support safe pedestrian uses
as well as a continuous landscaped parkway appearance.
o Recommended features of the neighborhood streetscape include the
following:
Paving
• Continuous concrete sidewalks separated from the
roadway by a landscaped parkway.
Lighting
• Village standard decorative light poles. Incorporate
banner arms at intersections only.
Planting
• Canopy trees planted in lawn parkways. Tree plantings
should be salt and urban tolerant species. A clear
zone between grade and 7’-0” height should provide
visual access and be clear of plantings or other visual
obstructions.
Site Furnishings
• None.
Streetscape features: Continuous sidewalk set back behind a
landscaped parkway; canopy trees planted in lawn parkway.
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The potential for gateway features are also identified on the Urban Design Issues Map.
Gateway features are generally located at key entrances to downtown, welcoming
visitors and informing them they are entering a special place . . . Western Springs! Such
gateways could include signs, monuments, public art, decorative lighting, special pavers
or any other element that creates a unique and memorable quality to an entrance or
thoroughfare.
Architecture also plays a major role in urban design. Architectural guidelines will
be developed for the downtown Study Area including such characteristics as types
of materials, proportions and themes, unified signage, and lighting appropriate for
(re)development in the downtown. As an example, the Community Bank of Western
Springs, across from the water tower, has incorporated consistent materials and details
of the water tower to create a unified theme that could be incorporated throughout
the area.
Example of consistent arcitectural theme - Community Bank of Western Springs
incorporates style and materials of the water tower.
page 2-12
existing conditions
INSERT PLANNING ISSUES MAP
INSERT URBAN DESIGN ISSUES MAP
chapter
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ection 2.2 Market Assessment
The Village of Western Springs is a prosperous west suburban community where
residents value their family oriented lifestyles, the excellence of the schools, and a
long history of quality commercial development clustered to serve its residents.
Western Springs’s Downtown has always offered residents the convenience of
nearby shopping that today’s newest developments seek to provide by mixing stores
and restaurants with residential development. In 2006, mixed-use proposals that
increased building heights challenged the historic character of Western Springs’s
Downtown and prompted Village leadership to ask BDI to complete a Market
Assessment so community officials could better understand the market forces
impacting development in Downtown Western Springs. In 2009, when the Village
received a grant from the Regional Transportation Agency to create a transit oriented
Downtown Plan, BDI was asked to update the 2006 assessment to reflect current
conditions. This component of the overall plan that will identify design and land use
changes likely to increase utilization for Western Springs’ Downtown by identifying
the market demand for specific types of retail, office, and mixed use projects that
would be both appropriate and financially feasible. Later, an implementation action
plan will provide recommended strategies and actions that realize Downtown’s sales
potential and improve retail service to all residents through the physical and business
mix changes identified by the Transit Oriented Development Plan.
Western Springs is located in Cook County, one of the most highly populated counties
in the United States. Incorporated in 1886, the Village received its name from the
water of its clear, cool springs that have since ceased to produce. Western Springs is a
quiet, affluent Village with beautiful homes on various sized, meticulously maintained
lots. There are no industrial or office parks in Western Springs; however, excellent
commuter rail service and immediate access to the Northeastern Illinois expressway
system provides excellent access to major employment centers. The Village is a quality
bedroom community with a high average family income and a commitment to family
values.
The commercial development of Downtown Western Springs began in 1920 and each
decade added new buildings and businesses. The commercial building stock varies
from one to two stories in height, allowing the much taller water tower to dominate.
The Tower, which is located in the Village Green, is the symbol of Western Springs.
Currently the Tower is a museum maintained by the Western Springs Historical
Society.
Because the trends driving development pressure in Western Springs are national,
current models for commercial development and national demographic databases
existing conditions
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chapter
were used to understand the local market. Information from the Village GIS system’s
database of local businesses and information culled from the Cook County Assessors’
web site were key to understanding the existing business mix and value of residential,
office, and commercial uses. Nearby shopping malls, lifestyle centers, and Main Streets
were visited and evaluated to determine the regional competitive environment. BDI
visited Downtown Western Springs; met with store, restaurant, and property owners;
and applied the same principles that high volume site selection specialists use to
understand the village’s economic vitality and potential. Working with Teska Associates,
BDI interviewed over 15 stakeholders to glean their confidential insights into Western
Springs’ existing and potential economic development environment. These contextual
impressions were modified by the input from residents and Downtown shoppers who
completed a computer based survey. (Appendix 1)
Although this study makes recommendations and reports conclusions, it cannot
present every option. Rather it filters the current situation through the experience of
the consultants to provide economic analysis that supports decision-making. It should
stimulate thinking and lead to policies rather than dictate direction. It reports the facts
and opinions of those who participated in the process and recommends near term
strategies and actions that support the market’s long-term health.
Tenants and developers rely on core concepts when determining whether to choose
a specific retail location. These market conditions, physical factors, and co-tenancies
support sales sufficient to sustain a business in the long-term.
There must be a large enough and close enough residential population before the market
will support construction of store and restaurant space. Although office workers are
another important market that can upgrade a marginally successful retail district into a
very successful one, local residents are the backbone of each community’s commercial
areas. The significance of office space is its connection to a strong food and beverage
offering. A significant concentration of offices adds a lunch seating and “cocktail hour”
that can increase restaurant business by up to 1/3. Although the resident’s are reasons
for the stores, office workers bring increased vitality and growth through reinvestment
of profits.
There must be enough similar tenants to allow consumers to comparison shop. In the
abstract, it makes sense that the ideal retail development is a broad mix of businesses
satisfying all the needs of local residents. However, that concept defies the very
term “shopping” because there never could be sufficient space to meet the volume
and variety of business to meet the desires of all residents. Today’s auto oriented
page 2-18
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2
retailing assumes that customers will travel for selection. Consequently, while today
all successful shopping districts offer convenience shopping, for example a drug store,
different shopping districts have evolved to satisfy varying niches for other items.
Strong retailers like to cluster near competitors because they know that such an area
gets a reputation as “the place to go to shop for….”
Stores must be visible to a large enough pedestrian and/or “driver” population.
Although repeat customers are the lifeblood of any business, there also must be a
steady flow of new customers. Those customers are much easier to attract when a
large population sees the business every day. Studies by national restauranteurs and
retailers indicate that about 20,000 vehicles and/or pedestrians per day pass the most
vital retail businesses.
Signalized intersections allow traffic to easily enter and exit parking lots. They also stop
pedestrians and automobiles, causing people to see signs and advertising. For those
reasons, signalized intersections are the key location for high traffic retail centers.
The concept of modern shopping centers attracts consumers to a high volume
business, the anchor, and the consumers then notice and purchase the offering of
adjacent smaller stores. Today that pattern has been modified by the concept of
Lifestyle Centers where a cluster of well-known smaller stores combines to fulfill the
anchor function. When centers are anchorless, often due to the closing of a business,
the property is less stable because tenants are constantly seeking anchored locations
where they can achieve higher sales from the customers of adjacent anchors.
With rents, the ongoing measurement of a location’s development cost, typically
targeted to be at most 10% of sales, it is apparent that other operating costs have more
impact on a store or restaurant’s success. As figure 4-1 on the following page reveals,
the operation of a retail business is extremely sensitive to sales variation.
existing conditions
page 2-19
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chapter
20% Sales
Decline
Expected
Sales
20% Sales
Increase
Location
Change
Sales
Merchandise Cost
Gross Margin
$400,000
$200,000
$200,000
$500,000
$250,000
$250,000
$600,000
$300,000
$300,000
$600,000
$300,000
$300,000
Rent
Salaries
Supplies
Reserve for repair
Advertising
ROI, Taxes & Profit
$50,000
$100,000
$20,000
$12,500
$25,000
$7,500
$50,000
$100,000
$25,000
$12,500
$25,000
$37,500
$50,000
$100,000
$30,000
$12,500
$25,000
$82,500
$75,000
$100,000
$30,000
$12,500
$25,000
$57,500
A 20% decline in business, an impact that can occur from the closing of an anchor or a
bad buying decision, results in a loss. A 20% sales increase, often the result of better cotenants joining a center or smart buying, causes the return to more than double. The
location change column shows that, if that sales increase results from relocating the
business to a better district with 50% higher rent, there is a significant improvement
in profitability. This analysis reveals the rationale for “moving boxes” when new
development occurs. It also illustrates why it is so important for retail development to
occur at superior locations.
Successful auto dealerships, warehouse clubs, large format grocery stores, mass
merchandisers, and home centers can each produce over $50 million in sales and
$500,000 in sales taxes. Consequently, these single businesses often have more
impact on sales tax revenue than multi-tenant convenience centers, fashion centers, or
suburban downtowns where sales are $10 million to $20 million for the whole center.
Although Downtowns like Western Springs’ often do not meet these modern site
selection standards, Villages with successful downtown stores and restaurants must
compensate for variations from these standards by undertaking marketing strategies
to create environments that compete successfully with centrally managed centers that
do meet the standards. This market assessment update will examine Western Springs’
match to these standards and public policies designed to create an optimal business
environment.
There are approximately 80 businesses concentrated between Wolf Road and
Woodland Avenue facing the Metra Tracks from the south and between Howard
Avenue and Central Avenue facing the tracks from the north. The only cross street with
page 2-20
existing conditions
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2
commercial activity is Lawn Avenue where the Post Office and two other commercial
buildings extend the downtown to the south.
The largest business category, Consumer Services, consists of financial, medical and
personal care businesses that draw customers to the downtown but do not generate
sales taxes. Additionally, the uses that most frequently bring customers to Downtown
Western Springs are non-commercial activities like commuting and visiting Village Hall.
These conditions suggest the need to increase the number of retail businesses on the
ground floor of Downtown Western Springs’ buildings.
The two primary access points to Downtown Western Springs are Wolf Road and the
Metra Rail service. Wolf Road has an average daily traffic count of 15,100. Another
25,000 commuters view Downtown Western Springs’ offering from their Metra train
and 1,093 are Metra passengers that begin their daily commute in Western Springs.
Studies by Metra have shown that while only 5% to 10% of the sales in station area
businesses are directly attributable to passengers using that station, commuters on
the train passing through the station area learn about area businesses and therefore
are more likely to frequent those businesses. This awareness is particularly important
to the niche specialty retailers and full service restaurants most desired by Western
Springs’ residents.
IDOT 2006 Average Daily Traffic
existing conditions
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2
chapter
To understand Downtown Western Springs’ potential as a commercial cluster, it is
important to know the characteristics of the residents within logical markets. Table M2 below looks at three varying distances from the intersection of Wolf and the Metra
tracks at the time of the first assessment and now.
Western Springs
2009
12,182
12,140
4,639
4,609
40.7
41.5
$130,286
$155,312
2,426
3,582
$157,230,273
$171,187,118
$8,617,500
$8,244,934
$8,575,763
$8,017,397
2005
Population
Population Density
Population Median Age
Household Average Income
Total Employees
Total Retail Expenditure
Full Service Restaurants
Limited Service Restaurants
0.5 Miles
2005
2009
3,699
3,801
4,710
4,839
38.8
39.8
$129,063
$153,507
1,244
1,563
$46,516,969 $53,349,464
$2,541,914
$2,568,975
$2,529,532
$2,498,587
5 Minutes Drive Time
2005
2009
44,473
23,070
3,847
3,880
40.5
41.0
$137,506
$168,859
23,657
11,135
$610,488,723 $352,284,873
$30,620,003
$16,966,612
$30,472,482
$16,469,236
These are all logical markets for Downtown Western Springs. The community as a whole
should feel an affiliation and ownership of “their” downtown and visit for municipal
services, the library, and community building events. The 0.5 miles radius identifies the
residents who can easily walk into Downtown Western Springs. Those living within 5
minutes can easily drive into downtown and also bike in approximately 10-minutes.
Oak
Oak Brook
Brook
La
La Grange
Grange Park
Park
Bro
Bro
La
La Grange
Grange
Western
Western Springs
Springs
Hinsdale
Countryside
Countryside
Old 5-Minute Drive Time Area
page 2-22
New 5-Minute Drive Time Area
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2
Between the previous Market Assessment and this update, BDI’s demographics service
altered the way it calculates drive time markets to account for the a national change
in congestion. These maps compare the old and the new model illustrating the impact
of this change.
For marketing purposes, the area encompassed within a five-minute drive of Downtown
Western Springs that is slightly larger than the city limits and includes all of the halfmile pedestrian market, is the primary market that should generate 80% of Downtown
Western Springs businesses’ sales.
Note that both Downtown Hinsdale, which is within Downtown Western Spring’s 5minute drive time and Downtown La Grange have overlapping 5-minute drive times
with Downtown Western Springs. Although this condition creates competition it
also invites cross shopping among the three districts. These communities have vital
downtowns and residents accustomed to frequenting the unique businesses typical
of affluent communities’ commercial districts seek out other nearby opportunities for
unique shopping and dining. Although this geography provides competition, it also
offers exactly the customers likely to frequent businesses in Western Springs.
As the table above reports, this market spends over $350 million in stores and restaurants
of all types. If Downtown Western Springs could attract 10% of that spending, it would
achieve sales of $35 million. That spending level would support 40 to 70 stores and
restaurants.
In an effort to determine what businesses, events, promotional materials, and
policies would attract new tenants and a larger share of resident’s time and dollars
to Western Springs’s downtown, BDI developed a survey instrument to poll Western
Springs’ residents and shoppers. The full results of that survey are available as an
appendix to this report. This section isolates information about how consumers use
Downtown Western Springs. The computer based survey revealed strong support for
the Downtown with 55% of residents making purchases Downtown at least weekly and
another 38% shopping there at least monthly. Dining in downtown was less frequent
with only 13% of respondents dining in Western springs at least weekly. Significantly,
18% are dining in Downtown La Grange at least weekly. While 28% of respondents never
dine in downtown Western Springs only 14% never dine in Downtown La Grange.
Table M-3 on the following page details the businesses likely to increase spending in
Downtown Western Springs:
existing conditions
page 2-23
2
chapter
Answer Options
Organic Green Grocer
Books
Greeting Cards/Gifts
Health Food
Specialty Prepared foods
Pharmacy
Shoes
Gardening Supplies
Women’s Apparel
Home Accessories
Fine Wine & Spirits
Sporting Goods
Children’s Apparel
Men’s Apparel
Craft Supplies
Make-up/Cosmetics
Hardware
Pet Supplies
Furniture
Art Gallery
Florist
Fine Jewelry
I would spend a
lot more
20%
17%
16%
14%
14%
13%
12%
11%
10%
10%
8%
7%
7%
6%
6%
5%
5%
5%
5%
2%
2%
1%
I would spend a
little more
34%
50%
50%
29%
50%
38%
44%
42%
43%
46%
25%
38%
27%
39%
31%
26%
26%
22%
23%
20%
24%
10%
I do not
know
7%
4%
3%
6%
6%
5%
8%
5%
6%
5%
6%
6%
7%
7%
7%
5%
4%
6%
9%
8%
6%
6%
No change
45%
33%
34%
57%
36%
49%
45%
47%
47%
45%
68%
55%
67%
55%
63%
68%
69%
73%
73%
78%
74%
89%
The survey respondents generally were very supportive of adding restaurants
particularly casual dining. This table details how spending would change with the
addition of various types of restaurants.
Overall, the survey shows that current customers seek convenience goods in downtown
Western Springs. Over 20% selected “walking” as their most common mode of access
and another 60% drive to Downtown in less than 5-minutes. Nearly 35% ride Metra at
least monthly with 15% commuting daily on Metra.
Answer Options
Casual dining
Counter service restaurant
Bar or Club
Quick service restaurant
White table cloth restaurant
page 2-24
I would spend a
lot more
I would spend a
little more
No
change
I do not
know
38%
21%
21%
17%
9%
46%
47%
32%
35%
42%
16%
32%
48%
48%
49%
3%
5%
4%
6%
4%
existing conditions
chapter
2
Investors seeking to participate in the suburban downtown commercial market
generally face tight sites that limit ground floor retail formats up to 15,000 square
feet and upper story office totally 30,000 square feet or less. This subset of the total
market capitalizes on the community amenities of downtowns and their proximity
to residential development. In the case of affluent suburbs like Western Springs, the
proximity to executive housing enhances the office market appeal. Although close to
the Hinsdale and Oakbrook’s East/West Tollway Market, as land east of Interstate 294
and subject to Cook County property tax, Western Springs is included in the West Cook
suburban Chicago submarket.
The map below illustrates the area covered by each Chicago suburban sub-market.
Office space in those markets, like all markets nationally, is tracked by class:
Class A: Large, newer properties in prime business districts. These buildings usually
have at least five floors and are constructed of steel and concrete. They offer high
quality finishes, special technology features, business amenities, and good access.
Class B: These properties are typically smaller, older and of wooden framed construction.
They have usually been renovated and are in good locations. If the buildings are newer
then they are typically smaller and not in a prime location.
Class C: Class C properties are older and have not been renovated. Their condition is
typically fair but not considered good.
Although Downtown Western Springs has buildings
that could be renovated and then be classified as “B,”
as currently managed the office space is all “Class C.”
CBRE, a world-wide commercial real estate brokerage
firm known for its solid market research provided this
information on the 3rd quarter 2009 conditions in
Chicago’s East/West Tollway and West Cook Markets.
Chicago
Area
Office
Sub-Market
existing conditions
page 2-25
2
chapter
Although over nearly a quarter of the region’s suburban “Class A” space is in the
nearby East/West Tollway market, there is no “Class A” and very limited “Class B”
space anywhere in the West Cook market. One explanation for this condition is the
Cook County commercial property tax burden that is approximately double the levy in
most DuPage County communities. Investors in communities like Western Springs only
build office space when proximity overcomes this tax disadvantage because the leasing
decision maker’s home is nearby and there is great access to regional transportation
including Metra.
The high office vacancy rate, 21.9% in the Chicago suburban market, 21.6% in the East
West Tollway and 23.6% in West Cook, reflects the nationwide unfavorable office
market conditions. Despite those conditions, it is important to note that West Cook has
experienced limited construction of Class B office space. That construction illustrates a
very local market that needs quality space so conveniently located that the user must
incur the high cost of construction rather than relocate into very affordable space in
more distant areas like the East West Tollway market. The very low 8% vacancy rate of
West Cook “Class B” space further confirms that market.
Using an estimate of 250 square feet per employee, each 30,000 square foot office
development would add approximately 120 employees to Downtown Western Springs’
daytime population. Their spending would add to lunchtime convenience shopping
and restaurant spending. Those incremental sales are very important to improving the
profitability of stores and restaurants.
The near west Chicago suburbs general retail investment environment is stronger than
the office market. CBRE reports these conditions in the 3rd quarter of 2009.
page 2-26
existing conditions
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2
The relatively low, 8.9% vacancy rate in the West Suburbs market containing Western
Springs suggest that there may be an opportunity to attract retailers to modern wellmanaged study area space.
In fully built-out areas, redevelopment is dependent on providing a new structure that
provides enough income to cover the cost of acquiring land, replacing the property’s
current income, construction of new space, and compliance with zoning regulations.
The first hurdle is finding land. To understand potential commercial land prices, the
table below documents the few, recent sales of Western Springs’ commercial property
and a sample of current listings.
Sale Date
7/15/2008
12/14/2007
11/10/2004
11/4/2004
9/27/2004
1/7/2004
listed
listed
listed
Location
5500 WOLF RD
909 BURLINGTON AVE
700 HILLGROVE AVE
4441 WOLF RD
808 HILLGROVE AVE
518 HILLGROVE AVE
4441 WOLF RD
800 HILLGROVE AVE
823 BURLINGTON AVE
Use
Gas Station
Snackers
Single Story Retail
Former Grocery
Single Story Retail
Multi story
Former Grocery
Price
$730,000
$500,000
$1,100,000
$2,010,000
$175,000
$1,150,000
$3,900,000
Multi Story Retail
$6,700,000
Land Size
17,955
2,300
6,704
37,462
2,084
10,497
37,462
8,520
Single Story Retail
$650,000
9,360
$/Land SQFT
$40.66
$217.39
$164.08
$53.65
$83.97
$109.56
$104.11
$786.38
$69.44
The wide range of prices per square foot of land reflects the current development
density and presence of income producing tenants. It is unlikely owners of properties
currently rented for $14 to $20 net of taxes, insurance, and maintenance would sell for
less than $200 per square foot because that is the value of the current income stream.
If the property is vacant and due to building condition unlikely to ever be occupied a
rough estimate of the square foot land value is $55 to $60.
existing conditions
page 2-27
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chapter
Although the residential market is experiencing challenges nation-wide, Western
Springs has weathered the market challenge relatively well. With the advantage of a
Cook County location where tax policy reduces the occupancy costs when compared to
nearby DuPage County, superb schools, and excellent access to regional transportation,
the months of supply in Western Springs is lower than in nearby communities. This
graph illustrates the regional market:
Note that Western Springs, represented by the blue bar, has so little attached equity
housing that it is not monitored by this regional database. Realtor.com lists 19 attached
properties for sale in Western Springs. Nine of those homes are in the Timber Trails
subdivision and none of Western Springs’ attached equity homes are in mixed use
developments.
Overall, the suburban attached equity housing market is much weaker than the
detached market. With Clarendon Hills offering nearly three-years supply, the overall
market would take approximately two-years to absorb the current inventory of
attached homes.
Although nationally market condition are generally too weak to support development,
Western springs is weathering this climate relatively well. Its relatively stable business
and residential population creates a “micro-market” ripe for projects fitting unique
conditions like proximity to executive housing and strong co-tenants. As this study
continues through design phases specific building proposals will be evaluated for their
ability to host these unique opportunities.
page 2-28
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S
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ection 2.3 Transportation
As a key component of Western Spring’s Downtown Plan, Gewalt Hamilton Associates
(GHA) conducted a traffic and parking analysis of the downtown study area. The study
area was generally defined by Chestnut Avenue to the north, Clausen Avenue to the
east, Elm Street/45th Street to the south, and Hampton Avenue to the west. Figure T-1
provides a location map of the study area. The overall study objectives for traffic and
parking include the following:
1) By means of public input and village information define existing traffic and
parking issues in the study area.
2) Collect pertinent traffic, pedestrian and parking data in the study area to aid in
understanding patterns within the downtown core.
3) Provide recommendations on ways to improve parking supply or operations in
the area that will contribute to revitalization of the downtown.
4) Provide recommendations on ways to facilitate bicycle and pedestrian
movement downtown.
LINDEN AVE
HAMPTO N AVE
42ND ST
Project Study Area
ELLING TON AVE
WOODLAND AVE
GROVE AVE
GRAND AVE
ST
FOREST AVE
ROSE AVE
MAPLE
CHESTNUT ST
_
^
VE
VE A
45TH ST
WOLF RD
CENTRAL AVE
GRO
BU
FRANKLIN AVE
POSTOFFICE DR
HILL
D
VE
RO ARLINGTON A
HOWARD AVE
PROSPECT AVE
WALKER ST
Metra Station
CENT
REID ST
RAIL
DRAWN BY: JRM
LAWN AVE
46TH ST
GRAND AVE
WOODLAWN AVE
ELM ST
Sources: Image Capture: Aerial Express, 2007
existing conditions
CLAUSEN AVE
RAL AV
E
TER
SUNSET
WILLO W ST
F
BNS
FILE: P:\4200-4249\4200-4249 TRAFFIC\4221.900 Western Springs T.O.D\ArcExhibits\Mapping\4221.900_Exb1_AP.mxd
ST
LAWN AVE
WALNUT
JOHNSON AVE
43RD ST
page 2-29
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Regional Context
Downtown Western Springs is located approximately 15 miles southwest of downtown
Chicago. Principal roadways surrounding the village include Interstate I-294 to the
west, Ogden Avenue to the north, Gilbert Avenue to the east, and Plainfield Road
to the south. The Village is bisected east-west by the Burlington Northern Santa Fe
(BNSF) railroad which provides the village commuter rail (Metra) service to downtown
Chicago. Nearby arterial roadways that provide access to downtown Western Springs
include Wolf Road from the north and south and 47th Street from the east and west.
The nearest expressway interchange is located northwest of downtown at Interstate
I-294 and Ogden Avenue (US 34).
Traffic Volumes
Figure T-4 shows 2006 average annual daily traffic (AADT) volumes collected from
the Illinois Department of Transportation (IDOT) for the roadways surrounding
downtown.
Downtown Roadways
Principal roadway access to downtown is provided by Wolf Road from the north and
south. Hampton Avenue, from the north and Grand and Lawn Avenues from the south
also provide important secondary access routes to downtown from the surrounding
neighborhoods. East-west movement downtown is facilitated by Hillgrove Avenue
north of the BNSF railroad tracks, and Burlington Avenue to the south. Two traffic
signals, located at Chestnut Avenue and Wolf road, and 47th Street and Wolf Road are
located near the downtown.
At-grade crossings of the BNSF railroad tracks (3 tracks) are located at Grand Avenue,
Lawn Avenue, and Wolf Road. An at-grade pedestrian crossing of the BNSF tracks is
located 700 feet west of Grand Avenue near Central Avenue. All crossings are under
stop sign control. Vehicles moving across the railroad tracks continue through the
intersections on either side of the railroad crossing without stopping.
Downtown Parking
The downtown area is served by seven different types of parking as follows: 1)
Commuter monthly and daily parking; 2) Shopper parking; 3) Short-term convenience
parking; 4) special permit parking for employees; 5) municipally owned lots; 6) Private
parking lots; 7) Alley parking.
Figure T-5 shows the various parking types and time restrictions for parking spaces.
Commuter Daily Metered Parking – 154 spaces of parking are located west of the Metra
station adjacent to the BNSF railroad tracks (including 25 metered and 128 permit
spaces). Metered parking is provided on a first come basis. The cost is $2/day. Parking
is paid inside the Metra Station.
page 2-30
existing conditions
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2
Commuter Parking (Village Permit) – 267 permit spaces are available for commuter
parking. Permits are purchased from the Village, and are valid for six months at a
time. The cost of a permit is $150 for Residents and $180 for non-residents every six
months. Our understanding is that 285 permits are available for purchase in each six
month period, and the village has no plans to raise the number of permits available in
the foreseeable future. As of January, 2009, 145 people were on the Village waiting
list for a permit. Average waiting time for a permit is approximately two years.
Public Parking (15 min, 2 Hour, 4 Hour) – Within the downtown core, 505 public
Accessible
Spaces
15 Min Parking/
Village Business
2 Hr
Parking
4 Hr
Parking1,2
Total
North of BNSF Railroad Tracks
9
7
95
239
350
South of BNSF Railroad Tracks
3
12
133
7
155
Total
505
Municipal – Three municipal lots are located within the downtown area. One parking
lot is adjacent to Village Hall for municipal use. The second is located at Spring Rock
Park and contains 61 spaces. The third lot is located across Wolf Road from Village
Hall and contains 78 spaces.
Private Lots – Numerous surface lots are located downtown for customer/employee
use, with various restrictions on the duration a car may be parked. The two key
private parking lots are located adjacent to Western Springs Community Bank and
behind Harris Bank.
School/Library – Several school lots are located just outside the downtown study
area. McClure Jr. High School is located north of downtown and has two small
lots for teacher/visitor parking, as well as on-street parking along the east side of
Johnson Avenue. Lot one is adjacent to the school and contains 7 spaces. Lot 2 is
located along 43rd street and contains 19 spaces. A permit is required to park in the
lot south of the school along 43rd Street. Field Park Elementary, located on Howard
Avenue contains one surface lot with 19 spaces. Library parking is provided by 14 onstreet spaces (12 standard, 2 accessible) located along Chestnut Avenue.
existing conditions
page 2-31
2
chapter
Downtown Parking Counts
GHA conducted both weekday and weekend parking counts within downtown Western
Springs. Weekday counts were conducted on December 17th, 2009 during the midday
(12 pm) and evening (6 pm) peak hours. Weekend parking counts were conducted on
December 19th, 2009 at midday (12 pm). Parking counts were recorded for all public
parking lots, private parking lots downtown, and on-street parking for residential
streets proximate to the downtown study area. Exhibits 4-6 provide a graphical
depiction of parking occupancy during each time period. Appendix A provides detailed
breakdowns of the observed parking supply and demand.
Pertinent observations include:
Weekday Midday (Figure T-6)
• Commuter parking permits were 100% distributed by the village to commuters.
However, spaces were available at the far ends of the commuter lots, with only
76% of the Village issued permit spaced occupied. The Village has indicated that
it does not distribute more than 285 passes to ensure enough permit parking is
available.
• Only 50% of the public parking was occupied south of the railroad.
• Only 55% of the public parking was occupied north of the railroad.
• Employee parking permits – 18 permits were observed north of railroad
tracks.
Weekday PM (Figure T-7)
• Commuter parking vacates, leaving ample parking available – Only 32%
occupied.
• Greatest use of parking spaces occurred in front of Casey’s Market and along
Lawn Ave.
• Only 27% of public parking spaces were occupied on north side of railroad
tracks.
• Only 49% of public parking spaces were occupied on south side of railroad
tracks.
Weekend Midday (Figure T-8)
• Commuter parking essentially empty – Only 8% occupied.
• Greatest use of parking stalls occurs in front of Casey’s Market and along Lawn
Ave, which is at or near 100% occupancy.
• Only 34% of public parking spaces were occupied on north side of railroad.
page 2-32
existing conditions
chapter
2
• 74% of public parking spaces were occupied on south side of railroad.
• Only 4 employee permits were observed north of the railroad tracks.
• Likely the peak parking demand of the year – Saturday before Christmas.
Employee Permit Program
The Village provides all-day employee parking permits for public parking spaces with
downtown on a case by case basis. Applications for permits are made to the village
police department, and a rear-view mounted permit tag is provided to the employee if
the application is granted.
Discussion point: 18 passes, all located on the north side of the BNSF railroad tracks were
observed during weekday parking counts (approximately 3pm). It is our understanding
that the police department encourages permit users to use the spaces around the
village water tower. Our observations show that this is occurring with about half the
permit users. Only 4 permit tags were observed during weekend parking counts.
Other pertinent traffic & parking observations
• The existing public parking around the station also functions as a large kiss n’
ride lot during peak hours as vehicles temporarily park while waiting for Metra
Trains.
• The existing daily commuter parking lots at the far end of downtown functions
well to maintain public/retail parking for downtown businesses.
• Parking in front of the Thomas Ford Memorial Library located on Chestnut
Avenue was observed to be heavily occupied on Thursday, December 17th. 75%
of the on-street parking spaces were occupied during midday and evening time
periods.
Bicycle and pedestrian conditions
Overall, downtown Western Springs has excellent pedestrian facilities to connect the
downtown core with the surrounding neighborhoods. The Village’s downtown street
network contains sidewalks on virtually all streets, and the vast majority of the village’s
sidewalks have ADA compliant detectable warnings.
Pedestrian counts were conducted on January 11th, 2010 from 7-9 am at Wolf Rd/
Burlington Ave and Wolf Rd/Hillgrove Ave to understand existing pedestrian movement
patterns crossing this key intersection. 120 pedestrians were observed crossing Wolf
Road during this time period. A crossing guard is located at each intersection to ensure
students of the nearby middle school and elementary school can cross safely. Most of
the pedestrians were commuters but a handful were school age children.
Bicycle access to downtown is encouraged by the Village, and numerous bicycle racks
are present throughout downtown to encourage bicycle commuting. Currently, shared
roadways are utilized by bicyclers to travel to/from downtown. The roadways are
currently unsigned with no pavement markings to call attention to specific roadways
existing conditions
page 2-33
2
chapter
as preferred bicycle routes. The Village’s comprehensive plan indicates that Central
Avenue and Clausen Avenue are proposed as on-street bicycle routes. Table 2 below
shows Metra’s latest bicycle parking inventory for downtown. As the adjacent
photograph shows, in September 2010 the main bike rack area was full.
Station Code
Station
Line
Total Cap
In-Use*
% Use
10155
Western Springs
BNSF
73
62
85%
Below Grade
Ped/Bikeway
At-Grade
Ped/Bikeway
Proposed on-road bicycle routes (2003 Comprehensive Plan)
Potential downtown bicycle connections To be explored
page 2-34
existing conditions
chapter
2
Proposed Pedestrian and Bicycle - Improvements and Recommendations
Pedestrians – Metra commuters cross directly in front of the control gates because of
the location of the sidewalk directly north of the permit parking lots east of Wolf Road.
The potential of adding improved signage and markings across Wolf Road should be
investigated.
Bicycles - GHA will evaluate the need for signing specific roadways as shared use bike
facilities after discussions with residents and the Village. Candidate roadways include
Central Avenue, Grand Avenue, Lawn Avenue, and Clausen Avenue.
Ave
Village
Hall
Mixed
Use
2
Grand Ave
Woodlawn Av
e
120 Pedestrians
(7am-9am)
1
2
4
3
7-11
Metr
6
Tru-Value
Harris
Bank
5
Bank
Bank
Parking
Harris
Lot
Starbucks’
Starbucks’s
Church
Post Office
Grand Ave
Woodlawn Ave
Central Ave
Casey’
Casey’s
Wolf Rd
Pedestrian
crossing
tion
a Sta
Lawn Ave
Prospect Ave
Book
Rack
Johnson Ave
Central A
ve
Walnut
Lawn Ave
Other issues to be explored in the next phase
• Improvement to the intersection of Hillgrove Avenue, Walnut Avenue and
Lawn Avenue.
• A comprehensive pavement marking / maintenance plan for crosswalks and
stop bars that are clearly visible to motorists and pedestrians.
• Lighting at or near railroad crossings for pedestrians. Special light fixtures
could be installed, perhaps on existing light fixtures to light the crosswalks
with the greatest pedestrian volumes. (Lawn, Grand and Wolf)
• Geometric improvements along both Burlington and Hillgrove Avenues.
• Explore additional opportunities for bicycle parking, particularly for
commuters.
Public Alley
1
Geometry Issue
4
Heavy Pedestrian Activity
Connections
2
Employee Parking
5
New Redevelopment Site Access
Railroad Crossings
3
Very Wide Pavement
6
Heavy Parking Area
existing conditions
page 2-35
2-26
34
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FILE: P:\4200-4249\4200-4249 TRAFFIC\4221.900 Western Springs T.O.D\ArcExhibits\Mapping\4221.900_Exb2_AADT.mxd
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e Av
Wolf Road
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La Grange
15,100
9,100
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Principal Arterial
Minor Arterial
Wolf Road
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55th St
20,600
DRAWN BY: JRM
Collector
Corporate Limits
Sources: Village of Western Springs, GIS
Village of Western Springs, 2003 Comprehensive Plan
IDOT, 2006 Traffic Counts
o
Miles 0
0.25
1 inch = 0.25 miles
Exhibit
Exhibit 2:
2: Average
Average Annual
Annual Daily
Daily Traffic
Traffic
Western
Western Springs,
Springs, Illinois
Illinois
GEWALT HAMILTON
ASSOCIATES, INC.
Project: 4221.900
Map Code: 27638x11
DATE: 1/8/2010
INSERT Figure T-5: Downtown Parking
INSERT Figure T-6: Weekday Midday Parking Occupancies

Existing Conditions Report

Transcription

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