An initial site visit included an inventory of the condition
of sidewalks, streetscape amenities, streetscape character, building
facades, types of uses, access, etc. Photo documentation and visual
observation illustrated the ranging physical characteristics and conditions
of North Avenue.
(a) Sidewalks.
The inventory of the existing conditions
for the streetscape revealed that there is a significant discrepancy
in consistent streetscape design or character.
On the western end of the corridor, sidewalks are in very poor
condition. The sidewalks are irregular in dimensions, location, and
character. There are many instances in which pedestrians are obligated
to weave around and through curb cuts in order to continue following
the sidewalk. Accessibility is also a risk as many sidewalks have
fallen into disrepair and pose great safety hazards with cracks, holes,
and lack of ADA approved standards.
Progressing towards the eastern side, some sidewalks
appear to be in better condition due to newer developments which have
installed detached sidewalks with various buffers to the street and
parking lots. In these situations the new sidewalks are more accessible
to pedestrians, bicyclists and handicapped individuals; however, there
is still lacking continuation of such amenities from lot to lot. Unfortunately,
the lack of accessible and continuous sidewalks creates difficulty
in accessibility and an unusable streetscape environment.
On the eastern edge there are little to no sidewalks provided
for the public and bus stop locations are haphazardly located over
nonaccessible surfaces. There is simply no pedestrian right-of-way
which one can access and pedestrians and bicyclists are forced to
use the vehicular street lanes or private parking areas due to the
lack of sidewalks or designated pedestrian areas in which to easily
and safely traverse and access the corridor.
(b) Bike Access.
Although North Avenue is not designated
as a bicycle access route, a fair number of bicyclists use the corridor.
Access to the major corridor from surrounding neighborhoods and bike
routes is fragmented due to the lack of cohesive sidewalks and designated
bike routes.
(c) Streetscape.
The streetscape along the North Avenue
Corridor study area lacks any cohesive character. Signage primarily
consists of pole signs that dominate the visual environment. Along
with overhead wires and billboards, the signage has become indistinguishable
and illegible as it is lost in such a consuming and excessive atmosphere.
Lighting and pedestrian amenities such as bus stops, seating,
and bicycle racks are either completely lacking or lacking in character
or consistency along the entire North Avenue Corridor.
(d) Building Facades.
While a small percentage of the buildings
along the North Avenue Corridor have fallen into disrepair, many are
simply outdated and in need of general building improvements and upgrades.
Potential implementation tools can provide assistance and motivation
for property owners to improve their buildings; however, the strongest
influence will be the progression of new development and redevelopment
in the surrounding area. For this reason it is important for the City
to support larger new developments that implement the vision of this
corridor.
(e) Access.
Studies using aerials and physical observations
reveal a very high percentage of curb cuts through the entire corridor
study area. These curb cuts presently serve the businesses along North
Avenue and are creating an inefficient and unsafe access on and off
from North Avenue. A strategic consolidation of such curb cuts would
allow for the same access to businesses, greater safety by decreasing
the areas in which traffic enters and exits the east-west movements,
and improved sidewalk amenities.
(Res. 174-07 (Exh. A), 12-3-07)
(a) Street Designation.
North Avenue is a four-lane roadway
with a posted speed limit of 35 miles per hour. Access to North Avenue
is governed jointly by both the City of Grand Junction and the Colorado
Department of Transportation (CDOT). CDOT is involved because North
Avenue is designated as the US 6 Bypass. It should be noted CDOT’s
jurisdiction over this section of North Avenue ends in the year 2009.
At that time, the City will assume total control. Currently, North
Avenue is classified as follows:
(1) Major Arterial (City). These streets are intended to accommodate
trips of shorter length and may also serve more access functions.
(2) Nonrural Arterial (CDOT). This category applies to North Avenue from
12th Street to Morning Glory Road (2.2 miles). It is intended to provide
service to through traffic movements and also allow more direct access
to occur.
(3) Nonrural Principal Highway (CDOT). This category applies to North
Avenue from Morning Glory Road to the I-70 Business intersection (0.6
miles). This category is normally assigned to routes of regional significance.
Direct access to abutting land is subordinate to providing service
for through traffic movements.
(b) Many access points to abutting land within the Study Corridor are
restricted to right in/right out driveways because of a raised median
in the middle of North Avenue. Median breaks are provided at all but
one of the 25 intersecting streets to allow for full movement access.
The lone exception is Pear Street. Nine of the full movement intersections
are controlled with a traffic signal. The remaining intersections
have stop signs to control the movements from the intersecting streets.
(c) The existing access in the Study Corridor is consistent with both
the City’s Major Arterial and CDOT’s Nonrural Arterial
classification. In some cases, however, the close proximity of curb
cuts is creating an inefficient method of access. A strategic consolidation
of these driveways would allow for the same level of business access,
improved safety for traffic entering and exiting the abutting land
uses, and better sidewalk continuity.
(Res. 174-07 (Exh. A), 12-3-07)
Primarily evident through the extent of the corridor are fast
food restaurants, older and deteriorating strip commercial uses, automotive
oriented retail, used car lots, light industrial and highway oriented
retailers. Building pads are scattered and lack any cohesive layout
and design. The principal uses through the corridor appear to comply
with the current and future land use code.
Uses such as the mobile home parks may depend on older use reviews
and may serve the community better if changed to higher quality, affordable
multifamily homes. Such uses are further elaborated on in the recommendations.
Noncompatible uses observed in the corridor are primarily single-family
residential and trailer parks fronting directly on North Avenue and
surrounded by commercial and retail uses as previously mentioned.
(Res. 174-07 (Exh. A), 12-3-07)
Current zoning fronting the North Avenue Corridor is predominantly
C-1: Light Commercial. Under this classification the primary uses
allowed are retail, office and services, with a maximum building size
of 80,000 square feet, and a maximum density of 24 dwelling units
per acre. Under this zoning, outdoor storage and display are limited
to the rear half of the lot, beside or behind principal structure,
unless a CUP has been issued for such uses as auto dealers. The maximum
building height is 40 feet with a minimum front setback of 15 to 25
feet. The C-1 zone district is consistent with the Growth Plan’s
future land use classification of commercial.
These standards and restrictions will be observed and reviewed
for the optimal development and implementation strategy.
(Res. 174-07 (Exh. A), 12-3-07)
The current bike routes designated in the study area appear
to provide good access throughout the surrounding neighborhood, but
are fragmented in relation to the North Avenue Corridor.
Designated bike routes are lacking along North Avenue and the
existing conditions of sidewalks also restrict the east-west access
of this corridor. As the streetscape and north-south connections are
improved, the designation of additional bike routes would enhance
bicycle access and mobility along the corridor.
(Res. 174-07 (Exh. A), 12-3-07)