The predominant elements of the preferred alternative are:
(a) A student and entertainment district in proximity to Mesa College
would also provide student housing, after 5:00 p.m. activities and
the opportunity for a quality hotel to serve the area.
(b) A neighborhood center where senior housing is located in proximity
to a quality grocer, neighborhood retail, and the potential for a
hotel to serve the hospital and surrounding neighborhood.
(c) A multifamily and attached residential district connecting to the
neighborhoods to the north, and potential for office space to the
south.
(d) A mixed use area with residential over retail incorporated with the
governmental functions and public plazas to create a gateway for the
29 Road intersection.
(e) Regional retail to anchor the east end of the corridor.
(Res. 174-07 (Exh. A), 12-3-07)
The key projects board presented the three catalytic areas identified
that would provide the greatest results for improvement and attraction
of the North Avenue Corridor. These key projects are the primary areas
in which investment can best empower the revitalization of North Avenue.
Concentrated efforts in streetscape treatment, community identity,
way finding, signage and architecture at the key intersections of
12th Street, 28 and 29 Roads would launch the future development of
the corridor area.
The overall improvements of the streetscape, primarily around
the community/development nodes, would set a foundation that is enticing
for new development and improves the reputation and use of North Avenue.
Areas surrounding the key development nodes provide the greatest
opportunity for land consolidation and large development projects
that would create the greatest impact and results.
Artist renderings provide a visual character and feel for these
key development concepts proposed.
(a) The illustration above presents a vision of a civic plaza where the
intersection treatments would provide for clear and safe pedestrian
traffic movement. The civic space would serve as a gathering space
and as an entry marker giving the North Avenue Corridor an identity.
Existing restaurant spaces could be maintained while new residential
development would be tucked around existing building pads.
Such projects could be realized at the intersection of North
Avenue and 12th Street, where a student and entertainment district
would create a marker and gathering space for students as well as
the surrounding community. This potential project could serve the
needs for higher quality restaurants, entertainment, and a student
housing district.
This key project ultimately could serve as the catalyst to entice
development and the further revitalization of the greater North Avenue
Corridor.
(b) Improvements to the streetscape are another key project that would
further promote the revitalization of this corridor. A pedestrian-friendly
environment using native, xeric plant materials that are easily maintained
while yet providing an appealing and beautiful streetscape are important
to attract pedestrian traffic.
Median cuts and numerous parking lot accesses will be consolidated.
Traffic level of service and access will not be impacted.
Intersections and medians would be improved while a cohesive
kit-of-parts would bring character to the corridor. Improved sidewalks,
lighting, street furniture and signage will improve the pedestrian,
bike and vehicular access, allowing for retail and commercial to thrive
in a safe environment.
(c) Finally, the assembly of parcels of land where a large development
can build momentum and entice greater investment would bring the vitality
back to North Avenue. The illustration presents retail and commercial
uses with residential above combined with a plaza and patios. Senior
housing, a grocer and neighborhood retail provide an environment to
attract individuals interested in living within a vibrant community.
Surrounding neighborhoods would further sustain the community node.
Infill development such as this will assist in a neighborhood
center as well as a regional destination promoting activity beyond
5:00 p.m. and on weekends.
(Res. 174-07 (Exh. A), 12-3-07)
The phasing of development would allow for existing buildings
and uses to slowly become integrated into the larger vision of the
North Avenue Corridor.
Illustrated below is an example of how such phasing could occur:
(Res. 174-07 (Exh. A), 12-3-07)
(a) There are 25 intersections within the North Avenue study area, not
including driveways to abutting property. Sixty percent are T-intersections
(a three-leg intersection) and 40 percent are cross-intersections
(a four-leg intersection). Intersections, by their very nature, create
numerous conflicts between vehicles, bicycles, and pedestrians. For
instance, there are 32 vehicle/vehicle conflict points and 16 vehicle/pedestrian
conflict points at every four-leg intersection.
(b) The design of an intersection requires a balance between the needs
of vehicles, pedestrians, bicyclists, freight and transit. The following
are attributes of good intersection design for pedestrians, as documented
in AASHTO’s Guide for the Planning, Design and Operation of
Pedestrian Facilities (2004).
(1) Clarity – Making it clear to drivers that pedestrians
use the intersections and indicating to pedestrians where the best
place is to cross;
(2) Predictability – Drivers know where to expect pedestrians;
(3) Visibility – Good sight distance and lighting so that
pedestrians can clearly view oncoming traffic and be seen by approaching
motorists;
(4) Short Wait – Providing reasonable wait times to cross
the street at both unsignalized and signalized intersections;
(5) Adequate Crossing Time – The appropriate signal timing
for all types of users to cross the street;
(6) Limited Exposure – Reducing conflict points where possible,
reducing crossing distance and providing refuge islands when necessary;
and
(7) Clear Crossing – Eliminating barriers and ensuring accessibility
for all users.
(c) Signalized intersections typically have marked crosswalks, Walk/Don’t
Walk indications, and regulatory signing. Motorists expect pedestrians
and pedestrians are reasonably well protected when crossing at these
locations. The study corridor currently has nine signalized intersections.
Most of these signals are located at one-quarter-mile intervals. The
most notable exception is between 12th Street and 23rd Street, where
there is no signalized intersection for approximately three-quarters
of a mile. In urban areas, pedestrians must be able to cross streets
at regular intervals. They rarely will go more than 300 to 400 feet
out of their way to take advantage of a controlled intersection. Consequently,
the crossings at uncontrolled locations deserve serious consideration
as urban arterial corridors redevelop. Treatments commonly used on
higher-volume multilane streets throughout the United States include:
high-visibility markings with double-posted pedestrian crossing signs;
refuge islands; flags; and flashing beacons. Signals that are used
just for pedestrian crossings are used primarily at midblock crossings.
(Res. 174-07 (Exh. A), 12-3-07)
The following illustration and images serve as a guide of how
the streetscape character using amenities can create a cohesive and
unified streetscape.
(Res. 174-07 (Exh. A), 12-3-07)
The creation of a more unified street edge condition along North
Avenue will improve the overall character of the corridor. This can
be accomplished by consolidating existing curb cuts and parking lots,
providing more definition to vehicular entry ways, and adding walks
and plantings. The addition of pedestrian-scale street lights, trees,
benches and other amenities will create a more pedestrian-friendly
environment, and encourage local residents to walk or bike along the
corridor. Most of these improvements can be made within the existing
street right-of-way. Suggested improvements outside of the right-of-way
can be made without the removal of existing structures.
(a) Drainage Way Adjacent to Street.
In areas where there
are open concrete channels adjacent to the street, suggested improvements
include the creation of a generous vegetated swale to collect, filter,
and distribute stormwater, as well as provide an irrigation source
for planted trees. The addition of an attached walk, defined curb
cut entrances, and pedestrian light fixtures will also enhance and
define the street edge.
An alternative would be to provide a covered pipe to convey
this drainage. This proves less advantageous relative to cost, construction
caused delays to traffic and the loss of utilizing this runoff for
future plantings.
(b) Building Adjacent to Street.
In areas where buildings
front the street, suggested improvements include sidewalks that connect
building entrances to walks along North Avenue, defined curb cut entrances,
and the relocation of parking between buildings. These improvements
will enhance the street edge by reducing the number of parked cars
in front of building entrances, provide space for street tree plantings,
and reduce the expanse of asphalt. This makes the buildings easier
to see and identify from North Avenue. Additional sidewalks provide
a clear, safe pedestrian path between parking lots to building entrances,
and provide pedestrian connections to North Avenue.
(c) Parking Lot Adjacent to Street.
In areas where parking
lots front the street, suggested improvements include defined curb
cut entrances, added sidewalks, and additional plantings to define
parking lot circulation and enhance way finding. Tree plantings can
be added to existing parking lots by removing asphalt at the end of
the parking bays, defining an entrance into the lot (Option B). Another
option is to include planted islands between parking bays, which is
especially effective in reducing the expanse of paved areas and urban
heat islands often found in large parking lots (Option A). Attached
or detached sidewalks can be added adjacent to North Avenue, depending
on the specific condition and width of the right-of-way. Fencing,
42 inches tall, can also add positive streetscape character. The fencing
should be steel and open, and may be an opportunity to incorporate
art, static or kinetic, and color.
(d) Curb Cut Consolidation.
Reducing the quantity of curb
cuts along North Avenue will greatly enhance the overall character
of the corridor, and improve vehicular and pedestrian circulation.
Curb cuts can be consolidated in areas where parking lots can be linked
and shared by adjacent uses. Consolidating curb cuts also provides
additional space for plantings and sidewalks adjacent to North Avenue
within the right-of-way and less discontinuity of the sidewalk.
(Res. 174-07 (Exh. A), 12-3-07)
Areas identified for redevelopment along the corridor provide
an opportunity to greatly enhance the character of the corridor, by
creating pockets of redevelopment that will stimulate further improvements.
As shown on the land use plans, these areas of redevelopment will
consist primarily of additional residential, office, retail/commercial
areas, or new regional store developments.
In all cases, each undertaken project should provide connectivity
to the pedestrian network and include public open space.
(a) Residential.
Clustered townhome developments adjacent
to North Avenue will provide a distinct living option for residents
along the corridor that is currently unavailable in the region. Located
within walking distance of shopping, restaurants, bus service, and
employment opportunities, townhomes offer a very desirable alternative
to single-family housing. A green corridor in a walking environment
creates a pedestrian connection between the existing neighborhoods
and North Avenue, providing convenient access to the street for existing
residents. On-street parking provides parking for visitors.
(b) Commercial/Retail.
New commercial/retail uses along
North Avenue are located close to the street, which helps to activate
the street edge. Generous sidewalks with spaces for outdoor seating,
active open space, pedestrian lights, and street trees enhance the
character of the corridor. Building signage can be located directly
on the face of the buildings, which can be readily identified from
passersby on North Avenue. Front door access to retail/commercial
uses is provided on the interior side, providing easy access from
nearby parking, with back door service access provided along North
Avenue. Civic spaces such as plazas, corridors, or pocket parks create
a permeable frontage along North Avenue that provides easy pedestrian
flow between the street and commercial or retail uses.
(c) Regional Store.
New regional store developments, proposed
as infill projects, along North Avenue can be designed to minimize
the impacts of large expanses of asphalt parking. This can be accomplished
by locating retail stores at the edge of North Avenue, which activates
the street edge, and screens the expansive parking lots from view
from North Avenue. Interior parking lots can be shared between the
super store and retail uses. Architectural elements such as canopies,
columns, and articulated roof forms help to define the building entries
of the super store, and reduce the scale of large facades. This approach
will provide a more pedestrian-scaled environment for merchants, and
create a more inviting facade. Entrances to the super store should
be located from a side street, which will prevent excessive traffic
build up along North Avenue.
(Res. 174-07 (Exh. A), 12-3-07)
Improvements to signage along North Avenue can be accomplished
by minimizing the quantity of pole-mounted signs and replacing them
with monument signs. This will aid in reducing the visual clutter
of the pole-mounted signs, and also provide an opportunity for street
trees to be planted. Because monument signs are low, they are not
in conflict with the larger canopy of the street trees, and can be
readily seen from passing traffic. Further detail on signage and recommended
adjustments to the Grand Junction sign code are provided.
This philosophy supports the neighborhood or district concept,
in that distinctions are to areas and not individual pad development.
This encourages the walking environment and provides for a group of
retailers to engage the property as a whole.
(Res. 174-07 (Exh. A), 12-3-07)
Summaries of particular sections from the Grand Junction sign
code are provided below, indicating where the current Grand Junction
sign regulations could be strengthened or amended to improve the overall
visual quality and pedestrian scale of North Avenue. Currently, the
majority of signs along North Avenue fall within these existing regulations:
(a) Sign Location (GJMC § 21.36.070(c)(3)).
(1) Code Summary.
Grand Junction’s current sign regulation
allows signs most anywhere on the property being advertised, and the
total square footage allowed for a single sign is not to exceed 300
square feet.
(2) Recommended Improvements.
(i) No signs permitted at the right-of-way.
(ii)
Establish setbacks from the right-of-way.
(iii)
Limit square footage of signs based upon to-be-established criteria.
(b) Building Mounted Signage (GJMC § 21.36.070(c)(5)).
(1) Code Summary.
There is no overall maximum square footage
for wall-mounted signs, although the formula is similar to other sign
code regulations. Each building will have its own maximum square footage,
rather than a universal not-to-exceed size.
The language also allows for wall-mounted signs on any side
of the building facing a street, thus a corner lot could have two
signs, each with a different sign allowance.
The regulation allows for roof signs, up to 40 feet above grade
in height. In addition, the regulation permits more than one building-mounted
sign (wall-mounted, roof sign, or projecting) per structure as long
as the maximum square footage is not exceeded.
(2) Recommended Improvements.
(i) Limit square footage for building-mounted signs based upon to-be-established
criteria.
(ii)
Limit number of signs to one per building or tenant.
(c) Projecting Signage (GJMC § 21.36.070(c)(6)).
(1) Code Summary.
A minimum size (12 square feet) is given
for projecting signs rather than a maximum, if the projecting sign
is the only sign on the building.
(2) Recommended Improvement.
(i) Limit square footage of projecting signs based upon to-be-established
criteria.
(d) Freestanding Signage (GJMC § 21.36.070(c)(7)).
(1) Code Summary.
The square footage and height limitations
are calculated similar to other sign code regulations, but allow for
greater height (25 feet for two traffic lanes and 40 feet for four
traffic lanes) and maximum square footage than other regulations.
The sign square footage is also calculated based upon property frontage
rather than building face frontage.
Signs are allowed to be installed at the right-of-way, with
no setback requirements.
(2) Recommended Improvements.
(i) Limit square footages and heights of signs based upon to-be-established
criteria based upon building linear feet rather than property linear
feet.
(ii)
Lower heights of signs from what is now permitted.
(iii)
No signs permitted at the right-of-way.
(iv)
Sign design reflects the associated building architecture.
(v) Signs shall be attached to the ground or with minimal space between
the sign and the ground.
(e) Off-Premises Signage (GJMC § 21.36.070(d)).
(1) Code Summary.
Off-premises signage (building-mounted,
freestanding, or roof signs) is allowed in C-2 (General Commercial)
and I-1 and I-2 (Industrial) zones. Maximum height is 40 feet, and
square footage must be between 15 square feet and 300 square feet.
Some municipalities are not allowing any off-premises signs within
the City limits.
(2) Recommended Improvement.
(i) Prohibit off-premises signage.
(f) Recommended Sign Implementation Measures from Other Municipal Sign
Codes.
The following are representative regulations found
within the sign codes from Denver, Fort Collins, Longmont, Greeley,
and Loveland. Typically, it was found that heights and square footages
were regulated, often based on a formula determined by the setback
distance from the face of curb or edge of pavement and/or the linear
feet of building facing the street. This summary does not provide
that level of detail, but rather an overview of suggested strategies.
(1) General.
(i) Existing on-premises signs which have become nonconforming because
of subsequent Code amendments shall be brought into conformance within
15 years of the date of amendment.
(ii)
All features of the sign, including illumination, sign cabinet,
base, color, lettering, and materials shall match the primary finishes
and colors of the associated building(s) which it serves.
(iii)
All signs which are greater than four square feet in area, except
ground signs or signs that replicate a business logo, must be comprised
only of individual letters or cabinets where only the letters are
illuminated.
(iv)
Signs shall be professionally designed and fabricated from quality,
durable materials.
(vi)
Lighting shall be indirect.
(2) Maximum Size of Letters.
Use
|
Maximum Letter Height
|
Maximum Logo Height
|
Maximum Cabinet Height
|
---|
Auto-related, roadside, and business services
|
12"
|
18"
|
18"
|
Convenience shopping center
|
18"
|
24"
|
24"
|
Neighborhood services center, neighborhood commercial district
|
24"
|
30"
|
30"
|
(3) Sign Location.
(i) Signs will be set back from the right-of-way based upon the sight
distance triangle requirements, zoning district, or size of sign.
(ii)
No signs allowed within the right-of-way, with the exception
of projecting signs which meet all requirements set forth in the regulations.
(iv)
All freestanding signs shall be located to be compatible with
required landscaping, including street trees at maturity, so that
the public views of the sign will not be obstructed.
(4) Freestanding/Ground Signage.
(i) Freestanding or ground signs comply with the following requirements:
Use
|
Maximum Area per Sign Face
|
Maximum Number of Signs per Street Frontage
|
Maximum Height
|
---|
Auto-related, roadside commercial, and business services
|
Primary – 32 SF
|
Primary – 1
|
Primary – 5 ft.
|
Convenience shopping center
|
Primary – 40 SF
|
Primary – 1
|
Primary – 8 ft.
|
Neighborhood services center, neighborhood commercial district
|
Primary – 55 SF
|
Primary – 1
|
Primary – 10 ft.
|
Secondary – 32 SF
|
Secondary – 1
|
Secondary – 6 ft.
|
(ii)
Freestanding signs only permitted with a supporting sign structure,
the width of which exceeds 70 percent of the width of the sign face.
(iii)
Freestanding or ground signs shall have no more than two faces.
(iv)
Maximum height for freestanding signs shall be 18 feet above
grade; and for ground signs shall be 12 feet above grade. (Another
code said maximum six-foot height for freestanding.)
(v) All freestanding signs shall be of a monument design including a
monument base attached to the ground with no or minimal space between
the sign cabinet and the monument base (no pole signs).
(vi)
Monument bases shall be equal or greater (up to 20 percent greater)
in width and length than the sign cabinet. Sign cabinets for freestanding
signs shall not exceed 24 inches in width.
(vii)
Multi-tenant buildings or developments are allowed one sign
per lot or development parcel (no individual freestanding or ground
signs).
(5) Projecting Signage.
(i) Not allowed to be located on the same street frontage as a freestanding
sign.
(ii)
Shall not exceed 30 square feet for all faces.
(iii)
Shall not extend more than five feet from the building face
nor extend beyond the curbline of any street or parking area.
(iv)
Minimum of eight feet of clearance from the ground, and a maximum
of 25 feet, and shall not extend beyond the roofline or parapet wall.
(v) Only one per building or tenant.
(vi)
Not allowed on a wall that already has a wall-mounted sign.
(6) Building-Mounted Signage.
(i) No building-mounted sign shall exceed 100 square feet.
(ii)
Multi-tenant buildings allowed one wall sign per street frontage
of business.
(iii)
Only one building mounted sign per building (single tenant).
Shall not project above the roofline.
(7) Awning Signage.
(i) Signs on canopies or awnings are limited to the name of the building,
business and/or address of the premises.
(ii)
Shall not exceed 50 square feet per face in area.
(iii)
Only allowed on first story of a building.
(iv)
Minimum clearance shall be eight feet.
(g) Suggested Steps to Implementing New Signage Approach Along North
Avenue.
The following steps are suggestions for implementing
a new signage strategy along the North Avenue Corridor. This strategy
will require amending the existing sign code to incorporate the appropriate
level of restrictions within the corridor.
(1) Determine Desired Signage Aesthetic.
Determine the appropriate
level of regulations for signage based upon other similar Colorado
communities, as well as the desired aesthetic and scale of the signs
within the corridor.
(2) Determine How to Approach Existing Nonconforming Signs.
Decide whether to require existing nonconforming signs to be improved
within an appropriate time frame, and/or require compliance to new
sign code amendments at time of business transition or sale. For example,
Fort Collins requires all existing signs to be in compliance with
the updated sign code within 15 years.
(3) Amend the Sign Code Appropriately.
Determine if this
is a City-wide amendment, or limited to a special zoning district
for North Avenue. Amend the City sign code with the desired adjustments,
and begin transitioning out the old signs.
(Res. 174-07 (Exh. A), 12-3-07)
Market
|
---|
|
West
|
Central
|
East
|
---|
Barriers
|
•
|
Central GJ losing ground to fringe for commercial development
|
•
|
Central GJ losing ground to fringe for commercial development
|
•
|
Central GJ losing ground to fringe for commercial development
|
•
|
Retail and commercial uses too spread out – lacking
critical mass
|
•
|
Veterans hospital may not generate enough demand for spin-off
medical office development
|
•
|
Retail and commercial uses too spread out – lacking
critical mass
|
|
|
•
|
Retail and commercial uses too spread out – lacking
critical mass
|
|
|
Strategies
|
•
|
Capitalize on proximity to college and downtown through marketing
efforts, product mix and positioning
|
•
|
Capitalize on proximity to hospital and park through marketing,
product mix and positioning (including actual physical connectivity)
|
•
|
Capitalize on substantial infrastructure investment in north-south
connection (along with presumably softer land assembly costs) to pursue
regional retail opportunity
|
•
|
Educate Council about this market reality and prepare them for
filling the gap of catalyst projects resulting from inflated land
prices and other factors
|
•
|
Encourage hospital, or unrelated clinics, to explore partnership
opportunities
|
•
|
Consider an urban renewal district to assist with on-site and
off-site costs for qualifying elements
|
•
|
Encourage mixed uses including affordable residential and multifamily
|
Financial
|
---|
|
West
|
Central
|
East
|
---|
Barriers
|
•
|
Fragmented ownership/difficulty in assembly
|
•
|
Unsupportable land costs
|
Strategies
|
•
|
Work with private and nonprofit interests to assemble and hold
opportunity sites
|
•
|
Problem is less severe near logical development node –
probably can use traditional land assembly
|
•
|
Share market opportunities with various audiences to encourage
investment
|
•
|
Use range of mechanisms – land swaps, low-interest
loans, acquisition/write-down
|
•
|
Consider establishing appropriate districts as holding entities
|
Physical
|
---|
|
West
|
Central
|
East
|
---|
Barriers
|
•
|
Inadequate size and shape of lots for redevelopment
|
•
|
Building relationship to the street (inconsistent setbacks)
|
•
|
Balancing the role of the street (cars vs. pedestrians)
|
Strategies
|
•
|
Maintain (City) flexible position on the use and width of alleys
(if relevant) in select locations
|
•
|
Create street standards for building setbacks, sidewalk width,
signage, awnings, etc. sensitive to the feasibility of the remaining
building envelope
|
•
|
For stores that require surface parking in front, require heightened
landscaping or pad site development with interior parking –
remaining sensitive to sight-lines
|
•
|
Establish street standards – define the street’s
role by district based on the vision and desired character
|
•
|
Update any transportation plans relative to desired district
functions, including encouraging public transportation through increased
comfort and security of stops
|
•
|
Link parking lots, minimize curb cuts and consolidate driveways –
selectively – where feasible
|
•
|
Redesign intersections and access points within the nodes to
simplify and coordinate signal sequences
|
Regulatory
|
---|
|
West
|
Central
|
East
|
---|
Barriers
|
•
|
Over-zoned for commercial – limiting development
of housing
|
Strategies
|
•
|
Consider overlay district that is more supportive/encouraging
of mixed use
|
•
|
Revise regulations to eliminate barriers to investment in neighborhoods
on the corridor; promote density and greater variety of residential
products (i.e., density bonuses)
|
•
|
Encourage the introduction of residential development within
nodes and at key locations; fill financial gaps, and support demonstration
projects (look for institutional partners)
|
•
|
Where necessary, assist with assembling properties to accommodate
a range of product types (workforce, student, senior, etc.)
|
•
|
Eliminate regulatory barriers which preclude or delay redevelopment
buildings for residential use (building codes, limits on adjacency
among uses, etc.)
|
•
|
Work with private and nonprofit interests to provide opportunity
sites for residential development
|
Political
|
---|
|
West
|
Central
|
East
|
---|
Barriers
|
•
|
Lack of committed “cheerleader”
|
•
|
Limited examples of creative financing strategies (lack of catalyst/demonstration
projects)
|
•
|
Homeless shelter is a deterrent to redevelopment
|
Strategies
|
•
|
Request Council support for participation in at least two demonstration
projects – enlisting the participation of existing property
owners (if feasible), identifying partners, soliciting lender support,
and committing a range of tools to assist with filling the gap
|
•
|
Once a “tool box” of incentives has been assembled,
publish a request for development, nonparcel specific to encourage
investment
|
•
|
Through this corridor plan process, identify individuals and
organizations which have the desire and resources to continue this
effort and ensure the implementation strategy is implemented
|
•
|
Develop a range of “stories” which speak to the
interests of different audiences – physical, fiscal, market,
financial, etc. – educating about the opportunities and
commitment to overcome barriers
|
•
|
Encourage transitional programs (e.g., job training, adult education)
that provide positive daytime activities for homeless shelter population
|
(b) Implementation Priorities – Roles and
Responsibilities.
City Leadership
|
Support at least two demonstration projects (catalyst projects) –
commit support for the use of a range of gap filling tools
|
Once potential incentives are identified – publish
a request for development
|
Consider the range of district mechanisms which could potentially
fund improvements in the corridor
|
New Initiatives
|
|
Implementing Entities (i.e., City Staff,
Advocacy Entities, etc.)
|
Continue to monitor the market and development climate –
establish benchmark database
|
Develop targeted marketing materials – solicit regional
retail opportunity
|
Establish street standards
|
Link parking lots, minimize curb cuts and consolidate driveways –
within nodes
|
Complete regulatory review – eliminate gaps and barriers
|
Investors/Private Sector
|
Host developer/lender (“delivery system”) information
meetings – progress updates
|
Share development challenges – open book and open
dialogue
|
Community
|
Continue to participate – get educated
|
Support leadership decisions which advance the vision
|
(c) Implementation Framework.
(Res. 174-07 (Exh. A), 12-3-07)