Maryland Parkway Implementation Strategy Report
December 2014 Cover images left to right:
Maryland Parkway at Hacienda Avenue (Photo credit: Nelson Nygaard)
UNLV Transit Center (Photo credit: Nelson Nygaard)
Boulevard Mall Open House comment cards (Photo credit: RTC)
Denver 14th Street corridor branding (Photo credit: Denver Urbanism)
Phoenix Valley Metro light rail platform Maryland Parkway Implementation Strategy Report
December 2014
table of contents
INTRODUCTION: BACKGROUND & PURPOSE...... 1
1. THE FUTURE ROLE OF MARYLAND PARKWAY AS A TRANSIT CORRIDOR...... 7
2. THE COMMUNITY’S VISION...... 11
3. STATION PERFORMANCE POTENTIAL...... 15
4. OPPORTUNITIES AND BARRIERS...... 21
5. ACTIONS OVERVIEW...... 31
6. DETAILED ACTIONS FOR PHASE 1...... 37
7. DETAILED ACTIONS FOR PHASE 2...... 61
8. DETAILED ACTIONS FOR PHASE 3...... 73
9. ADDITIONAL SUPPORTIVE ACTIONS BY STATION SEGMENT TYPOLOGY...... 77
10. WORKS CITED...... 83
APPENDICES
A: DEVELOPMENT PROTOTYPES
B: TRANSIT CASE STUDIES
C: STATION CONCEPT PLANS
D: DEVELOPMENT INCENTIVES
E: WORKSHOP SUMMARY
F : PLANNING ANALYSIS MEMO
G: OPPORTUNITIES AND BARRIERS REPORT
H: TYPOLOGY FACTORS
Southern Nevada Strong (SNS) is a collaborative regional planning effort, funded by a $3.5 million dollar grant from the U.S. Department of Housing and Urban Development. Through this grant, SNS seeks to build a foundation for long-term economic success and community livelihood by better integrating reliable transportation, housing and job opportunities throughout Southern Nevada.
As a part of this regional planning effort, SNS seeks to highlight specific locations that are well suited to model principles of sound urban planning and sites that demonstrate opportunities for jobs, housing and transit. The biggest opportunity lies in connecting the sites through a comprehensive transit and transit- oriented redevelopment strategy.
Maryland Parkway is identified as one of the corridors presenting significant opportunities for reinvestment and connectivity. It is also recognized that the Maryland Parkway corridor serves as a regional spine for employment and transit connectivity and revitalization. The Regional Transportation Commission of Southern Nevada (RTC) recently completed an Alternatives Analysis of Maryland Parkway as the first step in making the case for major investment in transit infrastructure in this corridor. The RTC study and this effort complement each other in their focus on strengthening the relationship between transportation investment and economic development.
There are several locations between Charleston Boulevard and McCarran International Airport that support the corridor’s potential as an urban mass transit district. Downtown Las Vegas, the University of Nevada, Las Vegas and the airport are key anchors. Lorem ipsum dolor sit amet, consectetuer adipiscing elit. Aenean commodo ligula eget dolor. Aenean massa. Cum sociis natoque penatibus et magnis dis parturient montes, nascetur ridiculus mus. Donec quam felis, ultricies nec, pellentesque eu, pretium quis, sem. Nulla consequat massa quis enim. Donec pede justo, fringilla vel, aliquet nec, vulputate eget, arcu. introduction: background and purpose
Maryland Parkway is a vital The Maryland Parkway corridor for the Las Vegas valley. study area is centered on a The nearly 6-mile segment five-mile segment between between McCarran Airport and Charleston Boulevard and Downtown Las Vegas connects Russell Road with a ¼-mile to many high-activity centers, buffer area extending from the including the University of street centerline. The study Nevada, Las Vegas (UNLV), area also extends a half-mile Boulevard Mall, Sunrise Hospital both east and west at six and a number of commercial major intersections with a and residential areas. It is also ¼-mile buffer area from street a major transit corridor, carrying centerlines (Charleston, Sahara, nearly 10,000 passengers per Desert Inn, Flamingo, Tropicana day with direct connections to and Russell). The study area is some of the valley’s busiest approximately 2,457 acres (see routes. Figure 1 on the following page).
This Implementation Strategy, The Maryland Parkway a part of the larger SNS corridor is a key regional regional planning effort, spine for employment, transit identifies projects, policies and connectivity and potential programs to stimulate economic revitalization. The corridor is development and private sector an asset to local residents investment in the Maryland and businesses, and is home Parkway corridor. These efforts to several large employers. It Top: Maryland Parkway at Charleston Boulevard would be undertaken by public serves as a significant north- Bottom: Maryland agencies, private sector partners south transportation connection, Parkway at Sahara Avenue (Photo credit: Google Streetview) and community interest groups. primarily for motorists and transit users.
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 1 FIGURE 1: MARYLAND PARKWAY STUDY AREA MAP AND STATION SEGMENTS
1 MARLIN Downtown ¨¦§515 Las Vegas
ALTA
SHADOW DESERT
GRAND CENTRAL CHARLESTON
&- RUSSELL MARYLAND
STRONG Segment 1 OAKEY
RANCHO &-
E ST LOUIS
PHILLIPS City of Las Vegas SAHARA &- 15 ¨¦§ Clark County KAREN
VEGAS VALLEY
&- PARADISE
&- Sunrise Medical Center
DESERT INN &-
Segment 2 N DUMONT &-
SANDS TWAIN Boulevard Mall &- KATIE VIKING
RN
SPENCER MARYLAND FLAMINGO EASTE &-
ROCHELLE
&- UNIVERSITY HARMON Segment 3
University of Nevada TOPAZ &- MONTARA North Las Vegas Las Vegas
TROPICANA )"215 ¨¦§15 &-
¤£95 ¤£93 &- RENO Downtown Las Vegas Segment 4 HACIENDA &- MANDALAY BAY
LAS VEGAS SPENCER
WAYNE NEWTON MARYLAND &- PECOS ¤£95 RUSSELL Paradise 0 0.5 1 Miles ¯ ¨¦§215 Enterprise McCarran International Airport
&- Potential Station Location Maryland Parkway Station Segment Typology Boundary Maryland Parkway Study Boundary City Boundary Places of Interest Streets Maryland Parkway Spencer Utility Corridor Study Area Map and Station Segments
9.19.2014 | Data Sources: City of Las Vegas GIS, Clark County GIS Management Office
Source: MIG, Inc.
2 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 introduction: background and purpose
Much of the Maryland Parkway transit facilities and pedestrian corridor is built-out with limited access. prime development opportunities readily available. There are few This implementation strategy vacant parcels or sizable parcels makes recommendations for with redevelopment potential specific actions in three phases (also known as “opportunity that will help to stimulate public sites” in this document) directly and private investment in the on Maryland Parkway or within short-, medium- and long-term. the buffer on the major cross If the goals of the SNS initiative streets. Four segments of the are to be realized, then the public sector needs to signal to the corridor and a number of key Above: A large surface parking intersections between Downtown market that a shift in development lot along Maryland Parkway at Oakey Boulevard (Photo credit: Las Vegas and the airport (Russell pattern and type is desired. For Google Streetview) Road) have been identified as that effort, the public sector will opportunity sites with a major need to put in place plans and • Current and future land uses for focus on the corridor’s potential policies to support this shift in defined segments; as a high-capacity transit district order to achieve the community’s • A set of common design with Downtown Las Vegas, UNLV vision for a vibrant, urban transit types found in the study area and the airport as key anchors. corridor. (referred to as typologies in Yet Maryland Parkway is not this report) for an integrated realizing its full potential as a This document includes: approach to connecting people, safe, pedestrian-friendly and • An integrated vision for the transportation and land use; dynamic multimodal corridor with entire Maryland Parkway integrated and complementary • The desired built form (the corridor that brings together land uses and built form. Recent future typologies); and land use, transportation and studies such as the Maryland economic development; • A mechanism/s for better Parkway Corridor Alternatives guiding new development Analysis commissioned by the • Identification of key segments along the corridor to ensure it is RTC and outreach for the corridor and priority activity nodes; contributing to the overarching have primarily focused on the vision. reconfiguration of the existing • Market analysis and roadway infrastructure with a projection of future particular emphasis on future development potential at priority activity nodes;
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 3 the Maryland Parkway corridor can also help to stimulate and frame potential development and redevelopment. Thus, land use and transportation must be considered in concert to truly maximize the transformative effects of investment in high-capacity transit along the corridor.
Catalyzing Development
Especially near potential new transit stations, new private sector investment is needed to support the potential transit The following sections provide a line with improved ridership high level overview of several big and a revitalized urban form. ideas that comprise the overall An evaluation of the market Implementation Strategy. for redevelopment, contained in Appendix A: Development Integrating Land Use and Prototypes, suggests that Transportation Planning higher-density, mixed-use development forms are not likely A major emphasis of the to be developed without financial, current effort is fully integrating regulatory and programmatic land use planning and urban incentives. Those interventions design with transit planning can take many forms, including and other transportation-related Top: Crosswalk improvements regulatory changes, incentives and integrated bicycle facilities improvements. Existing and (such as density bonuses (Image credit: National Association of City future land uses provide unique Transportation Officials) and adjustments to parking opportunities for potential Bottom: Lack of bicycle lanes along requirements), streetscape Maryland Parkway at Desert Inn Road station locations. The strategic (Photo credit: Google Streetview) improvements and public-private placement of transit stations along
4 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 introduction: background and purpose
partnerships. Developing a toolkit Sahara Avenue through policies to catalyze development is a developed by the City of Las cornerstone of this strategy for Vegas. corridor revitalization. Coordinating Resources Overlay District The corridor benefits from South of Sahara Avenue, Clark many engaged stakeholders: County is actively exploring the the City of Las Vegas, Clark addition of an overlay district to County, the RTC, UNLV, Sunrise at least a portion of Maryland Hospital, Boulevard Mall, local Parkway and the adjacent businesses, property owners and properties. The intent of the many other organizations and overlay is to provide specific individuals who share a desire direction related to desired land for improvements to the corridor. uses, built form and other aspects Many of these stakeholders have of site and building design. come together in an informal The current conception of the advocacy group known as the overlay would involve a series Maryland Parkway Coalition. Each of incentives whereby property of these stakeholders has a set of owners and developers could resources, tools and ideas to bring respond to relaxed standards to bear, but resource limitations or be granted additional density mean that phasing based on allowances when exceeding jointly-held priorities will be critical the development standards for to successful implementation. the base zone. For instance, The strategy suggests phasing of a new development may have implementation steps, highlighting reduced parking requirements if the importance of coordination. the site is designed in a manner It also recommends that the that is more pedestrian-friendly Maryland Parkway Coalition (e.g. a minimal building setback, and all of its public, private and landscaping and/or outdoor non-profit partners clarify their furnishings, etc.) Similar initiatives priority projects and hone their could be implemented north of implementation toolkits.
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 5 6 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 CHAPTER ONE the future role of maryland parkway as a transit corridor
This section provides an recommended locally preferred overview of the recently alternative. completed Maryland The Alternatives Analysis Parkway Corridor process concluded that the Alternatives Analysis that Maryland Parkway corridor examined the potential is best suited for either bus alignment and modes for or rail vehicles operating in improved transit service, center-running dedicated transit as well as an overview of lanes, and this is reflected in community input from the the definition of the Locally Preferred Alternative (See Maryland Parkway Study Figure 2, following page). This regarding the desired guideway alternative minimizes future for the corridor. interference from turning Alternatives Analysis Study vehicles, which improves transit travel times and reliability, The RTC commissioned the and leads to higher ridership Maryland Parkway Corridor than other alternatives. The Alternatives Analysis to study RTC is finalizing the draft potential transit improvements recommendations noted below: between Downtown Las Vegas and the McCarran International • Locating transit stations Top: LA’s Orange Line bus rapid transit platform, Canoga station Airport along Maryland closer to high activity centers (Photo credit: Matt Johnson) Parkway. The analysis provided and increasing the spacing Bottom: Proposed curbside a framework for evaluating BRT station, Oakland to approximately one-third (Photo credit: FMG Architects) and screening alternative mile apart in the core alignments, modes, and station corridor, between Charleston locations along the Maryland Boulevard and Russell Road; Parkway corridor and identified a
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 7 chapter one
• Extending the transit service to a northern terminus in the area north of Fremont Street (just west of Las Vegas Boulevard) and then serving the Bonneville Transit Center, with the southern terminus serving McCarran International Airport;
• Coordinating transit facilities along Maryland Parkway between Charleston Boulevard in the north and Russell Road in the south;
• Creating a center-running fixed guideway in the core corridor south of Charleston Boulevard and transitioning to transit operations in mixed-flow traffic north of Charleston Boulevard;
• Reducing the total number of travel lanes from six to four while preserving or adding turn lanes at key intersections and minimizing the potential need for right of way (ROW) aquisition with focus on intersections; and
• Carrying both bus rapid transit and rail forward for further
evaluation. FIGURE 2: RENDERINGS OF THE BRT- AND RAIL-BASED OPTIONS FROM THE MARYLAND PARKWAY CORRIDOR ALTERNATIVES ANALYSIS
8 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 the future role of maryland parkway as a transit corridor
In addition to recommended driveways through consolidation design features, the study also into common ingress points identified the following actions and on-site access between needed for further analysis and properties. Evaluate the coordination: reduction in left-turn access locations across the transit • Develop specific station area guideway and the transition of plans around individual or left turn and U-turn movements groups of stations to encourage to signalized intersections and appropriate redevelopment, surrounding roadways; establish great public spaces, maximize neighborhood and • Conduct traffic modeling to station connectivity and capture reflect friction impacts of right the value of transit; turns and fully assess the impact of reducing the through • Consider parking management traffic lanes from three to two provisions to encourage transit- lanes in each direction at key oriented development (TOD) intersections; along the corridor, including reduced minimum parking • Assess the impact of traffic requirements and parking signal priority for transit offsets; vehicles, provision of pedestrian hybrid beacon signal crossings Top: Improved crosswalk, Denver, • Incorporate the principles of and alternative intersection Colorado. Complete Streets to provide designs; Bottom: Valley Metro Rail station, safe and convenient access Phoenix, Arizona. along the corridor for all road • Investigate the potential funding sources and financing users, improving access to the • Conduct further analysis strategies that can realistically transit system for pedestrians related to the general alignment be expected to contribute to pay and bicyclists, and making it an of transit service through for the capital and operational inviting and attractive place; Downtown Las Vegas and costs of the proposed corridor connections to the airport. • Develop access management improvements and enhanced strategies that consider transit service; and reducing the number of
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 9 10 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 CHAPTER TWO the community’s vision
During the development online outreach survey tool, of the Implementation MetroQuest, which was hosted Strategy, the consultant on the southernnevadastrong. org website from March until team met with the May 2014. The MetroQuest Maryland Parkway survey included a map-based Coalition on three exercise allowing respondents occasions, from March to identify specific improvements to July 2014, interviewed that would benefit the area. many business and Nearly 60 percent of the property owners along MetroQuest participants live the corridor, and hosted and/or work near the corridor. Key findings from all outreach an open house event at methods are summarized below. the Boulevard Mall in May of 2014 (See Appendix Key themes from the E: Workshop Summary). outreach efforts Close to 60 people Personal and Pedestrian Safety attended the open house Participants highlighted the need and provided input. for improvements to pedestrian The project team also held safety through such features two focus groups with UNLV as pedestrian walkways, Top: An open house was held at the students (on-campus and bridges or crosswalks, better Boulevard Mall on May 22, 2014. signaling, etc. They also Bottom: Open house attendees off-campus residents). In completed the MetroQuest online addition to input received from observed frequent curb cuts survey using iPad tablet devices. in-person events, the project along Maryland Parkway and (Photo credits: RTC) team received 832 comments an overall lack of coordinated and point markers from the access management. They
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 11 chapter two
supported pedestrian amenities, most popular point markers awarded a grant4 from the particularly highly visible and and comments for the corridor National Endowment for the Arts decorative crossings and covered were pedestrian and safety through its Our Town program transit stations. Participants also improvements and transit to integrate public art and other called for more bike lanes and improvements. urban design elements into a bike racks around the area and on comprehensive plan for the entire transit. Some participants raised Transit Options corridor. The intent of this effort is the subject of parking as an issue Process participants strongly to foster community identity and in the area, and suggested that supported enhanced transit a sense of place while attracting better parking management and service, particularly light rail and/ revitalization and economic design should be employed along or bus rapid transit service. Some development. the corridor, especially on UNLV’s called out the need to take care campus. of the “first and last mile” with a Participants agreed that the variety of pedestrian and bicycle Maryland Parkway corridor has Personal safety was also a connectivity improvements. many assets and a lot to offer concern. Participants shared their the region and surrounding observations about homeless Many participants suggested that neighborhoods. They encouraged people in the area, and there transit improvements include an taking advantage of the was a specific concern about appropriate level of amenities economic opportunity provided the extent of crime, trash, drug with comfortable places to sit, by supporting the development use and graffiti in areas along coverings that provide shade and of local businesses and retail, the corridor. The most prominent landscaping. especially revitalizing the themes regarding public space Boulevard Mall at Desert Inn were related to safety and a lack Economic Development Road. They emphasized the of sufficient park and plaza space. need for more shopping and The idea of public art was a They suggested that security healthier dining options in the common thread throughout the patrols and improved lighting area, including grocery stores, planning process and was well would help improve safety. restaurants and casual dining supported, particularly installed options, farmers’ markets, and along a cultural trail, integrated Project participants also entertainment options. A number into transit stations or in gateway suggested adding pocket monuments and sculptures. 4 “Our Town Grantees.” National Endowment parks near transit stations and Toward that end, Clark County for the Arts. 2014. Accessed September 1, 2014. play features such as swings http://arts.gov/national/our-town/grantee/2014/ applied for and was recently clark-county-nevada-aka-clark-county-department- and community gardens. The parks-recreation.
12 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 the community’s vision
of specific suggestions were made for repurposing closed businesses and retrofitting older auto-oriented developments. Supporting the area as a key employment hub and connecting revitalization efforts to UNLV’s role in the neighborhood was also a theme.
Housing Choices
Participants supported the enhancement of existing neighborhoods and the creation of more housing choices along and near the corridor. A particular point of emphasis for many involved in the planning process was the need to address an inadequate supply of student housing and accessible/ affordable senior housing.
Left column: Boulevard Mall open house attendees were asked to write a response to the statement, “Maryland Parkway will be great when....” Right column: Attendees also viewed station concept drawings and visual preference boards. They also had the opportunity to speak with members of the project team. (Photo credits: RTC)
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 13 14 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 CHAPTER THREE station performance potential
Potential station in Clark County and the City locations along of Las Vegas. Following this Maryland Parkway assessment, the planning team then examined potential transit possess a variety of station locations to evaluate the different characteristics, relative opportunities for further opportunities and growth and supporting activity challenges. Eventual centers along the corridor station locations (see Figure 1 on page 2). The will require specific following provides a summary of 5 strategies to maximize the five indicators. their potential for transit • Potential Ridership: For ridership and private each location, the number investment. of residents, employees and students within each census Performance Indicators block that intersected the The evaluation of station station location were summed performance comprised a to get a total number of range of demographic and people. The total number socioeconomic factors for the of people was indexed on Maryland Parkway study area, a 0 to 100 scale by making the station with the highest Top: Charleston Boulevard and including local and regional Maryland Parkway. market trends for multi-family, number of people (University Bottom: University Road at the UNLV office and retail (see Appendix Avenue Station) a value campus. (Photo credits: Nelson Nygaard) G: Opportunities and Barriers of 100 and adjusting other
Report, Section 3). The analysis 5 Other cities in the U.S. that have examined transit station locations using a similar also compared conditions within methodology, including the Portland Metropolitan the study area with trends region. See: http://www.ctod.org/portal/book/ export/html/2345
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 15 chapter three
values accordingly. This index • Service to Residents in Need: from $605 per month to $826 should be considered along To get a sense of residents per month. Achievable rent is with the number of transfer in need of transit services influenced by income trends. passengers along Maryland near each of the potential Therefore, this performance Parkway. From an economic station areas, households indicator reflects income development perspective, were identified that possess trends when evaluating the an increase in foot traffic zero or one vehicles. The market readiness for different relates positively with an analysis considered vehicle segments in the study area. increase in opportunities for ownership rather than income The percentages were local businesses and retail to understand where residents indexed to a 0 to 100 scale opportunities.6 Transfer in need of transit reside within by making the station with passengers account for a the study area, as low-income the highest achievable rent significant portion of transit households may still own a car. (Sunrise Station) a value of rider activity along Maryland The households with one or no 100 and adjusting other values Parkway. As an example, vehicles were added together. accordingly. in 2013 RTC conducted an That total was divided by the • Connectivity: For connectivity, on-board survey on Route 109. total number of households in the number of blocks per Results of the study indicate census blocks that intersect acre within adjacent census that 37 percent of passengers the station area to determine block groups was calculated. used Route 109 alone while a percent of households that Because the overall 63 percent transferred to other are transit dependent. The connectivity in the area is routes. The most popular percentages were indexed to relatively low, the indexed transfers to and from Route a 0 to 100 scale by making values on a scale of 0 to 100 109 are with the east-west the station (University Avenue were determined by comparing bus routes that intersect Station) with the highest the blocks per acre for each Route 109 along Maryland percentage (85%) a value of station area to the blocks per Parkway (transfer locations that 100 and adjusting other values acre for a perfect grid (square ranked high were Maryland accordingly. blocks with a uniform 400 foot & Flamingo, Tropicana and • Market Readiness: As a proxy block length). Oakey Station Charleston). for market rents, achievable has the highest connectivity rents for multi-family housing score. were calculated. Achievable 6 The Mix and Quality of Destinations indicator • Mix and Quantity of includes ridership destinations as a transit rents along the corridor ranged performance criterion. Destinations: As a proxy
16 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 station performance potential
for the mix and quantity of For a detailed report on how destinations near each of the each station performs on each potential destinations, a Walk of the five indicators, refer to Score was determined (Katie Appendix G: Opportunities and Station near Boulevard Mall Barriers Report, Figures 5-19, Franklin scored the highest for this Page 23-27 (April 20th, 2014), indicator). Walk Score is a and RTC’s Maryland Parkway walkability index that is based Corridor Alternatives Analysis. primarily on the number In the development and plotting
of destinations nearby. of the indicators for each of the Maryland Pkwy Destinations include parks, sites, several patterns emerged. restaurants, retail stores Most importantly, the potential and services. Walk Score is station locations that exhibited indexed to a 0 to 100 scale similar typology characteristics with higher scores presenting are adjacent to one another places with proximity to more along the corridor. In effect, walkable destinations. Walk this grouping of typologies Score does not take into highlights the need to examine consideration impediments and plan for the corridor as a to pedestrians such as block series of segments rather than walls, fences, design features one homogenous linear place. or other characteristics that After further analysis, the team Top: Maryland Parkway at may make walking difficult or ultimatley identified four station Franklin Avenue (Segment 1 Typology) 7 impossible. segment typologies. Bottom: Pedestrian crosswalk at Boulevard Mall (Segment 2 Typology) Typologies of Potential (Photo credits: Google Streetview) Transit Stations 7 During preliminary steps of the Maryland The consultant team analyzed Parkway corridor study, the consultant team identified five segments within the study area how each of the fourteen that were used to conduct a review of existing potential transit stations perform conditions. The five segments were based on a qualitative planning-level review of jurisdiction, on the five indicators which are existing land uses, urban form and site derived from the socioeconomic, development characteristics. As proposed transit stations and their characteristics were identified, demographic and market the consultant team determined that the corridor could be simplified into four station segment trends as described above. typologies.
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 17 chapter three
The Maryland Parkway Typology Segment 2 Typology: St. Louis Segment 3 Typology: Flamingo Avenue to Flamingo Road Road to Tropicana Avenue Indicator Data provides additional (Boulevard Mall) (Adjacent to UNLV) detail on the analysis, enclosed as an Appendix with the Opportunity This segment benefits from Situated near the UNLV campus, and Barriers Report. a diverse mix and quantity of this segment benefits from a existing destinations, relatively very high potential ridership Segment 1 Typology: Charleston Boulevard to St. Louis Avenue high market readiness, moderate based primarily on the student (Downtown east) transit dependency (households population. There is also a large without vehicle ownership) and proportion of transit-dependent This segment enjoys relatively moderate potential ridership households, a very diverse high rent levels, high multi-modal (workers and residents along mix and quantity of existing connectivity, a lower level of transit this segment). Based upon destinations, a moderate level of dependency, a broad mix and the initial analysis, this is the market readiness and a low level quantity of uses but low potential most prevalent station type. of connectivity. It is important to ridership. With the exception of The stations fitting this typology note that the campus environment potential ridership, this station extend from Sahara to Flamingo does not follow a traditional type has the ingredients to and make up half of the fourteen development pattern. Therefore, perform well. The potential potential stations. This segment the campus likely benefits from station at/near Oakey Boulevard of the Corridor is mainly within a very high level of connectivity is unique in that it is surrounded unincorporated Clark County. despite a very small number of by residential building types that The primary land uses along this blocks per acre. Both stations either function as residences or section of Maryland Parkway adjacent to the campus fit this small, independent businesses. include Sunrise Hospital, medical typology (University Avenue and This segment of the Corridor is offices and related commercial University Road). This segment within the City of Las Vegas and uses and the Boulevard Mall, as of the Corridor is also within Clark includes primarily residential uses well as traditional strip commercial County and includes mainly the transitioning to commercial uses development with a wide array UNLV campus plus a number of at the south. of business types and residential strip commercial properties, many development away from Maryland of which house university-related Parkway Corridor. businesses.
18 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 station performance potential
Segment 4 Typology: Tropicana Avenue to Russell Road (South of UNLV toward airport) This segment has a moderate proportion of transit dependent residents and potential ridership compared to Segment 3, which has the highest number of people or potential ridership and a moderate mix and quantity of destinations. This segment experiences low to moderate market readiness. All four potential stations fitting this typology are at the southern end of the Corridor extending from Tropicana to Russell. This segment of the Corridor is within Clark County and primarily comprises multi- family residential development. Top: UNLV campus near University Given the proximity to McCarran Avenue (Segment 3 Typology) (Photo credit: Google Streetview) International Airport, this segment Bottom: Hacienda Avenue includes a small number of airport- (Segment 4 Typology) related commercial uses. (Photo credit: Nelson Nygaard)
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 19 20 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 CHAPTER FOUR opportunities and barriers
The following sections summarize the opportunities and barriers to development along the entire corridor (See Appendix G: Opportunities and Barriers Report).
TABLE 1: MARYLAND PARKWAY STATION TYPOLOGIES OPPORTUNITIES AND BARRIERS SUMMARY
SEGMENT OPPORTUNITIES BARRIERS TYPOLOGIES
Segment 1 • Improved mobility for existing population • Lack of viable development sites and Typology: fragmented property ownership limits parcel Charleston to St. • Potential to add mix and quality of assembly Louis destinations • Few existing retail destinations in the area • Renovation of existing storefronts, or redevelopment when it becomes financially • Large blocks with moderate density and feasible limited access points.
• In close proximity to Downtown Las Vegas
MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 | 21 chapter four
TABLE 1: MARYLAND PARKWAY STATION TYPOLOGIES OPPORTUNITIES AND BARRIERS SUMMARY (CONTINUED)
SEGMENT OPPORTUNITIES BARRIERS TYPOLOGIES
Segment 2 • Attracts visitors for work, medical care and • Market conditions provide limited ability Typology: St. Louis shopping. As a result, a large amount of to increase ridership potential through to Flamingo spending occurs within the study area that redevelopment in near-term new stores may try to capture • Market conditions provide limited potential • Ability to increase ridership potential through to add mix and quality of destinations in redevelopment in long-term near-term
• Large spending in the area may entice existing retail centers to reposition themselves
• Potential for complementary medical office uses near Sunrise Hospital in the longer-term
Segment 3 • Improved mobility for highly transit- • Lack development sites to increase ridership Typology: Flamingo dependent population potential or add to mix and quality of to Tropicana destinations • Proximity to UNLV and increased transit options, potentially an attractive location for • Market conditions provide limited potential to student housing add mix and quality of destinations
• Presence of UNLV allows for public-private • Older, existing housing stock and partnerships competition from other areas throughout the region, however, pose challenges for new housing at this location
Segment 4 • Improved mobility for highly transit- • Market conditions provide limited ability Typology: dependent population to increase ridership potential through Tropicana to redevelopment Russell • Some retail opportunities near major station areas and intersections • Market conditions provide limited potential to add mix and quality of destinations
• Proximity to airport may limit viability of some uses
22 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 opportunities and barriers
Opportunities for a Successful facility planning. Notably, in other areas throughout the Corridor Sunrise Hospital is currently region. planning on redevelopment of Based on the review of existing • Employer Presence: its property on the northeast land use conditions and The study area is close to corner of Maryland Parkway development regulations, the major employment centers, and Desert Inn Road. following summarizes the main including the Las Vegas factors likely to have a positive • Housing Needs: Region-wide, influence on future development of an increase in population will the corridor: create a need for more multi- family housing in the long-term. • Proximity to Downtown Las In addition, new mortgage Maryland Parkway’s Vegas: lending practices and changing direct connection to Downtown demographics (particularly Las Vegas offers potential the large number of people to strengthen interest and in the “millennial” generation investment along the corridor. entering the workforce) will • Transit-Dependency: The support demand for rental number of transit-dependent housing. Currently, there is households is high—75% of all excess supply of rental housing, households have no or only one including single family homes car available. that have been converted to rentals. As these units are • Major Institutions: The study absorbed over time, new units area has two major institutions will be needed. The study along Maryland Parkway: area is in close proximity to UNLV and Sunrise Hospital and major employment centers Medical Center. Being large and to UNLV, which make it landowners, these institutions potentially an attractive location employ and attract many people for tenants. However there is Top: The presence of the Las Vegas to the study area. As a result, Strip strongly influences how the a challenge because older, Maryland Parkway corridor functions. there are opportunities for existing housing stock in the Bottom: UNLV is a major institution partnerships and coordination corridor competes with the along Maryland Parkway. (Photo credit: Jimmy Emerson) with them and their long-term availability of newer housing
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Strip, Convention Center and on Flamingo Road (three Maryland Parkway parallel Downtown Las Vegas as blocks east of the corridor) and in close proximity to the well as having several large is another existing medical corridor. If such a greenway employers and destinations center. However, the high office could be developed and within the study area, such as vacancy rate within the study connected to the Flamingo UNLV, McCarran International area means it may be some Wash Trail, a linkage could Airport and Sunrise Hospital time before additional space be made to the UNLV and Medical Center. This is needed to meet growing campus as well, providing a proximity and direct access to regional demand. Ultimately the recreational and transportation sizable employment centers amount of growth likely to occur trail opportunity that could is an advantage for the study will depend on future property be enjoyed by residents, area. values relative to nearby students, faculty, staff and area locations. employees. • Medical Offices: The Education & Health Services • Regional Trail Connectivity: • Proximity to the Airport: sector represents 9.4 percent Current plans call for the Maryland Parkway connects of the economy in southern extension of the Flamingo McCarran International Airport Nevada, compared to 16.7 Wash Trail to the UNLV to Downtown Las Vegas. percent nationwide. Medical campus. This will provide McCarran International Airport services may be a long-term a segregated bicycle and is also a large employer opportunity. Health care was pedestrian route into the heart (around 18,000 employees) the one sector in the region that of the corridor from places on in the region and its proximity did show employment growth the eastern side of the valley. In may be a catalyst to strengthen over the last five years. The addition, an exciting opportunity interest and investment along region’s aging population and was identified during the the corridor. shift in health care policies to planning and analysis for the more preventative outpatient Implementation Strategy to Barriers to Success care will be long-term drivers explore the development of Based on the review of for additional future medical a linear greenway along the existing land use conditions office space. The corridor Spencer Utility Corridor. This and development regulations, already has a cluster of greenway would link Charleston the following barriers to future medical offices as well as close Boulevard east of Downtown development of the study area proximity to Sunrise Hospital with the Flamingo Wash Trail. corridor were identified: and Medical Center. The Such a facility can provide a Desert Springs Hospital located non-motorized alternative to
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Land Use create potential differences in has a 100’ right of way in • Retail Disinvestment: The economic development and certain locations, which makes Maryland Parkway corridor land use policy. destinations seem far apart is a major retail center, but even if they are just across • Auto-Oriented Development: the street. According to the the retail market within the Most commercial uses are National Association of City corridor is not performing better set back from the street and Transportation Officials, than the region overall. Retail are auto-oriented with large designs that create a high development in the corridor parking lots buffering them from quality experience at street likely is challenged given the street. This increases the level will enhance the economic competition from online sales, perceived distances and lack of strength of commercial districts the low incomes of households connectivity between locations. in the surrounding community and the quality of life of and amount of retail space • Surface Parking: There is neighborhoods. As an example, available in the corridor, as well an abundance of individual after the introduction of parking as vacancy rates that have parking lots immediately management strategies and stayed relatively high around adjacent to individual uses pedestrian-friendly designs the region since the onset with no coordinated parking in Pasadena, California, local of the recession. However, strategies. The placement of merchants saw an increase new investments such as the parking between businesses Boulevard Mall renovations and sidewalks contributes to could help spur a new wave of an unfriendly pedestrian realm investment in the corridor. by reducing the ease of access between local services on • Lack of Cohesion: The Maryland Parkway. In general, corridor lacks a unified land use buildings are not close to vision and identity that would sidewalks and parking lots likely make the corridor more serve as barriers for users. The attractive for investment. There presence of parking lots can is disjointed ownership along also contribute to the perception the corridor with a significant that businesses along the number of businesses and corridor are underperforming property owners. The range Top: Surface parking lot at Desert Inn because activity is less visible. and Maryland Parkway with minimal of different property owners This is especially important landscaping and pedestrian buffer. (Photo credit: Google Streetview) and jurisdictional boundaries since the Maryland Parkway
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FIGURE 3: DISTRIBUTION OF EXISTING LAND USES IN THE MARYLAND PARKWAY STUDY AREA • Lower Residential Density: Transportation, County zoning has conservative Communication density requirements in its and Utilities Undeveloped 4% higher density zoning districts, Non-Profit/ 4% which could impede the desire Community Facilities for high-density development, 18% especially projects near transit stations. Residential 42% • Limited Land Ready for New Development: While there are large tracts of undeveloped Commercial land near the corridor (Figure 32% Industrial 3), there is limited land 0% immediately adjacent to the corridor that is completely Source: Clark County GILIS13 undeveloped and/or contiguous in business as the location to other undeveloped parcels. became a more attractive Only 38 parcel acres (out place for customers to shop of almost 2,000 total parcel and spend time.8 The City acres) within the study area are of Seattle, Washington, has vacant. There are 154 acres of also compared the relative redevelopable parcels in the advantages for users and corridor (those parcels with businesses of having surface structure values lower than the parking lots located behind land value), but many of them the buildings and away from are small in size and/or have the street front in commercial economically productive uses. areas. Over 75% of the redevelopable parcels are found in the two Above: Surface parking in northernmost segments. front of businesses make 8 http://www.cmap.illinois.gov/about/2040/ destinations seemingly far supporting-materials/process-archive/ apart along Maryland Parkway strategy-papers/parking/impacts-of-parking-strategies • Stakeholder Commitment: (Photo credit: Google Streetview). http://seattle.gov/dpd/vault/cs/groups/pan/@pan/ While there is a very documents/web_informational/s048416.pdf dedicated and involved group
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of stakeholders invested in and circulation within the study south of Charleston Boulevard planning for the future of area for all users including and Downtown Las Vegas. Maryland Parkway, there motorists, pedestrians and Block lengths are longer along is potential for planning bicyclists. The total right-of-way Maryland Parkway and there and process fatigue among (ROW) of Maryland Parkway are several dead end streets stakeholders due to ongoing is generally 100-feet in width that terminate into commercial study along the corridor. There south of Charleston Boulevard, is also no formal structure which makes most destinations in place at this time for a seemingly far apart even if stakeholder group to become they are just across the street. more active in redevelopment The ROW is reduced to 80- activities, such as forming a to 90-feet in some mid-block business association, business locations. While mid-block improvement district or crossings exist, they are development corporation. relatively infrequent throughout the corridor. This results in few Street Design safe crossings for pedestrians. • Street Width: Maryland While the speed limits are Parkway and the major roads generally posted at 30-35 miles that intersect it are all 6-lane per hour, the wide travel lanes, roads; many carry high traffic setback buildings and minimal volumes and have over 85% of pedestrian activity together their width dedicated to vehicle help create an environment use. The less than 10% that is that facilitate vehicles typically appropriated for pedestrians traveling at higher speeds in is split between two sides, this location. provides no buffer between the sidewalk and the adjacent • Street Connectivity: Longer travel lanes, and is often block lengths and disconnected obstructed with utility fixtures, streets discourage walking and Top: Obstructions are common on narrow sidewalks along streetlights, sign posts, fire biking, leading to less overall Maryland Parkway creating foot traffic and a street used barriers for pedestrians, those hydrants and street furnishings. with mobility limitations. As constructed, the roadways primarily by motorists. Streets Bottom: Cyclists along Maryland Parkway must share travel lanes. act as barriers to connectivity are generally less connected
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or institutional uses such In addition, some sections Act (ADA) and the utilities are as Sunrise Hospital and the are prone to flooding during often exempted from either Boulevard Mall. major storm events. However, standard due to cost or physical redevelopment and added restrictions. Moreover, many • Access Management: There density may require utility streets are not fully compliant are frequent curb cuts, a nearly upgrades at the time of with the ADA. Also, a lack of continuous center left turn development, potentially landscaping, shading and lane and a lack of coordinated increasing costs and creating a buffers between the pedestrian access management that disincentive to redevelopment. realm and the adjacent travel together create numerous lanes combine with minimal vehicle-vehicle and pedestrian- Transportation sidewalk standards to create vehicle conflicts. • Barriers for Pedestrians: an unwelcoming pedestrian Barriers to walking include • Cost of Infrastructure environment. physical obstructions such Upgrades: An initial scan of as streetlights, fire hydrants, • Barriers for Cyclists: Barriers existing utilities reveals the utility poles and fixtures, to bicycling include the lack of presence of water and sewer bus shelters that crowd specific design considerations lines that serve existing uses the sidewalk, bicyclists on or facilities such as bike along Maryland Parkway. sidewalks, curb and driveway lanes, cycle tracks or bicycle cuts, inadequate mid-block boulevards on or parallel to crossings, long crossing Maryland Parkway. Cyclists distances, setback distances typically ride on the narrow of adjacent uses and signs that sidewalks or share the outer must fit within an already too lanes with motor vehicles. narrow sidewalk. The Federal Where bike lanes are present, Highway Administration has they are largely dropped at established Public Rights-of- intersections to make room for Way Accessibility Guidelines vehicular right turn movements. that call for sidewalks to be A lack of bicycle parking 5ft wide with 4ft pinch points. throughout, notably at human Local agencies generally follow services locations such as the Above: The new UNLV transit the lower standards (4ft and library and Sunrise Medical center is a good example of a Center, also discourages safe and attractive bus stop. 3ft respectively) set by the (Photo credit: Nelson Nygaard) Americans with Disabilities bicycle use. Bicyclists also lack
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accommodations and crossings far from the intersection due to through large surface parking limited right-of-way, frequent lots, which are typical along curb cuts and the difficulty of Maryland Parkway. negotiating easements with adjacent property owners. • Barriers for Transit Users: The existing bus route 109 on Maryland Parkway carries over 9,000 passengers per day and the east-west routes on the major cross streets carry some of the most frequent and well-used transit lines in the regional transit system. In addition, a new transit center was opened on the UNLV campus, just off of Maryland Parkway, less than a year ago. However, transit riders are inhibited by the barriers for pedestrians and bicyclists mentioned above, as well as the lack of attractive and safe locations for bus stops. Connectivity between the north-south service on Maryland Parkway and the east-west services on the cross streets is hindered by the need for transferring passengers to cross wide and busy intersections to get from one bus to the other. Bus stops are sometimes inconveniently
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CHAPTER FIVE actions overview
There are a range of actions and strategies that should occur in different phases to address barriers and position for opportunities along Maryland Parkway. The following tables summarize a set of corridor-wide actions in three phases, which are further described in Chapter 6. The phases described below represent the general timing of major actions. In some cases, certain actions could take place out of sequence or over multiple phases. The intent of the three phase approach is to guide the range of actions needed for the envisioned future of the Maryland Parkway corridor.
Corridor-Wide Actions
Phase 1: Setting the Stage/Pre-Construction Over the coming few years as additional planning and engineering work on transit improvements is completed, Maryland Parkway stakeholders have an opportunity to build organizational capacity, make changes to regulations and incentive packages and identify and coordinate funding sources. These activities are the main focus of Phase I.
TABLE 2: PHASE 1 ACTIONS OVERVIEW
ACTIONS LEAD PARTNER
Build public/private sector commitment MPC/RTC County, City, LVGEA • Continue Maryland Parkway Coalition; evaluate options for it to evolve into a more formal organization
• Over time, consider the establishment of an Improvement District or Districts
Note: In this and the following tables, “City” refers to the City of Las Vegas, “County” refers to Clark County, “RTC” stands for Regional Transporation Corporation of Southern Nevada, “LVGEA” stands for the Las Vegas Global Economic Alliance, “MPC” stands for the Maryland Parkway Coalition, “NEA” stands for the National Endowment for the Arts, “UNLV” stands for University of Nevada, Las Vegas, “HOA” stands for Homeowners Association, “NDOT” stands for Nevada Department of Transportation, “RFCD” stands for Regional Flood Control District and “SNRHA” stands for the Southern Nevada Regional Housing Authority.
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TABLE 2: PHASE 1 ACTIONS OVERVIEW (CONTINUED)
ACTIONS LEAD PARTNER
Continue transit infrastructure planning RTC MPC, City, County, UNLV • Continue community engagement process RTC • Identify preferred mode of transit as part of the RTC’s NEPA process LVGEA • Plan for enhanced pedestrian and bicycle safety and connectivity
Encourage transit supportive development County, City MPC, RTC
• Create design guidelines that include appropriate dimensions and spacing to accommodate transit and pedestrian amenities (e.g. furnishing zones, landscaped buffers, parking, wide sidewalks)
• Implement zoning overlay that includes incentives (such as density bonuses) to achieve desired outcomes (encourage higher density incentives/regulations, etc.)
• Leverage parking standards
• Consider development opportunities and site availability in the selection of stop locations
Evaluate TOD opportunities and options for redevelopment area formation County, City RTC, possibly MPC, LVGEA • Identify catalytic sites near station locations; take proactive approach to recruiting developers to sites
• Undertake site assessment and design work to support catalytic redevelopment; utility assessments and upgrades
• Evaluate options for use of a new or expanded redevelopment area
• Clarify role of RTC in encouraging new transit-oriented development
• Coordinate acquisitions with funding of high capacity transit lines
Improve existing building façades Prop. Owners, County, City Latin, Asian, • Conduct outreach with corridor businesses Urban and Metro • Evaluate rehabilitation and retrofit programs Chambers, MPC
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TABLE 2: PHASE 1 ACTIONS OVERVIEW (CONTINUED)
ACTIONS LEAD PARTNER
Address public safety issues along the corridor MPC, HOAs, Metro, SNRHA County, CIty • Institute Clean and Safe Program to address public safety
• Improve lighting
• Use Crime Prevention Through Environmental Design (CPTED) principles for public and open space
• Ongoing attention to police enforcement
Phase 2: High-Capacity Transit Construction and Corridor Implementation The second phase builds on the planning, design and preparation that occurred in the previous phase, and moves the corridor toward the implementation of transportation improvements and longer-term development.
TABLE 3: PHASE 2 ACTIONS OVERVIEW
ACTIONS LEAD PARTNER
Mitigate construction impacts to businesses RTC County, City, LVGEA, Latin, • Provide business assistance programs and services Asian, Urban and Metro • Coordinate construction mitigation through outreach to property owners and Chambers businesses
• Provide business improvement and expansion incentives
Improve corridor safety RTC, City, NDOT County (at certain • Improve and add pedestrian crossings intersections)
• Establish buffers for pedestrian realm UNLV (Safe Community • Implement access management plan to reduce number and frequency of Partnership at driveways and left turn conflicts UNLV) • Improve intersection geometry
• Explore parallel routes
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TABLE 3: PHASE 2 ACTIONS OVERVIEW (CONTINUED)
ACTIONS LEAD PARTNER
Improve pedestrian environment RTC, City, NDOT County (at certain • Widen sidewalks and add furnishings in key station areas intersections), Property • Consider shade and heat absorption in design and materials selection owners, UNLV, • Add pedestrian amenities Community Health • Improve accessibility conditions Sciences Department, • Extend the Flamingo Wash Trail to UNLV and construct the Spencer Greenway MPC (provide amenities on site adjacent to ROW), RFCD, NV Energy
Improve Corridor aesthetics RTC, City, NEA, UNLV, County Boulevard • Add/improve landscape and hardscape Mall, Sunrise Hospital, NDOT • Install signage, wayfinding and gateways (at certain • Coordinate and implement Public Art Urban Design Plan intersections), developers • Integrate public art into transit stops and other facilities in the public ROW NPS’s RTCA program, MPC
Improve neighborhood gathering and recreation opportunities City, County, UNLV, County NPS’s RTCA • Revisit and improve existing guidelines program SNRHA • Incorporate green infrastructure HUD, MPC, NV Energy and • Coordinate policies and improvements Regional Flood Control District • Identify locations for parklets (development • Maximize existing public gathering spaces of the regional trail links)
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Phase 3: Continue to Support Development and Rehabilitation The final phase will focus attention on supporting the type of investment and development desired along Maryland Parkway. This phase includes actions for sustained technical assistance and financial support to achieve the envisioned future.
TABLE 4: PHASE 3 ACTIONS OVERVIEW
ACTIONS LEAD PARTNER
Support Development and Rehabilitation City, County MPC
• Provide technical assistance to developers in the form of staff time, with Federal alternative financing tools Reserve of San Francisco • Develop criteria for incentives for desired development that achieves the vision LVGEA, • Provide technical assistance and capacity building support to create a Nevada community development organization Community Foundation • Create a regulatory incentive package for station areas, including: reduction in parking standards, density bonus, marketing and branding package Lincy Institute
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Build Public/Private Sector what private and public sector Case Study: Commitment plans are for the area, what the Valley Metro Advisory group would like to focus on To build a successful corridor Board, Phoenix, AZ the most in terms of near-term that spurs new development, investments and who pays for public and private investment n Phoenix, the Valley Metro which improvements. The group priorities must be in lockstep. Iconvened a Community Advisory can also help form a strategy on While the Maryland Parkway Board comprises residents and how to mitigate potential impacts business representatives from the Coalition represents a broad to businesses from construction. community adjacent to the light array of interests in the corridor, This subcommittee can report rail route. The board serves as the volunteer stakeholders often voice for the community during back to the larger Coalition do not have enough time light rail construction by reviewing about their findings from or resources to participate and evaluating the performance outreach with a recommendation regularly. Successful integration of Valley Metro’s contractor as it for broader consideration. The of transit investments with relates to minimizing impacts to subcommittee group should the community. Board members redevelopment requires strong include representatives from: also review activities that may leadership and vision. Appendix Clark County, the City of Las require the contractor to alleviate B: Transit Case Studies provides concerns and determine the results Vegas, RTC, retail and other additional detail on successful of the contractor’s effectiveness business interests, UNLV, transit-oriented development. in resolving construction-related Sunrise Hospital, Boulevard issues in the community. Formalize the Role of the Mall, McCarran International Maryland Parkway Coalition Airport and residents. The Maryland Parkway Coalition should identify a sub-committee (Maryland Parkway Investment Team) that is representative of all major interests on the corridor to develop a framework for
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The Coalition should consider the • Institute Clean and Safe Case Study: San following activities: Program: A safe and clean Diego’s Clean and Safe Program, San Diego, CA environment is important • Assessment Surveys: to Maryland Parkway’s Contacting individual revitalization. Public input owntown San Diego has a businesses to identify specific DClean and Safe Program run confirms a need for clean-up by ambassadors that collaborate problems that the Coalition, and safety programming. The with the City of San Diego’s the City of Las Vegas and/or Coalition should focus on services. San Diego’s Clean and the County can work on to help keeping the corridor amenities Safe Program has two types retain or provide opportunities clean, safe and attractive for of ambassadors: Maintenance for business expansion. pedestrians and riders. Ambassadors and Safety Ambassadors. Both types of ambassadors operate 24 hours a day and proactively engage in cleaning and/or keeping the downtown area safe. In 2013, San Diego’s Ambassadors removed 17,248 pieces of graffiti, swept 110,028 sidewalks, emptied curbside trash receptacles 215,014 times, collected 890 tons of debris, washed 18,582 linear sidewalks and assisted with 22,945 abatements of illegal dumps.
Above and right: San Diego’s Clean and Safe Program Maintenance Ambassadors. (Photo credits: downtownsandiego.org)
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• Establish One or More The Coalition could establish General Improvement Districts Events: Larger destinations a committee that is dedicated to make specific infrastructure along the corridor should to developing and carrying out improvements. The Maryland consider organizing and hosting various marketing strategies Parkway Coalition should local and regional events to and branding campaigns. advocate for enabling legislation to draw new customers to the allow BIDs so that local business Establish an Improvement District Maryland Parkway corridor. and property owners can create It may also be possible to The revitalization of Maryland a revenue stream to fund special organize various events in Parkway must be a partnership streetscape enhancements, portions of the right-of-way. between Clark County, the City pedestrian improvements, For instance, a lane could be of Las Vegas, RTC and property parking improvements and closed during a low traffic time owners. Several models are special programs for sidewalk to accommodate a recreational available for business and maintenance. BIDs can also bike ride or a run. Such events property-owner led initiatives for run a wide array of business will help humanize the corridor assisting in the development and improvement services for District and attract new users. improvement of the Maryland participants. BIDs usually are Parkway corridor. They come in overseen by a Board of Advisors • Create Brand and Associated a variety of forms from single- comprising volunteers who direct Website: Currently, there is purpose districts, such as the operations of the BID. no marketing program in place those that manage a parking that coordinates the multiple structure, to full-service Business businesses along the corridor Improvement Districts (BIDs) that and other nearby destinations fund a wide array of marketing such as Downtown Las Vegas. and maintenance functions. Individual businesses are Organizational structures take advertising and promoting, many forms. Most often they are but only on a site-by-site structured as hybrids with multiple basis. Although businesses income sources. can individually do much to develop and retain a customer Nevada law does not currently base, they are unable to provide for the establishment effectively provide branding of BIDs, however, local Above: Logo for the Down Under the and positioning on their own for jurisdictions can use Special Manhattan Bridge Overpass (DUMBO) the corridor as a destination. Improvement Districts and business improvement district (BID).
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with state and federal Surface Transportation Program (STP) and Congestion Mitigation and Air Quality (CMAQ) funds. These funds, generally distributed via a formula grant process, have helped local jurisdictions to update local land use plans, preserve affordable housing, invest in station area infrastructure improvements, off-set the cost of higher density development, acquire key sites for TOD and support bicycling and walking activities. These pilot programs have been enormously popular and have incentivized significant Continue Transit Infrastructure changes in the way local Planning governments have been able to respond to transit investments.”4 The Maryland Parkway Coalition should continue to work across Continue Community Engagement public and private sector Process interests and work with the The Alternatives Analysis effort RTC on the upcoming National and the development of this Environmental Policy Act (NEPA) Implementation Strategy provided process. According to the opportunities for the community to Transit Oriented Development weigh in on the future of Maryland Tools for Metropolitan Planning Parkway. In addition, the Maryland Top: Modern streetcar platform in Organization report, “Several Parkway Coalition has established Seattle, Washington. regions, including the Bay Area, a core membership and is Bottom: Continued community engagement will ensure people of Washington, DC, Minneapolis-St. all ages and backgrounds have an Paul, and Atlanta, have created 4 “Transit-Oriented Development Tools for opportunity to weigh in. Metropolitan Planning Organizations.” Center for regional livable community funds Transit-Orientted Development. February 23, 2013. Accessed September 15, 2014.
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beginning to find a unified voice. should be clearly articulated and Continued community engagement communicated to the public, key TOD Investment and with meaningful opportunities stakeholders and decision makers Community Benefits to provide input and feedback so that they can advise the RTC will be critical to successful in making this decision. Making roperty values. In Texas, implementation of high-capacity such a determination early in the PTOD increased office property transit and redevelopment of the process will allow other aspects values by 53% and residential by corridor. Continuing engagement of the project to benefit from 39%. In Santa Clara County, 2001 opportunities could include the unique characteristics and commercial property values were workshops, open houses, advisory opportunities related to the chosen 120% higher near commuter rail and 20% higher near light rail. committees, focus groups, mode. interviews, intercept events and Fiscal benefits. In Arlington surveys. Outreach should balance Plan for Enhanced Pedestrian and County, VA, about 8% of land is Bicycle Safety and Connectivity located in transit-oriented areas. conventional public involvement Development of the corridor These areas generate 33% of approaches with online and mobile property tax revenue in the county. device tools to maximize the should consider optimal, not Transit ridership. In 10 years, breadth and depth of input. minimal, design standards for pedestrian and bicycle facilities if the Bay Area’s BART stations saw a 15% increase in ridership. In Identify Preferred Mode of Transit walking, bicycling and riding transit Arlington, VA, 47% of residents Heading into the environmental are to be viable transportation living in a TOD use non-automobile assessment phase of the planning choices. As was identified by modes to commute and 73% arrive community members during at the transit stations on foot, which for high-capacity transit, there is means less need for long-term the planning process, first-and still a question as to what form commuter parking. of transit fits the corridor best last-mile facilities will be a key to maximizing ridership and Investment. The Portland in terms of public support, cost, Streetcar attracted $1.3 billion in associated benefits of improved performance, catalytic impact development around a $52 million and feasibility. Modern streetcar, transit service along the corridor. line. The Washington Metropolitan bus rapid transit and light rail Enhancements targeted at Area Transit Authority (Washington DC) estimates $30 billion in are all still on the table. A priority pedestrian and bicycle safety and investment over 24 years based on connectivity should include the for the next phase of planning, improvements and upgrades into analysis and engineering will be addition of new pedestrian links the transit system. to identify the preferred form of in the overall network, crossing transit. As part of the decision- improvements, wider and buffered making process, trade-offs sidewalks, pedestrian lighting and
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furnishings. Special attention to primarily on development Case Study: furnishings to protect people from standards that regulate the use Denver, CO exposure to the sun and extreme and form of new development, heat should be emphasized in another key component in all transit planning and design developing transit-oriented ot every station along a rail line Nis ready for the same scale of solutions. Access for people with neighborhoods is to have TOD at the same time. Denver uses disabilities and limited mobility, a cohesive set of design a sophisticated matrix to identify: including seniors and children, guidelines. These guidelines
• Market readiness (e.g., should also be prioritized in go beyond the strict standards household and employment placement and selection of of the zoning code and attempt growth, rents) design solutions. Historically, cost to influence development in • Development potential and uniformity of design have a positive direction, while still (e.g., zoning, vacant land, outweighed utility for users. Based offering significant flexibility to infrastructure investment and on public outreach, there is a need developers in how they meet needs) to shift the focus to user utility the guidelines. Without design • Existing TOD characteristics and safety and to prioritize and guidelines, developers may take (e.g., population and employment density, transit customize additional furnishings a “check the box” or “build to the service, accessibility). and improvements at high-use code” approach, in which the
Denver then identifies existing locations. zoning code is simply followed to and potential walksheds and their the letter without any attempt to overlap with stations as part of the Encourage Transit-Supportive incorporate site- or district-specific equation. Depending where they Development design principles. By establishing score on the continuum, stations flexible design guidelines and a are then designated as needing While the zoning code focuses to strategize (ready for planning), design review process for new catalyze (ready for investment) or development, local planning energize (ready for TOD). agencies can encourage developers to consider a wider variety of design options that fit better with community goals.
A significant barrier to the implementation of design Right: Bus Rapid Transit System Sun Tran, Tucson (Photo credit: SolDuc guidelines is the perception that Photography) they increase costs enough to
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actually discourage development. unwanted design elements while County adopted the South of While this might only be a still allowing for creative and Sahara Avenue (SOSA) Design perception in some cases, innovative designs that a review Standards and Guidelines to elevating the need for good board or members of the public guide redevelopment of the area communication and outreach to may never have anticipated. just west of Maryland Parkway explain the program benefits, it and south of Sahara Avenue. also can be a very real concern if Create Design Guidelines Although the SOSA area has not the guidelines are administered The City of Las Vegas and Clark redeveloped, this document is a in a costly and time-consuming County need to develop specific rich source of design standards manner. Because of these design guidelines for the Maryland and guidelines for compact concerns, careful attention needs Parkway Corridor to go along with development. It could be adapted to be paid to structuring an the proposed Overlay District. for the Maryland Parkway station efficient, effective design review These guidelines should address areas for design standards and process that does not become an the need for transit-oriented, guidelines that go beyond existing undue burden on development. pedestrian-friendly design and regulations in creating compact, neighborhood compatibility, and walkable, transit-oriented Another barrier is the patchwork also can be written in a way that developments. The document of existing design standards and encourages a sense of identity outlines guidance for improving guidelines that apply to different along the corridor using cohesive long block lengths and enhancing parts of the corridor. Creating a design principles in the whole multi-modal connections, creating cohesive set of design guidelines area. The City of Las Vegas attractive street environments for the Maryland Parkway corridor and Clark County will need to to improve walkability and will be challenging, because it collaborate closely to develop improving public spaces to create requires developing a common guidelines that make sense for the opportunities for passive and set of principles for the area while whole corridor, even though they informal recreation and gathering. still allowing for flexibility and will each need a separate design appropriate development types review process. Developing and adopting a set of for each section of the corridor. design guidelines can be a major Guidelines need to provide a Existing plans and design process that involves significant common framework even when guidelines both within the public outreach and analysis to development standards change Maryland Parkway corridor and determine community goals for from one part of the corridor to elsewhere can be an excellent an area and which guidelines another. When implemented well, reference for developing new would best achieve those goals. design guidelines discourage design guidelines. In 2008, Clark Part of this process may begin
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Case Study: Mixed Use Design Overlay, La Mesa, CA
he City of La Mesa, California, Tapproved the Mixed-Use Overlay Zone and Design Guidelines in 2008. The Overlay Zone encourages density along La Mesa Boulevard by providing incentives for parcel consolidation. It also provides height incentives if design guidelines are met. Transition guidelines are provided with the recent award of a grant development and transportation in between new neighborhoods to Clark County from the National barriers that can be addressed by and adjacent single-family Endowment for the Arts through using an Overlay District. As per neighborhoods. The pedestrian its Our Town program to integrate Clark County’s Title 30 Unified realm (12’ pedestrian realm public art and other urban design Development Code (2000), an required for all new projects) is enhanced due to limitations on elements into a comprehensive Overlay District means a zoning parking in front of buildings, as well plan for the entire corridor. district that imposes additional as flexible parking requirements. requirements, limitations or The City’s Urban Design Program Implement Zoning Overlay restrictions beyond those of the requires review of all new projects Based on the analysis of the underlying zoning district. and for significant remodels existing land use conditions located within the Overlay Zone. and development regulations Both Las Vegas and Clark County (Images above/left) (as summarized in Appendix F: have design review processes in Planning Analysis Memo), the place, though they are somewhat study corridor along Maryland limited and would need to be Parkway suffers from site further developed to be useful for
44 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 detailed actions for phase 1
Maryland Parkway. In Las Vegas, Clark County has several special design review is mainly limited Design Overlay Districts, in which Case Study: Planning to use in designated Historic design guidelines are applied to and Urban Design Standards, APA Districts. Each Historic District development and redevelopment has an adopted set of design projects. In this case, the Board guidelines and thresholds for of County Commissioners or he Planning and Urban development review. A Historic Planning Commission acts as TDesign Standards of the Preservation Committee performs the design review board that American Planning Association (APA) recommends different the review of building permits and hears these cases. To streamline ways to create parking areas advocates for the application of and improve the design review that would encourage turnover the design guidelines for projects process, Clark County should of customer spaces, discourage that impact a historic resource. create a separate design review long-term parkers and take care This process provides a good board that includes design of accessibility issues for disabled model that Las Vegas could adapt professionals and other interested visitors. According to the APA to create a transit-oriented design citizens appointed by the Board of standards, parking lots tend to accommodate long-term parkers. district and review process. County Commissioners. Therefore, parking lots should be located behind the retail street Leverage Parking Standards storefronts to encourage design A recent study by Clark County and physical appearance that Case Study: suggests that existing parking contributes to the vitality and Mixed Use Overlay, economic success for businesses. Clark County, NV standards dictating the minimum number of provided spaces may result in excess parking capacity lark County, Nevada for many properties. Limits should Cencourages density within its Mixed-Use Overlay by allowing a be added to the parking standards higher number of dwelling units per for new development, and the acre and also provides increased Overlay Zone should provide height standards. The County also reduced parking requirements limits parking to the rear of the for development that sufficiently building, and screened from the adheres to design guidelines and right-of-way and residential units to performance targets. improve conditions for pedestrians and cyclists.
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along the corridor. For instance, stops should be located at McCarran International Airport, UNLV, the Boulevard Mall and Sunrise Hospital. Other stations should be located strategically adjacent to or near concentrations of sites that are attractive for redevelopment.
Evaluate TOD Opportunities and Options for Redevelopment Area Formation
Especially near potential new transit stations, new private sector investment could be stimulated by the improvements Consider Development Case Study: Opportunities and Site Availability to the transit system and the Skyland Mall, pedestrian infrastructure. In The transit station locations Washington, DC return, private investment can identified in the Alternatives lead to a revitalized urban form Analysis have been accepted by he Skyland Mall redevelopment that will in turn benefit the transit the RTC and form the basis for Tproject, in the Anacostia Station system through increased area in Washington, DC, received much of the discussion of urban ridership. However, an evaluation $25.7 million in tax increment design typologies earlier in this of the market for redevelopment, financing funds for acquisition of report. However, those station contained in Appendix A: 18.5 acres of strip mall and vacant locations are subject to review Development Prototypes, property from 15 different property during the NEPA process and may owners. The properties will be suggests that higher-density, need refining depending on the redeveloped as a 915,000 square mixed-use development forms are decision on the preferred form foot transit-oriented development. not likely to be developed without (Before and proposed images of transit. As part of this review, significant interventions from the above) some locations should be chosen public sector. Those interventions to support existing destinations can take many forms, including
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Case Study: Valley Metro, Phoenix, AZ regulatory changes, incentives the sites. A first step is to use the hoenix’s Valley Metro has taken (such as density bonuses market analysis performed through Pextensive steps to mitigate and adjustments to parking this project and the proposed potential construction impacts to requirements), streetscape station locations to develop more local businesses during light rail construction by undertaking the improvements and public-private detailed station area plans. Station following actions: partnerships. Developing a toolkit area plans should identify parcels to catalyze development is a and a desired development • Hired a dedicated Business Assistance Coordinator cornerstone of this strategy for form (uses, density, phasing for corridor revitalization. The toolkit development) for each. Armed • Created a brochure for every station with quick facts for should identify the best locations with station area plans, a stronger local businesses regarding for catalytic development near Maryland Parkway Coalition and construction station locations, ensure that its partner organizations can • Created a construction those locations are development- engage in more active discussions outreach and hotline that ready, consider the expansion of with existing property owners provides a community relations team on-call 24 a Redevelopment Area (RDA) and and build momentum among the hours a day, seven days clarify and coordinate public-sector development community. a week, to keep local roles to reduce development businesses informed of construction progress and barriers. Four preliminary station concept assists with any issues plans were developed during Identify Catalytic Sites Near the course of the project: Oakey, • Created the METRO Max Station Locations: Take Proactive Rewards Program, offering Desert Inn, University Avenue Approach to Recruiting Developers consumers an incentive to Sites and Tropicana. Concept plans to visit businesses along are included in this chapter (see lines under construction. Ensuring that development and To participate, a business Figures 4, 5, 7 and 9). There transit are mutually-supportive affected by light rail are two additional area plans for requires the identification of a set construction must offer a Station Typology Segments 1 & 2 discount or incentive to of development parcels located customers. Valley Metro that provide improved pedestrian near transit stations, and then publicizes the discount connectivity across Maryland adopting a proactive approach to online, in print and through Parkway at Sierra Vista Drive and social media channels. working with property owners and Del Mar Street (see Figures 6 developers. The desired outcome • Provided an online directory and 8). for all businesses located should be development on those along transit lines parcels that matches the vision for
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• For long-time property owners, explore development options and provide technical assistance; and
• For developers, assist when the site is more complex, the economics are challenging, or the area is prioritized for investment.
In addition, the County has indicated that it is in the process of applying for federal funding for brownfield assessment that it could use on mature corridors like Maryland Parkway.
Undertake Site Assessment Evaluate Options for RDA and Design Work to Support Formation Catalytic Redevelopment, Utility Assessments and Upgrades The City of Las Vegas has initiated an evaluation regarding Many property and business the possibility of expanding an owners may benefit from existing Redevelopment Area assistance to evaluate (RDA) that is near the northern opportunities for redevelopment or portion of Maryland Parkway, and expansion. should consider the City portion of Maryland Parkway as part of • For business owners, evaluate that evaluation. An RDA creates opportunities for business significant opportunities for public- growth through expansion, private partnership formation. Top: Phoenix Valley Metro platform better space utilization, Bottom: Phoenix Valley Metro ticket It creates institutional and staff relocation or purchasing a kiosk capacity with a specific real estate building; (Photo credits: Antonio Edward) development expertise that can be very helpful in moving forward
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with catalytic projects. It also jurisdiction for transit across light of funding availability opens up the possibility of using the entire corridor, and also has and other considerations. In Tax Increment Financing to fund responsibility for coordinating any consideration of transit- projects ranging from storefront the funding for all transit-related supportive development, an improvements to land assembly investments, including right-of- for private development projects. way acquisition. This situation It is critical that development means that RTC will be at around station areas are transit- the center of most decisions supportive because dense, regarding station area locations, walkable developments tend to station area planning and increase ridership and create implementation of transit and destinations. Redevelopment streetscape improvements. area policies can help bring RTC is not involved in land this about by encouraging development (except for transit development around station facilities themselves), and areas. However, the City so it will fall to the two local and the County have only jurisdictions to take the lead in limited capacity to acquire and bringing about transit-supportive dispose of properties for private development in the corridor. development by negotiating RTC has a role to play in development agreements, providing encouragement and providing gap funding, etc. support, and in coordinating land use planning and development Clarify Role of RTC in with station area planning and Encouraging New Transit- Oriented Development related improvements within the public right-of-way. Recent The corridor has many property federal initiatives encourage owners (both large and small), partnerships between and is within the boundaries of transit agencies and local two different jurisdictions: the Top: Street utility upgrades governments in bringing about northern portion in the City of taking place during streetcar transit-oriented development. line installation in Cincinatti, OH Las Vegas, and the southern (Photo credit: Travis Estell) However, future RTC portion in unincorporated Clark Bottom: Transit-oriented development participation will be decided in Tempe, AZ brings together transit, County. RTC, however, has housing, retail and office uses. on a case-by-case basis in (Photo credit: Steven Vance)
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FIGURE 4: STATION TYPOLOGY SEGMENT 1: OAKEY BOULEVARD
FRANKLIN
WENGERT WENGERT
SWEENEY
SWEENEY
13TH 11TH MARYLAND BRACKEN BRACKEN
GRIFFITH GRIFFITH
Corner Parking Lot
OAKEY
BUS ONLY ONLY BUS
Surface Surface Parking Lot Parking Lot ST JUDE HOWARD 14TH Ombudsman Educational Svcs.
ST JOSEPH HASSETT T
St. Anne Catholic School CANOSA CANOSA
0 150 300 Feet ¯ BONITA
Potential improved crosswalk New street furnishings location
Potential intersection treatment Opportunity site
Potential transit shelter and platform Rapid Transit Line
Maryland Parkway Potential landscaping Potential pedestrian connection
Oakey and Maryland Potential sidewalk improvement
Potential in ll building 7.30.2014 | Data Sources: City of Las Vegas GIS, Clark County GIS Management O ce
50 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 detailed actions for phase 1
allow for necessary intersection Many property owners may Oakey Station improvements as part of the major not have the money or interest Typology (Figure 4) transit investment. Any residual to redevelop properties. The parcels thus created could be consultant team has identified incorporated into transit-oriented targeted areas as starting points his station type has relatively development, but the decision with engaged property owners high rent levels, high multi- T as to the most appropriate use who have been participating in modal connectivity, moderate levels of transit dependency, a moderate for such parcels will rest with the Maryland Parkway Coalition. mix and quantity of uses, but the local agency, not the RTC. There are a variety of tools low potential ridership. With the Working in collaboration with RTC, that can be used to incentivize exception of high ridership, this the City and County should take reinvestment in existing buildings. station type is positioned to perform the lead to work with interested well. The potential station at/near private entities on any future land Conduct Outreach with Corridor Oakey Boulevard is unique in Businesses acquisition based on partnership that it is surrounded by residential The County will need to partner building types that either function as opportunities near transit stations. with the Maryland Parkway residences or small, independent Coalition to conduct outreach businesses. This segment would RTC’s role would involve working benefit from improved streetscape with its partner agencies to identify with property and business design, including lighting, possible roles for the public sector landscaping and safe crossings. to assist in bringing about transit- oriented development. These opportunities will be considered as the alignment is further evaluated. important supporting factor will be the role that the Maryland Improve Existing Building Parkway Coalition decides to play Façades in encouraging revitalization of the corridor. For many corridors in transition, reinvestment in existing buildings Coordinate Acquisitions with coupled with strategic public Funding of High-Capacity Transit investments can spur larger, more Lines catalytic projects. Because this is Above: A façade improvement The Alternatives Analysis program can help revitalize areas that an aging corridor, there are many have suffered from disinvestment. indicates that some limited land areas where buildings have not (Photo credit: Nicholas Eckhart) acquisition may be needed to seen investments in many years.
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FIGURE 5: STATION TYPOLOGY SEGMENT 2: DESERT INN ROAD
Sunrise Hospital
BROADMOOR PINEHURST Comprehensive
Cancer Centers of Nevada MARYLAND
SERAPE ONLY
BUS
BUS ONLY
SOMBRERO
BUS ONLY ONLY
BUS ARABELLA
DESERT INN
BUS ONLY ONLY BUS
Sears Auto ARAPAHO T Center
CAYUGA
BRUSSELS
ONLY
BUS
ONEIDA
BUS ONLY
ROME
CHIKASAW Nevada Job Connect LISBON
Wells
Fargo ¯
BUS Boulevard Mall PAWNEE ONLY ONLY BUS
SIERRA VISTA 0 150 300 Feet
BUS ¯ ONLY NAKONA
Potential improved crosswalk New street furnishings location
Potential intersection treatment Opportunity site
Potential transit shelter and platform Rapid Transit Line
Maryland Parkway Potential landscaping Potential pedestrian connection
Desert Inn and Maryland Potential sidewalk improvement
Potential in ll building 7.30.2014 | Data Sources: City of Las Vegas GIS, Clark County GIS Management O ce
52 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 detailed actions for phase 1
FIGURE 6: SIERRA VISTA DRIVE CROSSWALK IMPROVEMENTS Desert Inn Station Typology (Figures 5 and 6) SIERRA VISTA DRIVE
his station type benefits from
a diverse mix and quantity of BUS T ONLY existing destinations, relatively high market readiness and transit dependency, but relatively low potential ridership and existing connectivity. The stations fitting this typology extend from Sahara Avenue to Flamingo Road and make up half of the fourteen potential stations. This segment could include infill development at existing underused spaces along
the corridor, safe crossings to MARYLAND PARKWAY major land uses and an attractive streetscape.
owners along the corridor. There is potential to partner with UNLV, City of Las Vegas and major 0 40 80 Feet ¯ property owners on the corridor for larger-scale improvements. consumers who are drawn toPotential the improved crosswalkspecializedNew street outreach furnishings location consultants Potential intersection treatment Opportunity site
For smaller-scale businesses, area. Public agencies, suchPotential as transit shelter and andplatform otherBus community Rapid Transit Lane partners to Maryland Parkway this outreach can gauge whether Potential landscaping Potential pedestrian connection the RTCUniversity and Avenue Clark County, may develop relationships and ensure businesses would be interested not haveand Maryland staff with the culturalPotential sidewalk improvementthat authentic opportunities to Potential in ll building 7.30.2014 | Data Sources: City of Las Vegas GIS, Clark County in participating in rehabilitation competencyGIS Management or O celanguage skills influence the vision of the corridor programs, and which programs to support the diverse range of are consistently extended to all may be most effective. Special ethnicities and languages present businesses. attention should be given to the in the area. This may require ethnic diversity of businesses and support from the Tri-Chambers,
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FIGURE 7: STATION TYPOLOGY SEGMENT 3: UNIVERSITY AVENUE
COTTAGE
GROVE University Park Apartment Homes MARYLAND
COTTAGE GROVE
Parking Garage ROCHELLE
ESCONDIDO Beam Music Center Judy Bayley Theater
UNLV Campus UNIVERSITY
Campus Village Shopping Center Grant Hall
Surface Parking UNLV Alumni Lot Association Thomas and Mack Moot Court HARMON
Surface LIVING DESERT Grant Parking Hall Lot ASCOT 0 150 300 Feet ¯
Potential improved crosswalk New street furnishings location
Potential intersection treatment Opportunity site
Potential transit shelter and platform Rapid Transit Line Maryland Parkway Potential landscaping Potential pedestrian connection University Avenue and Maryland Potential sidewalk improvement Potential in ll building 7.30.2014 | Data Sources: City of Las Vegas GIS, Clark County GIS Management O ce
54 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 detailed actions for phase 1
FIGURE 8: DEL MAR STREET CROSSWALK IMPROVEMENTS University Ave Station Typology (Figures 7 and 8)
ocated adjacent to the UNLV Lcampus, this station typology benefits from a very high potential ridership based primarily on the student population. There is also a large proportion of transit dependent households and a very diverse mix and quantity of existing destinations. There is a DEL MAR STREET moderate level of market readiness and a low level of connectivity. It is important to note that the campus environment does not follow a traditional development pattern. Therefore, the campus likely benefits from a very high level of connectivity despite a very small number of blocks per acre. Both potential stations adjacent to the campus fit this typology. This segment would benefit from coordinated pedestrian and vehicle traffic signals, safe crossings and landscaping.
0 40 80 Feet ¯
Evaluate Rehabilitation and Retrofit County has no such program. specific priority areas. Providing Programs Potential improved crosswalk New street furnishings location These programs providePotential intersection treatment theseOpportunity programs site can be an
Develop and Market a Façade loans or grants to Potentialfund transit shelter and platform importantBus Rapid Transit Lane first step in engaging Maryland Parkway Potential landscaping Potential pedestrian connection Improvement Program: University Avenuefaçade improvements for businesses in a conversation While the City of Las Vegas and Marylandcommercial, retailPotential and sidewalk office improvement about corridor identity, and Potential in ll building currently maintains a façade 7.30.2014 | Data Sources: City of Las Vegasproperties GIS, Clark County located within can help to revitalize the GIS Management O ce improvement program, the
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FIGURE 9: STATION TYPOLOGY SEGMENT 4: TROPICANA AVENUE
LORILYN
MARYLAND
DEIRDRE
DOROTHY HEIDI
JOE DELANEY
BRUSSELS Bank of America ELIZABETH
Drive Thru Restaurants
TROPICANA
Chevron Surface Parking Lot T
Strip Mall
Surface Parking Lot
LULU Surface Parking
TURNER Lot
YOUNG
0 150 300 Feet ¯
Potential improved crosswalk New street furnishings location
Potential intersection treatment Opportunity site
Potential transit shelter and platform Rapid Transit Line
Maryland Parkway Potential landscaping Potential pedestrian connection
Tropicana and Maryland Potential sidewalk improvement
Potential in ll building 7.30.2014 | Data Sources: City of Las Vegas GIS, Clark County GIS Management O ce
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within the City of Las Vegas Design Overlay’ for new Redevelopment Area and could developments along the extent Tropicana Ave Station take part in the City’s existing of Maryland Parkway. It would Typology (Figure 9) Visual Improvement Program. also make the corridor more Clark County’s Redevelopment attractive for future investment, Agency was abolished in 2009. improve market readiness of his station type has a relatively The County currently does not vacant sites near the corridor high proportion of transit T have a façade improvement and enhance the pedestrian dependent residents nearby and a program. To establish a environment along the corridor, relatively healthy mix and quantity of destinations. These stations program, Clark County could with the ultimate goal of have low potential ridership, poor form a new redevelopment bringing more business to the connectivity and low to moderate agency or Special Improvement area. market readiness. All four potential District, use Community stations fitting this typology are at Development Block Grant unds • Create Home Improvement the southern end of the corridor or establish another funding Assistance Programs: A extending from Tropicana to mechanism. Many of the Las home improvement assistance Russell. This segment would benefit program, such as the existing from improved street connectivity Vegas Valley cities such as Las 5 6 through well defined pedestrian Vegas and City of Henderson program in the City of walkways, and a safe and attractive have a program in place. Table Henderson, could be modeled pedestrian zone. 5 (see page 59) summarizes in this area to help to improve some of the key features of the appearance of residential these programs. properties along the Maryland Parkway corridor. These corridor without significant new Based on the above examples, programs provide grants to investment on vacant sites. the team proposes setting up a property owners with residential Since the corridor lies within façade improvement program buildings located in specific two jurisdictions, the design that would, over time, bring geographic areas. The program guidelines and the new façade the existing development up to stipulates that property owners improvement program need the design guideline standards make a financial contribution to be compatible— especially established through a ‘Corridor toward the improvements, in blocks where the adjacent such as exterior painting, 5 http://www.lasvegasnevada.gov/ buildings lie in different Government/21328.htm landscaping and front yard 6 “Downtown Façade Improvement Program jurisdictions. Currently a small and Guidelines.” City of Henderson Redevelopment fencing, in order to qualify portion of the study area, just Agency. May 21, 2013. Accessed September 15, for the grant. In addition, the 2014 & “Downtown Mini-Facade Improvement north of Sahara Avenue, is Program.” City of Henderson Redevelopment Agency. applicant must provide at Accessed September 15, 2014.
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least two cost estimates from into vacant property along PACE financing offers building licensed contractors and the the Maryland Parkway. A owners up to 100 percent lowest estimate will be chosen. tenant improvement program up-front funding for energy In Henderson the maximum provides grants or loans to improvements. The money benefit is $1,500 with an 85 property owners, or sometimes is repaid with assessments percent grant and 15 percent existing tenants with the added to property tax bills owner split. owner’s approval, for tenant up to 20 years. The PACE improvements inside the repayment obligation stays with • Consider a Tenant building. Property owners the building, allowing owners Improvement Program: A apply for a grant or loan to to pass payments through to tenant improvement program make the necessary tenant the tenants who receive the can help attract businesses improvements. The program benefits of improved energy requires the property owner efficiency. to have a leasing commitment from an eligible tenant that Address Public Safety Issues intends to move into the space. Institute Clean and Safe Program Often tenant improvement Clean and Safe Programs can programs are restricted to a have different programmatic specified geographic area and and financial characteristics, but target business types for the most provide cleaning and public area. These programs also safety services. Additionally, many have eligibility requirements. Clean and Safe Programs are • Evaluate Use of the PACE financed by businesses in the Program: A Property Assessed area paying a fee to raise money Clean Energy (PACE) program that supplements publicly financed is a new financing approach services. to encourage commercial Improve Lighting investments in energy efficiency and on-site renewable Pedestrian-scale lighting can energy projects. Nearly 500 create a welcoming environment municipalities across the that encourages walking and Top: Landscaping and trees could be included in a home United States are using PACE pedestrian activity. The lighting improvement assistance program design could complement the (Photo credit: Markus Spiering) programs to address the market architectural elements and also Bottom: Advertising materials for the barriers to businesses wishing Fort Wayne, IN façade grant program to invest in energy efficiency. help create a unique brand for the corridor.
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TABLE 5: SUMMARY OF LOCAL FAÇADE IMPROVEMENT PROGRAMS
City/ Amount of Type of improvements Types of developments Managing Jurisdiction grant eligible eligible under the eligible agency & name of the program program
City of 80% of the Façade painting, awnings Commercial buildings City of Henderson improvement construction/repair, and storefronts within the Henderson costs, up to doors, windows, signage, program area (property Redevelopment Façade $15,000 display window lighting, owner or lessee are Agency Improvement tiles, signs, landscaping eligible) Program & others approved by the Agency
City of 100% of the Helps fix minor exterior Commercial buildings City of Henderson improvement upgrades and storefronts within the Henderson costs up to program area (property Redevelopment Mini-façade $3000 owner or lessee are Agency Improvement eligible) Program
City of Las Maximum Permanent landscaping, All commercial, City of Las Vegas Vegas of $50,000. signage, exterior industrial and mixed-use Redevelopment Applicant improvements, access properties located Agency will provide a improvements within the designated 100% matching Redevelopment Areas. contribution to Single family and Agency’s fund. multifamily properties disqualified.
Use CPTED Principles for Public low visibility and to generally enforcement has increased in the and Open Space encourage more “eyes on the recent past. Not surprisingly, the Improvements to existing public street.” Guidelines are provided same stakeholders have perceived and open spaces and the for building design, landscaping, a decrease in undesirable and development of new spaces furnishings and lighting to help illegal behavior along Maryland should respond to Crime ensure the safest environment Parkway. Business and property Prevention through Environmental possible. owners should continue to Design (CPTED) principles. work collaboratively with law The basic premise of such Ongoing Attention to Police enforcement to maintain or Enforcement design guidelines is to establish increase existing patrols and defensible space, reduce or Many stakeholders commented enforcement. eliminate places of isolation or that police patrolling and
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60 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 CHAPTER SEVEN detailed actions for phase 2: high-capacity transit construction and corridor implementation
Mitigate Construction minority-owned businesses, Impacts to Businesses may be more vulnerable to these impacts because New investment in transit is they already operate on thin likely to spur redevelopment margins with limited available of vacant and underutilized capital to adjust their parcels into high-amenity, business model in response mixed-use residential, office to rapid transitions. and retail uses. However, these transitions could lead to any of Provide Business Assistance the following negative outcomes Programs and Services for businesses over time: These are a mix of technical and business support • Direct displacement of some services, partnerships and businesses that currently ongoing programs to increase are located in buildings that business vitality during facility redevelop; construction. Some examples could include: • Changes in the demographics of the nearby residents • Encourage a future Business who currently patronize Association to offer technical these businesses, or in the assistance for property business climate as other owners interested in small businesses choose to Crime Prevention Through relocate; and Environmental Design and graffiti abatement programs; Top: Rail transit corridor in • Changes in the real estate Minneapolis, MN market, resulting in increased • Provide technical assistance Bottom: Transit corridor at University rent. Some businesses, of Minnesota campus. program to support and especially small and (Photo credits: Michael Hicks)
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expand capacity for local • Storefront/Sign/Façade and Vegas, UNLV Safe Communities and emerging developers, Tenant Improvement program Partnership and Las Vegas construction contractors specific to Maryland Parkway; Metropolitan Police Department and professional services conducted a Road Safety Audit • Market partnerships with firms to participate in for the Maryland Parkway corridor Community Development the redevelopment and in 2012 (The Nevada Department Finance Institutions to increase construction activities of of Transportation, April 2013). affordable access to capital; Maryland Parkway; and Background research for the study and found that there were a total of • During construction of public • Create Resource Managers 1,071 crashes from November projects: (1) time construction (one point person for each 1, 2009 to October 31, 2012 with around business hours; project) to assist with one fatality, 460 injury crashes (2) reimburse businesses permitting, planning and land with 697 injuries and 610 property directly for lost business; (3) use. damage only crashes. organize and fund “open for business” campaigns to market Improve Corridor Safety Wide and busy streets present a businesses during construction. crossing hazard with numerous Maryland Parkway connects many Provide Business Improvement conflict points, more so for important destinations in the and Expansion Incentives pedestrians and bicyclists, who region including Downtown Las A system should be identified to are far more vulnerable to the Vegas, McCarran International provide incentives for businesses potential dangers. Many of the Airport, UNLV, Sunrise Hospital to improve their physical space. existing marked crosswalks are and Medical Center and the This strategy is particularly covered in road grime, faded Boulevard Mall. Due to this important in the northern portion or missing entirely. Pedestrians important role, it is essential that of the study area, where smaller typically cross without using the corridor be safe for all users. parcels with occupied businesses crosswalks to minimize the Yet the street’s extreme width mean that large-scale property potential conflicts with vehicles is a barrier to connectivity and transition and development turning at intersections or to circulation within the study area are unlikely. In this situation, otherwise avoid out-of-the way for all users including motorists, improvements to existing building or inconvenient travel. This pedestrians and bicyclists. stock are a key strategy for is especially noticeable near revitalizing the built environment. The Nevada Department of destination points such as Some examples include: Transportation (NDOT), along with shopping areas or transit stations. the RTC, Clark County, City of Las Infrequent mid-block crossings
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throughout the corridor make it numerous vehicle-vehicle and Improve and Add Pedestrian inconvenient and trigger unsafe pedestrian-vehicle conflicts. Many Crossings behavior from pedestrians. Also, businesses along the corridor are Faded crosswalks can be vehicles travel at higher speeds primarily auto-oriented, meaning improved by determining climate- than the posted 30-35 mph. buildings are set far back from appropriate, sturdy crosswalk the street and have large parking material for future use and Many properties along the corridor lots and uninteresting exterior repainting existing ones. Adding have auto-oriented site design. architecture. interim traffic calming measures There are frequent curb cuts, (painting bulb-outs etc.) at continuous two way left turn lanes, key intersections can improve and overall a lack of coordinated existing pedestrian crossings and access management, which create reduce crossing distances. New mid-block crossings throughout the corridor, especially near destination points such as transit stations or shopping areas, will reduce the currently observed unsafe crossing behavior from pedestrians. Using contrasting material, painted crossings, and signs will emphasize pedestrian crossings. Adding more permanent safety devices such as pedestrian crossing flashing beacons, Top: Faded pedestrian median refuge islands and green crosswalk along Maryland Parkway at University Road infrastructure solutions such as Left: Auto-oriented design at curb bulb-outs with stormwater intersection of Sahara Avenue and planters can be implemented in Maryland Parkway (Photo credits: Google Streetview) the long-term.
Reduce Number and Frequency of Driveways An Access Management Plan should be developed
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in the short-term to begin NDOT has indicated an interest key destinations along and near consolidating driveways along in improving the intersection Maryland Parkway. The feasibility Maryland Parkway. The plan geometry (making street of creating a linear greenway would include detailed planning intersections at 90-degree angles) facility with a multi-use pathway of the location, design and of these three intersections to and public art along the Spencer operation of driveways, median improve operations and safety Utility Corridor east of Maryland openings, interchanges and for all modes of travel. NDOT will Parkway should be explored street connections, i.e., many of be included in the planning and (see Figure 1 on page 2). It could the impediments that currently design of these intersections and potentially tie into a similar facility challenge the corridor. The may also contribute financially to along the Flamingo Wash and development of an efficient Maryland Parkway improvements link into the UNLV campus and access management strategy at these important locations. its robust network of pedestrian should provide a specific strategy pathways. for guiding driveway location, Explore Parallel Routes spacing and design and spacing As planning continues for Improve Pedestrian between signals and turning the corridor, adjacent parallel Environment routes should be identified to lanes. This will balance access to Communities and neighborhoods accommodate through vehicle key destinations while reducing thrive on human interaction traffic in order to reduce motor pedestrian-automobile conflicts and depend upon the safe and vehicle congestion and improve along the corridor. The City efficient movement of pedestrians corridor safety along Maryland and County should implement along the street front. Enhancing Parkway. These alternative routes policies for consolidating access the pedestrian environment can also provide pedestrians and points and facilitating on-site along Maryland Parkway will cyclists with safer routes that circulation between parcels help connect people to places have lower speed limits and less when redevelopment projects while contributing to the corridor’s motor vehicle traffic. In addition, a are undertaken along Maryland future identity and sense of place. network of enhanced pedestrian Parkway. Currently, however, there are and bicycle routes—greenways, several barriers that prevent a Improve Intersection Designs multi-use pathways and enhanced safe and welcoming pedestrian Charleston Boulevard, Sahara sidewalk facilities —near environment along Maryland Avenue and Tropicana Avenue Maryland Parkway can provide Parkway. are all Nevada Department of an alternative for pedestrians and Transportation (NDOT) facilities cyclists to move north and south that cross Maryland Parkway. through the area and access
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Widen Sidewalks to Improve Transportation Officials (NACTO). tree pits, and bicycle parking are Streetscape Design and Safety Wider sidewalks (at least 8’- provided), (b) obstruction-free Throughout Maryland Parkway, 15’) are preferred near transit pedestrian through zone and (c) sidewalks are narrow and have stations, retail, campus and frontage zones (an extension to accommodate utility poles, other public uses. The corridor of the building accommodating driveway cuts, signs and bus should be widened and designed entryways, sidewalk cafes and shelters, making it crowded, for ‘sidewalk zones.’ Sidewalk sandwich boards). Existing design unpleasant and unsafe for zones include (a) street furniture/ guidelines should be revisited, pedestrians. A minimum of 5’ curb zone (street furniture along with the addition of new sidewalk width is recommended such as lighting, benches, policies (such as the proposed by National Association of City newspaper kiosks, utility poles, Overlay District design guidelines) to include appropriate dimensions and spacing to accommodate transit and pedestrian amenities. When feasible, the City and County should partner with property owners to provide incentives for complete street improvements.
The existing SOSA Design Standards & Guidelines (2008) set forth general street standards and guidelines for all existing streets within its boundary. The guidelines call for property owners/developers to construct street improvement such as sidewalks, medians, curbs and gutters, streetlights, street trees, streetscape furniture and other Top and left: Examples of pedestrian “through zones” pedestrian amenities, along the Right: Potential view of frontage drive edges of their property to the along Sahara Avenue centerline of the street. When
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feasible, the County should benches, newspaper kiosks, orient residents and visitors partner with property owners to trash receptacles and street to the neighborhood and key provide incentives for complete trees that are coordinated destinations. To enhance the street improvements. The in design, color and scale. A pedestrian experience, ground guidelines also call for creating a coordinated color palette and signage should maintain a human pedestrian realm (sidewalk zones) consistent design of furnishings scale form. in certain streets that are identified promotes a common identity to after analyzing existing space the neighborhood. Street furniture Improve Accessibility Conditions availability for opportunities. SOSA should be well organized and City of Las Vegas and Clark Design Standards & Guidelines designed to minimize streetscape County should, if they haven’t also suggest introducing a slip clutter. Installing signage and already, develop an ADA road (or a frontage drive) in a wayfinding system helps Title II Transition Plan to fulfill front of properties that undergo redevelopment along streets such as Sahara Avenue. Frontage drives create a more pedestrian- friendly environment along major streets by providing a buffer between fast-moving through traffic on the street and the sidewalk and buildings on private property. As properties along Sahara Avenue redevelop, they will have the option to create a frontage drive. However, the Top: Pedestrian activated crosswalk with accessible ramps and refuge frontage road is not necessarily median (Photo credit: Steven Vance) required for all redevelopment Right: Pedestrian signage in Salt Lake projects. City, Utah
Add Pedestrian Amenities In the short-term and mid-term, opportunities should be explored to provide additional street furniture such as light fixtures,
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requirements set forth in the reality, it is also essential to create landscaping, pedestrian Americans with Disabilities public spaces that are comfortable amenities, new transit stations Act (ADA), and to provide a and pleasant for pedestrians. and a redesigned street are all framework for the continuous Improving corridor aesthetics is part of the future for Maryland improvement of public facilities therefore a necessary component Parkway. (including public rights-of-way) of this implementation strategy. Add/Improve Landscape and for people with disabilities. The There are several policies and Hardscape Transition Plan will assist both plans that call for improving When streetscape improvements entities in identifying policies, aesthetics within and along are made to Maryland Parkway, programs and physical barriers Maryland Parkway. buffers to the sidewalks and to accessibility and developing the pedestrian realm should be barrier removal solutions such • Codes/guidelines such as designed in the form of movable as pedestrian improvements and those found in City and County planters, landscaping or even building renovations. The phasing zoning and the SOSA Design a lane of parking to provide the of actions section below includes Standards and Guidelines call needed separation from traffic a summary of steps to be taken to for a reduction in long block for pedestrians. The ramps develop the Transition Plan. lengths, connectivity to adjacent along Maryland Parkway need uses and improved circulation to be made ADA compliant to Improve Corridor Aesthetics to encourage walking and biking and create a vibrant and There are several plans that call inviting street front. for improving aesthetics along the Maryland Parkway corridor. • The RTC’s Complete Streets The RTC is conducting a transit Design Guidelines for Livable infrastructure study along the Communities, Maryland Maryland Parkway corridor. One Parkway Corridor Alternatives of the goals of this project is to Analysis, ULI Midtown Plan provide inviting, reliable, safe and and UNLV Master Plan all secure access to transit through encourage right of way and improved pedestrian and bicycle street front designs that facilities. While compact urban enhance the experience form and transit improvements are for all users, especially for Above: Overhead art at required to make the community pedestrians, bicyclists and Culver City BRT platform (Photo credit: Tom LaDuke) vision for Maryland Parkway a transit users. Wider sidewalks,
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make them accessible by all. encourage safe pedestrian signage should maintain a human Special attention to public- and motorist behavior. In scale form. realm design and amenities, addition, property owners can such as benches, public art, provide a portion of streetscape Coordinate and Implement Public Art Urban Design Plan drinking fountains, desert- enhancement for the pedestrian appropriate landscaping and realm on site. The Maryland Parkway Public Art special surface treatments such Urban Design Plan is expected to as paving patterns will enhance Install Signage, Wayfinding and be completed by August 2016 and Gateways the pedestrian experience along provides an exciting opportunity Maryland Parkway. Movable Gateways, signage and banners to explore the incorporation of planters and bollards in the will help distinguish the corridor public art into the planning and painted bulb-outs and near transit from the surrounding community design of the entire corridor. shelters also can be installed and create a cohesive and unique Integrating public art into elements to provide a buffer between identity. Implementing signage of infrastructure like the existing traffic and pedestrians. These and gateway monuments with pedestrian bridge at Sunrise infrastructure improvements can a coordinated color palette and Hospital and Medical Center, be supplemented with stronger material at key intersections, transit stations and streetscapes enforcement of traffic laws to entry points and bus/transit will help create a more livable shelters will help enforce a unique and vibrant Maryland Parkway. corridor identity and also help Opportunities to communicate and orient visitors. A comprehensive celebrate the local history and wayfinding program, with easy-to- culture should be identified and read signs, will go a long way in maximized. helping visitors find resources and destinations along Maryland Integrate Public Art into Transit Stops Parkway. Signage can be designed for both pedestrians Stakeholders should utilize and motorists and the color the recently awarded National and material palette should be Endowment for the Arts (NEA) coordinated to reinforce the grant and the in-kind contributions identity of the corridor or to from agencies such as Clark Above: Colorful pocket park and distinguish unique its segments/ County, UNLV and others to playground (Photo credit: RTC) neighborhoods. To enhance the plan for the implementation of pedestrian experience, ground the Maryland Parkway Public Art
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Urban Design Plan. Public art can Improve Neighborhood and the quality of gathering be commissioned and ultimately Gathering and Recreation spaces nearby to enhance the installed at strategic locations Opportunities overall vibrancy. This strategy such as transit stations, gateway focuses on 1) improving the quality With many key destinations monuments and at intersections. and attraction of existing public located on Maryland Parkway Public art also can have some spaces, such as the Huntridge and the anticipated retail utility in the form of mosaic tiles Circle Park, and 2) creating new and high-density residential on sidewalks for wayfinding, or “third places,” such as plazas, development in some of the integrated into sidewalk-shade parklets, restaurants and coffee segments in the study area, the structures to offer relief from the shops that encourage more retail corridor improvements should desert environment. and mixed-use investments in the include expansion of the number area. This strategy also supports improving the corridor identity and increases connectivity and mobility for active means of transportation.
Improving neighborhood gathering spaces involves creating and enhancing public spaces. A public space may be a gathering spot, part of a neighborhood, district, or other area within the public realm that helps promote social interaction and a sense of
Top: Urban stormwater bioswales community. Sometimes referred (Photo credit: Dan Reed) to as “third places,” these spaces Right: Art integrated into a Scottsdale should accommodate multiple transit station users and be accessible by multiple modes of transport like walking, biking and public transit. Activating these spaces has the added benefit of protecting and enhancing the natural features of a place, reflecting the community’s
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local character, providing a • Unfriendly Pedestrian Realm: provisions for adequate open sense of comfort and safety; and An abundance of surface space requirements when new fostering social interaction and parking lots, the width of residential and commercial creating a sense of community. Maryland Parkway, minimal developments occur along separation from adjacent Maryland Parkway. If this The existing SOSA Design traffic for pedestrians and continues, it will result in a Standards and Guidelines bicyclists, lack of landscaping, dearth of both gathering spaces already envision a part of benches and other pedestrian and vibrancy along the corridor. Maryland Parkway with a mixture amenities contribute to an • Lack of Local Public Parks of compatible residential and unpleasant pedestrian realm. and Open Spaces: There commercial uses, a vibrant This environment makes it is a need for an integrated nightlife and attractive and inviting difficult to create conducive approach to local parks, central gathering spaces—all gathering spots and recreation plazas, community amenities, within a pedestrian-oriented urban opportunities along Maryland independently-owned neighborhood. The following are Parkway. some of the barriers to improving retail and basic services to neighborhood gathering spaces: • Auto-Oriented Environment: create a vibrant and thriving While the speed limits are neighborhood. generally posted as 30-35 mph, Revisit and Improve Existing vehicles generally travel at Guidelines higher speeds in this location. The SOSA Design Standards High-speed traffic does not lend & Guidelines (2008) requires itself to creating neighborhood that if any existing commercial gathering spaces. center property undergoes • Lack of Adequate Open comprehensive redevelopment, Space Requirements in a public common area and public Existing Development Codes: plaza shall be developed to The existing development serve as the central gathering standards will not result in spaces within the SOSA District. the quality and quantity of Applying such guidelines and neighborhood gathering spaces standards to new developments Top: A temporary “parklet” in and recreation opportunities and redevelopment projects (i.e. Downtown Las Vegas provides requiring public space projects streetside cafe seating desired in the study area. At present, the codes do not have along Maryland Parkway)
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will ensure future provision of (from Charleston to St. Louis) Maximize Existing Spaces gathering spaces and recreation and Segment 4 Typology (from Along Segment 1 Typology (from opportunities. This also will Tropicana to Russell), the first step Charleston to St. Louis), there is provide opportunities to create to improving gathering spaces a need to improve neighborhood new “third places,” such as could be creating a “pop up” park gathering spaces and recreation restaurants, coffee shops and by installing tables and chairs near opportunities, including improving seating areas that encourage cafés and plazas to encourage existing parks and also organizing more mixed-use activities in the visitors to linger and use the area future new developments around district. as a destination rather than just as plazas and outdoor seating. a pass through. Installing parklets Improvements to existing parks Incorporate Green Infrastructure along Segment 4 Typology (from and plazas include providing Incorporating green infrastructure Tropicana to Russell) would also pedestrian-scaled streetlights, improvements such as help in drawing customers into trees, benches, trash and landscaping, shading, seating restaurants and cafés. recycle receptacles, internal and stormwater retention pedestrian paths and picnic facilities into the City and County Coordinate Policies and Improvements areas. Incorporating all these development standards and requirements into the “public Clark County and City of Las stormwater manuals will help space standards and guidelines” Vegas staffs need to coordinate create a streetscape and urban sections within newly created standards and development environment that is conducive to design guidelines for this area codes regarding open space gathering spots. would be the first step. requirements. Coordination Identify Locations for Parklets with UNLV and American Parklets are mini parks made for Institute of Architects (AIA) Las people to use in the reclaimed Vegas is needed to design and areas of streets. Parklets implement parklets in the study typically connect to a sidewalk area. Since this team already and most often are public designed two pilot parklets in spaces. Parklet opportunities Downtown Las Vegas in June, exist on streets perpendicular to 2014, this could raise the needed Maryland Parkway. UNLV recently momentum to implement more organized design charettes to parklets in Segment 4 on streets add parklets to Downtown Las perpendicular to Maryland Vegas. Along Segment 1 Typology Parkway.
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A successful transition to justify construction costs. developers, few developers of the Maryland Parkway Many people see this area have experience with federal corridor to a high-density, as a place with little new programs such as Housing investment that can’t justify and Urban Development transit-oriented spine high-density housing because Section 108, 221(d) (4), New will require intentional it is not a safe or inviting place Market Tax Credits (NMTCs), planning for a mix for pedestrians. Clark County etc. of uses. RTC and its and the City of Las Vegas • Lending Issues: Developers partners should seek will need to work with RTC say that it is difficult to get to incentivize catalyst and others to co-invest in key financing for innovative infrastructure improvements projects that can create development types, such as that will support the transit the greatest level of live-work units and mixed-use investment and make the area strategic, positive change, projects anywhere in the more attractive for investors. spurring on additional valley. Finding new sources of development. • Development Capacity: capital will be critical to making Some interest already exists projects work in this area. In order to support and justify in developing new product new investment in high-capacity types in the corridor that build Provide Technical Assistance transit, key partners will need with Alternative Financing upon the existing population to publicize the development Tools of students at UNLV, such as opportunities available on the student housing. However, The pioneering project in an area corridor and address the current without a visible investment will often need to use a variety barriers to successful mixed-use in transit improvements, of financing tools. The City and/ development. Maryland Parkway many local developers or County should designate staff faces several challenges to new don’t know how to position or hire a consultant who can development: themselves to capitalize provide technical assistance to potential developers who would • Infrastructure Deficiency: on these improvements. In like to use alternative financing The area will need to addition, with the exception tools in the area (NMTCs, secure high enough rents of affordable housing
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Community Development Block be restricted to low-income Case Study: Grant Section 108, etc.). Appendix residents with income less than Woodland Station, Boston, MA D: Development Incentives 50% median gross income of provides additional information on the area, or at least 40% of potential financing tools. Appendix the units must be restricted he former surface parking lot Tat Woodland Station on the H: Maryland Parkway Typology to low-income residents with Green Line in suburban Boston Factors provides information income of 60% or less of the has been redeveloped into a about how each station performs median gross income of the six-story, 180-unit apartment on each of the indicators. area. As of 2014, there are project with 25% affordable units several areas in the vicinity and a structured parking garage. • New Market Tax Credits: that would be eligible for these The garage, new access road and This program provides credits. In addition to benefitting re-designed station platform were federal income tax credits built with prepayment fees from from the tax credits, this would ground lease of the MBTA-owned for commercial, industrial, also help in improving the property. mixed-use and community economic vitality of residents facilities in low-income and businesses near Maryland communities. These credits Parkway and the neighborhood. are only eligible for areas with higher poverty rates (census • Community Development tracts with a minimum poverty Block Grants (CDBG): These rate of 20 percent). As of 2014, grants provide communities there are several areas in the with resources to address vicinity of Maryland Parkway a wide range of community that would be eligible for these development needs, including credits. affordable housing and service provision, infrastructure • Low Income Housing improvements, and housing Tax Credits: This program and commercial rehab loans provides tax credits for and grants, as well as other acquisition, rehabilitation and benefits targeted to low and new construction of rental moderate-income persons. housing targeted to lower- Above: The Woodland Station apartment income households. At least • HUD Section 108: This building and transit station, Newton, Massachusetts 20% of residential units must program increases the capacity of block grants to assist with
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Case Study: City of Denver’s TOD Fund, Denver, CO
he Office of Economic TDevelopment (OED) in Denver economic development projects Property Owners: Based on is a leader in transit-oriented by enabling a community to conversations with businesses development efforts. The City borrow up to five times its and property owners, many feel of Denver and the MacArthur annual CDBG allocation. that communication with the Foundation established a unique City and County has primarily TOD Fund, which provides • EB-5: These investment been during development financing for the acquisition and dollars are for new commercial preservation of affordable housing review. The City and County enterprises that will benefit along existing and new transit should engage with property the US economy, primarily corridors. owners in advance of detailed by creating new jobs for US development plans to discuss The City dedicated $2.5 million to citizens. the Fund to match MacArthur’s the future of the area and grant of $2.25 million. Other • Private Activity Bonds: Private suggest ways that partnerships organizations have contributed over activity bonds are issued by could help create more $10 million to the TOD Fund. These organizations include: U.S. Bank, local or state governments to cohesive neighborhoods. Wells Fargo, Colorado Housing and finance the project of a private Provide Public Incentives Finance Authority, Rose Community user. The state of Nevada Foundation and the Mile High reserves 50% of the total Provide public incentives for Community Loan Fund. (Federal Reserve Bank of San Francisco, allocation of Private Activity development that helps to further 2010). Bonds to finance their single- the community’s vision for the family loan program. The Maryland Parkway corridor, The City and the Office of Economic Development also remaining 50% is allocated including: collaborated with the Denver to the cities and counties to Urban Renewal Authority on Tax finance the new construction or • Pre-Development Assistance: Increment Financing opportunities rehabilitation of multifamily units Grants or low-interest loans for at multiple stations (City of Denver, where low-income households pre-development (evaluation 2014). The affordable housing TOD will occupy a certain percentage of site constraints and developments are expected to of the units. The most attractive opportunities, development create and preserve at least 1,000 affordable homes along current and feature of the Private Activity feasibility, conceptual planning, future transit corridors in the City of Bond is the lower than etc.) to reduce pre-development Denver. conventional financing cost of costs; capital. • Land Assembly and Property • Establish Better Working Price Buy-Down: Assistance Relationships with Large with the process of combining
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parcels together into one developable site. Sometimes takes the shape of technical assistance or expedited process. Other times, the public sector acquires the parcels, combines them and sells to a private party; and
• Reduced Building Permit/ Planning Fees or Impact Fee Buy-Down/Waiver: Reduce various development fees as an incentive to induce qualifying types of development or building features (e.g. stormwater improvements through the Commercial Stormwater Fee Reduction).
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Each of the potential stations in Segment 1 need transit station areas has to be located strategically unique conditions and to maximize household accessibility. Segment 1 would opportunities that require also benefit from improved targeted improvements, streetscape design with the policies and programs. addition of lighting, street In addition to the furniture and landscaping, corridor-wide actions including drought tolerant discussed previously, shrubs, grasses, perennials the following provides and trees. These improvements a summary of actions will help increase public safety and enhance pedestrian needed for each segment experience along the corridor, typology. Station while blending well with the concept plans provided surrounding residential fabric. in Chapter 6 (and Station illustrations in Chapter Appendix C) illustrate 6 also show improvements to the recommended street connectivity, especially improvements for each for pedestrians, in the form of segment. pedestrian walkways across large parcels of development. Top: Drought tolerant plants should Segment 1 Typology: Additional supportive actions Charleston to St. Louis be incorporated into stormwater specific to this segment typology planters, median strips and transit stations. are summarized in Table 6. The lack of potential riders and Bottom: A parking lot at Lloyd Center the predominantly residential in Portland, OR was redesigned in 2012 to facilitate pedestrian circula- land use near this station tion linking to the adjacent light rail. typology implies that future
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TABLE 6: ADDITIONAL SEGMENT 1 TYPOLOGY ACTIONS - CHARLESTON TO ST. LOUIS
ACTIONS LEAD PARTNER
Improve existing building façades Property City owners, RDA • Consider loans or grants for façade improvements
• Consider mix of uses that are neighborhood serving
Improve neighborhood gathering and recreation opportunities City HOAs, Metro Arts Council • Evaluate options for improving Huntridge Circle Park as transit investments are made; engage community in conversations about its future
• Organize new development around plazas and outdoor seating areas
Create better connectivity to adjacent neighborhoods City RTC
• Design and construct pedestrian and bicycle enhancements
• Identify and construct locations for new pedestrian pathway improvements
Segment 2 Typology: the existing surface parking along actions specific to this segment St. Louis to Flamingo Maryland Parkway. This segment typology are summarized in of the study area will also benefit Table 7. Future stations along this from exploring on-street parking segment of Maryland Parkway and other convenience parking Segment 3 Typology: should be located near major options in collaboration with large Flamingo to Tropicana intersections to facilitate easy property owners. Bringing new transfers onto the east-west A potential station at the development to the street edge transit lines. A transit station at intersection of University and creating pedestrian walkways the intersection of Desert Inn and Avenue and Maryland Parkway through surface parking lots with Maryland Parkway would have offers opportunities to upgrade landscaping and street furniture the potential for infill and related infrastructure and spur new will establish an attractive and development near the street development. As new student safe pedestrian realm that is edge that would enhance the housing and entertainment vibrant and well-connected for pedestrian realm and humanize destinations are expected along all users. Additional supportive
78 | MARYLAND PARKWAY CORRIDOR - IMPLEMENTATION STRATEGY REPORT DECEMBER 2014 additional supportive actions by station segment typology
TABLE 7: SEGMENT 2 TYPOLOGY ACTIONS - ST. LOUIS TO FLAMINGO
ACTIONS LEAD PARTNER
Coordinate new development Existing County property • Strip retail retrofits (identify and contribute to pilot projects) owners, developers • Address design of landscaped areas and plazas to be more development- and pedestrian-supportive
• Office development
• Pedestrian-oriented retail pad development
Improve auto, bike and pedestrian connectivity County, RTC NDOT (at specific • Pedestrian-friendly parking lot design intersections) • Block size and connectivity standards
• Evaluate options for on-street parking along Maryland Parkway the segment, it is important to Segment 4 Typology: connectivity of the existing street enhance the pedestrian realm and Tropicana to Russell grid in the form of landscaped design of at-grade crossings to pedestrian walkways should Considering the high transit maintain a vibrant streetscape. be considered. Bringing new dependency in this neighborhood, development to the street edge future stations along this segment Coordinating pedestrian and with landscaping and street should be located near major vehicular traffic signals will also furniture will also create an intersections to facilitate easy enhance pedestrian safety. Future attractive and safe pedestrian transfers onto the east-west stations along this segment of zone. Owing to the close proximity transit lines. At the planned Maryland Parkway should be of this segment to the airport station on Tropicana Avenue located strategically to provide and other light industrial land there is potential for infill and new easy access to both sides of uses, freight movement should development along the street the corridor and have proximity also be integrated in planning that will enhance the pedestrian to major campus destinations. for transportation safety and realm and soften edges of Additional supportive actions connectivity. Additional supportive adjacent surface parking lots. specific to this segment typology actions specific to this segment As redevelopment of parcels are summarized in Table 8. typology are summarized in occurs in this segment, improving Table 9.
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TABLE 8: SEGMENT 3 TYPOLOGY ACTIONS - FLAMINGO TO TROPICANA
Actions Lead Partner
Consider formation of Transportation Management Association County RTC, UNLV, existing • Define the potential TMA service area property owners, • Inventory existing parking and explore minimums and maximums developers • Identify future parking demand and locations for shared facilities
• Explore funding options
Auto, bike and pedestrian connectivity County RTC, UNLV, existing • Construct multi-use path/trail along Flamingo Wash to connect proposed property Spencer trail directly to UNLV owners, developers • Increase bicycle and pedestrian connections to surrounding neighborhoods and through the UNLV campus
Coordinate new development UNLV, Existing County property • Housing (including student) development owners, developers • Restaurants and entertainment
• Mixed-use development
• Identify opportunities for shared parking
Partner with and improve interface with UNLV UNLV, RTC County
• Bicycle improvements
• Improved campus gateways
• Integrate off-campus facilities
• Address design of landscaped areas and plazas to be more development and pedestrian supportive (similar to Mill Ave experience at ASU)
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TABLE 9: SEGMENT 4 TYPOLOGY ACTIONS - TROPICANA TO RUSSELL
Actions Lead Partner
Coordinate new development Existing County property • Research and Business Incubator Spaces owners, developers, • Multi-family housing development UNLV • Large and small scale retail and services
Improve neighborhood gathering and recreation opportunities County, developers • Siegfried and Roy Park at Russell
• Parklet improvements
• Explore opportunities for pedestrian and bike trails
• Gateway features near the southern end of Maryland Parkway
Improve auto, bike and pedestrian connectivity RTC, County Existing property • Pedestrian-friendly parking lot design owners, developers • Block size and connectivity standards
• Pedestrian connectivity to the airport, especially from the High Capacity Transit terminus
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Clower Ph.D., T., & Weinstein Ph.D., B. (2009). Economic and Fiscal Imapcts of Dallas Area Rapid Transit Light Rail System Buildout and System Operations. Center for Economic Development and Research, University of North Texas.
Dallas Area Rapid Transit. (n.d.). The DART Station Art & Design Program: Where the community is the canvas. Retrieved July 2014.
Denver Urban Renewal Authority. (2006). The Denver Urban Renewal Authority- 2006 Annual Report. Denver Urban Renewal Authority.
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Valley Metro. (n.d.) Business Assistance Brochure.
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