CTA RPB Existing Conditions
TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
CTA Red and Purple Modernization Phase One April 2017 - REVISED DRAFT TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
ACKNOWLEDGEMENTS
Chicago Transit Authority Sponsor
Solomon Cordwell Buenz Prime Consultant, Urban Design, Land Use, and Zoning Planner
McGuire Igleski & Associates Historic Preservation Consultant
Kirsch-Taylor Consulting Real Estate Consultant
Goodman Williams Group Market Analyst Consultant
Fish Transportation Group, Inc. Transportation Consultant
Vistara Construction Services, Inc. Cost Estimating Consultant
David Mason & Associates Civil Engineering Consultant
Grisko LLC Community Outreach Consultant
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TABLE OF CONTENTS
INTRODUCTION 4 Red and Purple Modernization (RPM) Transit-Oriented Development (TOD) Plan Overview 5 Existing Conditions 7 DISTRICT 8 Land Use Overall 9 Detailed Land Use 11 Public Open Space 13 Zoning 14 TOD Eligible Zoning Parcels 18 Historic Districts / Buildings 19 Transportation 20 Roadway Typology, Traffic Volumes, and Signalization 25 Public Realm and Street Character Analysis 26 SUMMARY AND INITIAL ASSESSMENT 46 Summary and Initial Assessment 47 Development Opportunity Sites 48 INDEX 50 Figure Index 51 Table Index 54
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INTRODUCTION April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
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RED AND PURPLE MODERNIZATION (RPM) TRANSIT-ORIENTED DEVELOPMENT (TOD) PLAN OVERVIEW
RPM is a multi-stage Chicago Transit Authority runs along the Red Line to reduce overcrowding (CTA) capacity expansion program aimed and meet growing demand for transit service. at accomplishing extensive transit system Benefits of building the Red-Purple Bypass improvements using a strategically phased include: implementation approach. This RPM TOD Plan is a development-focused study to be completed • The addition of up to eight more Red Line as part of the RPM Phase One Initiative. The trains per hour during rush periods RPM Phase one project requires the acquisition • Accommodate up to 7,200 additional and demolition of properties in order to locate customers per hour during rush hour new track structure elements and stage • Increase Red and Purple line train speeds by construction. The TOD Plan scope is focused on 60 percent through this intersection specific redevelopment strategies for portions of the properties that may no longer be needed • Customers are saved a half-million travel for CTA operations after construction. The final hours each year design for the construction project has not More information about the RPM Phase One been completed. Thus, the TOD Plan develops track level improvements can be found at concepts based on approximate property shapes http://www.transitchicago.com/rpmproject/ and sizes that may change once the design and construction is complete. (see Figure 1.1) SUMMARY OF THE DISTRICT
The TOD Plan focus area encompasses the The RPB District, is comprised of entertainment Red-Purple Bypass Area (see Figure 1.1) destinations along Belmont Avenue, major City referred to as “the RPB District” and the commercial corridors such as Clark Street, and Lawrence to Bryn Mawr Modernization District adjacent residential areas. It lies one quarter (covered in a separate document). mile south of Wrigley Field and covers roughly 42 acres with a broad range of densities and RED-PURPLE BYPASS PROJECT uses. The Belmont CTA station anchors the BACKGROUND southern portion of the RPB District and was recently rebuilt as part of the Brown Line As part of the first phase of the Red and Capacity Enhancement Project. The Belmont Purple Modernization (RPM) Program, CTA Avenue station serves as a major transportation will construct a Red-Purple Bypass north of hub for the Red, Brown, and Purple train lines the Belmont Station. Currently there is a flat and connecting bus lines. A primarily residential intersection, and all northbound Brown Line corridor along Sheffield Avenue defines the trains cross over the four tracks used by western portion of the District, while Clark Street northbound and southbound Red and Purple line serves as the focus for the neighborhoods to trains. This outdated track configuration results the east. The RPB District is a lively, and well in inefficient train operations that constrain the visited destination in the City, but is also a vital CTA’s ability to add train service. residential neighborhood within the Lakeview With the new bypass, northbound Brown Line community. With the recent construction trains will proceed along a dedicated, grade- of higher density residential / mixed-use separated rail line above the Red and Purple developments near Wrigley Field, along Clark line tracks. This improvement will allow CTA Street, and adjacent to the Belmont CTA station, to significantly increase the number of trains it the neighborhood is clearly growing.
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Note: The RPB District is entirely within the 44th Ward under Alderman Tunney.
Figure 1.1: District Boundary and Sites
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EXISTING CONDITIONS
The Existing Conditions Report is a compilation 1. Portions of properties previously acquired of background information, data, initial for the Brown Line Capacity Enhancement assessments, mapping, site research, and Project that are required for construction of review of previous documents and serves as the the Red-Purple Bypass. basis for the more detailed TOD Plan analysis 2. Properties where new tracks and structures and recommendations. CTA provided the need to be located, thereby requiring planning team with informational resources from demolition of existing buildings. past planning and development work, which was augmented with updated map data from the City 3. Properties required to stage the complicated of Chicago, and extensive field data collection construction process in a constrained urban and verification completed in December 2016. area. The following maps, diagrams, and photographs The selection and acquisition of these properties provide a snapshot in time of the RPB District was the result of an extensive National characteristics to help inform future real estate Environmental Policy Act (NEPA), environmental decision making. impact analysis process that included extensive public and property owner outreach (starting in DISTRICT BOUNDARY AND LOCATION OF 2009). The NEPA requirements were finalized REDEVELOPMENT SITES and approved prior to the start of this TOD Prior to initiation of the TOD Plan, the CTA Planning process. The TOD Plan is focused on developed an acquisition plan for properties redevelopment strategies for portions of these that will be required for the track infrastructure properties that may no longer be needed for CTA construction project. The CTA also inventoried operations after construction. The TOD sites are and assessed land under current CTA shown in Figure 1.1. ownership. These properties are identified for three primary reasons: Additional information is available for download from the CTA’s website http://www.transitchicago.com/rpmproject/
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DISTRICT April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
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LAND USE OVERALL
The RPB District consists of a broad mix of land Avenue and Clark Street. Belmont Avenue uses ranging from small scale healthcare and contains a mix of fast-casual restaurants, community facilities to boutique hotels and local entertainment, retail, and small unique retail (see Figure 1.2). The dominant land use in businesses. Similar commercial areas define the District is mixed use, with other supporting Clark Street between Belmont Avenue and uses arranged in a fine-grained pattern. Streets Roscoe Street. The northern portion of the RPB such as Sheffield Avenue, that appear to District contains more transitional uses, with a have a more residential character, in fact also stronger relationship to serving Wrigley Field contain a broad mix of local businesses, offices, visitors than to the activities in the Belmont community facilities, restaurants, and night life Avenue station area. Some vacant buildings and establishments. These characteristics contribute parcels exist north of Newport Avenue. to the unique and vibrant atmosphere of the RPB District. BUILDING UPPER FLOOR USE Residential multifamily units occupy a majority of DETAILED BUILDING USE DIAGRAMS upper floors of buildings within the RPB District Detailed building uses were field collected by (see Figure 1.4). Higher density residential the consultant team and mapped using a GIS apartments are focused along Clark Street, database. The resulting diagrams illustrate the while flats and townhome style condominiums specific building activities within the RPB District define the Sheffield Avenue corridor. Though for both the ground/first floor (Figure 1.3) and for many ground floor vacancies exist, most upper floors two and above (Figure 1.4). residential floors of buildings appear to be actively leased, suggesting a strong demand BUILDING GROUND FLOOR USE for housing in this area. Refer to the Market Analysis Report for additional information. The diverse array of existing building uses within the District is evident in Figure 1.3. The majority of building ground floors in the RPB OPEN SPACE District contain commercial and service uses. This district has a limited amount open space. Most businesses and services in this area are What does exists are a few pocket parks and small-scale, locally owned establishments. tot lots. Nearby schools provides additional There are some larger national anchor retailers outdoor recreational opportunities. The lake located south of Belmont Avenue (outside of the front, approximately three-quarters of a mile to district) as well as a large scale retailer under the east serves as the primary open space for construction at the intersection of Belmont the neighborhood.
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Figure 1.2: Land Use Overall
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Figure 1.3: Building Ground Floor Use
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Figure 1.4: Building Upper Floor Use
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Figure 1.5: Open Space
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ZONING
The RPB District is primarily zoned Business feet of a CTA or METRA rail station entrance (B) (refer to Figure 1.6 and Table 1.1). or within 2,640 feet of a CTA or METRA rail Pockets of single use oriented Residential station entrance along a pedestrian street or Multi-Unit Districts (RM) zoning are located a pedestrian retail street. Additionally, projects away from the commercial corridors. Beyond located in B-3 and C-3 districts located within the District boundary, extensive Residential the same boundaries are eligible for increases Multi-Unit District (RM) designated residential in maximum building height and allowable neighborhoods exist. One Planned Development development square footage known as FAR. (PD-1242) is located within the District at the Additional incentives include reduction in the intersection of Belmont Avenue and Clark Street, Minimum Lot Area (MLA), which allows for an which is currently under construction. increase in the total number of dwelling units to be built on site. Density and parking bonuses ZONING BENEFITS FOR “TRANSIT also exist for the inclusion of on-site affordable SERVED LOCATIONS” PARCELS housing.
The City of Chicago Zoning Ordinance Pedestrian Streets are designated in the City and Land Use Ordinance permits “Transit of Chicago Zoning Ordinance. The designation Served Locations” to receive certain parking is intended to preserve and enhance the reductions, Floor Area Ratio (FAR) bonuses, character of streets and intersections that are and other benefits. Generally, for projects widely recognized as Chicago’s best examples located in Business (B), Commercial (C), and of pedestrian-oriented shopping districts. The Downtown (D) zoned districts, minimum off- regulations are intended to promote transit, street automobile parking ratios for residential economic vitality and pedestrian safety and uses may be reduced if located within 1,320 comfort.
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Figure 1.7 shows the general locations of the Transit Authority (CTA) Red Line and Purple Line parcels within the RPB District that may be (known as the Red and Purple Modernization eligible for zoning benefits under the Transit Program or RPM).” Served zoning classification. This provides a distinct opportunity for developers to reduce Within the TFIA, a TIF District was established redevelopment costs and increase return on “for the purpose of financing the development, investment. expansion or rehabilitation of new or existing transit passenger stations; transit maintenance, Additional information as it pertains to Transit- storage or service facilities; and rights-of-way Served Locations and Pedestrian Streets can be for use in providing transit (together, known as found in Chapter 17-3 Business and Commercial “Transit Facilities”). No other purpose is allowed Districts, and Chapter 17-10 Parking and under the Act.” Therefore, unlike other TIF Loading of the Chicago Zoning Ordinance. Districts, no funding will be available through this TIF fund for real estate development projects. TAX INCREMENT FINANCING DISTRICTS The proposed RPM Phase One Project RPA The sole Tax Increment Finance (TIF) in the is generally described as an area within one- RPB District is the newly enacted Red and half mile in any direction from the right-of-way Purple Modernization (RPM) Phase One Project of either the CTA Red Line or the CTA Purple TIF. According to the Tax Increment Financing Line, from Devon Avenue on the north to North Redevelopment Plan for the aforementioned TIF, Avenue on the south. The proposed RPM Phase in 2016, the City was authorized to “designate a One Project RPA primarily includes transit transit planning area, known as a Transit Facility facilities, and residential, commercial, open Improvement Area (TFIA), for various public space, mixed-use (commercial/residential) and transit infrastructure improvement purposes, institutional uses. including the modernization of the Chicago
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Figure 1.6: Zoning
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ZONING CODE MATRIX
Max Zoning MLA Transit Served Max FAR Height Typical Uses Code (s.f.) Eligibility* (in feet)* R - - - - Residential Districts RS - - - - Residential Single-Unit Districts RS-3 0.9 2,500 30 None Detached single family and two-flats Residential Two-Flat, Townhouse, and Multi- RT - - - - Unit Districts RT-4 1.2 1,650 38 None Flats, townhomes, small multifamily, single family RM - - - - Residential Multi-Unit Districts RM-4.5 1.7 1,650 47 None Multifamily, flats, townhomes, single family homes RM-5 2 1,650 47 None Multifamily, flats, townhomes, single family homes RM-6 4.4 1,650 None None Mid-rise and high-rise multifamily B - - - - Business Districts 700- B1-2 2.2 50 Parking reduction Retail storefronts, apartments permitted above 1,000 FAR/MLA bonus + B1-3 3 200-400 65 Retail storefronts, apartments permitted above Parking reduction B1-5 5 100-200 80 Parking reduction Retail storefronts, apartments permitted above FAR/MLA bonus + B2-3 3 200-400 65 Retail storefront, apartments permitted Parking reduction B2-5 5 100-200 80 Parking reduction Retail storefronts, apartments permitted 700- B3-2 2.2 50 Parking reduction Auto-oriented retail, apartments permitted above 1,000 FAR/MLA bonus + B3-3 3 200-400 65 Auto-oriented retail, apartments permitted above Parking reduction B3-5 5 100-200 80 Parking reduction Auto-oriented retail, apartments permitted above C - - - - Commercial Districts 700- C1-2 2.2 50 Parking reduction B1-2 + liquor stores, warehouses, and auto shops 1,000 FAR/MLA bonus + C1-3 3 200-400 65 B1-3 + liquor stores, warehouses, and auto shops Parking reduction C2-5 5 100-200 80 Parking reduction B3-5 + liquor stores, warehouses, and auto shops POS - - - - Parks and Open Space District POS-2 None None None None Small parks PD - - - - Planned Development
Table 1.1: Zoning Code Matrix Source: City of Chicago *Additional zoning bonus including increase in height and an increase in FAR for On-Site Affordable Housing Units in Transit-Served Locations
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Figure 1.7: Transit Served Locations
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Figure 1.8: Historic Districts / Buildings
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TRANSPORTATION
The RPB district is served by a multi-modal 4:00 AM, and Purple Line express trains operate transportation system that is heavily focused during weekday peak periods. The Red Line on travel by transit (bus and rail), walking, and has the highest level of service, operating bicycling. about every 3 to 6 minutes during weekday peak hours, followed by the Brown line which The Belmont Avenue station is the only rail operates about every 3 to 8 minutes during station within the district, located on Belmont peak hours, and the Purple line which operates Avenue between Sheffield Avenue and Clark about every 8 to 12 minutes during peak Street, at the southern end of the rail junction periods. According to the RPB Environmental (Clark Junction) where the Red, Purple, and Assessment, passenger trips traveling through Brown Lines converge. the Clark Junction on the Red, Purple, and Brown Lines account for 24 percent of all The project area includes three CTA rail lines: CTA passenger trips system wide, with nearly Red, Purple, and Brown lines. Red Line trains 145,000 passengers travelling through the Clark operate 24 hours a day, Brown Line trains Junction every weekday. operate all day except between 2:30 AM and
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BUS NETWORK the Belmont Avenue rail station and just outside CTA bus routes traveling through the district the district at Roscoe Street and Halsted Street. include: PEDESTRIAN NETWORK • Route 22 – Clark Street The pedestrian network consists of sidewalks • Route 8 – Halsted Street along district roadways, intersections with • Route 77 – Belmont Avenue (connection to marked crosswalks, and intersections with Belmont station) signals provided for protected pedestrian crossings. The size and condition of sidewalks • Route 151 – Sheridan Road vary throughout the district. Sidewalk capacity • Route 156 - LaSalle Street can be constrained during events such as Cubs games at Wrigley Field and festivals. Entrances/ Based on the CTA Monthly Ridership Report exits to the Belmont Avenue station are located (October 2016), there were over 11,000 total on both the north and south side of the street. average weekday boardings and alightings of Pedestrians regularly cross the street between CTA bus routes in (or adjacent to the district). the north and south rail station entries despite For the same time period there were nearly the absence of a marked crosswalk. The 14,000 average weekday rail entries at the sidewalk is also constrained by existing columns Belmont Avenue station (producing nearly that support the overhead rail line at the 28,000 rail trips beginning or ending at the intersections of Clark Street and Roscoe Street, station). In total, CTA bus and rail account for and Roscoe Street and Sheffield Avenue. almost 40,000 transit trips on a typical weekday, within or adjacent to the RPM district. ROADWAY NETWORK Clark Street is a major bus route through the The existing roadway system is a network of district. CTA Bus route 22 travels along Clark minor arterials, collector, and neighborhood Street with between 50 and 100 average streets, with many of the neighborhood streets weekday boardings and alightings at bus stops designated as one-way. All roadways are under at Roscoe Street, Newport Avenue, and Cornelia the jurisdiction of the City of Chicago. Typical Avenue. Over 250 daily boardings and alightings cross-sections include one travel lane in each were reported at the Route 22 Clark Street bus direction with turn lanes at intersections and stops at Aldine Avenue/School Street. Average on-street parking. Average daily traffic (ADT) weekday ridership for all bus routes in the district reported by IDOT for district roadways include: can be found in exhibit Figure 1.9 on page 23. • Belmont Avenue – 14,300 BICYCLE NETWORK • Clark Street – 9,600 Dedicated on-street bicycle facilities are • Halsted Street – 11,800 provided along two roadways in this area. Buffer-protected bike lanes travel along Clark • Sheffield Street – 9,350 Street and on-street bike lanes travel along PARKING Halsted Street. Bicycle parking is located at many bike racks throughout the entire district On-street parking is provided throughout the and at the Belmont Avenue rail station. Divvy district with some time of day (peak period or bicycle sharing stations are available adjacent to nighttime) regulations, snow route regulations, or residential permit regulations. Most on-
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street parking is paid via electronic pay boxes. Belmont Avenue is under the jurisdiction of A majority of the neighborhood streets have the City of Chicago. This roadway carries permit parking to prevent business patrons, approximately 14,300 ADT, and consists of one Wrigley Field traffic, and transit passengers travel lane in each direction, parallel on-street from parking along residential streets. There parking, and sidewalks. A continuous alley is are limited off-street parking facilities. Some located on the west side of the rail line north of businesses provide a small amount of off-street Belmont Avenue. parking. Car-sharing services are provided at a few locations in the district, operated by either Roadway intersections have marked crosswalks Zip Car or Enterprise. There are also certain and sidewalks are continuous throughout locations where parking is available underneath the station area. Mid-block crossings are not the rail structure. Under L parking typically falls prohibited between the north and south Belmont under two categories, short term parking that Avenue rail entries/exits, although there are no can be reserved through online applications pavement markings or signs. such as Spot Hero or for a monthly rate through Roadway intersections have marked crosswalks the CTA Under ‘L’ Parking Program. and sidewalks are continuous throughout the station area. Clark Street carries about 9,600 BELMONT AVENUE STATION AREA ADT and Sheffield Avenue carries about 9,350 The Belmont Avenue station is located on ADT. Belmont Avenue between Sheffield Avenue and Clark Street. Entry to and exit from the station is Paid, on-street parking is available along provided on both sides of Belmont Avenue. An Belmont Avenue, Clark Street, and Sheffield emergency exit-only stair is located at the south Avenue. Permit-only parking is located on the end of the platform on the north side of Fletcher north side of Belmont Avenue east of the Red Avenue. CTA Route 77 Bus travels along Line, and is accessed from the alley to the west. Belmont Avenue and provides direct access to Opportunities for car-sharing and bike-sharing the station. October 2016 CTA ridership data exist around the station. Car-sharing is located reported nearly 14,000 weekday rail entries in the lot under the track structure, accessible at the Belmont Avenue station (including Red, from the alley off of Belmont Avenue. A Divvy Purple, and Brown Lines) and nearly 6,500 bike-sharing station is located on Wilton Avenue average weekday boardings and alightings from near Belmont Avenue. Route 77 at the Belmont Avenue station. Surface parking is allowed, with proper Clark Street and Halsted Street also experience permitting, underneath the rail structure in significant bus ridership activity at intersections certain locations. An estimated 100 spaces are along Belmont Avenue. Route 22 travels provided north and south of Fletcher Avenue and along Clark Street, with almost 2,000 average an estimated 70 spaces are provided between weekday boardings and alightings at Belmont Belmont Avenue and School Street. Avenue. Route 8 travels along Halsted Street, with almost 1,400 average weekday boardings and alightings at Belmont Avenue. Both intersections are signalized. Average weekday ridership for all station area bus routes can be found on exhibit Figure 1.9 on page 23.
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Figure 1.9: CTA Bus and Rail Map
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Figure 1.10: Bike System Map
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Figure 1.11: Roadway Network
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PUBLIC REALM AND STREET CHARACTER ANALYSIS
The following pages include section illustrations, continuous sidewalks, signalized and well- site photographs, and accompanying analysis marked pedestrian crossings, and high quality for each of the major streets within the RPB streetscape. There are a few areas where District. The scale, density, and character of pedestrian challenges exist; these are noted the existing public realm provide context for the within the description of each roadway area. The TOD Plan potential redevelopment sites and is focus of this analysis is areas in close proximity a key consideration for future redevelopment to the TOD Plan potential redevelopment sites recommendations. In general, the urban form identified by CTA. of the RPB District is highly walkable, with
Figure 1.12: Clark Street
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TYPICAL STREET SECTIONS
B
A
Street Section
A Clark Street
B Sheffield Avenue
C C Wilton Avenue
D Belmont Avenue D
Figure 1.13: Typical Street Sections
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27 RESIDENTIAL RESIDENTIAL
RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT
COMMERCIAL COMMERCIAL
COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING
STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
PUBLIC RIGHT OF WAY
STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
PUBLIC RIGHT OF WAY BUFFER BUFFER
PUBLIC RIGHT OF WAY
16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
RESIDENTIAL RESIDENTIAL
RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT
RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL
RESIDENTIAL TRANSIT ORIENTED DEVELOPMENTPARKING PLAN EXISTING CONDITIONS REPORT RESIDENTIAL RESIDENTIAL LOT COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK RED-PURPLE BYPASS PLANTING DRIVING
COMMERCIAL COMMERCIAL STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
PUBLIC RIGHT OF WAY PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK COMMERCIAL COMMERCIAL STREET WIDTH PLANTING DRIVING SIDEWALK PARKING BIKE DRIVINGA DRIVING BIKE PARKING SIDEWALK PUBLIC RIGHT OF WAY BUFFER STREET WIDTH BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY
STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY BUFFER BUFFER RESIDENTIAL PUBLIC RIGHT OF WAY PARKING 16' 0 8' 16' 32' 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL LOT RESIDENTIAL
16' 0 8' 16' 32' RESIDENTIAL COMMERCIAL SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK 16' 0 8' 16' 32' PLANTING DRIVING PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK STREET WIDTH SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER PUBLIC RIGHT OF WAY
STREET WIDTH STREET WIDTH PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY BUFFER BUFFER
PUBLIC RIGHT OF WAY Figure 1.14: Clark Street cross section Belmont Ave Section Clark Street Section CLARK STREET 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' Clark 16'Street is highly active0 throughout8' 16' the 32' SCALE: 1/16" = 1'-0" day, with high volumes of pedestrian, bicycle, 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" and vehicular traffic.SCALE: The street 1/16" contains = 1'-0" SCALE: 1/16" = 1'-0" accommodations for all modes of transportation, with dedicated bike lanes in each direction, on street parking, and two vehicular travel lanes. Sidewalk width along the street varies, and is often narrowed due to CTA structures, signage, light poles, and other obstructions. Many RESIDENTIAL RESIDENTIAL historic, small-scale buildings line the street, and Figure 1.15: Intersection of Clark Street and Aldine Avenue are generally occupied by active restaurants, taverns, and retailers on the ground floor. RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL On-streetCOMMERCIAL parking is available along COMMERCIAL RESIDENTIAL RESIDENTIAL area roadways. On-street parking along
RESIDENTIAL neighborhood streets is typically controlledRESIDENTIAL by PARKING RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT residential parking permits. The area underneath PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK COMMERCIAL COMMERCIAL the rail line is used for leased parking as well SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK COMMERCIAL COMMERCIAL as access to other alleys and rear building STREET WIDTH entrances. BUFFER BUFFER +/- +/- +/- STREET WIDTH PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK SETBACK PLANTING DRIVING PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH STREET WIDTH BUFFER BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK Figure 1.16: Intersection of Clark Street and Belmont
STREET WIDTH Avenue PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK April 2017 - REVISED DRAFT 16' CTA Red0 and 8'Purple Modernization16' Phase32' One PUBLIC RIGHT OF WAY BUFFER BUFFER Sheffield Ave Section Wilton Ave Section SCALE: RESIDENTIAL1/16" = 1'-0" RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" 28 RPB ExistingRESIDENTIAL Typical Street Sections 16' 0 8' 16' 32' Date: 03/21/2017 COMMERCIAL COMMERCIAL COMMERCIAL 16' 0 8' 16' 32' COMMERCIAL
SCALE: 1/16" = 1'-0" PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK STREET WIDTH SCALE: 1/16" = 1'-0" BUFFER BUFFER STREET WIDTH PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY
PUBLIC RIGHT OF WAY
16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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COMMERCIAL RESIDENTIAL PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING PUBLIC RIGHT OF WAY
PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACKPUBLIC RIGHT OF WAY SETBACK SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 COMMERCIAL8' 16' 32' COMMERCIAL 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK DRIVING SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY
SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
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16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
CLARK STREET ELEVATIONS Composite photographs of street elevations B are shown in Figure 1.23 to Figure 1.32. These elevations illustrate the variety of building styles and types that contribute to the unique character along Clark Street. Most buildings range from 2-4 stories, though major intersections are punctuated with taller structures. The tallest buildings along Clark Street are newer : Alley north of Newport Avenue residential condominiums and apartment Figure 1.17 buildings, with commercial on the ground floor. Newer developments continue the façade datum lines, storefront character, and heights of adjacent older retail buildings.
ROSCOE STREET/NEWPORT AVENUE AREA The district from Roscoe Street to Cornelia Avenue includes the Red and Purple rail line tracks and structures. All roadways are under the jurisdiction of the City of Chicago. Intersections along Clark Street are signalized Figure 1.18: Alley terminating at Roscoe Street and Sheffield Avenue and a bike lane travels along Clark Street. All area roadways operate one-way except for Clark Street and Sheffield Avenue.
Several alleys exist within this area (refer to Figure 1.65 on page 45):
• The alley located along the west side of the rail line to the rail junction terminates at Roscoe Street. There is no legal access at Roscoe Street although vehicles have been observed traveling over the curb to access the alley. The northern half of this alley underneath the track structure is informal and Figure 1.19: Diagonal alley under the track south of Newport Avenue not an official CDOT alley. • The alley between Roscoe Street and Newport Avenue parallels Clark Street with Roscoe Street access between existing buildings and Newport Avenue access west of the track structure.
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
29 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
CLARK STREET ISSUES FOR CONSIDERATION A • New developments along Clark Street near Wrigley Field and at the intersection with Belmont Avenue are larger scale than previously constructed in this area of Lakeview. These new developments may be a sign of future opportunities for underutilized sites along Clark Street. Figure 1.20: Existing buildings on site RPB 01 • There are several vacant parcels and vacant buildings along Clark Street in desirable development locations. • The sidewalk areas along Clark Street are narrow in relationship to the amount of pedestrian traffic. • Geometries resulting from the diagonal layout of the street often create wide pedestrian crossings at major intersections. • Areas below the CTA track structures are currently unwelcoming, dark, and perceived as unsafe. In some locations sidewalk widths Figure 1.21: Clark Street bike lane are reduced by columns supporting the CTA rail overhead.
Figure 1.22: Clark Street passing under CTA rail
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
30 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1 3 4
1 2 Roscoe Street Newport Avenue
Figure 1.23: East Elevation - 3400 N Clark Street (Newport Avenue to Roscoe Street)
2 Avenue Newport
KEY PLAN Roscoe Street
Figure 1.24: West Elevation - 3400 N Clark Street (Newport Avenue to Roscoe Street)
3 Newport Avenue
Figure 1.25: East Elevation - 3400 N Clark Street (Newport Avenue to Cornelia Avenue)
4 Avenue Newport
Figure 1.26: West Elevation - 3400 N Clark Street (Newport Avenue to Cornelia Avenue)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
31 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1
3 1
2 Roscoe Street Buckingham Place
Figure 1.27: East Elevation - 3300 N Clark Street (CTA tracks to Buckingham Place)
KEY PLAN
2 Buckingham Place Aldine Avenue
Figure 1.28: East Elevation - 3300 N Clark Street (Buckingham Place to Aldine Avenue)
3 Roscoe Street
Figure 1.29: West Elevation - 3300 N Clark Street (Roscoe Street to CTA Substation)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
32 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1 School Street
Figure 1.30: West Elevation - 3300 N Clark Street (CTA Substation to School Street) 1
3 2
KEY PLAN
2 Belmont Avenue School Street
Figure 1.31: West Elevation - 3200 N Clark Street (School Street to Belmont Avenue)
3 Aldine Avenue Belmont Avenue
Figure 1.32: East Elevation - 3200 N Clark Street (School Street to Belmont Avenue)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
33 RESIDENTIAL RESIDENTIAL
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COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
COMMERCIAL COMMERCIAL PUBLIC RIGHT OF WAY STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
PUBLIC RIGHT OF WAY BUFFER BUFFER COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING PUBLIC RIGHT OF WAY
STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
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STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' BUFFER BUFFER PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT
RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL
RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING RESIDENTIAL PARKING COMMERCIAL COMMERCIAL RESIDENTIAL RESIDENTIAL LOT STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL PUBLIC RIGHT OF WAY PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK COMMERCIAL COMMERCIAL STREET WIDTH PLANTING DRIVING RESIDENTIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK PARKING RESIDENTIAL RESIDENTIAL LOT PUBLIC RIGHT OF WAY BUFFER BUFFER PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK STREET WIDTH COMMERCIAL COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PLANTING DRIVING PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL PUBLIC RIGHT OF WAY STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY BUFFER BUFFER PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK COMMERCIAL COMMERCIAL RESIDENTIAL STREET WIDTH PLANTING DRIVING SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK PUBLIC RIGHT OF WAY PARKING 16' 0 8' 16' 32' 16' 0 8' 16' 32' LOT RESIDENTIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY BUFFER STREET WIDTH BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' RESIDENTIAL PUBLIC RIGHT OF WAY COMMERCIAL SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL PUBLIC RIGHT OF WAY STREET WIDTH SCALE: 1/16" = 1'-0" SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL16' 0 8' 16' RESIDENTIAL 32' RESIDENTIAL PUBLIC RIGHT OF WAY PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK
COMMERCIAL COMMERCIAL BUFFER BUFFER 16' 0 8' 16' 32' PLANTING DRIVING RESIDENTIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK PUBLIC RIGHT OF WAY PARKING SETBACK 16' 0 8' 16' 32' 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" LOT RESIDENTIAL STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' RESIDENTIAL STREET WIDTH COMMERCIAL BUFFER BUFFER PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL STREET WIDTH STREET WIDTH SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY BUFFER BUFFER COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK 16' 0 8' 16' 32' PLANTING DRIVING PUBLIC RIGHT OF WAY PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK STREET WIDTH SCALE: 1/16" = 1'-0" Belmont Ave Section SIDEWALK PARKING ClarkDRIVING Street SectionDRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' STREET WIDTH BUFFER BUFFER PUBLIC RIGHT OF WAY
16' STREET WIDTH 0 8' 16' 32' STREET WIDTH PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' BUFFER BUFFER SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" Belmont Ave Section Clark Street Section 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 TRANSIT8' ORIENTED16' DEVELOPMENT32' PLAN EXISTING CONDITIONS REPORT 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' RED-PURPLE BYPASS SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0"
RESIDENTIAL
B RESIDENTIAL RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL RESIDENTIAL RESIDENTIAL
RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK RESIDENTIAL COMMERCIAL COMMERCIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK COMMERCIAL COMMERCIAL RESIDENTIAL STREET WIDTH RESIDENTIAL RESIDENTIAL BUFFER BUFFER COMMERCIAL COMMERCIAL +/- RESIDENTIAL RESIDENTIAL +/- +/- STREET WIDTH PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK SETBACK PLANTING DRIVING RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY PARKING SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK STREET WIDTH STREET WIDTH
BUFFER BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SETBACK COMMERCIAL COMMERCIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH COMMERCIAL PUBLIC RIGHT OF WAY COMMERCIAL PUBLIC RIGHT OF WAY RESIDENTIAL 16' 0 8' 16' 32' STREET WIDTH RESIDENTIAL RESIDENTIAL BUFFER BUFFER STREET WIDTH RESIDENTIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK PUBLIC RIGHT OF WAY +/- 16' 0 8' 16' 32' +/- +/- STREET WIDTH PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY BUFFER BUFFER COMMERCIAL COMMERCIAL Sheffield Ave Section PRIVATE SIDEWALK PLANTING PARKING WiltonDRIVING Ave SectionDRIVING PARKING PLANTING SIDEWALK SETBACK PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK SCALE: RESIDENTIAL1/16" = 1'-0" SETBACK RESIDENTIAL PLANTING DRIVING PUBLIC RIGHT OF WAY RESIDENTIAL PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" RPB ExistingRESIDENTIAL Typical Street Sections 16' 0 8' 16' 32' STREET WIDTH STREET WIDTH BUFFER BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK Date: 03/21/2017 COMMERCIAL COMMERCIAL COMMERCIAL COMMERCIAL 16' 0 8' 16' 32' STREET WIDTH PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY RESIDENTIAL 16' 0 8' 16' 32' RESIDENTIAL SCALE: 1/16" = 1'-0" RESIDENTIAL PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK STREET WIDTH Figure 1.33: Sheffield Avenue cross section RESIDENTIAL PUBLIC RIGHT OF WAY SETBACK DRIVING SCALE: 1/16" = 1'-0" SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' PRIVATE SIDEWALK PLANTING PARKING DRIVING PUBLICDRIVING RIGHT OF WAYPARKING PLANTING SIDEWALK SETBACK BUFFER BUFFER Sheffield Ave Section Wilton Ave Section SCALE: RESIDENTIAL1/16" = 1'-0" SETBACK RESIDENTIAL 16' 0 8' 16' 32' SHEFFIELD AVENUE PUBLIC RIGHT OF WAY RESIDENTIAL SIDEWALK PARKING BIKE DRIVING DRIVING PUBLIC RIGHTBIKE OFPARKING WAY SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" RESIDENTIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK STREET WIDTH RPB Existing Typical Street Sections BUFFER BUFFER 16' 0 8' 16' 32' Sheffield Avenue, between School Street and Date: 03/21/2017 SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL COMMERCIAL STREET WIDTH 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY Belmont Avenue, is a two directional, mixed- SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY use street and is primarily residential north of PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK PUBLIC RIGHT OF WAY SETBACK DRIVING SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' School Street. The existing cross section is 16' 0 8' 16' 32' PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK 16' 0 8' 16' 32' comprised of two vehicular driving lanes and PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" two on street parking lanes, which are generally SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' STREET WIDTH SCALE: 1/16" = 1'-0" BUFFER BUFFER 16' residential0 permit8' restricted16' spaces. A32' relatively 16' 0 8' 16' 32' STREET WIDTH widePUBLIC pedestrianRIGHT OF WAY realm defines the street, with SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY matureSCALE: trees, 1/16" a parkway = 1'-0" maintained by private SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY Figure 1.34: Sheffield Avenue at CTA overpass property owners, and lighting typical of Chicago neighborhood streets. Residential setbacks 16' 0 8' 16' 32' 16' 0 8' 16' along32' the street have a range of depths and are usually fenced at the property line. Residential 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" buildings along this corridor are primarily narrow, SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" flat-style condominiums and apartments. Many of the buildings along Sheffield Avenue have been built in the last 15 years, and range from RESIDENTIAL RESIDENTIAL 4-6 stories. RESIDENTIAL RESIDENTIAL
RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL RESIDENTIAL RESIDENTIAL Figure 1.35: Sheffield Avenue and School Street RESIDENTIAL RESIDENTIAL PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK RESIDENTIAL RESIDENTIAL SETBACK DRIVING RESIDENTIAL RESIDENTIAL RESIDENTIAL COMMERCIAL RESIDENTIAL April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK RESIDENTIAL PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK RESIDENTIAL 34 COMMERCIAL SETBACK DRIVING COMMERCIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY RESIDENTIAL PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK RESIDENTIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACKPUBLIC RIGHT OF WAY SETBACK DRIVING SETBACK SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK RESIDENTIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK COMMERCIAL RESIDENTIAL PUBLIC RIGHT OF WAY COMMERCIAL STREET WIDTH BUFFER BUFFER COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY COMMERCIAL RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK 16' 0 8' 16' 32' SETBACK DRIVING SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACKPUBLIC RIGHT OF WAY SETBACK SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK 16' 0 COMMERCIAL8' 16' 32' COMMERCIAL 16' 0 8' 16' 32' STREET WIDTH BUFFER BUFFER SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' RESIDENTIAL PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" SETBACK DRIVING 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY RESIDENTIAL PUBLIC RIGHT OF WAY RESIDENTIAL SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 COMMERCIAL8' 16' 32' COMMERCIAL 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK DRIVING SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY
SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0"
16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0"
16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
SHEFFIELD AVENUE AND ROSCOE STREET INTERSECTION B The intersection of Sheffield Avenue and Roscoe Street (a one way street westbound) is where the existing CTA Brown Line structure passes over the public right of way (see Figure 1.34 and Figure 1.37). Portions of the new and/or relocated columns and other track structure elements at this intersection may restrict and : Sheffield Avenue streetscape complicate pedestrian crossing conditions. Figure 1.36
SHEFFIELD AVENUE ELEVATIONS The elevation photos shown in Figure 1.39 to Figure 1.44 show the transition in building and façade character of Sheffield Avenue from Belmont Avenue to Cornelia Avenue. Closer to Belmont Avenue, Sheffield Avenue has taller mixed use retail and apartment buildings, further north, the street is characterized by 3-5 story residential townhomes and flats. Buildings located at intersections are taller, such as the five-story condominium building recently built at Figure 1.37: Sheffield Avenue under CTA overpass Sheffield Avenue and School Street.
SHEFFIELD AVENUE ISSUES FOR CONSIDERATION • Buildings along the western frontage of Sheffield Avenue are currently served by an informal alley with no outlet on Roscoe Street. However, vehicles often travel over the curb on Roscoe Street to access the rear of existing buildings. A more formalized service strategy will be needed in the future to allow for new development. Figure 1.38: Sheffield Avenue at Clark Street • The existing mature trees are a significant contributor to the character of the street. • Older properties along the street continue to be demolished and replaced with higher density multifamily housing, which has changed the character of this corridor.
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
35 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1 2
1 3 Newport Avenue
Figure 1.39: West Elevation - 3400 N Sheffield Avenue (Cornelia Avenue to Newport Avenue)
KEY PLAN 2 Cornelia Avenue Newport Avenue
Figure 1.40: East Elevation - 3400 N Sheffield Avenue (Cornelia Avenue to Newport Avenue)
3 Roscoe Street Newport Avenue
Figure 1.41: West Elevation - 3400 N Sheffield Avenue (Roscoe Street to Newport Avenue)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
36 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1
1 2 3 Roscoe Street Figure 1.42: East Elevation - 3400 N Sheffield Avenue (Newport Avenue to Roscoe Street)
KEY PLAN
2 Roscoe Street School Street
Figure 1.43: West Elevation - 3300 N Sheffield Avenue (Roscoe Street to School Street)
3 School Street Roscoe Street
Figure 1.44: East Elevation - 3300 N Sheffield Avenue (Roscoe Street to School Street)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
37 RESIDENTIAL RESIDENTIAL
RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT
COMMERCIAL COMMERCIAL
COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING
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STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
PUBLIC RIGHT OF WAY BUFFER BUFFER
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16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL
RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL LOT COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING
COMMERCIAL COMMERCIAL STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
PUBLIC RIGHT OF WAY PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK COMMERCIAL COMMERCIAL STREET WIDTH PLANTING DRIVING SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
PUBLIC RIGHT OF WAY BUFFER STREET WIDTH BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY
STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY BUFFER BUFFER RESIDENTIAL PUBLIC RIGHT OF WAY PARKING 16' 0 8' 16' 32' 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL LOT RESIDENTIAL
16' 0 8' 16' 32' RESIDENTIAL COMMERCIAL SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK 16' 0 8' 16' 32' PLANTING DRIVING PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK STREET WIDTH SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER PUBLIC RIGHT OF WAY
STREET WIDTH STREET WIDTH PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
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PUBLIC RIGHT OF WAY Belmont Ave Section Clark Street Section 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" RED-PURPLE BYPASS
C RESIDENTIAL RESIDENTIAL
RESIDENTIAL
RESIDENTIAL RESIDENTIAL RESIDENTIAL COMMERCIAL COMMERCIAL RESIDENTIAL RESIDENTIAL
RESIDENTIAL RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK COMMERCIAL COMMERCIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK COMMERCIAL COMMERCIAL STREET WIDTH BUFFER BUFFER
+/- +/- +/- STREET WIDTH PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK SETBACK PLANTING DRIVING PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH STREET WIDTH
BUFFER BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
STREET WIDTH PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL RESIDENTIAL STREET WIDTH RESIDENTIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK PUBLIC RIGHT OF WAY Figure 1.45: Wilton Avenue cross section 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY BUFFER BUFFER Sheffield Ave Section Wilton Ave Section SCALE: RESIDENTIAL1/16" = 1'-0" RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY SCALE: 1/16" = 1'-0" RPB ExistingRESIDENTIAL Typical Street Sections WILTON AVENUE 16' 0 8' 16' 32' Date: 03/21/2017 COMMERCIAL COMMERCIAL COMMERCIAL 16' 0 8' 16' 32' Wilton Avenue is a neighborhoodCOMMERCIAL residential
SCALE: 1/16" = 1'-0" street that runs parallel to the CTA tracks, and PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' connects between School Street and Belmont PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK Avenue. Wilton Avenue is currently a one way 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" street running south, consisting of one driving SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK STREET WIDTH SCALE: 1/16" = 1'-0" BUFFER BUFFER lane, and two on-street parking lanes. The STREET WIDTH PUBLIC RIGHT OF WAY overall width of the pavement is relatively narrow PUBLIC RIGHT OF WAY at 32 feet wide. PUBLIC RIGHT OF WAY The east side of Wilton Avenue contains Figure 1.46: Residential on Wilton Avenue various single family and low density multifamily 16' 0 8' 16' 32' 16' 0 8' 16' 32' residential buildings including townhomes, flats, 16' 0 8' 16' 32' 16' 0 8' 16' 32' and apartments. The western frontage of the SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" street is anchored by an existing condominium SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" development at School Street, as well as four other residences that are slated for demolition due to the track construction project. The remaining western frontage of Wilton Avenue, contains vacant privately-owned property. Wide sidewalks with generous plantings define both sides of Wilton Avenue.
RESIDENTIAL RESIDENTIAL Figure 1.47: Wilton Avenue Photo Credit: Google RESIDENTIAL streetscape Street View RESIDENTIAL
RESIDENTIAL RESIDENTIAL April 2017 - REVISED DRAFT COMMERCIALCTA Red and Purple Modernization Phase One COMMERCIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL 38 PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK RESIDENTIAL SETBACK DRIVING RESIDENTIAL
COMMERCIAL RESIDENTIAL PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING PUBLIC RIGHT OF WAY
PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACKPUBLIC RIGHT OF WAY SETBACK SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 COMMERCIAL8' 16' 32' COMMERCIAL 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK DRIVING SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY
SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
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16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
WILTON AVENUE ELEVATIONS Buildings heights along Wilton Avenue vary C from 3-5 stories and include a mix of housing types, and building ages. The classic mixed use building at the intersection of Belmont Avenue and Wilton Avenue includes a white terra-cotta façade, and retail on the first floor. A major alley access point is located mid-block just to the north of this property and services buildings : Divvy station at Wilton Avenue and Belmont fronting both Clark Street and Wilton Avenue. Figure 1.48 Avenues
WILTON AVENUE ISSUES FOR CONSIDERATION • The intersection of Wilton Avenue and Belmont Avenue occurs within a short distance of the CTA station. Pedestrians crossing and high traffic in this area can cause pedestrian-vehicular conflicts. • Wilton Avenue is primarily a residential street, but serves as a cut-through from School Street to Belmont Avenue. • Because there is currently vacant property Figure 1.49: Residential townhomes on Wilton Avenue adjacent to the CTA tracks, there is nothing to buffer residential uses on the east side of the street from the noise and views of the CTA trains. • Wilton Avenue is one block long, and does not extend south of Belmont Avenue or north of School Street.
Figure 1.50: Residential buildings along Wilton Avenue
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
39 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
ALDINE AVENUE/SCHOOL STREET AREA The Aldine Avenue/School Street area is C centered on the CTA rail line carrying the Red, Purple, and Brown lines. The Brown line carries over the Red and Purple lines north of School Street. This roadway operates one-way eastbound and east of Clark Street the roadway name is Aldine Avenue and west of Clark Street the roadway name is School Street. The : Alley south of School Street intersection of School Street/Clark Street/Aldine Figure 1.51 Avenue is signalized.
On-street parking along neighborhood streets is typically controlled by residential parking permits with paid on street parking on School Street between Sheffield Avenue and Clark Street. Permitted surface parking underneath the rail line is allowed near School Street. This area underneath the rail also provides access to alleys and rear building entrances. There is no access point from the north at Roscoe Street to the area underneath the rail; access is gained from the south or from driveways and other alleys. The under-rail space widens as the Brown line tracks separate from the Red and Figure 1.52: Mixed-use building on School Street at Purple line at the Clark Street Junction. Clark Street
There are several alleys in this area (refer to Figure 1.65 on page 45)
Figure 1.53: Residential buildings along School Street
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
40 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
2 1
KEY PLAN
1 School Street Belmont Avenue
Figure 1.54: East Elevation - 3200 N Wilton Avenue (School Street to Belmont Avenue)
2 Belmont Avenue School Street
Figure 1.55: West Elevation - 3200 N Wilton Avenue (School Street to Belmont Avenue)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
41 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
1
2 1
3 Clark Street
Figure 1.56: North Elevation - 800 W Aldine Avenue (Clark Street to Halsted Street)
KEY PLAN
2 Clark Street Sheffield Avenue Sheffield
Figure 1.57: North Elevation - 900 W School Street (Sheffield Avenue to Clark St)
3 Sheffield Avenue Sheffield Clark Street
Figure 1.58: South Elevation - 900 W School Street (Clark Street to SheffieldA venue)
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
42 RESIDENTIAL RESIDENTIAL
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COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK PLANTING DRIVING
STREET WIDTH SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK
PUBLIC RIGHT OF WAY
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16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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RESIDENTIAL TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT PARKING RESIDENTIAL RESIDENTIAL LOT COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK RED-PURPLE BYPASS PLANTING DRIVING
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PUBLIC RIGHT OF WAY PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK COMMERCIAL COMMERCIAL STREET WIDTH PLANTING DRIVING D SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK PUBLIC RIGHT OF WAY BUFFER STREET WIDTH BUFFER SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY
STREET WIDTH SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK RESIDENTIAL RESIDENTIAL RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY BUFFER BUFFER RESIDENTIAL PUBLIC RIGHT OF WAY PARKING 16' 0 8' 16' 32' 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL LOT RESIDENTIAL
16' 0 8' 16' 32' RESIDENTIAL COMMERCIAL SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" COMMERCIAL COMMERCIAL COMMERCIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' COMMERCIAL COMMERCIAL PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK 16' 0 8' 16' 32' PLANTING DRIVING PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK STREET WIDTH SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER PUBLIC RIGHT OF WAY
STREET WIDTH STREET WIDTH PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK
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PUBLIC RIGHT OF WAY Figure 1.59: Belmont Avenue cross section Belmont Ave Section Clark Street Section BELMONT AVENUE 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' Belmont Avenue is a City of Chicago designated 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' Pedestrian Street, with a relatively narrow SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" pavement configuration that includes two 10-foot SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" driving lanes and two on-street parking lanes. A pedestrian space of 10 feet completes the sixty foot right of way. Belmont Avenue maintains a dense urban, pedestrian-focused character, with most buildings built to the property line. Belmont Avenue does not provide bike lanes, RESIDENTIAL RESIDENTIAL but does have bike parking facilities placed at Figure 1.60: Belmont Avenue near Photo Credit: Google Wilton Avenue (facing West). Street View regular intervals along the sidewalk. Existing streetscape along Belmont Avenue also includes RESIDENTIAL street trees, pedestrian scaled lighting, and RESIDENTIAL RESIDENTIAL RESIDENTIAL pedestrian oriented signage. COMMERCIAL COMMERCIAL RESIDENTIAL RESIDENTIAL
RESIDENTIAL RESIDENTIAL PARKING RESIDENTIAL RESIDENTIAL RESIDENTIAL LOT PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK COMMERCIAL COMMERCIAL SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK COMMERCIAL COMMERCIAL STREET WIDTH BUFFER BUFFER
+/- +/- +/- STREET WIDTH PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK PLANTING SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK SETBACK PLANTING DRIVING PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH STREET WIDTH BUFFER BUFFER SIDEWALK PARKING DRIVING DRIVINGFigure 1.61PARKING: Under SIDEWALKCTA track at Belmont Station (facing
STREET WIDTH North) PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' RESIDENTIAL RESIDENTIAL RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY BUFFER BUFFER Sheffield Ave Section Wilton Ave Section SCALE: RESIDENTIAL1/16" = 1'-0" RESIDENTIAL RESIDENTIAL PUBLIC RIGHT OF WAY 43 SCALE: 1/16" = 1'-0" RPB ExistingRESIDENTIAL Typical Street Sections 16' 0 8' 16' 32' Date: 03/21/2017 COMMERCIAL COMMERCIAL COMMERCIAL 16' 0 8' 16' 32' COMMERCIAL
SCALE: 1/16" = 1'-0" PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 8' 16' 32' PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACK SETBACK 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK STREET WIDTH SCALE: 1/16" = 1'-0" BUFFER BUFFER STREET WIDTH PUBLIC RIGHT OF WAY PUBLIC RIGHT OF WAY
PUBLIC RIGHT OF WAY
16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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COMMERCIAL RESIDENTIAL PUBLIC RIGHT OF WAY COMMERCIAL COMMERCIAL COMMERCIAL SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SETBACK DRIVING PUBLIC RIGHT OF WAY
PRIVATE SIDEWALK PLANTING PARKING DRIVING DRIVING PARKING PLANTING SIDEWALK SETBACKPUBLIC RIGHT OF WAY SETBACK SIDEWALK PARKING DRIVING DRIVING PARKING SIDEWALK SIDEWALK PARKING BIKE DRIVING DRIVING BIKE PARKING SIDEWALK STREET WIDTH BUFFER BUFFER 16' 0 8' 16' 32' PUBLIC RIGHT OF WAY RESIDENTIAL STREET WIDTH RESIDENTIAL PUBLIC RIGHT OF WAY 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY RESIDENTIAL RESIDENTIAL SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' 16' 0 COMMERCIAL8' 16' 32' COMMERCIAL 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" 16' 0 8' 16' 32' PRIVATE SIDEWALK PARKING ONE-WAY PARKING PLANTING SIDEWALK SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" SETBACK DRIVING SCALE: 1/16" = 1'-0" PUBLIC RIGHT OF WAY
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PUBLIC RIGHT OF WAY
16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0"
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16' 0 8' 16' 32' 16' 0 8' 16' 32' SCALE: 1/16" = 1'-0" SCALE: 1/16" = 1'-0" TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
BELMONT AVENUE ISSUES FOR CONSIDERATION D Major concerns in the Belmont Avenue corridor are related to high pedestrian and vehicular volumes surrounding the Belmont CTA station including:
• Lack of marked crossing at the station for pedestrians transferring between buses and the CTA trains. Figure 1.62: Belmont CTA station looking west from Wilton Avenue • Multiple intersecting alleys and side streets within close proximity of the station create confusion for drivers and conflicts with pedestrians. • Sidewalk obstructions such as multiple signs, light poles, and newspaper racks further obstruct the sidewalk which may create complications for persons with disabilities, especially in times when pedestrian traffic is high.
Figure 1.63: Belmont Avenue at Sheffield Avenue (facing East) Photo Credit: Google Street View
Figure 1.64: Belmont Avenue streetscape
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
44 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
ALLEYS
Alleys
Figure 1.65: District Alleys
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
45 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
SUMMARY AND INITIAL ASSESSMENT April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
46 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
SUMMARY AND INITIAL ASSESSMENT
The potential redevelopment parcels within • The RPB construction project will replace the RPB District are strategic sites within large sections of existing CTA infrastructure, established and vital commercial and residential providing an opportunity to clean-up the neighborhoods. These sites have inherent areas below the tracks and create more development potential, however any planned efficient, safer, and aesthetically enhanced construction must address the challenges rear yards for both existing and new caused by the new location and design for developments. the CTA track structure. The following outlines • For new developments in the RPB District, some of the initial issues identified in the data the expanded and improved area below the gathering process that will continue to be tracks may be used to provide private parking explored as part of the RPM TOD Planning areas, pending further study. This will free process. up space on the development sites for other uses. OPPORTUNITIES • Most sites are in close proximity to CTA CONSTRAINTS station entrances making them ideal for • Locations of the column structures for the transit oriented development new CTA tracks may cause access and • Sites that will be cleared and made-ready for loading complications for new development development in high visibility locations are that will need to be resolved. not common in the Lakeview neighborhood, • Irregularly shaped lots, minimal street and may offer a distinct opportunity to create frontage, and narrow lot depths make innovative developments. larger scale mixed use buildings (that are • There are several higher density typical of current urban development trends) developments under construction and other challenging. anticipated developments that were recently • The types of uses that can be placed beneath announced in the neighborhood, indicating a the new structure is limited by CTA’s access strong real estate market. and maintenance requirements. • Sites located adjacent to the tracks provide • Some utility infrastructure is located in the an opportunity to construct new buildings that existing alley right of ways, which may limit will conceal the new track structure from the the opportunities for re-aligning alleys to view of primary commercial and residential provide efficient access routes. streets.
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
47 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
DEVELOPMENT OPPORTUNITY SITES
The following map of potential future opportunity These sites were identified using the following sites and current development sites was created criteria: (see Figure 1.66) based on initial site analysis and field verification visits conducted by the • Low density (single story) sites with consultant team. These sites were reviewed and significant vacancies discussed with the real estate market analysis • Vacant parcels or underutilized parcels with firms of Goodman Williams Group and Kirsch- surface parking Taylor Consulting, and were integrated with their • Uses that seem inappropriate for the location initial market investigations. Areas highlighted or that are known to be considering relocation in blue represent developments currently under construction, properties that have recently been The identification of these sites will be discussed sold, or have received expressed developer along with other development opportunities interest. Areas highlighted in yellow are sites in the RPB District throughout the TOD Plan that could support future redevelopment. process. These sites are not currently being promoted for new development but represent locations where, if the current uses were to vacate the site, then redevelopment to more appropriate land uses should be considered.
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
48 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
Figure 1.66: Development Opportunities
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
49 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
INDEX April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
50 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
FIGURE INDEX
INTRODUCTION 4 Figure 1.1: District Boundary and Sites 6 DISTRICT 8 Figure 1.2: Land Use Overall 10 Figure 1.3: Building Ground Floor Use 11 Figure 1.4: Building Upper Floor Use 12 Figure 1.5: Open Space 13 Figure 1.6: Zoning 16 Figure 1.7: Transit Served Locations 18 Figure 1.8: Historic Districts / Buildings 19 Figure 1.9: CTA Bus and Rail Map 23 Figure 1.10: Bike System Map 24 Figure 1.11: Roadway Network 25 Figure 1.12: Clark Street 26 Figure 1.13: Typical Street Sections 27 Figure 1.14: Clark Street cross section 28 Figure 1.15: Intersection of Clark Street and Aldine Avenue 28 Figure 1.16: Intersection of Clark Street and Belmont Avenue 28 Figure 1.17: Alley north of Newport Avenue 29 Figure 1.18: Alley terminating at Roscoe Street and Sheffield Avenue 29 Figure 1.19: Diagonal alley under the track south of Newport Avenue 29 Figure 1.20: Existing buildings on site RPB 01 30 Figure 1.21: Clark Street bike lane 30 Figure 1.22: Clark Street passing under CTA rail 30 Figure 1.23: East Elevation - 3400 N Clark Street (Newport Avenue to Roscoe Street) 31 Figure 1.24: West Elevation - 3400 N Clark Street (Newport Avenue to Roscoe Street) 31 Figure 1.25: East Elevation - 3400 N Clark Street (Newport Avenue to Cornelia Avenue) 31 Figure 1.26: West Elevation - 3400 N Clark Street (Newport Avenue to Cornelia Avenue) 31 Figure 1.27: East Elevation - 3300 N Clark Street (CTA tracks to Buckingham Place) 32 Figure 1.28: East Elevation - 3300 N Clark Street (Buckingham Place to Aldine Avenue) 32 Figure 1.29: West Elevation - 3300 N Clark Street (Roscoe Street to CTA Substation) 32
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
51 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
Figure 1.30: West Elevation - 3300 N Clark Street (CTA Substation to School Street) 33 Figure 1.31: West Elevation - 3200 N Clark Street (School Street to Belmont Avenue) 33 Figure 1.32: East Elevation - 3200 N Clark Street (School Street to Belmont Avenue) 33 Figure 1.33: Sheffield Avenue cross section 34 Figure 1.34: Sheffield Avenue at CTA overpass 34 Figure 1.35: Sheffield Avenue and School Street 34 Figure 1.36: Sheffield Avenue streetscape 35 Figure 1.37: Sheffield Avenue under CTA overpass 35 Figure 1.38: Sheffield Avenue at Clark Street 35 Figure 1.39: West Elevation - 3400 N Sheffield Avenue (Cornelia Avenue to Newport Avenue) 36 Figure 1.40: East Elevation - 3400 N Sheffield Avenue (Cornelia Avenue to Newport Avenue) 36 Figure 1.41: West Elevation - 3400 N Sheffield Avenue (Roscoe Street to Newport Avenue) 36 Figure 1.42: East Elevation - 3400 N Sheffield Avenue (Newport Avenue to Roscoe Street) 37 Figure 1.43: West Elevation - 3300 N Sheffield Avenue (Roscoe Street to School Street) 37 Figure 1.44: East Elevation - 3300 N Sheffield Avenue (Roscoe Street to School Street) 37 Figure 1.45: Wilton Avenue cross section 38 Figure 1.46: Residential on Wilton Avenue 38 Figure 1.47: Wilton Avenue streetscape 38 Figure 1.48: Divvy station at Wilton Avenue and Belmont Avenues 39 Figure 1.49: Residential townhomes on Wilton Avenue 39 Figure 1.50: Residential buildings along Wilton Avenue 39 Figure 1.51: Alley south of School Street 40 Figure 1.52: Mixed-use building on School Street at Clark Street 40 Figure 1.53: Residential buildings along School Street 40 Figure 1.54: East Elevation - 3200 N Wilton Avenue (School Street to Belmont Avenue) 41 Figure 1.55: West Elevation - 3200 N Wilton Avenue (School Street to Belmont Avenue) 41 Figure 1.56: North Elevation - 800 W Aldine Avenue (Clark Street to Halsted Street) 42 Figure 1.57: North Elevation - 900 W School Street (Sheffield Avenue to Clark St) 42 Figure 1.58: South Elevation - 900 W School Street (Clark Street to SheffieldAvenue) 42 Figure 1.59: Belmont Avenue cross section 43 Figure 1.60: Belmont Avenue near Wilton Avenue (facing West). 43 Figure 1.61: Under CTA track at Belmont Station (facing North) 43 Figure 1.62: Belmont CTA station looking west from Wilton Avenue 44 Figure 1.63: Belmont Avenue at Sheffield Avenue (facing East) 44
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
52 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
Figure 1.64: Belmont Avenue streetscape 44 Figure 1.65: District Alleys 45 SUMMARY AND INITIAL ASSESSMENT 46 Figure 1.66: Development Opportunities 49 INDEX 50
IMAGE CREDIT All images are from SCB unless noted otherwise.
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
53 TRANSIT ORIENTED DEVELOPMENT PLAN EXISTING CONDITIONS REPORT RED-PURPLE BYPASS
TABLE INDEX INTRODUCTION 4 DISTRICT 8 Table 1.1: Zoning Code Matrix 17 SUMMARY AND INITIAL ASSESSMENT 46 INDEX 50
April 2017 - REVISED DRAFT CTA Red and Purple Modernization Phase One
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