SOUTHEAST GATEWAY - columbusunderground.com · • Plan for renewed redevelopment interest in...

S O U T H E A S T G A T E W A Yf r a m e w o r k p l a n

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Discovery SID

Cleve Ricksecker, Executive Director

Marc Conte, Deputy Director of Research, Planning, and Facilities

Steering Committee

Nancy Recchie, Resident

Matt Loving, Loving Realty

Chuck Wickert, Motorists Insurance Company

Patrick Bennett, Franklin University

Discovery District Development Corporation

Stakeholders

Dan Schmidt, City Space

George Kontogiannis, Americana

Matt Miller, Grant Medical Center

Stan Harris, Mt. Olivet Baptist Church

Angela Mingo, Nationwide Children’s Hospital

MKSK

Chris Hermann, Principal

Andrew Overbeck, Senior Associate

Denis de Verteuil, Urban and Regional Planner

A C K N O W L E D G M E N T S

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P L A N C O N T E X T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 9

I n t r o d u c t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 1 0

E x i s t i n g C o n d i t i o n s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 1 2

F o r m & U s e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 1 8

S t a n d a r d s & R e c o m m e n d a t i o n s . . . . . . . . . . . . . . . . p a g e 2 2

I n t r o d u c t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 0

G a t e w a y A r e a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 1

R i c h S t r e e t G r i d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 2

R i c h S t r e e t I n f i l l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 3

I m p l e m e n t a t i o n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 6

E X E C U T I V E S U M M A R Y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 5

O P P O R T U N I T Y A R E A S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 3 9

N E X T S T E P S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 4 5

D E V E L O P M E N T F R A M E W O R K . . . . . . . . . . . . . . . . . . . . . . . . . . p a g e 1 7

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S u p p o r t i n g I n f r a s t r u c t u r e . . . . . . . . . . . . . . . . . . . . p a g e 2 8

S U P P O R T I N G I N F R A S T R U C T U R E . . . . . . . . . . . . . . . . . . . p a g e 2 5

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E X E C U T I V E S U M M A R Y

4 1 % S u r f a c e P a r k i n g

+ 1 0 , 0 0 0 A d d i t i o n a l C a r s D a i l y

MOUND STREET

MAIN STREET

FRANKLIN UNIVERSITY TOPIARY PARK

GRANT MEDICAL CENTER

MARKET EXCHANGE DISTRICT

DOWNTOWN LIBRARY

RICH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

FULTON STREET

The 2010 Downtown Columbus Strategic Plan recognized the potential for redevelopment in the

largely under-utilized area in the Southeast Gateway portion of Downtown. Taking into account the

pending infrastructure investment planned for this area as part of the I-70/I-71 Inner-belt project,

the Strategic Plan highlighted the opportunity presented by the re-connection of Mound Street and

the integration of Fulton Street into the Downtown street system. These new streets will be the

primary access to the rebuilt Inner-belt, increasing traffic along these corridors. No longer a cut-off

and forgotten portion of Downtown, this area is now primed for redevelopment as a gateway into

the City.

Sensing a need to guide this potential reinvestment in vacant and under-utilized ground, the

Discovery SID engaged MKSK to conduct additional study on the Southeast Gateway area and

develop a Framework Plan that provides guidelines for private reinvestment and redevelopment and

recommendations for public infrastructure improvements. Working with the Discovery SID board, a

Steering Committee of neighborhood representatives and consulting with a group of neighborhood

stakeholders, MKSK and the Discovery SID staff have developed this Framework Plan. Throughout

the process, the Discovery SID has also engaged the appropriate City departments to get input on

the elements contained within the plan.

With Mound and Fulton streets reconnected to the

Downtown street system, these corridors will now

carry more substantially more traffic on a daily basis.

Projected traffic on Mound Street will increase from

1,054 to 14,000 on a daily basis. Projected traffic

on Fulton Street will increase from 3,200 to 13,200

on a daily basis. With better access and visibility,

these corridors will likely become more attractive for

development.

I N T R O D U C T I O N

C O N T E X T

Likewise, the relocation of primary freeway access to Mound

and Fulton will take some traffic pressure off Grant Avenue,

Rich Street and Main Street. Taking advantage of these

changes by making Main and Rich two-way along its length

could also spur reinvestment.

With new infrastructure investment on the horizon, opportunity

exists to revitalize the dozens of acres of under-utilized ground

that are either vacant or used for surface parking lots.

7

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I-70

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREETGRANT AVENUE

WASHINGTON AVENUE

TOWN STREET

BROAD STREET

I-70

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

GRANT AVENUE

WASHINGTON AVENUE

TOWN STREET

STATE STREET

BROAD STREET

FULTON STREET

I-70

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

GRANT AVENUE

WASHINGTON AVENUE

TOWN STREET

BROAD STREET

FULTON STREET

I-70

MOUND STREET

MAIN STREET

FRANKLIN UNIVERSITY



DOWNTOWN LIBRARY

RICH STREET

GRANT AVENUE

WASHINGTON AVENUE

TOWN STREET

FULTON STREET

S t r e e t s c a p e I m p r o v e m e n t s

M i d - B l o c k C o n n e c t i o n s

O p p o r t u n i t y A r e a s

F o r m & U s e

FULTON STREET

F R A M E W O R K P L A N

The Southeast Gateway Framework Plan begins by considering the existing conditions

and planned improvements to this area of Downtown Columbus. This Planning

Context includes an analysis of existing and adjacent land uses and activity centers,

existing and future traffic projections, and recent and planned investment. With this

understanding, the Framework Plan makes a series of recommendations to shape

both private investment and public infrastructure improvements.

The Development Framework section sets forth a set of recommended guidelines

to shape the Form and Use of future development. In general, the recommendations

seek to improve the urban realm by focusing on pedestrian-focused development

patterns and discouraging auto-oriented uses that are inappropriate in a downtown

setting. This includes building to the street, locating parking behind or within

buildings, and encouraging active ground floor uses in new buildings. In addition

to overall recommendations, the Southeast Gateway study area is divided into

three distinct sub-districts that focus on a recommended a mix of land uses and

an intensity of development that responds to the existing neighborhood context and

takes advantage of planned infrastructure investments.

To encourage redevelopment and enhance existing streets, the Framework Plan

makes a series of recommended improvements in the Supporting Infrastructure

section. These are largely public investments in streetscapes and connections that

would enable and support private investment and increase pedestrian activity.

To illustrate the redevelopment potential of the Southeast Gateway district,

three Opportunity Areas were selected. These focus area plans combine the

Development Framework recommendations and the Supporting Infrastructure

investments to demonstrate how each of the three sites could be developed to

maximize the development potential of the area.

The Framework Plan concludes with Next Steps that summarize all of the

recommendations in a Development Review Checklist. It also catalogs all of the

proposed streetscape improvements and highlights the planning and design

elements present in each of the Opportunity Areas.

Mixed-Use Low-Rise

Mixed-Use Mid-Rise

Residential Neighborhood

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P L A N C O N T E X T

O B J E C T I V E SI N T R O D U C T I O N

M o u n d S t r e e t : L o o k i n g E a s t P l a n n i n g A r e a

• Create a plan that will facilitate infrastructure improvements to enhance the district and

encourage appropriate redevelopment of vacant and underutilized parcels.

• Build on numerous educational, artistic, and cultural institutions in the Discovery District

and on the redevelopment efforts along Main Street.

• Take advantage of planned changes to the downtown street network as part of the

I-70/I-71 Innerbelt project.

• Plan for renewed redevelopment interest in adjacent, largely vacant and underutilized

properties, due to the planned investment from the Innerbelt project.

Broadly defined, the Southeast Gateway represents the southern half of the Discovery District

within Downtown Columbus. Home to numerous educational, artistic and cultural institutions, the

Discovery District is a diverse and eclectic mix of uses that are unique to Downtown. However, the

majority of these uses are located north of Town Street. While the Downtown Library and Topiary

Park are adjacent to the Southeast Gateway, Franklin University represents the only educational

institution within the study area. Investment in the Market Exchange area of Main Street has helped

to energize the Southeast Gateway, but the overabundance of surface parking lots, under-utilized

parcels, and high-speed corridors adversely impact this area.

These conditions, however, are beginning to

improve as major institutions have embraced

the urban fabric, and planning efforts have been

undertaken, such as the 2010 Downtown Strategic

Plan, to help the Southeast Gateway realize its

potential. Recently, ODOT has invested in the re-

design and construction of the I-70/I-71 Innerbelt.

As the next phase of the Innerbelt project Mound

Street will be reconnected, and along with Fulton

Street will become the new entry point to Downtown

Columbus. This change in traffic management, will

allow Main and Rich streets to be re-imagined as

two-way streets that serve a more neighborhood

purpose. As surrounding highway and city street infrastructure

improve, access to this area will continue to increase, and

allowing it to serve as a major gateway to Downtown. With

the increased access and streetscape improvements comes

an opportunity to revitalize and redevelop the numerous

underutilized parcels, buildings, and surface parking lots along

Mound, Fulton, Main and Rich streets.

With so many planning efforts and infrastructure projects taking

place, now is the time to focus on the Discovery District and

develop strategic plans that take advantage of this renewed

attention in the area and leverage this public investment.

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P l a n n i n g A r e a

FULTON STREET




DOWNTOWN LIBRARY

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

STATE STREET

BROAD STREET

MOUND STREET

MAIN STREET

RICH STREET

TOWN STREET

FULTON STREET

FRANKLIN AVENUE

OAK STREET

WALNUT STREET

I-70

I-71

EAST TOWN STREETHISTORIC DISTRICT

12

E X I S T I N G C O N D I T I O N S

Discovery SID Boundary

Focus Area Boundary

P L A N N I N G A R E A

D i s c o v e r y S p e c i a l I m p r o v e m e n t D i s t r i c t ( S I D ) B o u n d a r y

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

BROAD STREET

FULTON STREET

FRANKLIN AVENUE

OAK STREET

I-70

I-71


The focus area for this study is the Southeast area

of Downtown and the southern end of the Discovery

District. It is defined as the area south of Walnut

Street, north of I-70, east of 5th Street, and west of

I-71.

While the Southeast Gateway only contains a portion

of the Discovery SID, the SID board and Steering

Committee felt this area was important to the

overall improvement of the Discovery District, given

the planned improvements as part of the I-70/I-71

Innerbelt project. As a reconnected gateway, there

is substantial opportunity to maximize the potential

of this often forgotten portion of Downtown. WALNUT STREET

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T R A F F I C V O L U M E C H A N G E S

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

BROAD STREET

FULTON STREET

FRANKLIN AVENUE

OAK STREET

Grant Avenue

14,100 (1990)

9,300 (Projected)

-4,800 ADT

3,200 (1990)

13,200 (Projected)

+10,000 ADT

1,054 (1988)

14,000 (Projected)

+12,946 ADT

18,102 (1992)

16,800 (Projected)

-1,302 ADT

Fulton Street Mound Street Main Street

M a j o r R o a d C o n n e c t i o n s S O U R C E : M O R P C ( R E C O R D E D ) , O D O T ( P R O J E C T E D )

I-70

I-71


The I-70/I-71 Innerbelt project will improve the

infrastructure of the Downtown highway system.

Outside of the highway trench, these infrastructure

improvements extend to city streets. Mound Street

will be reconnected, bringing it back into the

Downtown street system and improving access.

The primary access to the highway will shift from

Main and Rich streets to Mound and Fulton streets.

Mound and Fulton will become one-way pairs

and be improved as Urban Avenues. This also

includes a new entrance ramp to Downtown from

I-70 to enter at Mound Street. As a result, the

Average Daily Traffic (ADT) is projected to increase

on both Mound and Fulton by more than 10,000

cars each day (see graphic at left).

With the increase in traffic on Mound and Fulton

streets, traffic on Main and Rich streets will likely

decrease. Along with access changes, this presents

and opportunity to convert both Main and Rich back

to two-way streets along their length to connect with

the two-way Main and Rich streets west of High

Street (dependent on further engineering analysis).

Traffic along Grant Avenue is also projected to

decrease, which could allow for the possibility for

additional on-street parking. To fully evaluate these

potential directional and streetscape changes,

new traffic counts will have to be taken on these

streets after the urban avenues are created and the

locations of the highway ramps change.

With increased connectivity and access and the

potential ability to convert one-way streets to two-

way streets, there is an opportunity to redevelop the

underutilized and vacant ground in the Southeast

Gateway area.

WALNUT STREET

14

S U R F A C E P A R K I N G

Positive Infill Development

Surface Parking Lots

S u r f a c e P a r k i n g

E X I S T I N G C O N D I T I O N S

I n f i l l a t M a r k e t E x c h a n g e F r a n k l i n U n i v e r s i t y P a r k i n g N a t i o n w i d e C h i l d r e n ’ s H o s p i t a l P a r k i n g

I-70 I-71

FULTON STREET



DOWNTOWN LIBRARY

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

STATE STREET

BROAD STREET

MOUND STREET

MAIN STREET

RICH STREET

TOWN STREET

FRANKLIN AVENUE

OAK STREET


Currently, 41% of the developable ground in the

Southeast Gateway consists of surface parking

lots. This has made surface parking the dominant

physical characteristic of the neighborhood.

Parking will remain a necessary use as ground is

redeveloped in the Southeast Gateway, however it is

clearly not the best use of existing real estate. While

surface parking lots do not contribute to the urban

fabric today, these vast, vacant spaces represent an

opportunity for tomorrow.

The Market Exchange District on Main Street

provides a model redevelopment scenario for the

Southeast Gateway. This effort filled in surface

parking lots with restaurants, retail and office

development. With a mix of re-purposed buildings

and new, dense infill that engages the street, Market

Exchange has provided an amenity to area residents

and office workers. It has also created an identity for

this portion of Downtown, and been successful in

attracting visitors to this previously overlooked area.

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R E C E N T & P L A N N E D I N V E S T M E N T

FRANKLIN UNIVERSITY

WASHINGTON RICH TOWNHOUSES

RICH STREET WALK


COMMONS AT GRANT

OPERS$75,000,000

$26,000,000

$11,000,000

$800,000

$4,400,000

$7,200,000

I-70/I-71 IMPROVEMENTS

FULTON STREET

TOPIARY PARK


DOWNTOWN LIBRARY

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

BROAD STREET

MOUND STREET

MAIN STREET

RICH STREET

TOWN STREET

FRANKLIN AVENUE

OAK STREET

I-70/I-71 IMPROVEMENTS

2 0 0 0 - C u r r e n t I n v e s t m e n t

C o m m o n s a t G r a n t W a s h i n g t o n R i c h T o w n h o u s e s R i c h S t r e e t W a l k

I-70

I-71

In addition to the investment in the Market Exchange

District, there is significant recent and planned

investment in the Southeast Gateway. Between

institutional investment, private development in

residential projects, and public infrastructure dollars,

the area has experienced, and is planned to receive,

an estimated $125,900,000+ worth of investment.

In 2006 the City initiated a study by Bay Area

Economics to evaluate the development impact

of proposed 70/71 improvements. The study

estimated that office and residential development

along a reconnected Mound Street and Fulton

Street could result in $9 million of additional annual

tax revenues to the City of Columbus.

This potential taken together with existing and

planned reinvestments is starting to push the

Southeast Gateway toward change.

Recent and Planned Investment

17

DEVELOPMENT FRAMEWORK

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F O R M & U S E

Residential Neighborhood: To respond to the existing

residential structures and the adjacent East Town Street

Historic District, buildings are suggested to be 2 to 3

stories in height.

Mixed-Use Low-Rise: To transition from the

Residential Neighborhood scale along Rich and Main

streets, 3-5 story buildings are suggested.

Mixed-Use Mid-Rise: With the exception of civic and

institutional uses, 5-8 story buildings are suggested in

order to take advantage of new roadway connections

and freeway frontage.

O V E R A L L F O R M & U S E

MOUND STREET

MAIN STREET

FRANKLIN UNIVERSITY

TOPIARY PARK


DOWNTOWN LIBRARY

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

RICH STREETFULTON STREET

WASHINGTON AVENUE

FRANKLIN AVENUE

OAK STREET

I-70

I-71

Due to the anticipated interest in redevelopment in

the area, special attention should be given to the form

and use of this redevelopment in order to ensure that

reinvestment has the maximum possible impact. Form

and use are critical elements to the overall feel and

character of a neighborhood. Implemented properly,

these recommendations will result in development that

enhances walkability, connectivity and livability.

All buildings should follow the height minimums

established in the Downtown Zoning Code and

Design Guidelines. It is expected, and encouraged,

that building density should increase over time

commensurate with increasing property values, and

that surface parking lots will be replaced with multi-

story buildings and structured parking.

Within the planning area, different building heights

have been suggested to maximize development

potential while still responding to the neighborhood

context. Similar to other recent improvements

and redevelopments in Downtown Columbus, the

pedestrian experience should be a driving factor in the

neighborhood design. For that reason, auto-oriented

retail and drive-thrus should not be supported.

However if a drive-thru window is proposed, it should

be located to the rear of the related structure and

accessed from the adjacent alley.

The Southeast Gateway has been subdivided into

three sub-districts to define the desired form and

use. These sub-districts are defined in the diagram

(at right) and further explained and illustrated in the

following pages.

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East Town Street Historic District Boundary

The Residential Neighborhood Sub-District of

the focus area is adjacent to the East Town Street

Historic District. To fit in with existing residential

structures, the buildings are suggested to be

2 to 3 stories in height. The use of this sub-

district should be primarily residential on order to

reflect the existing residential character. Massing

of the buildings should reflect existing massing of

structures and setback distances.

R E S I D E N T I A L N E I G H B O R H O O D

FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREETGRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

FRANKLIN AVENUE

BROAD STREET

GRANT AVENUE

OAK STREET

R e s i d e n t i a l N e i g h b o r h o o d S u b - D i s t r i c tC o n t e m p o r a r y 2 - 3 S t o r y w i t h T r a d i t i o n a l M a t e r i a l s

T r a d i t i o n a l C o n t e m p o r a r y D e s i g n E x a m p l e : W a s h i n g t o n R i c h T o w n h o u s e s o n W a s h i n g t o n A v e n u e

I-70

I-71

20

F O R M & U S E

M I X E D - U S E L O W R I S E

FULTON STREETMOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET


WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

FRANKLIN AVENUE

BROAD STREET

GRANT AVENUE

OAK STREET

M i x e d - U s e L o w - R i s e S u b - D i s t r i c t

R e t a i l w i t h 4 S t o r i e s A b o v e R e t a i l w i t h 2 S t o r i e s A b o v e

R e s i d e n t i a l 4 S t o r i e s W i t h a G r e e n R o o f

I-70

I-71

The Mixed-Use Low-Rise Sub-Distr ict

of the Southeast Gateway transitions from the

Residential Neighborhood by scaling up along

Rich and Main streets. Buildings are suggested

to achieve an appropriate scale of 3-5 stories.

Area uses should be a mixture of office, ground-

floor retail and services, and residential. This area

already has restaurants and retail, but needs more

residential to populate the existing commercial uses.

The surface parking lots located on Rich Street

between Washington and Grant avenues have the

potential to be redeveloped into uses that contribute

to the urban fabric of Downtown.

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FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET


WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

FRANKLIN AVENUE

BROAD STREET

GRANT AVENUE

OAK STREET

M I X E D - U S E M I D - R I S E

M i x e d - U s e M i d - R i s e S u b - D i s t r i c t

R e t a i l w i t h 5 S t o r i e s A b o v e



I-70

I-71

The Mixed-Use Mid-Rise Sub-District of the

focus area aims to create a higher density urban

fabric. With the exception of civic and institutional

uses, 5-8 story buildings are suggested in order to

take advantage of new roadway connections and

freeway frontage. This is also the gateway into the

city from I-70/I-71, and should have visual presence

as well as visual cues indicating the transition into

an urban area. Uses in this Sub-District should be a

mixture of office, institutional, ground floor retail and

services, and residential.

22

S T A N D A R D S & R E C O M M E N D A T I O N S

Z E R O S E T B A C K &

C O N T I N U O U S S T R E E T E D G E

O V E R V I E W

Generally speaking, building façades should be

placed at zero-setback from the sidewalk to

help create a continuous street edge. The exception

can be for the provision of a plaza, entry feature,

sidewalk dining, or street trees. On streets where

setbacks vary, buildings could be placed further

back from the sidewalk, but the setback should

be consistent with the existing setback pattern on

the respective street. Thought should be given to

allowing greater setback in order to accommodate

streetscape amenities and increased pedestrian

traffic.

The Southeast Gateway is a primarily mixed-use district, with institutional, commercial, office, retail,

and residential uses. As surrounding highway and city street infrastructure is improved, access

to this area of Downtown will increase, allowing it to serve as a major gateway to the city. With

this increased access comes an opportunity to revitalize and redevelop the numerous underutilized

parcels, buildings, and surface parking lots along Mound, Fulton, Main and Rich streets.

The end goal is to create a thriving, dense urban fabric with contiguous building frontages and

an engaging presence at the street level that encourages pedestrian activity. It is important to

pro-actively consider and plan for desired uses and densities ahead of these improvements. The

desired physical character for infill development is outlined in the following recommendations.

A C T I V E F I R S T F L O O R U S E S

FULTON STREET

MOUND STREET

MAIN STREET

RICH STREET

3RD STREET

4TH STREET


WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

BROAD STREET

FRANKLIN AVENUE

OAK STREET

C o n t i n u o u s S t r e e t E d g e P r i o r i t y R e t a i l / C o m m e r c i a l I n t e r s e c t i o n s

G r o u n d F l o o r A c t i v i t y

2

1

I-70

I-71

Aside from the Residential Neighborhood District buildings,

new buildings should have active ground floor level uses.

Appropriate uses include retail, entertainment, and service

oriented businesses. Ground floors along primary and

secondary streets should have a façade with at least 60%

transparency. This transparency should be between 2 & 10

feet in height made up of clear tinted window glass. Building

entrances should be oriented so the primary façade of all

buildings address the primary street frontage, with emphasis

on front door pedestrian access. Landscaped outdoor dining

and patios are encouraged.

Corner sites should be prioritized for retail, commercial,

cultural, entertainment, or community spaces. These visible

corners include the intersections (see diagram below).

DE

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AYP A R K I N G B E H I N D B U I L D I N G S

New surface parking lots should only be supported if they are

located behind associated primary buildings. New non-

accessory or non-contiguous surface parking lots should

not be developed. Any new surface parking lots must be

appropriately landscaped and screened from view, consistent

with the “Suggested Guidelines for Downtown Parking Lot

Screening” (see link below).

“Suggested Guidelines for Downtown Parking Lot Screening.” Http://

development.columbus.gov. City of Columbus, Apr. 1998. Web. <http://

development.columbus.gov/uploadedFiles/Development/Planning_Division/

Downtown_Commission/dtpark.pdf>. P a r k i n g B e h i n d R e t a i l - B e x l e y

S I T E L A N D S C A P E , S C R E E N I N G &

O P E N S P A C E

Site landscaping should respond to the building

architecture and the surrounding streetscape. This is

especially important in the areas between adjacent buildings,

and where the building meets the street.

Open spaces for building users is strongly encouraged to

be integrated into the overall site design of redevelopment

projects. When possible and designed properly, these open

spaces can also serve as stormwater recharge zones,

fulfilling a portion of the required stormwater controls for

new development. Locations of stormwater recharge zones

should be determined taking into account space for existing

and proposed bus stops as well as room for people to exit

vehicles.

Service areas and mechanical systems associated with each

3 4

P a r k i n g B e h i n d R e t a i l - G r a n d v i e w S i t e L a n d s c a p e w i t h I n t e g r a t e d S t o r m w a t e r

building should be dealt with in an appropriate

manner. In all cases, service areas and Dumpsters

must be located within or behind each building

and be properly screened from view on all sides.

Mechanical systems should not be visible from

any side of the building or by adjacent properties,

and should be placed on the roof in mechanical

penthouse enclosures that are integrated into the

building design.

25

SUPPORTING INFRASTRUCTURE

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InformationalSignage

NewspaperBox

BikeRack

BenchTrashReceptacle

Mast arm Street Light

WayfindingSignage

S U P P O R T I N G I N F R A S T R U C T U R E


D o w n t o w n S t a n d a r d S t r e e t F u r n i s h i n g s + W a y f i n d i n g + S t r e e t S i g n a l L i g h t i n g P a l e t t e* D o w n t o w n S t a n d a r d s a r e f r o m t h e ‘ C o l u m b u s D o w n t o w n S t r e e t s c a p e P l a n ’

The Southeast Gateway Framework Plan acknowledges that the following streetscape improvements will require

additional review and analysis by City departments, including but not limited to Public Service, Public Utilities and

Recreation and Parks. Funding for construction and maintenance must be established before such improvements

can be implemented. In addition, a maintenance strategy that engages community groups and non-profit organizations

must be developed relative to enhanced landscape improvements. Throughout these recommendations for streetscape

improvements, the existing Downtown Standard street palette has been incorporated.

This section summarizes the improvements and supporting infrastructure that is necessary to encourage redevelopment

and make the Southeast Gateway area of Downtown more walkable, accessible and livable. The major improvements

are outlined below, and are explained in greater detail in the following pages:

• Main and Rich streets should be converted to two-way

streets with bump-outs at intersections, on-street parking,

street trees in planters, and the Downtown Standard

streetscape amenities (see below).

• The Rich Street Connector should be replaced with the

traditional street grid, creating new development sites and

slowing traffic into this primarily residential portion of SE

Downtown.

• Mound and Fulton streets should feature bump-outs at

intersections, on-street parking, street trees in planters

or tree lawns, and the Downtown Standard streetscape

amenities.

• Grant Avenue should have an upgraded streetscape

treatment to recognize its role as a signature street in

Downtown Columbus. This should include on-street

parking where possible, street trees in planters, and the

Downtown Standard streetscape amenities.

• Integration of green infrastructure methods into

streetscape improvements should be considered where

space allows.

• Bike lanes, sharrows or any other bike accommodation

should be included on each street additive to the Bicentennial

Bikeways Plan and as logical components of the overall bike network.

• A branding and image package should be created for the Discovery

District to accompany these streetscape improvements.

• A design for a gateway to downtown should be created on Mound

Street east of Washington Avenue.

• Throughout this area of downtown, existing above-ground utilities

should be relocated to alleys where appropriate and feasible.

New above ground utilities should be placed underground, and

existing utilities and infrastructure should be upgraded as part of

street improvements. The extent of relocation will be dependent on

availability of future funding.

• Mid-block crossings and alley connections should be considered to

break up the large blocks and increase access.

• Open space improvements should be made along the highway

edge, at key gateways, and along pedestrian corridors to provide

unique urban pocket parks and to soften hard edges along I-70/I-71.

• As redevelopment occurs, the public and private sectors should

explore new garages to replace surface lots and encourage additional

investment.

E x a m p l e o f A c t i v e G r o u n d F l o o r U s e s a n d a P e d e s t r i a n F r i e n d l y S t r e e t s c a p e

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I-70/I-71 Urban Avenues

Restored Grid

Two-way Conversion

Streetscape Improvement

FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

MOUND STREET

MAIN STREET

RICH STREET

TOWN STREET

FULTON STREET

WASHINGTON AVENUEGRANT AVENUE

FRANKLIN AVENUE

OAK STREET

E x i s t i n g G r a n t A v e n u e

R e c o m m e n d e d S t r e e t s c a p e I m p r o v e m e n t s

E x i s t i n g M o u n d S t r e e t E x i s t i n g M a i n S t r e e t E x i s t i n g R i c h S t r e e t

I-70

I-71

To reflect improvements made elsewhere in

Downtown, there are additional streetscape

elements that have been incorporated into the

suggested improvements. These include:

• Brick crosswalks

• Bump-outs to define on-street parking and

shorten crosswalk distances

• Tree planters and tree lawns

• Bike lanes and sharrows

These elements are explained in greater detail in the

following pages and then illustrated as part of the

proposed improvements for major corridors in the

Southeast Gateway.

28

B R I C K C R O S S W A L K B U M P - O U T S

Brick Crosswalks should be implemented as

much as possible in order to create a pedestrian

friendly environment. The brick crosswalks signal

to the pedestrian a material and texture change

that is human-scaled to enhance the pedestrian

experience. The texture change also signals to the

motorist to slow down by creating vibrations as they

pass.

Bump-Outs are recommended to slow the movement of

traffic on curb lanes and to protect on-street parking. Bump-

outs help establish pedestrian safety and reduces exposure

to fast moving traffic by reducing the distance pedestrians

need to cross open lanes of traffic is shortened. The space

created by the bump-outs can also be utilized as a stormwater

management system to capture rain water, or be used as

a landscape treatment to the streetscape for seating and

outdoor dining.


B r i c k C r o s s w a l k

B r i c k C r o s s w a l k

B u m p - O u t W i t h S t o r m w a t e r C a p t u r e B u m p - O u t W i t h S t o r m w a t e r C a p t u r e

B u m p - O u t

2 1

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AYT R E E P L A N T E R S & T R E E L A W N

Street Trees are important to the ecosystem of the street.

Not only do they provide shade and limited protection from

the elements, but they also create a physical barrier between

moving traffic and the sidewalk. Street trees are recommended

for all streets within the focus area. It is also recommended

that street trees in hard-scaped areas be installed in planters.

These planters should have ample soil for proper growth

conditions, and curbs to prevent winter salt from contaminating

the soils. Streets with existing tree lawn are recommended to

be preserved as streets are rebuilt.

B I K E L A N E S & S H A R R O W S

Bike amenities are recommended to enhance and expand

the cycling infrastructure in the area. This infrastructure helps

tie the area into the urban fabric of Columbus, and increases

accessibility to the district. Bike Lanes provide separated

street lanes for cyclists to travel in. Bike Sharrows are

markings on the pavement to indicate that the roadway is

shared by both automobiles and cyclists.

T r e e P l a n t e r I n t e g r a t e d W i t h S t o r m w a t e r C o n t r o l

T r e e L a w n

B i k e S h a r r o w s

B i k e L a n e

3 4

30


M O U N D S T R E E T F U L T O N S T R E E T

With the improvement planned for the I-70/I-71

project, Mound Street will be converted to a one-

way Urban Avenue to serve as the primary entrance

to Downtown from the east. Because of this

conversion, the streetscape must contain elements

to prevent deterioration from the abrasive nature of

fast-moving one-way traffic. Mound Street should

include bump-outs, street trees in tree lawns, a bike

lane, and brick crosswalks.

As another component of I-70/I-71, Fulton Street will

be converted to a one-way Urban Avenue, in order to

serve as the entrance to Downtown from the west.

Because of this conversion, the streetscape must

contain features to counter the abrasive nature of fast

moving one-way traffic. Fulton Street should include

bump-outs, street trees in tree lawns, a bike lane,

and brick crosswalks.

2 1

BUMP-OUT

BRICK CROSSWALK

BIKE LANE

TREE LAWN

BUMP-OUT

BRICK CROSSWALK

BIKE LANE

TREE LAWN

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AYM A I N & R I C H S T R E E T S G R A N T A V E N U E

Main and Rich streets should be converted back to

two-way streets because of the reduced traffic from

the effects of converting Mound and Fulton to Urban

Avenues. This will foster a stronger pedestrian

environment along these streets that will attract

new development. These streets should include

streetscape elements like tree planters, bump-outs,

sharrows, and brick crosswalks.

Grant Avenue is a prime north-south connector that

has the potential to establish itself as a gateway

street. Focus should be paid to creating a pedestrian

friendly environment that attracts businesses and

people. A strong street edge with active ground-floor

uses will help create vibrant street activity. Design

elements include tree planters, bump-outs, sharrows,

and brick crosswalks.

3 4

BUMP-OUT BUMP-OUT

BRICK CROSSWALK BRICK CROSSWALK

BIKE SHARROWS BIKE SHARROWS

TREE PLANTERS TREE PLANTERS

32


M I D - B L O C K C O N N E C T I O N S

& A L L E Y S

M i d - B l o c k C o n n e c t i o n s

6 The study area currently suffers from excessively

large block sizes. Although a typical Downtown

block is 470 feet, the block of Washington Avenue

to Grant Avenue is 1080 feet long, and the block

of Grant Avenue to 5th Street is 860 feet long.

In order to enhance pedestrian access, alleys

(especially north-south) should be re-established,

and publicly dedicated, where ever feasible.

Primarily along the east-west corridors, mid-block

crosswalks should be considered in order to

encourage and allow for better, safer north-south

pedestrian access and movement across these

abnormally large blocks.

Two locations where this can be accommodated today are

at the pedestrian walkway on the vacated 6th Street right-

of-way between Rich and Fulton streets and at by extending

the “Marshall’s Passage” alley at Main Street south to Mound

Street. Where these pedestrian alleys/walkways cross major

intersections, mid-block connections should be created with

brick crosswalks and bump-outs to make these linkages more

visible to traffic and enable pedestrian movements.

W A S H I N G T O N A V E N U E

Washington Avenue is a key north-south connector

that links the Southeast Gateway to Topiary Park and

the Columbus Museum of Art. The street is narrower

and somewhat more residential in character.

Suggested improvements to Washington Avenue

reinforce this character by adding brick crosswalks,

bump-outs and trees in grates. To encourage and

accommodate Washington Street as a bicycle

connection, bike sharrows have also been added.

5

BUMP-OUT

BRICK CROSSWALK

BIKE SHARROWS

TREES IN GRATES

BUMP-OUT

BRICK CROSSWALK

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Pedestrian Bridge

Mid-Block Connections and Alleys

FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

MOUND STREET

MAIN STREET

RICH STREET

TOWN STREET

FULTON STREET

WASHINGTON AVENUEGRANT AVENUE

FRANKLIN AVENUE

OAK STREET

I-70

I-71

A l l e y P e d e s t r i a n B r i d g e P e d e s t r i a n C o n n e c t i o n s

M i d - B l o c k C o n n e c t i o n s & A l l e y s a n d R e - E s t a b l i s h m e n t o f E x i s t i n g P e d e s t r i a n B r i d g e

Another key connection that needs to be made is

the replacement of the current pedestrian bridge

across I-70 between Grant Avenue and Fifth Street.

Improving this connection will increase access

between German Village and the study area. With

the relocation of Africentric High School this land

has redevelopment potential. Increasing linkages

between these two potential redevelopment sites

could be advantageous to the City. Replacement of

this pedestrian bridge will require coordination with

ODOT.

P E D E S T R I A N B R I D G E

PEDESTRIAN WALKWAY

MARSHALL’S PASSAGE EXTENSION

34


O P E N S P A C E

F r e e w a y E d g e P a r kP o c k e t P a r kO p e n G r e e n S p a c e

P a t h w a y P a r k

6 Open space opportunities have been identified at

highway edges and gateways. These green areas

can help to soften and beautify the hard edges of

large urban infrastructure, and announce the entry

into Downtown.

There are however, other “leftover” open spaces

throughout the study area where pocket parks could

be developed to provide green amenities to workers,

residents and visitors. In addition to stand-alone

spaces, this solution can also be applied to alleys

and pedestrian walkways to enhance connectivity

between key corridors and other open spaces, such

as Topiary Park. Private developers, the Discovery

SID, ODOT, and the City of Columbus should

partner to pursue these green space opportunities

as public and private improvement projects are implemented.

Private or non-profit support for maintenance is critical for its

success.

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FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

O p e n S p a c e L o c a t i o n s

I-70

I-71

Gateway Opportunity

Freeway Edge

Green Alley and Pedestrian Walk Connections

36


P A R K I N G G A R A G E S

G a r a g e O p t i o n s w i t h i n S t r u c t u r e - G O O D S O L U T I O N

G a r a g e O p t i o n s - B E T T E R S O L U T I O NG a r a g e D e c k : S i n g l e

A C T I V E F I R S T F L O O R U S E

P A R K I N G

P A R K I N G

E N T R A N C EP A R K I N G

C O R N E R

7 Due to the challenging economics of structured

parking within this area of Downtown, single-level

parking decks or parking integrated into the building

design to serve primary users may be the only viable

form of structured parking in the short-term. Areas

for these parking investments have been identified.

The Discovery SID, property owners, institutions,

and the City of Columbus should collaborate

with each other in the implementation of these

facilities that could free up surface parking lots for

redevelopment. In the long-term, more structured

parking could become viable as development

activity increases. Such parking sinks could also

serve the downtown core and eventually be linked

by a circulator bus that serves the entirety of

Downtown.

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FULTON STREET

MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREET

3RD STREET

4TH STREET

5TH STREET

GRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

P o t e n t i a l P a r k i n g G a r a g e L o c a t i o n s t h a t S e r v e M u l t i p l e U s e r s

I-70

I-71

Potential Parking Garage Locations

39

O P P O R T U N I T Y A R E A S

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MOUND STREET

MAIN STREET




DOWNTOWN LIBRARY

RICH STREETGRANT AVENUE

WASHINGTON AVENUE

LESTER DRIVE

TOWN STREET

STATE STREET

BROAD STREET

G A T E W A Y A R E A

R I C H S T R E E T

G R I D

R I C H S T R E E T I N F I L L



O p p o r t u n i t y A r e a s

G A T E W A Y A R E A1

1

3

2

Through analysis of current conditions and the potential for future investment, three locations were

selected to illustrate the potential of infill sites using the standards and recommendations contained

within the Southeast Gateway Framework Plan. These three Opportunity Areas have great potential

to catalyze development and provide positive energy for the Southeast Gateway.

As I-70 enters Downtown at Mound Street

creating a one-way Urban Avenue.

Re-establishing the street grid at the

Rich Street Connector (I-71 exit to

Main Street) enabled by traffic pattern

changes (dependent upon updated traffic

counts, further engineering analysis and

coordination with ODOT).

Conversion of Rich Street back to a two-

way city street, focusing energy at the

intersection of Rich Street and Grant

Avenue.

R I C H S T R E E T G R I D

R I C H S T R E E T I N F I L L3

2

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AYG A T E W A Y A R E A

Once Mound Street connects traffic from I-70 into

Downtown, the intersection of Washington Avenue

and Mound Street will become a gateway to the

district. As a gateway, this area should be treated

as the ‘front door’ to Downtown, and has the

opportunity to create positive first impressions. To

create good urban form, buildings in this area should

be designed to the Form and Use Standards of the

Mixed-Use, Mid-Rise sub-district. With an additional

12,000 cars a day, this will create new exposure

and desirability for developable land in this area.

Also its proximity to the highway edge, along with

its height, will create great visibility which is ideal for

office uses.

G a t e w a y A r e a : A f t e rG a t e w a y A r e a : B e f o r e

M i x e d - U s e M i d - R i s e : O p p o r t u n i t y A r e a 1 R e t a i l w i t h 5 S t o r i e s A b o v e

1

Mixed-Use Mid-Rise

42



R i c h S t r e e t G r i d : A f t e rR i c h S t r e e t G r i d : B e f o r e

M i x e d - U s e L o w - R i s e a n d R e s i d e n t i a l N e i g h b o r h o o d : O p p o r t u n i t y A r e a 2R e s i d e n t i a l 3 S t o r i e s

2

Mixed-Use Low-Rise

Residential Neighborhood

With the investment and re-design of I-70/I-71,

the Rich Street Connector should be removed

and the grid re-established. A traffic study should

be conducted to determine the feasibility of re-

establishing the T-intersection. Main Street should

also be converted to two-way traffic. These two

changes will make the street pedestrian friendly,

and invite opportunities for development. Infilll

development should be Mixed-Use Low-Rise

along Main Street, transitioning to Residential

Neighborhood along Rich Street. Incorporation

of existing contributing buildings should be

encouraged. This will strengthen the street edge

along Main Street, bolstering the Market Exchange

District. It will also create a more unified residential

district on Rich Street that connects to the East

Town Street Historic District.

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AYR I C H S T R E E T I N F I L L

R i c h S t r e e t I n f i l l : A f t e rR i c h S t r e e t I n f i l l : B e f o r e

M i x e d - U s e M i d - R i s e : O p p o r t u n i t y A r e a 3 R e t a i l w i t h 3 S t o r i e s A b o v e

3

Mixed-Use Low-Rise

With the reduction of traffic along Rich Street due

to improvements in the Innerbelt, Rich Street

should be converted back to two-way traffic. With

this conversion, it becomes a slower street with

better access. Most of Rich Street is occupied

by surface parking lots, which presents a high

potential for development. Following the Form and

Use Standards, potential development should be

Mixed-Use Low-Rise to create height to the street

while concentrating parking behind the development

or within the buildings. Incorporation of the existing

contributing buildings should be encouraged. This

will create the potential to energize what is a vacant

and under-utilized corridor.

45

N E X T S T E P S

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N E X T S T E P S

I M P L E M E N T A T I O N D E V E L O P M E N T R E V I E W C H E C K L I S TF o r u s e b y t h e D S I D , P l a n n i n g D i v i s i o n , D o w n t o w n C o m m i s s i o n , p r o p e r t y o w n e r s a n d d e v e l o p e r s t o e v a l u a t e a p p r o p r i a t e n e s s o f p r o p o s e d d e v e l o p m e n t

DEVELOPMENT GUIDELINES Yes No N/A Notes

Setbacks Page 22

If a new building, has it been placed at the sidewalk (zero setback)?

If not placed at the sidewalk, is there a plaza, entry feature, sidewalk dining, or street trees?

If not placed at the sidewalk, is the setback consistent with the existing setback pattern on the street in question?

Form and Use Page 18

Is the building a minimum of 2 stories tall?

If only a one-story building is feasible, is the building height at least 15 feet to the cornice?

If a drive-thru is proposed, is it located to the rear of the related structure and accessed from the adjacent alley way?

If a new building or an addition to an existing building, does the building occupy a minimum of 60% of the primary lot frontage?

If a corner lot, does the new building or addition occupy a minimum of 60% of the primary lot frontage and the secondary street lot frontage?

Residential Neighborhood Is the building between 2 and 3 stories tall? Page 19

Mixed-Use Low-Rise Is the building between 3 and 5 stories tall? Page 20

Mixed-Use Mid-RiseIs the building between 5 and 8 stories tall? Page 21

Active First Floor Uses/Visible Corners Page 22

If a commercial building, does it have active ground floor uses?

Do the ground floors along primary and secondary streets have a transparent façade with at least 60% of the front elevation between 2 and 10 feet in height made up of clear tinted window glass?

Are building entrances oriented so that the primary façade of all buildings address the primary street frontage?

If a corner site at a primary intersection, is the ground floor use retail, commercial, cultural, entertainment, or community space?

Landscaping and Open Space Page 23

Does site landscaping respond to the building architecture and surrounding streetscape?

Is usable open space integrated into the overall site design and designed appropriately for an urban context?

Is this open space being used for stormwater recharge?

Parking Page 23

If a new surface parking lot is proposed, is it located behind the associated primary building?

If a new surface parking lot is proposed is it appropriately landscaped and screened (Suggested Guidelines for Downtown Parking Lot Screening, 1998)?

Screening Page 23

Are Dumpsters located within or behind each building to properly screen them from view on each side?

Are ground- and roof-mounted mechanicals screened from view from any side of the building or adjacent properties?

Are rooftop mechanicals enclosed in penthouse structures that are integrated into the building design?

This document is additive to the Downtown Zoning

District, which is administered by the Downtown

Commission and City of Columbus Planning

Division. The Discovery SID will use this document

to proactively work with developers to encourage

appropriately scaled and designed infill projects.

This SID will also encourage developers to meet with

City Staff prior to submitting an application to the

Downtown Commission.

To aid in the implementation and discussion with

developers, City Staff and stakeholders, this Next

Steps section summarizes all of the recommendations

in a Development Review Checklist, catalogs all of the

proposed streetscape improvements, and highlights

the planning and design elements present in each of

the Opportunity Areas.

The Development Review Checklist highlights

recommendations in terms of Form & Use and

Development Framework for the City of Columbus

and Downtown Commission to apply to proposed

projects.

The Supporting Infrastructure & Streetscape

Improvements catalogs the streetscape

improvements for Mound Street and Fulton Street that

are being implemented by ODOT and recommends

similar treatments to Main Street and Rich Street, and

Grant Avenue for the City to consider. Leaders and

actors are identified for these projects.

Opportunity Areas applies the Form & Use

standards and new streetscape standards to illustrate

the potential of three sites in Southeast Gateway.

Leaders and actors are identified for these Opportunity

Areas and for infill development in general.

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YS U P P O R T I N G I N F R A S T R U C T U R E & S T R E E T S C A P E I M P R O V E M E N T SL E A D E R S : D S I D , P r o p e r t y O w n e r sA C T O R S : C i t y , O D O T

O P P O R T U N I T Y A R E A SL E A D E R S : D S I D , D o w n t o w n C o m m i s s i o nA C T O R S : C i t y , P r o p e r t y O w n e r s , D e v e l o p e r s

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M O U N D S T R E E T

• Bump-Outs

• Street Trees in a Tree Lawn

• Bike Lane

• Brick Crosswalks

• Bump-Outs

• Street Trees in a Tree Lawn

• Bike Lane


F U L T O N S T R E E T

M A I N & R I C H S T R E E T S

• Converted to Two-Way Streets

• Bump-Outs

• Tree Planters

• Bike Sharrows


G R A N T A V E N U E

• Strong Street Edge

• Active Ground Floor Uses

• Bump-Outs

• Tree Planters

• Bike Sharrows


• Two-Way Conversion

• 3-5 Stories fronting Rich Street


• Zero Setback from Rich Street


• Reintroduction of the Street Grid

• 3-5 Stories fronting Main Street

• 2-3 Stories fronting Rich Street

• Zero Setback from Main Street


• Active Ground Floor Uses on Main Street

• Residential Neighborhood along Rich Street

• Urban Avenue

• 5-8 Stories

• Zero Setback from Mound Street



• Focus Retail Development at Intersections

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