Main Street Corridor Study 2017 1
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INTRODUCTION
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PARKING
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AESTHETICS
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BIKEABILITY & WALKABILITY
TABLE OF CONTENTS
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INTRODUCTION
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The Main Street District is an up and coming historic neighborhood in Hamilton, Ohio. It benefits from a strong sense of community, beautiful architecture, and city investment. The Main Street Corridor Study provides suggestions for a more vibrant and accessible Main Street. 5
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Introduction This study is a result of a partnership between The Ohio State University City and Regional Planning Program and the economic development office of the City of Hamilton. The Main Street District, particularly between B and F Streets, was chosen because of its historic qualities, its proximity to Downtown Hamilton, interest from the city and the community, and its potential for continuing growth and development. The City of Hamilton is the county seat of Butler County, Ohio. According to the 2015 American Community Survey, Hamilton has a population of nearly 63,000. Fort Hamilton was built in this location in 1791, and within three years a small town had grown around the fort. This town was originally called Fairfield, but was later changed to Hamilton after Alexander Hamilton. The majority of the Main Street District is within the historic district, as is evident by the historic architecture throughout the neighborhood. Today the neighborhood is seeing continued investment. Groups like the Consortium for Ongoing Reinvestment Efforts (CORE) have worked hard to strengthen the neighborhood. Businesses like True West Coffe, Riverbank Cafe, Ivy, Treasures on Main, Serendipity, and many others have created a charming and attractive neighborhood.
Within this study there are three primary goals: to improve the parking situation in the Main Street District, to improve neighborhood aesthetics and urban form, and to improve walkability and bikeability. Our guiding principles are to create urban, pedestrian-oriented, multiuse neighborhoods. The strategies presented here are means to further these principles. The recommendations presented here are either tailored specifically to Main Street or represent current best practices. This study is intended for residents of the Main Street District, residents of the City of Hamilton, government employees, professional planners, and anyone interested in neighborhood planning. It is important to note that this study is not endorsed or approved by any governing body in the City of Hamilton or elsewhere. It is intended to provide advice to decision makers and neighborhood residents, as well as to contribute to the conversation on the future of the Main Street District.
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GOALS
Improve Parking Improve Aesthetics Improve Walkability Improve Bikeability
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Summary of Strategies
Improve wayfinding Improve existing parking Improve signage Improve the existing form-based code Improve urban form Improve walkability Improve bikeability Improve pedestrian experience Improve connection to downtown
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PARKING
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Parking is an important neighborhood aspect. Too much parking can destroy the character of a neighborhood, while too little parking hurts access for those who live farther away. This section provides recommendations for parking location, parking signage, and the amount of parking needed to create a vibrant neighborhood. 11
Existing Conditions
“The question is: why can’t parking lots be modest paradises?” - Eran Ben-Joseph Department Head, Urban Studies and Planning, MIT
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Existing Conditions
Main Street
This map illustrates spaces in the buildable area (outside of the public right-of-way or alleyways) that are fully dedicated to parking of automobiles or fleet vehicles. This map ends just before D Street; however there is enough parking for around 500 vehicles between Ross and Park Avenues and B and F Streets. This count excludes street parking or private garages. The community perception is that parking in the Main Street District is inadequate. The recommendations and strategies put forth here intend to fix the parking problem in the neighborhood without building more parking.
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GOALS
Improve Wayfinding Improve Existing Parking
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Recommendations
Clearly mark all street parking in the public right of way. Encourage private businesses to put up ‘parking in rear’ signs. Install public ‘parking in rear’ signs where appropriate. Post city-created parking maps throughout the neighborhood. Incentivize or mandate a certain percentage of parking dedicated to carpooling vehicles and green vehicles. Enforce existing form-based code calling for alley access to parking. Eliminate curb cuts. Incentivize and encourage tree planting in parking lots. Incentivize and encourage improved, pedestrian scale lighting in parking lots. Include pedestrian access, such as crosswalks and sidewalks, in the form-based code section for parking lots. Design parking lots to encourage use for farmers’ markets, festivals, and other events. Consider encouraging or incentivizing the use of permeable pavement. Consider encouraging or incentivizing solar panel use in parking lots.
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“The way humans hunt for parking and the way animals hunt for food are not as different as you might think.� -Tom Vanderbilt, Traffic: Why Drive the Way We Do 16
To Improve Wayfinding Improve street parking designation
Street parking along Main Street and the nearby streets are not clearly marked. Repainting the dividers as full lines or boxes will make the ample street parking easier to identify.
Install signage
Often times, parking problems are a problem of perception as opposed to a lack of parking options. Signage can greatly improve perception. Businesses should be encouraged to place ‘parking in rear’ signs in their windows or on street signs where appropriate. Parking maps posted on signs installed by the city can help residents and business owners understand the neighborhood parking situation. The city can install small signs directing cars to nearby parking lots.
Clearly marked street-parking spots not only help drivers identify parking. These spots can serve other purposes, like areas for stall rentals during festivals, temporary seating, or spaces that can be permitted for use by musicians or artists.
17 Credit: The I’on Group
Gilman, E.F.
Typical paved parking lots can be up to 40 degrees hotter than surrounding areas. Oil and salt can runoff into nearby water sources. And 20% of pedestrian injuries occur in parking lots.
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To Improve Existing Parking Provide special parking
Every parking lot should contain handicappep or disability parking. To make parking more efficient, a set percentage of carpooling spots, green vehicle spots, and compact car spots can also be included. Designating parking for these uses can encourage commuters to utlize these transportation methods. Carpooling in particular can reduce parking demand.
Follow existing form-based code
The existing form-based code calls for limiting curb-cuts and encourages alley access. Curb-cuts degrade the pedestrian experience by giving preference to cars on the sidewalk. Additionally, mandating alley access for parking encourages rear parking, which improved urban form (see pg. 204 of zoning ordinance). Corner lots are special circumstances. Development on corner lots in the Main Street district should follow build-to regulations on both streets, with parking in the rear.
Provide pedestrian amenities
Enhanched shading and greenery in parking lots mitigate issues with heat islands and water runoff. Crosswalks and sidewalks can be installed in larger parking lots to improve pedestrian safety. There should be a clear pedestrian path and pedestrian scale lighting from the rear of the parking lot to the entrance of the building. 19
Solar energy generated through canopy structures like this one can generate up 300 megawatts of electricity in a year.
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To Improve Existing Parking Enhance community character
Parking lots can at times be used for other purposes, much like street parking. Typical uses are farmers’ markets, festivals or carnivals, outdoor theaters, or food trucks and seating. Parking lots can improve communities by being attractive and friendly places, as opposed to a simple paved area for storing vehicles.
Encourage permeable pavement use
Permeable pavement like porous asphalt can help with stormwater runoff and management. Permeable pavement allows water to pass through the surface directly into the soil underneath.
Utilize sustainable technology
Parking lots attract a lot of sun and they can be much hotter than surrounding areas. Providing a small, built canopy over parking lots can provide shade and cooling and can also be topped with solar panels. The power generated by these panels can be used for lighting purposes for the parking lot and perhaps even for street lighting in the area.
Maintenance on porous surfaces must be done more carefully than on traditional pavement. They will occassionaly need to be serviced to remove debris from the pores.
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This parking lot has alley access in the rear. Alley access for parking lots is preferred. Curb cuts like this one prioritize cars turning into this lot over pedestrians using the sidewalk.
North F Street
To Main Street
These two images illustrate quick fixes to improve walkability and aesthetics without limiting parking. 22
This alley can still be accessed by North F Street. Drivers can continue down the alley if the lot is full.
Eliminating the curb cut improves the walkability of the neighborhood without limiting parking.
Main Street’s form-based code calls for the use of alleyways to access parking where possible. 23
AESTHETICS
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Good aesthetics and urban form can boost investment in a neighborhood, improve health by encouraging walking and biking, and promotes social interaction. This section discusses strategies for maintaining the character of Main Street.
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Main Street has the feel of a typical small town Ohio downtown. These older-style store fronts are joined by Civil War-era housing and the occasional 50’s and 60’s architecture.
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Existing Conditions
The character images shown here illustrate the unique character of the Main Street District. The strategies and recommendations found in this section are meant to preserve this character. 27
GOALS
Improve Signage Improve the Form Based Code Improve Urban Form
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Recommendations
Only permit awning, projecting, and wall signs in the MS-1 District. Disallow area bonuses for signage. Change temporary signage size regulations to match permanent signs. Change iconic signage size regulations in MS-1 to reduce allowed size. Disallow neon and interior lighting in signs. Consider allowing appropriate urban agriculture. Create a separate ordinance for urban agriculture regulations. Consider permitting religious institutions and tattoo parlors in MS-1. Reduce build-to zone sizes for all permitted building types. Require a minimum of two stories for all buildings in MS-1. Begin a city-wide vacant property registration. Continue working closely with CORE in developing neighborhoods. Incentivize development on brownfields and grayfields. Incentivize urban infill.
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Sign regulations are meant to protect First Amendment rights and protect and improve the character of a neighborhood.
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To Improve Signage Permit awning, projecting, and wall signs
Awning, projecting, and wall signs are designed for pedestrians, while monument and pole signs are desgiend for cars. Only permitting pedestrian scale signs in the Main Street districts will create a pedestrian oriented, urban feel. Neighborhood examples or good signage are True West Coffee, Serendipity, and Blades Salon.
Remove area bonus regulations
Larger signs can disrupt the feel of a historic urban neighborhood. They are car-oriented and can be disruptive to the streetscape. Temporary signs should still follow the same size regulations as permanent signs. Stands placed on the sidewalk should be addressed separately.
Change iconic sign regulations
Iconic signs are permitted in the Main Street district. These signs can fit in the the historic urban feel of the neighborhood if neon and interior lighting is disallowed and size regulations are updated. Size regulations for iconic signs should be the same as projecting signs but defined by the smallest enclosing rectangle of the proposed sign. 31
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MS-1 District
“[Form-based codes] give unity, efficient organization, social vitality, and walkability to our cities, towns, and neighborhoods.� - Form-Based Code Institute
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To Improve the Form Based Code Consider permitting other uses in MS-1
Urban agriculture, tatto and piercing parlors, and places of worship are currently non-permitted uses in the MS-1 district. These uses, if appropriately regulated in form, could improve the character of the neighborhood. Urban agriculture in particular is becoming more common. Urban Agriculture can be regulated on form (many plots or one plot), size, content, purpose (personal consumption or sale), and intensity of use.
Review building types section
This section of the code discusses building form and design. To improve urban form, consider reducing the build-toline maximum from 5 feet to 3 feet and reducing the minimum rear yard setback for non-residential uses. Finally, consider changing the minimum overall height to two stories for new construction to encourage additional residential spaces.
Review cottage commercial building section
Cottage commercial buildings, if done appropriately, can be a good fit for the MS-1 district. For this section, consider increasing the minimum height to 2 stories, eliminating vinyl from the allowed materials, and reducing the front build to zone to 0 feet to 10 feet or less. While landscaping is important to this type of building, front yards that are too deep can disrupt the urban form and flow of the neighborhood. 33
CORE’s mission is to accelarate Hamilton’s urban renaissance through targesting investments in real estate projects in the City’s urban core. - CORE Mission Statement 34
To Improve Urban Form Implement vacant property registration
Vacant property registration is a system that allows the city to identify owners of vacant land. This allows the city to enforce upkeep requirements set forth in the code. VPRs can also be used to penalize owners of vacant land for not properly developing them, and therefore damaging the urban form, desirability, and economic strength of Main Street. Residents can use the VPR to report unregistered vacant properties.
Continue work with CORE
The Consortium for Ongoing Reinvestment Efforts, better known as CORE is an organization in Hamilton dedicated to revitalizing neighborhoods. CORE already owns properties along the Main Street corridor and is currently renovating those properties. A continued partnership between CORE, the City of Hamilton, and any neighborhood organizations will help improve Main Street aesthetically, economically, and socially.
Incentivize development on high priorty areas
Identify high priority parcels, such as vacant lots, partially developed lots, or lots that need renovations on existing structures. Once these lots are identified, providing incentives of varioius types will encourage infill development as well as maintenance. Additionally, continued upkeep and maintenance can be incentivized. 35
The vacant lot on the left could be identified has a high priority lot for mixed-use development. 36
The new building shown here matches the older-style aesthetic seen in the rest of the neighborhood. 37
BIKEABILITY AND WALKABILITY
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Bikeable and walkable neighborhoods promote health and economic growth. This section covers where to place crosswalks and bikelanes, how to better connect Main Street to Downtown, and how to improve the pedestrian experience.
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The bridge connecting Main Street to Downtown, pictured here, was, and still is frequently used by pedestrians. 40
Existing Conditions
2010
2015
86.1 Miles of Trails
While the amount of driving did drop slightly from 2010 to 2015, biking and walking dropped by larger percentages. Despite the drop in driving, the number of homes with multiple vehicles increased. Hamilton has over 80 miles of walkable trails split between parks and pedestrian only paths, such as the bike trails. These trails, however, are not directly connected to Main Street. The transportation numbers do only consider primary means of transportation. These numbers only indicate that more people have switched from biking or walking the majority of the time.
60% of homes had two or more cars in 2010
62% of homes had two or more cars in 2015
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GOALS
Improve Walkability Improve Bikeability Improve Pedestrian Experience Improve Connectivity to Downtown
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Recommendations Reduce speed limits to 20 or 25 mph. Repaint crosswalks and improve crosswalk signage. Initiate a sidewalk maintenance program. Create an open source mapping application for reporting sidewalk damage. Connect the bike trails to the neighborhood. Add bikelanes on Ross Avenue, Park Avenue, and B, C, D, and E streets. Install bike racks and bike repair stands throught the neighborhood. Discourage curb cuts. Widen sidewalks on Main Street, including the bridge. Plant trees in the pedestrian area, including the bridge. Install benches in the pedestrian area, including the bridge. Permit and encourage street festivals, street art, and pop-up stands on the sidewalk. Add crosswalks where crossing the street is difficult, especially near the bridge. Consider a small boardwalk along the river. Encourage kayaking, canoeing, and fishing on the river.
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Lighted Zebra Crossing
“An early morning walk is a blessing for the whole day.” - Henry David Thoreau 44
To Improve Walkability Reduce speed limits
Improve crosswalks Sidewalk maintenance
Walking 5 miles a week can:
Many cities have begung to reduce their speed limits to 20 or 25 mph in many neighborhoods. Lower speed limits make the streets safer for pedestrians and drivers. At lower speeds, drivers are more alert and pedestrians are far less likely to be severely injured in accidents. Design elements, such are narrowing traffic lanes down to 10 feet, can also reduce speed. Crosswalks can be improved through improving the crosswalk itself and through improving the signage nearby. Methods for improvement include reflective tape on signage, more obviously painted crosswalks, and LED lights built into crosswalks.
Damaged sidewalks make it difficult to walk, but also make areas inaccessible to wheelchairs or strollers. An open-source sidewalk status program can allow residents and visitors to alert the city to damaged sidewalks from a smart phone or tablet.
Reduce Cardiocascular events by 31%
Increase survival rates by 68%
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“Nothing compares to the simple pleasure of a bike ride.� - John F. Kennedy
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To Improve Bikeability Improve connection to bike trails
Connecting a network of bikelanes throughout the Main Street area to the existing bike trails just under the bridge will encourage cyclists to visit, eat, and shop along the corridor. The transition between the trails and the bike lanes should be smooth and hassle-free. This will also make it easier for residents to access the trails.
Install bike infrastructure
Bike infrastructure will be necessary to encourage cycling through the neighborhood and along the nearby trains. Bike racks and repair stands should be placed frequently, at least once per block. This will allow visitors to repair flat tires in town and lock up so they can shop and eat.
Install bike lanes
Cyclists of all types and ages should be able to bike through the Main Street area without fear. Bike lanes will provide safety and encourage those who would not typically bike to do so. While these lanes may not fit on Main Street, they can easily fit on neighborhing streets. 47
“There is no logic that can be superimposed; people make it, and it is to them, not buildings, that we must fit our plans.� -Jane Jacobs 48
To Improve Pedestrian Experience Improve accessibility
Pedestrians of all types, just like cyclists, should be able to utilize sidewalks. They should be wide enough for strollers, wheelchairs, and for people to pass each other. Store fronts should come up to the sidewalk whenever possible and curb cuts should be used as infrequently as possible.
Improve greenery and seating
Enhance sociability
Canopy coverage. plants, and seating make for a more comfortable environment. Taller trees provide shade during hot days and offer some protection from wind and rain. Benches and seating are comfortable, but they also allow for people watching, spaces to read, or a spot to rest. Allowing people to linger in the public realm can create a more vibrant community.
Sidewalks are not just for transportation. A variety of uses and activites should be encouraged on sidewalks. They can house street art, musicians, patios, or pop-up stands. Physical installations, such as seating, as well as policy changes, such as permitting street art, can make the sidewalk part of the community. 49
Downtown Hamilton has 14 restaurants, 12 art and decor stores, a market and deli, dry cleaners, and a florist. 50
Improve Connectivity to Downtown Add crosswalks
It is difficult to cross from the north side of Main Street to the south side of Main Street near the bridge. Crosswalks between the two parklets or at the ends of the bridge would improve pedestrian accessibility. There are “no walking� signs on the north side of the bridge at the exit. These signs should be removed and crosswalk locations should be identified.
Encourage activity on the river
Much like enhancing the sociability of the sidewalk through activity, the bridge can be more active if the river is more active. Encouraging fishing from the bridge, kayaking and canoeing, or boardwalk-style cafes and restaunts can lead to a vibrant connection to downtown.
Improve the pedestrian experience on the bridge
Following recommendations from the previos section for the bridge can make crossing the bridge seem less tedious and more enjoyable. Widening the sidewalks on the bridge, installing bences and seating, and improving the greenery will make crossing the bridge seem more like a stroll.
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The Main Street area can easily be connected to the existing bike paths. The lane running north on B Street connects to new development. 52
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Existing Bike Paths Suggested Bike Lanes Suggested Speed Limits 53
Author Profiles Philip J. Ashear is a second year Master of City and Regional Planning student at OSU, where he is also pursuing a Graduate Minor in Public Policy and Management. He currently works as an Intern and Planning Assistant at the Franklin County Economic Development and Planning Department. His interests are in areas of study that include municipal planning, downtown revitalization, urban design, form-based code, and public policy
Brett Morris is a second year City and Regional Planning Master’s Candidate at The Ohio State University. He is a graduate associate at the Center for Urban and Regional Analysis, the campus center for urban studies where he does spatial analysis for local stakeholders. His Bachelor’s degree, also from The Ohio State University, is in Anthropology and Geography. His focus is in downtown revitalization, form-based code, and international development.
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Special thanks to Liz Hayden of the economic development office for the City of Hamilton, who provided tours, organized meetings, and provided feedback during the creation of this document.
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Photo Credits Introduction - Statue of Hamilton: Butler County Visitors Bureau Parking -Existing Conditions Image: Google Maps -Existing Conditions Map: Created by Brett Morris -Warm Sugar A Cupcakery Photo: Don Harer -Table in Parking Spot Photo: The I’on Group -Improve Existing Parking Photo: Gilman, E.F. -Solar Panel Parking Photo: Solarcity JS Beam -Renderings: Images, Google Maps. Rendering by Phil Ashear Aesthetics -Existing Conditions Photo: Greg Lynch, Cox Media Group Ohio -Character images: Google Maps -Serendipity Photo: Taken by Brett Morris -Form-Based Code District Map: Created by Brett Morris -To Improve Urban Form Photo: Google Maps -Urban Infill Examples: Images, Google Maps. Rendering by Phil Ashear Walkability and Bikeability -Historic Hamilton Image: Pinterest, Historic Hamilton Ohio -To Improve Walkability Photo: Lighted Zebra Crossing -To Improve Bikeability Photo: Sabrina Suarez Bequir -To Improve Pedestrian Experience Photo: Susan Anderson, Better Cities -To Improve Downtown Connection Photo: Jack Armstrong -Bike-Lane Proposal Map: Created by Brett Morris
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