Edgewater Red Line Corridors Revitalization Study by MIT DUSP

Rev up the Red

Granville

Thorndale Bryn Mawr

Berwyn

Edgewater Red Line Corridors Revitalization Study January 2008 HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Participating Organizations HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement

UIC Credits Project Directors Brent D. Ryan, Ph.D., AICP

Assistant Professor, College of Urban Planning and Public Affairs; Co-Director, City Design Center

Janet Smith, Ph.D.

Associate Professor, College of Urban Planning and Public Affairs; Co-Director, Nathalie P. Voorhees Center for Neighborhood and Community Improvement

Research Staff

T. Abraham Lentner, MUPP

Assistant Director, City Design Center

Graduate Research Assistants

Bryce Bushman Zara Kadkani-Schmitt Katherine Tully Leilah Rampa

For more information visit: www.edgewaterdev.org

Table of Contents

Letters of Support...........2 Acknowledgements...........3 Introduction...............4 Timeline.................5 Field Research ..............7 Charrettes...............9 Berwyn District............13 Bryn Mawr District..........27 Thorndale District.........41 Granville District.........55 Appendices...........Volume 2

Edgewater Red Line Corridors Revitalization Study

Letters of Support

Rev Up the Red

Acknowledgements The Edgewater Development Corporation (EDC) would like to thank the following individuals and organizations for their support of EDC’s Red Line Charrettes. This support contributed to making the charrettes a very successful community planning process. Thanks also to the many individuals who attended the charrettes, completed our Red Line survey and helped spread word of the charrettes. Thank you all! State Representative Harry Osterman State Representative Julie Hamos Alderman Mary Ann Smith US Representative Jan Schakowsky UIC City Design Center UIC Voorhees Center for Neighborhood and Community Improvement UIC Urban Transportation Center Loyola University of Chicago St. Andrew’s Greek Orthodox Church Edgewater Community Council Edgewater Chamber of Commerce North Edgewater Beach Association – host block club Edgewater Beach Neighbors Association – host block club All Edgewater Block Clubs and residents who participated in the charrettes. Edgewater Development Corporation Board of Directors: Tina Travlos Nihlean, Larry Eaton, Clare Tobin, James Ness, Rae Ann Cecrle, Don Cortelyou, Sharon Danhoff, Reggie Griffin, Thom Hoffman, Marsha Holland, Paul Mittleman, David Rees, Nancy Schroeder, Gary Sigman, Ed Simon, Joe Teller. Stewart Brooker, Ann Plewa and Killian Walsh for serving as community facilitators.

Edgewater Red Line Corridors Revitalization Study

The City Design Center and the Voorhees Center would like to thank all of those who helped to make this planning effort a success. In particular we would like to thank Vonu Thakuriah and Albert Schorsch, III who provided valuable assistance to initiate the project and Prof. Roberta Feldman, who shared her suggestions about the organization of the project. Assistant Prof. Dori Tunstall merits special thanks for donating her design expertise to enhance the visual legibility of the charrettes.

Meeting Participants: David Adebo, Dan Aquado, Matt Armfield, Ron Beecher, Charles Bonilla, Stewart Brooker, Deb Burkhart, Jerry Cade, Joy Campbell, James Cappleman, Jerry Case, Rae Ann Cecrle, Chien-Ke Cheng, Sammie Cheston, Joan Conover, Don Cortelyou, Norm Cratty, Tammy Daerksom, Trish Darragh, Kevin Doerksey, Tim Dugan, Joyce Dugan, Nancy Easton, Larry Eaton, Carol Emory, Bruce Emory, Ken Fabiszak, Jonathan Ferguson, Stina Fish, Jacquie Garrett, Gabriel Gonzales, Thom Greene, Mon Greene, Reggie Griffin, Marsha Holland, Tim Harrington, Mimi Harris, Steve Hickson, Thom Hoffman, Chris Jenkins, Margaret Ketcham, Bob Kienstra, Bernie Kienstra, Carol Kimball, Curtis Kuhn, Sheli Lulkin, Chris Lawrence, Jason Liechty, Maureen Martino, Ana Mayian, Betty Mayian, Heather McCallister, Samie McDonald, Bill McMillan, Troy McMillan, Ron Mendelblat, Lorraine Meyers, Louise Molnar, Gregory Moy, Solomon Myers, Raymond Nihlean, David Nitecki, Steve Northey, Mary Ann O’Connor, Trish Parragh, Martin Peiser, Matt Piechalak, Robert Pierce, Jeannette Pierce, Lynn Pierce, Anita Pike, Wayne Pira, Barb Piwowarsk, Ann Plewa, Fred Plewa, Mike Podpolucki, Michael Ravanesi, David Rees, Deirdre Rigney, Louise Rohr, David Rowe, Nelson Sarmiento, Chris Schmade, Nancy Schroder, Jennifer Sherman, Maria Sigman, Ron Simon, Ed Simon, Steven Simons, Heather Smith, Tim Smith, Dan Sponn, Dirk Staples, Paul Steffes, Robin Strasser, Lorraine Swanson, Damola Taiw, Joe Teller, Ben Teresa, Richard Thale, Clare Tobin, Peter Tortorello, June Travlos, Tina Travlos Nihlean, Carmen Vidal-Hallett, Earl Wacner, Mark Walden, Killian Walsh, Ginger Williams, Enid Winters, Carl Wolf, Jamie Wolfe, Deanna Zalas.

Introduction Urban neighborhoods around the world need reliable, safe, and efficient mass transit to function effectively. In the United States, transit plays an especially important role in permitting residents of urban neighborhoods to live without a car, or to be less dependent on the car. Mass transit thus contributes to increased sustainability, an especially important consideration in an age of impending fuel shortages and climate change. For almost 100 years, Chicago’s Edgewater community has benefited from its convenient access to the Chicago Transit Authority (CTA) Red Line. The CTA’s four Edgewater stations (Granville, Thorndale, Bryn Mawr, and Berwyn) provide a high level of access shared by few other Chicago communities outside of downtown. As a result, Edgewater has historically been highly dependent on mass transit. The CTA has in turn benefited from large numbers of Edgewater riders. Unfortunately, in recent years this symbiotic relationship between neighborhood and transit has begun to deteriorate. The CTA has not comprehensively renovated any of the Edgewater stations in over 25 years, and two of the stations have not been renovated since their construction in the 1920s. The stations’ poor lighting, shabby conditions, and perceived lack of safety have negatively impacted ridership, despite the density and transit dependence of surrounding neighborhoods. The retail corridors around the stations have declined in concert with the stations, leading to high vacancy levels, unattractive stores, and demolitions of historic buildings for auto-oriented “strip” businesses.

shortfalls, has shown a new commitment to ambitious renovations and expansions of the system. And a vital community organization, the Edgewater Development Corporation, has grown to play an essential role in brokering the relationship between community, developers, and public sector for the benefit of the neighborhood. This report, publishing the results of a series of community design and planning charrettes carried out in Edgewater in the Spring 2007, represents the fruit of a collaboration between the UIC City Design Center, the UIC Voorhees Center for Neighborhood and Community Improvement, the Edgewater Development Corporation, State Representative Harry Osterman of Illinois’ 14th District, and over 100 members of the Edgewater Community. It is our fond hope that the community-generated visions for transit, retail and urban design contained in this document will be the seed for a renewed commitment to the relationship between transit and community in Edgewater.

Brent D. Ryan Janet Smith July, 2007

Today, the stage is set for a renewal of the link between reliable transit and neighborhood vitality in Edgewater. Chicago’s citywide real estate boom has increased the desirability of north side neighborhoods, particularly those adjacent to transit lines. New mixed-use development along Broadway, the local commercial corridor, has spurred the reevaluation of the relationship between acceptable levels of density and proximity to transit. The CTA, while continuing to suffer from budget

Rev Up the Red

Timeline

Key Ideas • • • •

Community visioning process led by Edgewater Development Corporation Planning charrettes (or workshops) and field research Support and leadership from State Rep. Harry Osterman Two UIC Centers enlisted for planning work: Nathalie P. Voorhees Center for Neighborhood and Community Improvement and the City Design Center

The Edgewater neighborhood of Chicago is a dense, complex and diverse community, with multiple layers of community organizations, city agencies, transit authorities, and elected officials. In this type of environment, setting goals, making progress and improving the neighborhood requires coordination and planning. Many events in the months preceding the Spring of 2007 made this an opportune time to engage community residents in a dialogue on the future of four of the neighborhood’s CTA stations. The CTA began its ambitious North Side expansion project resulted in the CTA cautioning its Red Line customers to “allow extra travel time, leave earlier or later, or try alternate transit service.1” A long-awaited transition in CTA leadership meant that fresh eyes could be cast upon the long-neglected Edgewater transit stations. And a lull in the housing market after many years of intense growth meant that neighborhood attention could shift from reactive to proactive planning.

In this opportune time, the Edgewater Development Corporation (EDC), a local non-profit neighborhood development organization, recognized the importance of reopening a dialogue with residents about the issues and challenges facing the neighborhood’s neglected CTA stations. The EDC had organized several recent community planning initiatives. In spring 2005, the EDC led an effort to educate and build consensus for an update to the zoning along the Broadway Avenue Corridor. The zoning update effort in turn built on community visions established in previous planning efforts for Broadway in 1999 and 2001, and the City’s new zoning ordinance of May 2004 provided the impetus for building neighborhood support for new zoning on Broadway. In the summer of 2005, the EDC, along with other neighborhood groups, invited the Center for Neighborhood Technology to host a Neighborhood Transopolysm planning session. This activity provided a structured environment for local residents to describe their priorities for all levels of transportation access from roads to bicycle use to mass transit. One of the chief conclusions of this planning session was that “transit is seen as a necessary and desirable asset, but one that suffers from aging infrastructure, particularly some of the Red Line stations.”2 A new, detailed community visioning effort for the four transit stations and their districts was a logical next step. In the summer of 2006, the EDC approached State Representative Harry Osterman about obtaining the necessary resources to create a series of planning charrettes (or workshops) to address the specific needs of the Red Line stations and their surrounding districts. Together they approached two of the University of Illinois at Chicago’s community assistance centers, the Nathalie P. Voorhees Center for Neighborhood and Community Improvement (Voorhees) and the City Design Center (CDC), to help organize and carry out the planning workshops. By December of 2006, the collaboration was underway. 1

Sign posted at the Berwyn CTA Red Line station in Spring 2007. Center for Neighborhood Technology “Neighborhood Transopoly Edgewater Field Test” June 16, 2005. 2

Edgewater Red Line Corridors Revitalization Study

Timeline The UIC faculty at the CDC and Voorhees developed a structured program to collect input from Edgewater residents and other stakeholders, and to conduct research about the neighborhood to form a sound basis for new planning initiatives. The program included four organized community charrettes (or workshop sessions) providing community residents with an opportunity to make informed choices about the future of the four CTA station districts. Other UIC work included field research to inventory the businesses and buildings in the districts. The faculty and research staff also reviewed best practices for neighborhood development and helped the EDC to carry out a survey of 192 neighborhood stakeholders. The following sections describe the purpose, organization and outcomes of the charrettes, field research and other planning work, which was all undertaken from January to June of 2007, as shown in the timeline.

Granville district photos

Project Timeline

Rev Up the Red

Field Research Field Research The UIC partners designed and carried out field research to assess conditions of each of the four Edgewater Red Line districts. This work included an urban design analysis of the physical conditions along each corridor, an inventory and assessment of the businesses that inhabit these districts and a survey of local residents and shoppers. The research provided background information for the four community design charrettes.

Assessment of Physical Conditions UIC research staff photographed each district and took and inventory of each building, noting important characteristics of buildings. With special permission from the CTA, UIC research staff visited the interior of each station and photographed interior conditions of the Red Line transit stations. The physical assessment provided the information necessary to assess overall design and conditions of each district

Local business in the Berwyn district

Business Inventory Summary Using Sidwell parcel maps, aerial photography and information from the City of Chicago’s on-line GIS data, UIC research staff constructed precise maps of building footprints, parcels and public right-of way for each corridor. The UIC research staff used the assessment inventory and maps to construct 3-D scale models of each of the four districts showing building placement, massing and the public way. The resulting models and data allowed the research staff to assess the design and conditions of each of the corridors. City blocks were classified according to pedestrian accessibility, overall building condition, level of density, and urban or suburban design characteristics. Posters describing and documenting this analysis were used in each of the charrettes to remind participants of the design of the corridors and provide examples of different types of district conditions found in Edgewater.

Edgewater Red Line Corridors Revitalization Study

In February and March, 2007, the research staff collected detailed sets of data about the businesses located on the Edgewater red line station corridors. This inventory examined the type and intensity of business activity along each corridor. The type, size and location of each business were recorded, as was information about vacancies in each district. The inventory instrument can be found in the appendix. In total, 168 businesses and vacant store fronts were recorded in the four Red Line station corridors. With this information the staff developed maps of each business district showing the current variety of stores, distribution of vacancies, and the relative business mix of each district. This information was compared with data from other areas, like downtown Oak Park and Hyde Park, and the Edgewater neighborhood overall to assess and compare the

Field Research from people ranging in age from 18-80 years old. 175 surveys were taken on the online survey tool SurveyMonkey (www.surveymonkey.com) and the additional 17 surveys were taken by participants during the March 5th and March 12th charrettes. The survey was advertised on the EDC website, through EDC mass emails, and on the charrette advertisement cards and posters, which were handed out at red line stations and hung in windows of community businesses. The survey asked respondents about how they use the transit stations, what improvements they would like to see, and their opinions about the businesses and retailers in the corridors. The surveys were designed to gather a broader base of information about local transit use by local residents and shoppers. Overall, survey respondents expressed dissatisfaction with the Edgewater Red Line station infrastructure and amenities. Respondents also generally expressed a preference for a higher level and quality of destination shops and services along the red line corridors.

Berwyn station and CTA customer assistants

The results of the field research were summarized and visualized into posters and hand-outs. This information was shared at the community charrettes so that the meeting participants had access to the same types of information as the UIC research staff.

relative niche occupied by each district. These maps were used at each of the charrettes to give participants a baseline understanding of the composition of these districts which could facilitate a conversation about how these conditions could be changed to achieve a more ideal business mix.

Survey Summary During February and March 2007, the EDC conducted an online survey to gather information and opinions about the Edgewater Red Line stations and nearby commercial corridors. There were 192 responses

Passengers waiting at the Bryn Mawr station

Rev Up the Red

Charrettes Charrette Descriptions The Edgewater Development Corporation held four community charrettes, or public design workshops, to elicit ideas, opinions and ultimately a vision for the four Red Line Corridors. These four meetings had a combined attendance of over 150 community residents, business owners, shoppers and other stakeholders. These community members suggested improvements to the design of the Red Line stations and a vision for the revitalization of the surrounding districts. The UIC staff organized the charrettes into two, carefully-structured rounds. During round one, the charrette participants used interactive design exercises that simulated planning decision making for different aspects of the districts. During the round two, participants reviewed the results of round one, weighed the impacts on the neighborhood and suggested ideas to lend greater nuance to the overall vision.

There was no “leader” who possessed more information or authority than the participants, but rather a “dealer” who explained the rules of the game. Finally, the game format was a way to organize participation so that everyone’s ideas were incorporated and recorded equally— participants took turns playing and at the end of the game, the game board showed everyone’s contribution. There were four tables with different activities at each charrette. The games had a relatively short (15 to 20 minute), self-contained structure so participants could wander from table to table, participating in multiple activities over the course of the evening. This free-flowing meeting structure meant attendees were free to allocate their time according to their own needs and interests.

Round One On March 5th, 2007, the first charrette was held St. Andrew’s Church at 5649 N. Sheridan Road and focused on the Berwyn and Bryn Mawr districts. The March 12th charrette was located at Loyola University’s Simpson Room at 6333 N. Winthrop and focused on the Thorndale and Granville Charrettes. The charrettes in round one emulated the mix of structure, freedom and fun found in traditional board and casino games. This format offered many advantages. Because most of the participants were already familiar with games like Monopoly, Clue and the Game of Life; the game structures, rules and iconography could be used to communicate the types of physical and economic factors that constrain real-world planning decisions. Within these constraints, “players” had the freedom to determine their preferred outcomes and generate creative solutions. Participants purchasing station improvements during the “station game”

Edgewater Red Line Corridors Revitalization Study

Charrettes The first table, for the “station game”, examined the Red Line stations themselves. Participants considered potential improvements to a particular station. A total of 33 potential station improvements were each assigned a hypothetical relative cost ranging from $50 to $10,000 (see the Appendix for the full list of improvements). Each participant was allotted $500 of play money. Each player could either purchase a small improvement on their own, or put down money toward a larger, more expensive improvement. Since many improvements were too expensive to be purchased by a single player, players had to cooperate in order to purchase these items. At the end of the round, partially purchased improvements could be “rolled over” to the next game in order to be considered for purchase by the next round of players.

The second table, for the “retail game”, focused on selecting the kinds of stores that should occupy storefronts in each district. Each player was permitted to place between 10 and 15 colored retail “chips” onto a board that showed the retail areas within a district (see Appendix.) Chips could represent any of 11 retail categories. These ranged from auto services to bookstores to full-service restaurants. Each player took turns placing chips onto the board, selecting a desired retail type and location as they did so. As each player placed a chip, he or she could also make a decision about whether or not to add their chip to one or more of the same color placed by a previous player. Over the course of the game players made collective decisions about the type, location and size of their preferred stores. Finally, each retail chip contained space for players to write comments on the specific type or brand of store that they desired for that spot on the board. The third table, for the “urban design” game, included three dimensional scale models of the districts so that participants could build their own vision for the buildings, parking and open space in the neighborhood. Using a system of white and black building blocks indicating one floor or habitable space or parking space, players collectively decided whether or not to redevelop buildings, and what height and scale of building should replace them. Other items that players could add included green roofs, ground-level parks, or surface parking lots. The fourth table was a more passive area for participants to take a break and learn more about the event, speak with the event sponsors and leave general feedback about their experiences. Informational posters describing transit oriented development, the history of the transit stations, and the conditions of the districts were on display. Comment sheets and surveys were available here for participants to share their feedback.

Attendees selecting retailers during the “retail game”

At the March 5 and March 12 charrettes, each game was played twice by mostly different groups, except for the Granville retail game, which was played just once.

Rev Up the Red

Charrettes The discussions were grouped according to the same sets of games as before. Participants reviewed the outcomes of the train station, retail mix and urban design games. All of the information presented that evening was summarized in a booklet that was provided to each participant. Meeting participants could indicate their support or opposition for these ideas in several ways. The participants could vote their support by placing green stickers on a poster showing the key outcomes; they could vote opposition with red stickers; and they could provide written comments explaining their opinions or describing an alternate idea. The chapters that follow describe the overall and final results of the charrettes for each district. These results present a composite community vision for each corridor. Also included in these chapters is a summary of the research and survey findings for each corridor.

Participants rebuilding the Thorndale district during the “urban design game”

Round Two The second round of charrettes were organized similarly to the first round. On April 30th, the charrette participants met at St. Andrew’s Church to discuss the Berwyn and Bryn Mawr districts. The May 7th meeting was held at Loyola University and addressed the Thorndale and Granville districts. This second round of charrettes was designed for participants to evaluate and add nuance to the results of the first round. After the second round, the resulting community vision reflected the balance and deliberation of many stakeholders’ input. After the first round of charrettes, staff members compiled the results and feedback from each game, the comment boards, and the survey. UIC research staff summarized the results from each game and interpreted how these results may impact the neighborhood overall. The participants in the second round of charrettes reviewed these findings and provided feedback in light of these possible impacts.

Edgewater Red Line Corridors Revitalization Study

Participants at round two considering the impact of the group vision on the Edgewater neighborhood

Rev up the Red

Berwyn HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Berwyn The Vision for the Berwyn District

Urban Design

The vision presented here is the result of several months of research and community participation workshops. The research findings and results of the charrettes are described in the following pages of this chapter.

New development in the Berwyn corridor should encourage and enhance a pedestrian and transit orientation. The historic buildings to the east of the El station can be preserved and renovated. The the one-story buildings to the west of the station can eventually be replaced with buildings that are up to three stories on Berwyn and as high as five stories along Broadway. In all new development, parking should be located off of Berwyn, preferably in a structure at the back of lot or along the El tracks. New mixed-use buildings should provide a mix of large and small retail spaces that can be entered from the ground level along Berwyn, for the convenience of CTA riders.

Station The Berwyn Red Line station should eventually be renovated and structural issues and water seepage should be resolved. This major infrastructural work may require years of planning, community consultation and significant funding. In the meantime there are some minor improvements that can be completed to make the station more passenger friendly; these include patching, repainting and adding more lights to the public space under the viaduct and improving pedestrian access across Berwyn with a new crosswalk. When the station is rebuilt, it should provide a better appearance and easier access to the platform. The renovation should emphasizes the station’s historic charm and features. A new passenger elevator and better organized vending machines will improve the traffic flow through the station. Finally, providing a quality interior space for a newsstand or coffee shop will add new convenience to this station.

Somewhere in the district a new ground-level green space should be built of at least 10,000 square feet. In order for new green space to be built, a development bonus of about 10 to 15% of FAR should be offered for green roofs for new buildings between Broadway and the El tracks. Ideally, new green roofs should be visible from the station platform or passing trains.

Retail The Berwyn retail district should grow and strengthen its role as a neighborhood shopping hub. New transit oriented development in the district should provide adequate space for neighborhood retailers like hardware stores, grocers and home goods. The two shopping plazas on both sides of Berwyn at Broadway provide enough space and transit access to become new, mixed-use developments with quality retailers. The smaller retail spaces in the district are ideal for a book store, a business in the arts, and even a couple of new full service restaurants. With these ground-floor spaces reserved for active retail, no new professional, financial or auto-related businesses should locate here. This area on Berywn demonstrates the envisioned character and should be preserved

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Berwyn

Artist’s depiction of the vision for the Berwyn district at Broadway. This image showcases higher residential densities near the El station, retail buildings along the sidewalks on Berywn to hold the corners and the street, and ground-level open space on Broadway.

Edgewater Red Line Corridors Revitalization Study

Berwyn Physical Analysis Key Ideas • • •

Newer auto-oriented buildings west of CTA station Traditional, urban style buildings east of CTA station Berwyn Red Line Station has historic features, shows signs of deterioration

The Berwyn station area is characterized by a disjuncture between the relatively dense, prosperous nature of surrounding residential neighborhoods, and a low-density, suburban-style buildings near the station area. The result is a station area that is not pedestrian or transit oriented, but provides useful convenience retail to the neighborhood.

building (i.e. small, one-story, early 20th century commercial building). Otherwise, the district is characterized by indistinctive single-story recent retail buildings with significant levels of parking. While these establishments provide useful retail services and accommodate cars easily, they generally do not respect the otherwise pedestrian-oriented, mixed-use nature of the Edgewater neighborhood. As a result, the urban fabric of Berwyn is mostly undistinguished. More than any of the other station areas in the study area, Berwyn suffers from an overabundance of automobile-oriented, pedestrian-unfriendly retail. As a result, the station area displays little of the vibrant, distinctive, character of the Andersonville retail district only a few blocks to the west. Given the diverse nature of the Edgewater community, the Berwyn district represents a significant missed opportunity.

Like Thorndale, the Berywn station has received minimal renovations since it was constructed in the early 1920s. As a result the station has maintained a high level of historic detail, including original ornament and finishings. However, these features are occluded by the station’s poor level of maintenance and deteriorated physical condition. The station exterior has poor lighting, uneven sidewalk conditions, and is unwelcoming to the pedestrian. Inside, the originally attractive interior has been cluttered by poorly-planned additions, including automatic kiosks for tickets, soda, and an ATM. These kiosks in some cases have blocked some of the original pedestrian passages through the station, reducing its ability to handle passenger flow effectively. Berwyn’s retail structures are mainly automobile-oriented, mid- to largeformat stores. The sole exceptions in the station area are a single vintage mixed-use building on Broadway and a surviving 1920’s-era “taxpayer”

Configuration of Berwyn Red Line station entrance

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Berwyn

Analysis of current urban design characteristics of Berwyn Corridor

Edgewater Red Line Corridors Revitalization Study

Berwyn Retail Inventory Key Ideas • •

•

Berwyn is an important hub for Edgewater convenience shopping needs. More space devoted to national and regional chains than in other Edgewater retail districts Significant number of local businesses Example of Berwyn district retail building

While the retail district is visually dominated by the large, auto-oriented developments along Broadway, there is a remarkable level of diversity among businesses in this district. The Berwyn corridor currently has a few vacancies, all of which are located close to the Red Line. The majority of existing stores are neighborhood convenience retailers that serve the immediate community, and tend not to attract many people from other neighborhoods. About a third of the businesses along this corridor are part of national or regional chains. Berwyn’s current challenge is to fill the storefront vacancies with destination or service businesses in order to create a more equally distributed business district.

Business Types Otherwise, this district has a diverse mix of businesses serving the local area. Of the 39 businesses that are currently occupying the business corridor, 23 of these businesses would be considered neighborhood convenience stores such as Pause Coffee and Station Cleaners. There are six destination business types such as the GNC and Pier One Imports. Six businesses would be classified as professional services such as National City Bank and the Chicago North Medical Group. Four businesses are classified under “other” such as DaKAO International Travel and the Vietnamese Association of America.

Vacancy and Size National and Local Businesses In total there are 43 ground-floor commercial spaces along the Berwyn commercial corridor. Of these 43 spaces, just four (9%) are currently vacant. These four vacancies are located under or directly next to the Red Line station and are relatively small commercial storefronts. These vacancies suffer from generally poor condition and appearance. Because these vacancies are located so prominently at the Red Line station, their vacancy and appearance have a detrimental effect on the perceived vitality of the district.

The Berwyn corridor is predominantly occupied by small or local businesses with 28 (71%) of stores being independently owned. The other 25% (9) are national chains such as GNC and Pier 1 Imports. A few of the businesses are part of regional chains like Jewel Osco and North Community Bank. This mix of businesses strongly contributes to this area’s reputation as a hub for neighborhood shoppers, but does not necessarily draw shoppers from other neighborhoods.

Rev Up the Red

Berwyn Berwyn Business Types 25

Number of businesses

0 Neighborhood Convenience

Destination

Professional

Other

Berwyn businesses by use Berwyn: National v. Local 30

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

Personal Services

Berwyn businesses by type

Number of businesses

1. Food Stores

0 Local

National

Regional

Businesses in the Berwyn district by ownership

Edgewater Red Line Corridors Revitalization Study

Berwyn El Station

Charrette Results The charrette participants expressed a strong preference for improving or repairing the basic infrastructure of the Berwyn Station. There was an emphasis on the “basics”, that is, creating a reliable, safe and functional train station.

Key Ideas • •

•

Focus on major infrastructure repair at the Berwyn Red Line station Expand Berwyn’s role as neighborhood shopping hub with some additional destination businesses Allow new development to have a more urban and pedestrian friendly character

At the March 5 charrette, meeting attendees participated in community visioning exercises in the form of games to develop a vision for the future of the corridor. Participants “purchased” improvements to the Red Line station by spending their own allotted budget, or splitting the cost with other players. The participants identified what types of businesses they would most like to see along the corridor. Attendees also built models in cooperation with others to show the form of future development they would most like to see. Those who attended the April 30 charrette revisited the results to refine and revise the vision for the district. The final result of the charrette process is described here.

Players at the first charrette in March mainly spent their budgets on big ticket items, including reconstructing the viaduct, rebuilding the station house, and providing new elevators. The participants’ focused on improving or repairing the basic infrastructure rather than adding new amenities and conveniences. At the second charrette in April, participants discussed how a major reconstruction of the Berwyn station might require station closure and possibly some additional delays. Such a closure could adversely affect some businesses in the community, especially those that rely on transit commuters. The group also discussed how major infrastructure improvements may need to wait several years before implementation to allow for proper planning and funding allocation. Participants in the April charrette strongly supported this scenario of major infrastructure reconstruction, despite its potential impact on the district. Additional amenities and conveniences like cart vendors, electronic train information displays, and neighborhood information maps were not priorities for the community, instead there was a desire to await largerscale action. However, the participants identified several particular short term improvements that would enhance the basic safety and operation of the station. These improvements included improved lighting, adding a new crosswalk, installing new recycling stations, and repainting the exterior. These smaller, less expensive improvements could be very beneficial and appreciated in the short term if a longer-term commitment to station revitalization were made.

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Berwyn Retail Overall, participants at the charrettes expressed a preference for Berwyn to be the “home shopping” district for daily and weekly shopping needs. The groups envisioned Berwyn as offering a greater variety of stores and services that cater to the needs of the Edgewater community. While there was preference for stores with somewhat more drawing power than at present, participants were wary of overwhelming the district with too much automobile traffic. During the first charrette in March, participants mainly chose retailers like grocery and hardware stores. Players indicated that some larger scale grocers or hardware stores would be acceptable along Berwyn. Food stores, full service restaurants, newsstands, and cafes and bookstores were also fairly popular. The small retail spaces at the El station were selected for newsstands and convenience stores.

Berwyn Results

Recycling $50

Repaint Exterior of Station $200

Pedestrian Crosswalk $200

Rebuild Viaduct $10,000

Rebuild Station House Not Historic $10,000

Elevators $7,000

❁❋❄❆❊ ❃❖❂❈❅ ❉❀✙❃✿ Restoration of Historic Features $2,000

Results from Berwyn Station Game Bryn Mawr Results

At the second charrette in April, the participants discussed how this selection of businesses would affect the Berwyn district. During the discussion, the groups addressed particular types of businesses, and the overall impact of new businesses on activity and traffic. Professional and financial services (like dentists, lawyers, realtors and banks), were not among the businesses selected for the Berwyn District. These types of businesses are generally less visible and active uses of a storefront and may even have a street-deadening effect if too heavily concentrated. Despite this possibly negative effect, the group discussed how these uses often provide daytime activity which supports lunch-time restaurant business and other business support services. The participants concurred that there should be only a minimal number of professional and financial services in ground floor retail spaces. Auto-related businesses were also not chosen for Berwyn. These businesses often have an unattractive appearance and disrupt the continuity of the streetfront and pedestrian realm. The group strongly

Edgewater Red Line Corridors Revitalization Study

Recycling $50

Repaint Exterior of Station $200

Complete Renovation of Station Interior $3,000

Elevators $7,000

Indoor Bike Parking $300

Rebuild Viaduct $10,000

EXIT

Renovate 2nd Exit $2,000

Participants choosing improvements to the Berwyn Station

Berwyn supported keeping these types of businesses off of Berwyn, even though it would mean traveling further to get gas, car-washes or visit the local mechanic.

Berwyn, Overall Results 16%

During the second charrette in April, feelings were much more mixed regarding the prospect of larger and/or chain stores arriving in the district. Residents observed that larger stores were often less pedestrian-friendly, and that big-box stores were more compatible with suburban areas than with denser, transit-dependent districts. People also commented that smaller stores often defined neighborhood character, and that maintaining this diversity in the face of competition from larger chain stores was important. However, some participants also suggested that smaller, “satellite” versions of larger stores might be appropriate. The group discussed how, with proper traffic flow and site design, the district could benefit from the drawing power of these larger stores, without overly compromising the pedestrian-scale, transit oriented development opportunities on Berwyn.

13% 9%

1. Food Stores

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

4% 0% 9%

16%

11%

6% 6%

Personal Services

10%

Results of Berwyn Retail game

The participants in the second charrette supported additional activity that new stores would bring to the district. However, there was concern about keeping Berwyn at a neighborhood scale and transit oriented and not overwhelming the district with too much traffic or too many parking areas. The need for small business development was also emphasized to both complement and enhance the livability of the districts with retail uses like cleaners, bookstores, and small-scale markets. Residents felt that the station retail spaces would provide an excellent opportunity for local businesses to open a new location.

Participants selecting retail for Berwyn

Rev Up the Red

Berwyn Urban Design The charrette participants envisioned Berwyn as having a much more urban, pedestrian, and transit oriented character than at present. The groups expressed a preference for a higher level of density with buildings as high as five or six stories along Broadway. Participants also expressed a desire for ground level green space on Berwyn. Parking lots or other surface parking was universally rejected, and the groups suggested that parking garages should be located to the rear or buildings or above ground floor retail. Participants in the March urban design charrette exercises built models of the district that had much greater level of density than at present. The models included open space, mainly in the form of green roofs, but with some limited ground-level open space. Parking areas were removed from the street front, and placed in the back of parcels, or above other uses. These models placed many more residences near the train station, and kept the street-face of Berwyn intact to create a pedestrian and transit oriented district.

Participants building a vision for Berwyn

At the second charrette in April, the groups discussed how this vision for Berwyn would affect the neighborhood and development. The group discussions focused on how greater density would impact the community and on what might be needed in order to bring new green space to Berwyn. Participants in the second charrette on April 30 concurred by about two to one that increasing density along Berwyn to reach a pedestrian-oriented, urban scale was an appropriate strategy. The groups suggested that additional density could be mitigated if developers provided desirable features like open space, green roofs or off-street/second-floor parking structures. The higher density would bring additional pedestrian-friendly, ground-level retail, and the larger buildings would also permit larger retail formats. However, the higher densities might also mean that parking would become harder to find and more expensive; especially because

Edgewater Red Line Corridors Revitalization Study

Computer model of a Berwyn district built by participants in the March 2007 charrette, these models were reviewed and reevaluated during the April charrette

Berwyn the group concurred that surface parking should not be permitted, and parking structures should not be highly visible from the street. Despite some new challenges, few residents regretted the possible replacement of Berwyn’s low-density, auto-oriented buildings in favor of a more pedestrian-friendly district.

Berwyn Survey

The groups agreed that the Berwyn district should have substantially more green space, adding an attractive amenity to the district. The participants in the second charrette discussed some of the implications of this strategy. Much of this new green space would be on rooftops, where it would enhance environmental performance, but would be less accessible to the public. Since street-level open space would preclude more active uses like retail from these areas, developers might need incentives, such as higher density, in order to provide this space in new developments. And other amenities, such as affordable housing set asides, might be supplanted by this green space. Regulating and requiring green space might also necessitate planning action from city agencies, potentially slowing or complicating development procedures.

The results from the survey indicate that the largest challenge the Berwyn station faces is the frequency of trains at this station. The second main issue that riders noted is the appearance of the station itself. Lighting and building infrastructure are at the top of the Berwyn riders’ agenda. The immediate needs within the station are to add sufficient lighting in order to create a better lit atmosphere and to fix the leaking roof. Berwyn station users said they would feel more comfortable using this station and that they would use it more frequently if the appearance of the station was improved.

All together, 192 people completed the EDC Red Line survey, either on-line or at one of the charrettes. Of these respondents, 33 (or 17%) selected Berwyn as their primary station.

What problems keep you from using the Berwyn station more often? (Problem ranked #1) 50%

The prospect of additional green space was supported by most of the participants on April 30. Residents noted that green space would make the busy retail streets feel more open, and might provide a pleasant view to riders on the elevated trains. But there was some concern that green space could not simply replace existing development.

N=33

45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Appearance of station

Frequency of Trains

Concerns about safety

Variety of stores

Alternative Berwyn district built by participants in March 2007

Rev Up the Red

Berwyn Station Amenities Of the 33 respondents who use Berwyn most frequently, 69% said that improved lighting is the most important amenity to be added to the station. Following improved lighting was “other” (at 63%), neighborhood orientation map, additional seating, community bulletin board and bicycle parking. Very few respondents chose to add lockers. In the “other” responses many people commented on the need for roof repairs, such as “Fix the leaking roof over the stairs!” Other comments were statements like “Just the basics: Water tightness, cleanliness, no falling plaster, no sidewalk pits, paint.”

Which types of amenities or special features would like to see added to the Berwyn station? (select all) 100% N=33

90% 80% 70% 60% 50% 40% 30% 20% 10%

N A

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pr ov ed

rh o

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g lig ht in

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B ul le tin ity

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Which of the following do you think would help the most to improve the area around the Berwyn station? (select all that apply)

Area Around the Station Overall, Berwyn users chose to improve the appearance of the train station in order to improve the general area around the station. Following an improvement of the appearance of the station participants chose to increase the variety of shopping options, add more small or locally run businesses, improve the appearance of stores near the station, and improve access to other types of transit. Few people chose to add more national chain stores or improve or add parking.

B oa rd

Pa rk in g om C

33% respondents said that frequency of the trains was most problematic. 27% of Berwyn respondents answered that the appearance of the station is the problem that keeps them from using the station more often. Concerns about safety followed appearance and frequency while only no one chose variety of stores as most problematic.

B ic yc le

Problems at the Station

100% N=33

90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Improve Improve Increase appearance appearance variety of of train of stores near shopping station station options near station

Edgewater Red Line Corridors Revitalization Study

Add more Add more Improve or Improve small or national chain add parking access to locally run stores other types of businesses transit

Rev up the Red

Bryn Mawr

HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Bryn Mawr Vision for the Bryn Mawr District

Urban Design

Bryn Mawr has the best urban fabric of the 4 districts and is a crucial asset. However the district suffers from underused retail which could be addressed by higher-density mixed-use development with appropriate urban design at infill and underused sites. In all new development, parking should be located off of Bryn Mawr, preferably in a structure at the back of the lot or along the El tracks. The Walgreen’s site between Ridge and Broadway, has potential for redevelopment into a mixed use building, but this highly visible site necessitates exceptional architecture. This and other infill redevelopment should be mixed use with ground floor retail, and should not exceed five stories.

Station The Bryn Mawr Red Line station should eventually be renovated and structural issues should be addressed. This major infrastructural work may require years of planning, community consultation and significant funding. In the meantime there are some minor improvements that can be completed to make the station more passenger friendly; these include patching, repainting and adding more lights to the public space under the viaduct and improving pedestrian access across Bryn Mawr with a new crosswalk. Another useful improvement would be to provide additional bicycle parking in the unused space near the secondary exit of the station on the north side of Bryn Mawr. When the station is rebuilt, it should provide a better appearance and easier access to the platform. The renovation should emphasizes the station’s modernist aesthetic. A new passenger elevator and better organized vending machines will improve the traffic flow through the station. Finally, providing a quality interior space for a newsstand, coffee shop, or small market/convenience store will add needed amenities to this station.

In order for the new green roofs to be built, a development bonus of about 10% of FAR should be offered for green roofs visible from the El tracks.

Retail The Bryn Mawr retail district should grow to become a destination shopping and dining district with many small and local businesses. The smaller retail spaces in the district are ideal for a three or four additional sit-down restaurants, a bookstore, music store, clothing store, and artsrelated businesses. The area has ample fast food, and no more are needed in this district. With these ground-floor spaces reserved for active retail, no new professional or financial businesses should locate here. There are not any auto-related businesses in the district now, and none should locate on Bryn Mawr.

The Bryn Mawr historic district should be preserved

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Bryn Mawr

Artist’s depiction of the vision for the Bryn Mawr district. This image showcases contextual infill development that matches the scale and character of the district’s historic structures, additional green space and rooftop gardens, and preservation of historic structures. A few of the single-story and non-historic buildings may be good candidates for an upgrade to new mixed-use buildings. A parking garage (shown in the background) may provide additional parking capacity to the area.

Edgewater Red Line Corridors Revitalization Study

Bryn Mawr Physical Analysis Key Ideas • • •

Bryn Mawr is a historic, pedestrian oriented district 1980s Renovations at the Bryn Mawr station have left it plain but functional Additional opportunities for restoration and transit oriented development remain

Of all the stations in the study area, the Bryn Mawr perhaps best exemplifies the ideal of a dense, vibrant, mixed-use, pedestrianfriendly district that also manages to accommodate a significant amount of automobile traffic. The district is characterized by high-quality architecture, a relatively high level of retail occupancy and a modernized train station. As at Granville, the Bryn Mawr station was comprehensively rebuilt by the CTA in the early 1980s. This removed most of the historic detail from the station, but added escalators and increased the amount of interior space available. Today the station’s interior and exterior are plain, but more functional than at nearby, unrenovated stations such as Berwyn. The larger amount of interior space also has reduced the routine clutter resulting from casual placement of kiosks for tickets, soda, and ATMs. At the same time, the station does not meet some current accessibility standards in its public areas, particularly automatic doors for wheelchairbound passengers.

Bryn Mawr’s retail district is almost entirely composed of small-format, pedestrian-oriented storefronts located in buildings dating from before the Second World War. The retail mix is diverse, providing the district with an active, variegated streetscape, particularly on the block between the station and Broadway. Bryn Mawr’s retail streetscape of active, pedestrian-oriented retail on both sides of the station street is unmatched elsewhere in the study area. Unfortunately, the retail blocks to the east of the station lack an equivalent level of vibrancy and physical quality, despite the presence of landmarked, high-density residential buildings immediately to the east in the Sheridan Road area. A particular eyesore is a historic taxpayer building owned by the city’s Department of Planning and Development which is standing vacant and deteriorated on the north side of the street. The presence of Ridge Road, a very busy regional artery that meets Bryn Mawr at Broadway and feeds directly to Lake Shore Drive to the east, means that the level of automobile traffic through the Bryn Mawr district is higher than at any other station. Despite this, the presence of automobile parking along the street, and the street’s continuous retail frontage, provide the street with a pedestrian-friendly character. The only exception to this is the intersection with Ridge Road, which makes for a very wide crossing with too much exposure to automobile traffic. This negatively impacts the pedestrian accessibility of retail establishments across Broadway. Bryn Mawr is fortunate to possess a well-preserved, attractive stock of low- to mid-rise buildings dating from the 1930s and before. These buildings possess a consistent retail frontage throughout the study area, with their upper floors occupied mostly by residential uses. The presence of historic three-story mixed-use buildings at Broadway gives Bryn Mawr avenue an distinctive, welcoming, and attractive gateway. This urban fabric is consistent both to the east, where higher buildings face Sheridan Road, and across Broadway to the west at the gateway to Ridge Road.

Rev Up the Red

Bryn Mawr

Analysis of current urban design characteristics of Bryn Mawr Corridor

Edgewater Red Line Corridors Revitalization Study

Bryn Mawr Retail Inventory Key Ideas •

• •

Bryn Mawr shopping district is in transition with a growing number of upscale businesses. Bryn Mawr still caters mainly to local shoppers or passers-by. Small, but growing, number of destination businesses Example of Bryn Mawr district retail space

The Bryn Mawr district appears to be in a state of transition. A small, but growing number of businesses are capitalizing on the historic charm of the buildings, the high visibility from Bryn Mawr Ave, and the growing cohort of wealthier local homeowners to offer a range of more upscale products and services. However, most businesses in the district provide basic, value, convenience shopping to local residents. Bryn Mawr has a high concentration of locally owned businesses and only a small number of regionally and nationally owned shops.

Vacancy and Size There are 55 total retail spaces available along the Bryn Mawr corridor. Currently there are 8 vacancies, or a 14% vacancy rate. Four of these 8 vacancies are located directly around the red line station. These vacant store fronts are in CTA property and in an empty building slated for redevelopment. Aside from these notable vacancies, there is a high level of retail occupancy.

Typical of commercial buildings of the prewar era, the commercial spaces tend to be small (1,000 to 2,000 square feet) and fully subdivided. The multitude of small storefronts supports a very diverse business environment, but smaller spaces sometimes take longer to re-lease once vacant.

Business Types Along the Bryn Mawr transit corridor there are 33 neighborhood convenience business types such as Flourish Coffee and Magic Touch Nail Salon. There are five businesses that are classified as destination shops because they offer competitive comparison goods or are full service sit-down restaurants. Some examples of destination shops are Kate the Great’s Book Store and Francesca’s restaurant. There are also six businesses that are classified as professional/financial services, like Liberty Insurance and Bridgeview Bank. Businesses like Allied Print and the Actor’s workshop qualify as “other”.

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Bryn Mawr Bryn Mawr Retail Business Types 35

Number of Businesses

Neighborhood Convenience

Destination

Professional

Other

Bryn Mawr businesses by use Bryn Mawr Businesses: National v. Local 1. Food Stores

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

Personal Services

Bryn Mawr businesses by type 10

0 National

Regional

Local

Bryn Mawr district businesses by ownership

Edgewater Red Line Corridors Revitalization Study

Bryn Mawr Charrette Results

Key Ideas • •

•

Focus on major improvements to the Bryn Mawr El station Add businesses that improve Bryn Mawr’s appeal as a shopping and dining destination Preserve the historic architecture of the Bryn Mawr district

El Station Overall, the charrette participants expressed a strong preference for improving or repairing the basic infrastructure of the Bryn Mawr station. There was an emphasis on the “basics”, that is, creating a reliable, safe and functional train station.

Players at the first charrette in March mainly spent their budgets on big ticket items, including reconstructing the viaduct, completely renovating the station house, and providing new elevators. The participants’ focused on improving or repairing the basic infrastructure rather than adding new amenities and conveniences. At the second charrette in April, participants discussed how a major reconstruction of the Bryn Mawr station might require station closure and possibly some additional delays. Such a closure could adversely affect some businesses in the community, especially those that rely on transit commuters. The group also discussed how major infrastructure improvements may need to wait several years before implementation to allow for proper planning and funding allocation. Participants in the second charrette strongly supported this scenario of major infrastructure reconstruction, despite its potential impact on the district. While the Bryn Mawr station was renovated relatively recently (1980s), the meeting participants still perceived overall station needs to be severe. Additional amenities and conveniences like cart vendors, electronic train information displays, and neighborhood information maps were not priorities for the community, instead there was a desire to await larger-scale action. However, the participants identified several particular short term improvements that would enhance the basic safety and operation of the station. These improvements included indoor bike parking, installing new recycling stations, repainting the exterior, renovating the station’s second exit and installing security cameras. These smaller, less expensive improvements could be very beneficial and appreciated in the short term if a longer-term commitment to station revitalization were made.

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Berwyn Results

Bryn Mawr Retail Overall, participants at the charrettes expressed a preference for Bryn Mawr to be a destination district for weekend shopping and dining. The groups envisioned Bryn Mawr as offering a greater variety of stores and services that would attract shoppers from outside Edgewater community. During the first charrette in March, participants mainly chose retailers like sit-down restaurants, cafes and bookstores. Players suggested that a new theater and arts district would be good additions to the district. Food stores, clothing stores and hardware stores were also fairly popular. At the second charrette in April, the participants discussed how this selection of businesses would affect the Bryn Mawr district. During the discussion, the groups addressed particular types of businesses, and the overall impact of new businesses on activity and traffic. Professional and financial services (like dentists, lawyers, realtors and banks), were not among the businesses selected for the Bryn Mawr District. These types of businesses are generally less visible and active uses of a storefront and may even have a street-deadening effect if too heavily concentrated. Despite this possibly negative effect, the group discussed how these uses often provide daytime activity which supports lunch-time restaurant business and other business support services. The participants concurred that there should be a very minimal number of professional and financial services in ground floor retail spaces, but allowed or encouraged to occupy second floor space.

Recycling $50

Repaint Exterior of Station $200

Pedestrian Crosswalk $200

Rebuild Viaduct $10,000

Rebuild Station House Not Historic $10,000

Elevators $7,000

❁❋❄❆❊ ❃❖❂❈❅ ❉❀✙❃✿ Restoration of Historic Features $2,000 Current configuration of Bryn Mawr Red Line station

entrance in 2007 Bryn Mawr Results

Recycling $50

Repaint Exterior of Station $200

Complete Renovation of Station Interior $3,000

Elevators $7,000

Indoor Bike Parking $300

Rebuild Viaduct $10,000

EXIT

Auto-related businesses were also not chosen for Bryn Mawr. These businesses often have an unattractive appearance and disrupt the continuity of the street-front and pedestrian realm. The group strongly supported keeping these types of businesses off of Bryn Mawr, even though it would mean traveling further to get gas, car-washes or see the local mechanic.

Edgewater Red Line Corridors Revitalization Study

Renovate 2nd Exit $2,000

Results from Berwyn Station Game

Bryn Mawr During the second charrette in April, participants largely agreed that Bryn Mawr should remain a district for smaller, local businesses. The groups commented that smaller stores often defined neighborhood character, and that maintaining this diversity in the face of competition from larger chain stores was important.

Bryn Mawr, Overall 12% 2%

17%

Participants selecting improvements to the Bryn Mawr El station

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

2% 4%

The participants in the second charrette supported additional evening and weekend activity that new stores would bring to the district. The participants did not feel that the increase in nighttime activity and possible noise and traffic were great enough concerns to keep Bryn Mawr from becoming a destination district. Strong transit access is an important aspect of accommodating an increase in shopping activity and allowing Bryn Mawr to thrive.

1. Food Stores

11% 13% 7%

Personal Services

19%

Results of Bryn Mawr Retail game

Participants selecting retail for Bryn Mawr

Rev Up the Red

Bryn Mawr Urban Design Overall, the charrette participants were very passionate about preserving the historic fabric of Bryn Mawr and encouraging any new development to respect its character and scale. Bryn Mawr was envisioned as retaining its urban, pedestrian, and transit oriented character. The groups expressed a preference for a somewhat higher level of density in new buildings. Parking lots or other surface parking was universally rejected, and the groups suggested that parking garages should be located to the rear or buildings or above ground floor retail. Participants in the March Bryn Mawr urban design charrette exercises built models with a small number of new medium density new buildings between two and five stories tall. Participants chose to retain most of the historic fabric by preserving older buildings and reusing historic building facades. Players also expressed a desire for open space, mainly in the form of green roofs. Parking lots or other surface parking was universally rejected, and parking garages were generally preferred by groups to be located to the rear of buildings.

Participants building a vision for Bryn Mawr

At the second charrette in April, the groups discussed how this vision for Bryn Mawr would affect the neighborhood and development. The group discussions focused on how greater density would impact the community and on what might be needed in order to bring new green roofs to the district. Participants in the second charrette on April 30th concurred that a slight increase in density along Bryn Mawr to reach a pedestrian-oriented, mid-rise scale was an appropriate strategy. They also agreed with the need to preserve and retain the district’s historic structures. The groups suggested that additional density could be mitigated if developers provided desirable features like green roofs or off-street/ second-floor parking structures. The higher residential density would bring support pedestrian-friendly, ground-level retail, and the larger

Edgewater Red Line Corridors Revitalization Study

Computer model of a Bryn Mawr district built by participants in the March 2007 charrette, these models were reviewed and reevaluated during the April charrette

Bryn Mawr buildings would also permit larger retail formats. However, the higher densities might also mean that parking would become harder to find and more expensive; especially because the group concurred that surface parking should not be permitted, and parking structures should not be highly visible from the street.

Bryn Mawr Survey

The groups agreed that the Bryn Mawr district should have new green space mainly on some rooftops, where it would enhance environmental performance, but would be less accessible to the public. Since green roofs are expensive to install, developers might need incentives, such as higher density, in order to provide this space in new developments. And other amenities, such as affordable housing set asides, might be supplanted by this green space. Regulating and requiring green space might also necessitate planning action from city agencies, potentially slowing or complicating development procedures.

The Bryn Mawr station currently needs a drastic change in station maintenance and overall appearance. Red Line riders who use this station most frequently said that the station is very poorly lit and that they would like to see basic cleanliness in the station. Bryn Mawr riders would be more likely to use this station if more lighting and frequent cleaning of the station took place. Similar to the other stations, riders say they would use this station more often if the frequency of the trains was more reliable, but that the appearance of the station is also something that prohibits them from using it more often.

All together, 192 people completed the EDC Red Line survey, either on-line or at one of the charrettes. Of these respondents, 51 (or 27%) selected Bryn Mawr as the station they use most often.

What problems keep you from using the Bryn Mawr station more often? (Problem ranked #1) 50% N=51

45% 40% 35% 30% 25% 20% 15% 10% 5% 0%

Alternative Bryn Mawr district built by participants in March 2007

Appearance of station

Frequency of Trains

Concerns about safety

Variety of stores

Rev Up the Red

Bryn Mawr Station Amenities Of the 51 respondents who chose Bryn Mawr as their primary station, 70% chose improved lighting as a feature that needs to be added to the station. Following improved lighting was neighborhood orientation map, “other” and community bulletin board. Within the “other” category respondents wrote in cleanliness most frequently. Other responses were elevators and public art. A full list of other amenities can be found in the appendix.

Which types of amenities or special features would like to see added to the Bryn Mawr station? (select all) 100% N=51

90% 80% 70% 60% 50% 40%

20% 10%

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94% Bryn Mawr station users chose to improve the appearance of train station in order to improve the area around the station. Following the improvement of station appearance was improve appearance of stores near the station, add more small or locally run businesses, increase variety of shopping options near station and improve access to other types of transit. Few respondents selected to add more national chain stores or to improve or add parking.

Area around station

0% Pa rk in g

Survey respondents who use the Bryn Mawr station most often reported that the frequency of the trains keeps them from using the station more often. After frequency of trains was a concern about safety, the appearance of the station and then variety of stores.

30%

B ic yc le

Problems at stations

Which of the following do you think would help the most to improve the area around the Bryn Mawr station? (select all that apply) 100% N=51

90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Improve Improve Increase appearance appearance variety of of train of stores near shopping station station options near station

Edgewater Red Line Corridors Revitalization Study

Add more Add more Improve or Improve small or national chain add parking access to locally run stores other types of businesses transit

Rev up the Red

Thorndale

HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Thorndale Vision for the Thorndale District The vision presented here is the result of several months of research and community participation workshops. The research findings and results of the charrettes are described in the following pages of this chapter.

vital daytime activity. Businesses like cafes, short-order restaurants and small food stores would support this district’s character. Auto-related businesses are not appropriate for this district.

Urban Design Station The Thorndale Red Line station should eventually be renovated in a way that maintains and restores this station’s historic integrity while addressing infrastructure problems, like water seepage. Major renovation work may require years of planning, community consultation and significant funding. In the meantime there are some minor improvements that can be completed to make the station more passenger friendly; these include patching, repainting and adding more lights to the public space under the viaduct and improving pedestrian access across Thorndale with a new crosswalk.

Thorndale is under-built and can support much new development. The buildings around the station have only minimal historic value and can be replaced with three to four story transit oriented development. A small amount, perhaps up to 5,000 square feet of additional groundlevel open space would be acceptable in this district west of the Red Line Station. No surface parking lots should be permitted in new development, and so parking should be in structures along the rail tracks or at the rear of the parcels. A 10 to 15% density bonus could be provided for buildings that include a green roof visible from the station platform.

A engineering survey may be required to determine the extent of the station work. Because this is a smaller, less heavily used station in the system, the renovation should not require significant expansion of the station’s interior or even passenger elevators. The renovation should include historic lighting and signs and preservation of elements like the historic CTA logo above the outside door. Better organized vending machines will improve the traffic flow through the station. Finally, the CTA retail spaces should be leased to a newsstand, coffee shop, or small convenience store.

Retail The Thorndale district should remain a home for small businesses. This district does not have the space or configuration to accommodate largeformat retailers. New businesses that come to this district should be diverse and remain focused on providing goods and services for local residents and Red Line passengers. Some amount of new professional service businesses could help to sustain restaurants and retailers with

These buildings at Thorndale and Broadway are consistent with the vision for the district and should be preserved

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Thorndale

Artist’s depiction of the vision for the Thorndale district at Broadway looking East. This image shows how the street might look with greater density and mixed-use buildings. Note how the taller building in the background steps back on the fourth floor to maintain the three story street wall; this allows ample density for transit oriented development while maintaining a mid-rise character for the district.

Edgewater Red Line Corridors Revitalization Study

Thorndale Physical Analysis Key Ideas • • •

Thorndale district is low-density and underutilized Thorndale Red Line station is crowded and deteriorating District and station both retain some vintage charm

The Thorndale station is the oldest of the four in the study area and its corridor is less dense than the surrounding residential neighborhoods. Retail concentrations in the station area are inhibited by institutions and their associated open spaces, and the existing retail is under-utilized. As a result, the Thorndale area is currently neither as visually nor as functionally successful as it could be. The Thorndale station, built in the early 1920s, has been minimally renovated. While this provides the station today (2007) with a certain degree of dilapidated charm, particularly from surviving ornamental detail, signage, and finishings, it also means that the station is poorly lit, relatively dirty, and cluttered with poorly-placed modernizations such as ticket machines, ATMs, and soda machines, all of which prevent easier pedestrian flow through the station. There is currently no disabled access to the station, and the viaduct suffers from deterioration and numerous leaks. Existing Thorndale retail spaces are small-scale and only partially occupied (July 2007). The north side of the station block, both to the east and west of the station, is lined with one-story “taxpayer” buildings, at least some of which appear to date from as early as the 1930s. However, the facing (south) side of the station block is almost entirely occupied by

a city-owned parking lot and a school playground. The one available retail site on the south block is occupied by a recent suburban-style strip building. The retail blocks across Broadway are also low-intensity, with relatively small businesses, many of which are service-oriented. The Thorndale corridor’s urban fabric is modest. No building in the station vicinity rises higher than 3 stories, although 4-story apartment buildings are found on nearby blocks. Few buildings in the area could be said to have a distinct architectural quality, apart from the 1920s-era Swift school and a former armory on Broadway. However, the retail buildings along the north side of Thorndale to the east of the station, and a mixeduse building on the northwest corner of Broadway and Thorndale, are attractive and contribute to the vintage, pedestrian-friendly character of the district. The Thorndale station area has a quiet, almost provincial feeling, accentuated by the empty lots on the south side of the street. While this atmosphere is peaceful compared to stations to the north and south, it is not conducive either to a feeling of pedestrian safety nor to retail viability. This is made evident by the half-vacant retail block on the north side of the station block. This fundamental condition needs to be addressed in order to enhance retail and station performance.

Current configuration of Thorndale Red Line station entrance in 2007

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Thorndale

Analysis of current urban design characteristics of Thorndale Corridor

Edgewater Red Line Corridors Revitalization Study

Thorndale Retail Inventory Business Types

• •

Thorndale has a small business orientation—there are no chain stores Thorndale is a neighborhood convenience district

The Thorndale district is home to businesses that serve Red Line commuters and local residents. While these businesses provide many convenient daily services, there is no anchor establishment to make the district a neighborhood hub. Thorndale supports 21 small or locallyowned businesses—none of the stores are part of national or regional chains. However, these small businesses have not accumulated enough distinct character or charm to make Thorndale a small businesses gem like Clark street.

Vacancy and Size There are 25 retail spaces available along the Thorndale Red Line corridor. There are currently four vacancies, two of which are located under the El, and one is within the El station. Edgewater residents have attributed the vacancies under the El to poor CTA upkeep of the spaces. These notable vacancies are the first impression transit riders receive of the Thorndale district, and their renovation and occupancy would help to alter reputation of the district as empty and under used.

National and Local Businesses 100% of the stores located along the Thorndale corridor are locally owned businesses. Local businesses can be beneficial because they perpetuate a unique feel for the neighborhood and are often more adaptable to traditional, historic and urban-style mixed-use buildings.

Thorndale Business Types 18

12 Number of stores

Key Ideas

Along this transit corridor Little Corner Restaurant and Nova Fragrances serve as the 2 destination shops, though their reach may be limited. Thorndale has 17 neighborhood convenience stores like Grand China take-out, Sam’s Shoe Repair, Castle Liquors and the Thorndale Deli. Broadway Bank and the Medical Center are the two professional service businesses.

0 Neighborhood Convenience

Destination

Professional

Thorndale businesses by use

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Thorndale Thorndale

1. Food Stores

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

Personal Services

Thorndale businesses by type

Example of Thorndale district retail space

Edgewater Red Line Corridors Revitalization Study

Thorndale Charrette Results Key Ideas • • •

Major renovation to the Thorndale Station is needed Focus business development on “highquality” stores for Thorndale Add density to Thorndale to give the district an active, urban feel

At the March 12 charrette, meeting attendees participated in community visioning exercises in the form of games to develop a vision for the future of the corridor. Participants “purchased” improvements to the Red Line station by spending their own allotted budget, or splitting the cost with other players. The participants identified what types of businesses they would most like to see along the corridor. Attendees also built models in cooperation with others to show the form of future development they would most like to see. Those who attended the May 7 charrette revisited the results to refine and revise the vision for the district. The final result of the charrette process is described here.

El Station Overall, the charrette participants expressed a need for considerable work at the Thorndale station. However, this need was expressed in different ways at each charrette. Overall, there was widespread agreement that the Thorndale Red Line station needed major repair and renovation, perhaps including a complete reconstruction of the station.

Players at the first charrette in March generally spent their budgets separately, rather than pooling their funds for larger repairs. The groups purchased smaller-ticket items, including outdoor bike parking, cart vendors, new benches, and basic repair of the station interior. Most of these purchases represented improvements to the appearance or basic services of the station. Participants also selected restoration of historic features as a priority, reflecting the existing, but dilapidated, historic features at the station. However, big-ticket items like as rebuilding the viaduct, adding an elevator, or comprehensively renovating the station house, were not purchased during the March charrette. Participants at the second charrette in May did not feel that a wide range of smaller improvements was the most appropriate way to address the needs of the Thorndale station. Unanimously, the participants at the second charrette suggested that major, costly repairs were needed at Thorndale. The groups expressed strong opinions that the station’s condition merited substantial, if not complete, reconstruction. As one participant said, “I would like a brand new station at Thorndale rather than incremental minor amenities. No band-aids – fix it!” Personal safety problems, exacerbated by poor lighting and security, were also a major concern for participants in the second charrette, and it was a concern that many felt could best be addressed through a comprehensive renovation.

Rebuild Station House Not Historic Cost = $10,000 Includes #s 1, 8, 12, 14, 15, 16, 20 & 29 Complete demolition and reconstruction of a station house is very costly, may close the station for a period of time and cause system delays, but it can have a big impact. Example of game piece for El station Game

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Thorndale Retail Participants at the charrettes generally expressed a desire for Thorndale to upgrade its retail offerings and become a more attractive and useful district, with a greater number of consumer goods stores. There was no desire, however, to alter Thorndale’s role as a neighborhood-serving shopping district. During the first charrette in March, participants mainly chose retailers like cafes and bookstores and the top-preferred retailers for the train station were newsstands. The groups did not select very many professional or financial service businesses like banks, doctors, or accountants. No participant suggested that auto-related good and services (like gas stations, mechanics, or auto parts stores) were appropriate for Thorndale. Generally, the participants designed a district that had a great variety of smaller-format stores.

Participants selecting improvements to the Thorndale El station Conditions at the Thorndale station in 2007

At the second charrette in May, the participants discussed how this selection of businesses would affect the Thorndale district. During the discussion, the groups addressed particular types of businesses, and the overall impact of new businesses on activity and traffic. The participants in May felt that the first charrette had unduly downplayed the importance of professional and financial services. This second group suggested that a somewhat higher proportion of these businesses would be appropriate for Thorndale because they often provide daytime activity which supports lunch-time restaurant business and other business support services. The participants at the May charrette supported relocating or discouraging auto-oriented businesses away from the Thorndale district. Participants also felt that those auto-oriented businesses which were already located in the community should improve their exterior appearance.

Edgewater Red Line Corridors Revitalization Study

Thorndale Feelings were mixed about whether Thorndale should continue to host only small-businesses or attract some chain stores. The participants were split almost 50-50 on this issue. The groups indicated that the size of the business was less important than the quality of the business. Many comments emphasized a need for “no more dollar stores”, “variety”, and “clean, quality” establishments with “nicer aesthetics.” At the same time, there was a strong sentiment that businesses should reflect the character of the community, lending it a distinct flavor rather than an “anywhere” feeling. Participants in the second charrette on May 7 unanimously supported the additional activity that new shops would bring to Thorndale, again reflecting the relatively low intensity of retail activity compared to other station areas. The principal concern again appeared to be with the perceived low aesthetic quality of the existing businesses, and a desire for an improved physical environment, hopefully to be achieved through an increased retailing intensity.

Thorndale 13% 5% 20%

6% 5%

1. Food Stores

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

13%

0% 13%

Personal Services

13%

Results of Thorndale Retail game

Participants selecting retail for Thorndale

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Thorndale Urban Design Overall, the charrette participants expressed the view that the Thorndale district is somewhat underdeveloped and could accommodate a much greater level of density and use. Most participants expressed a desire for a Thorndale district with mainly three to four story mixed-use buildings that would support an urban, pedestrian, and transit oriented character. Parking lots or other surface parking was universally rejected, and the groups suggested that parking garages should be located to the rear or buildings or above ground floor retail. Participants in the March urban design charrette exercises added more density than is found in current conditions in the district. Most groups selected to preserve some existing buildings and to maintain a consistent urban street wall with buildings directly facing the street, indicating a respect and appreciation for the current urban fabric of the district. Players also expressed a desire for open space, mainly in the form of green roofs and some ground-level open space. Residents favored providing, yet visually de-emphasizing, parking facilities. Parking lots were unpopular, and many parking garages were preferred by groups to be located to the rear or buildings or to be placed above the first floor, leaving that floor clear for retail.

Participants building a vision for Thorndale

At the second charrette in May, the groups discussed how this vision for Thorndale would affect the neighborhood and development. The group discussions focused on how greater density would impact the community and on what might be needed in order to bring new green roofs to the district. Participants in the second charrette on May 7th concurred that an increase in density along Thorndale to reach a pedestrian-oriented, midrise scale was an appropriate strategy. Participants agreed that higher densities would both permit a more active street life and would attract more business to the area. Some residents

Edgewater Red Line Corridors Revitalization Study

Computer model of a Thorndale district built by participants in the March 2007 charrette, these models were reviewed and reevaluated during the May charrette

Thorndale felt that the areas where higher density was permitted be limited to the part of the district between Broadway and the Thorndale elevated station. There was also consensus that parking, whether ground level or structured, should be located so that it would not be visible from the street, and that active uses front parking in order to maintain vitality. Residents acknowledged that higher densities would translate to the loss of some of Thorndale’s single-story buildings. At the same time, participants also felt that higher densities would contribute to making the district safer. The groups suggested that additional density could be mitigated if developers provided desirable features like green roofs open space or off-street/second-floor parking structures. Regulating and requiring green space might also necessitate planning action from city agencies, potentially slowing or complicating development procedures. The higher residential density would support pedestrian-friendly, groundlevel retail, and the larger buildings would also permit larger retail formats. However, the higher densities might also mean that parking would become harder to find and more expensive; especially because the group concurred that surface parking should not be permitted, and parking structures should not be highly visible from the street.

Thorndale Survey All together, 192 people completed the EDC Red Line survey, either on-line or at one of the charrettes. Of these respondents, 60 (or 31%) selected Thorndale as the station they primarily use. The biggest physical challenges at the station are infrastructure issues and poor lighting. Riders would like to have a brighter atmosphere within the station and they would like the roof to be repaired so that it stops leaking. A priority concern for this station is safety. While the results for the all the other stations indicated that the frequency of trains was the biggest problem, Thorndale riders said safety was their most important concern. Riders said they would use the station more often if it felt safer. Participants also said they think the overall area surrounding the station will be positively impacted by an improvement in the appearance of the station as well as the appearance of the nearby stores. What problems keep you from using the Thorndale station more often? (Problem ranked #1) 50% N=60

45% 40% 35% 30% 25% 20% 15% 10% 5%

Alternative Thorndale district built by participants in March 2007

0% Appearance of station

Frequency of Trains

Concerns about safety

Variety of stores

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Thorndale Station Amenities Of the 60 respondents that selected Thorndale as their primary station 73% said that there needs to be improved lighting. Following the demand for better lighting, participants chose “other,” additional seating, neighborhood orientation map, community bulletin board and bicycle parking. Only two participants want the addition of lockers to the station. Some “other” responses were “repair the falling plaster” and “fix the leaking roof”. Problems with the ceiling or roof were the most mentioned category of “other” response.

Which types of amenities or special features would like to see added to the Thorndale station? (select all that apply) 100% N=60

90% 80% 70% 60% 50% 40% 30% 20% 10%

A N

er O th

in g na ls ea t dd iti o A

pr ov ed

Lo ck er s

g lig ht in

ap Im

gh bo

rh o

ity

ul le tin

or ie nt at io

B oa rd

Pa rk in g

Thirty percent of Thorndale users ranked their concern about safety as the number one reason they don’t use the station more frequently. Following this concern for safety was the frequency of trains, appearance of the station, and lastly the variety of stores. This is the only station where the frequency of trains ranked after safety concerns.

B ic yc le

Problems at the Station

Which of the following do you think would help the most to improve the area around the Thorndale station? (select all that apply)

Area Around the Station Thorndale primary users think that improving the appearance of the train station would help most to improve the area around this station. They also responded that improving the appearance of the stores near the station, increasing the variety of shopping near the station, adding more small or locally run businesses, improving access to other types of transit and adding more national chain stores would help to improve the area around the station. Less than 15% of people believe that improving or adding parking will help improve the area around the station.

100% N=60

90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Improve Improve Increase appearance appearance variety of of train of stores near shopping station station options near station

Edgewater Red Line Corridors Revitalization Study

Add more Add more Improve or Improve small or national chain add parking access to locally run stores other types of businesses transit

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Granville

HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Granville Vision for the Granville District The vision presented here is the result of several months of research and community participation workshops. The research findings and results of the charrettes are described in the following pages of this chapter.

Station An incremental approach to the renovation of the Granville Red Line station would be appropriate as long as it addresses infrastructural repairs, water leakage and results in an improved appearance of the station. In the short term, a repainted and better lit area under the viaduct and an improved crosswalk near the station will be help address passenger safety and station appearance concerns. In the longer term, the Granville station should undergo remodeling that improves the form and function of the station. A new neighborhood sign on the viaduct can improve the appearance of the station and draw attention to the Granville district. New signage and lighting in the station interior that fit and enhance the station’s modernist aesthetic would be appropriate. During the remodeling, it will be important to organize the clutter caused by the vending machines, ticket machines and ATMs to facilitate the flow of passengers through the station. Finally, water seepage, slick floor surfaces and deteriorating concrete should be rectified so that the passenger and retail areas are safe and comfortable.

would also be appropriate additions. Professional and financial services should be allowed on Granville in limited numbers, but they should not become a dominant presence. There should be no auto-related uses.

Urban Design New development on Granville should strive to maintain a pedestrian and transit orientation with an urban character. For the most part, buildings should be built to the sidewalk for a consistent street wall, and they should all have ground-floor retail space. New buildings should be built between four to seven stories in Granville area, except on Broadway where they should remain between three to five stories tall. In all new development, parking should be located off of Granville, preferably in a structure at the back of lot or along the El tracks. In order for the new green roofs to be built, a development bonus of about 10 to 15% of FAR should be offered for green roofs visible from the El tracks.

Retail The Granville district is at a critical moment where it can use the momentum of new development to fill vacancies and become a significant dining and shopping district for Edgewater and its neighboring communities. The smaller spaces near the El station can provide convenience goods and services for rail passengers. The medium-sized spaces in the district should become home to three to five new full service restaurants. A high quality consumer goods store would be an important new business to support the district, such as a book, music or art supply store. Neighborhood retailers, like hardware and specialty foods stores

Fully occupied, this historic structure can contribute to the character of the district

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Granville

Artist’s depiction of the vision for the Granville district looking east from the base of the new “Granville” building at Broadway and Granville. New buildings in the Granville district should have ground-floor retail and moderate density with mid-rise heights. A mix of small and medium format storefronts should provide a high quality shopping and dining opportunities. The result will be a pedestrian oriented business district that draws shoppers from the surrounding neighborhoods.

Edgewater Red Line Corridors Revitalization Study

Granville Physical Analysis Key Ideas • • •

Granville is a higher density, mixed-use district 1980s Renovations at the Granville station have left it plain but functional Recent and new development provides new opportunities for Granville

The Granville station area is characterized by the activity resulting from high residential densities directly to the east, from a major new mixeduse development occurring adjacent to the station, proximity to the Loyola University Campus, and by an otherwise intact, historic urban fabric. The Granville station has also been modernized, resulting in better conditions than elsewhere in the study area. Overall, the Granville district is physically attractive, although the existing retail mix does not contribute to this vitality.

assortment of retail establishments. Most of these establishments occupy historic buildings, but in many cases disrespect the older architecture with low-quality, even garish signage. This diminishes the overall visual quality of the district. While existing retail is small to mid format, this may change with the completion of “the Granville”, an eleven-story mixed-use building scheduled for 2007 completion. This building will provide significant amounts of structured parking as well as large retail spaces on the ground floor, directly adjacent to the Granville station. However its second, third and fourth floors will face the street with a blank parking wall, in common with other buildings of this type constructed in Chicago in recent years. This will diminish the visual interest of the streetscape. The urban fabric of the Granville station area is a mix of high and low densities. There are several 10-plus story residential buildings to the east of the station, but none to the west. The intervening fabric is a mix of taxpayers and mid-rise residential buildings. Overall, the Granville area’s pedestrian-friendly, relatively dense nature, combined with the high level of architectural quality of nearby buildings, provide a strong foundation for improvement.

The Granville station was comprehensively renovated in the early 1980s. As a result the station lacks most of the historic features found on some other Edgewater stations, but is in relatively good physical condition. The CTA modernization did not add significant aesthetic appeal to the station, although it enhanced functionality through elements like an escalator and better lighting. Like other CTA stations, the Granville station has since been cluttered with poorly-located modernizations, particularly automatic kiosks for tickets, soda, and ATMs. Like much other Edgewater retail, the Granville station’s retail is smallto-mid-sized. All of it is located either on the ground floor of multifamily residential buildings (as high as 12 stories), or in street-fronting one-story “taxpayer” buildings. Granville features a diverse and generally thriving

Current configuration of Granville Red Line station entrance in 2007

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Granville

S T A T I O N

Analysis of current urban design characteristics of Granville Corridor

Edgewater Red Line Corridors Revitalization Study

Granville Retail Inventory Key Ideas • • •

Granville is a neighborhood oriented convenience district Additional retail space in new development offers opportunity for change in retail mix Granville has a significant number of vacant storefronts

As of 2007, the Granville district drew customers from a short range and suffers from many vacancies, but there is tremendous potential for change. A significant new development at Broadway and Granville promises to bring new residents businesses and shoppers to the district. Near-by Loyola University has invested in new buildings just north of the district, holding the possibility of bringing more student activity to the district. The makings for a revitalized district seem apparent.

Vacancy and Size The Granville business corridor has 45 commercial spaces. Of these, 31% (or 14) of these spaces are currently vacant. Most of these vacancies are clustered in particular buildings. Seven of the vacancies are within one block of the Granville red line station. Just east of Winthrop on Granville there are five vacant store fronts on the first floor of a multistory apartment complex. All of the retail spaces are of the traditional 1000 to 2000 square foot storefront variety, but the new “Granville” building promises to add larger, more modern retail space to the district.

Business Types The Granville corridor is composed of 19 neighborhood convenience business types such as Sam’s Chicken and Ribs and various local

Example of Granville district retail space

tailors and dry cleaners. These are businesses that attract neighborhood residents but likely do not draw a large crowd from other neighborhoods. In addition to these neighborhood oriented businesses, there are two destination shops along this space including Trivoli Restaurant and Heritage Books. There are four professional services including Sheon Realty and Granville Vision Center. Fig Media and Loyola Campus Police are noted as “other.” If the existing 14 vacancies are filled with destination shops, there will likely be more foot and car traffic along the corridor with the possibility of having higher quality products than currently exist.

National and Local Businesses The overwhelming majority of businesses surrounding the Granville station are locally owned. Of the 31 existing businesses, 29 are not part of national or regional chains. The two stores that are part of national corporations are CVS Pharmacy and Subway. The commercial space in the new “Granville” building is likely to appeal to larger format, national retailers who may (depending on which retailers open here) help to anchor the businesses in this district.

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Granville Granville

Granville Retail Business Types 20 18 16

Number of businesses

14 12 10 8 6 4 2 0 Neighborhood Convenience

Destination

Professional

Other

Granville businesses by use 1. Food Stores

5. Books, Music & Hobbies

Thorndale 2. Health & Personal

9. Automotive Goods and Services

10. Professional and Financial Services

3. Home Goods & Hardware

7. Full Service Restaurant

11. Other

4. Apparel & Accessories

8. Cafés and Take Out

12. Vacant

Personal Services

Granville Businesses: National v. Local 35

Number of stores

Granville businesses by type

0 National Chain

Example of Granville district retail space

Edgewater Red Line Corridors Revitalization Study

Regional Chain

Local

Granville district businesses by ownership

Granville Charrette Results Key Ideas • • •

Significant improvement to the appearance of the Granville station is desired Participants wanted Granville to evolve into a destination and dining district A somewhat higher level of density in new development would be acceptable if amenities like green roofs were included

El Station Overall, the charrette participants expressed a desire for considerable improvement at the Granville station. However, this need was expressed in different ways at each charrette. Overall, there was agreement that the appearance of the Granville station should be improved and that problems that affect passenger comfort and retail space leasing (like water seepage) should be addressed.

Participants selecting improvements to the Granville El station

Players at the first charrette in March worked together to pool their funds to purchase larger repairs. Together, the Granville groups purchased improvements like major viaduct repair, renovation of the station interior, and a neighborhood sign on the CTA overpass. Participants at the second charrette in May indicated that the focus on major infrastructural repairs was perhaps too severe. By a nearly two to one margin, participants at the second charrette expressed an opinion that a more incremental approach to Granville station improvements was more appropriate. The groups indicated that compared to the other Red Line stations in Edgewater, Granville was in relatively good shape. One participant noted, “Granville is relatively new and needs little work when compared to Thorndale. If we can only get one station torn down and

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Granville rebuilt, it should be Thorndale.” Even so, the groups expressed a strong sentiment that the Granville station should be “spruced up” and that problems like leakage, concrete spalling and slippery surfaces should be rectified. There was likewise support for station improvements like a neighborhood sign on the overpass and more lighting at the station.

Retail During both charrettes, the participants envisioned the Granville district as eventually becoming a destination for dining. A consistent theme for new business development on Granville was for new restaurants and cafes of different types. Players at the first charrette in March expressed a preference for Granville to have an increased number of consumer goods and food service businesses. Granville participants focused on dining including cafés, take-out, and full service restaurants. The top-preferred retailers for the train station were newsstands. Generally, Granville participants preferred to designate some space in the district for medium to large format stores.

None of the groups showed a strong preference for professional or financial services like banks, doctors, or accountants. The participants did not choose any auto-related good and services, like gas stations, mechanics, or auto parts stores, for the Granville district.

❁❋❄❆❊❃❖❂❈❅❉❀✙❃✿

During the May 7th charrette, participants discussed the impact on the neighborhood of limiting the professional services, adding more evening and weekend activity and allowing larger businesses to locate on Granville.

Neighborhood Sign on Overpass Cost = $500

Professional and financial services (like dentists, lawyers, realtors and banks), were a very small portion of the businesses selected for the Granville District. These types of businesses are generally less visible and active uses of a storefront and may even have a street-deadening

Edgewater Red Line Corridors Revitalization Study

March 12 participants at the fourth table leaving comments and suggestions

Adding signs to the overpass can add character to the station and make it more identifiable. Signs can also conceal unsightly concrete patches. Example of Station Game card

Granville effect if too heavily concentrated. Despite this possibly negative effect, the group discussed how these uses often provide daytime activity which supports lunch-time restaurant business and other business support services. The participants unanimously agreed that it was important to the health and vitality of the district to have some financial and professional service businesses on Granville, even if they are in second floor offices. Auto-related businesses often have an unattractive appearance and disrupt the continuity of the street-front and pedestrian realm. By a 9 to 1 margin, the groups strongly supported keeping auto-related businesses off of Granville.

Granville, Overall Results 11% 7%

18%

6% 5%

0% 8%

12% 7%

1. Food Stores

7. Full Service Restaurant

2. Health & Personal

8. Cafés and Take Out

3. Home Goods & Hardware

9. Automotive Goods and Services

4. Apparel & Accessories

10. Professional and Financial Services

5. Books, Music & Hobbies

11. Other

12. Vacant

Personal Services

21%

Results of Granville Retail game

Feelings were mixed regarding the potential for locating larger stores in the Granville district. Participants split almost 50-50 on this issue. Less important for residents than the size of the business was the perceived quality of the business. Many comments emphasized a need for “no more dollar stores”, and “clean, quality” establishments. At the same time, there was a strong sentiment that businesses should reflect the character of the community, rather than having an “anywhere” feeling. One participant noted, “ High quality retail over “you could be anywhere” retail – things that add to the special-ness of the area”. Parking and traffic were present, but not dominant issues of concern at the May charrette. There was not an overriding concern with congestion or a desire for structured parking, reflecting perhaps the moderate level of activity currently in the Granville district. Participants in the charrette on May 7 unanimously supported the additional activity that new shops would bring to Granville, again reflecting the relatively low intensity of retail activity compared to other station areas. The principal concern again appeared to be with the perceived low aesthetic quality of the existing businesses, and a desire for an improved physical environment, hopefully to be achieved through an greater shopping and dining activity.

Participants selecting retail for Granville

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Granville Urban Design The charrette participants envisioned Granville gaining some additional density, especially near the Red Line station, improving the appearance of current buildings and adding green roofs to many buildings. Parking lots or other surface parking was universally rejected, and the groups suggested that parking garages should be located to the rear or buildings or above ground floor, active uses.. Participants in the March Granville urban design charrette exercises built models with a much higher level of density than is currently found, often with new buildings of up to nine stories tall. Players also expressed a desire for green space, mainly in the form of green roofs. At the second charrette in May, the groups discussed how this vision for Granville would affect the neighborhood and development. The group discussions focused on how greater density would impact the community and on what might be needed in order to bring new green roofs to the district. One group selected to preserve one existing building and most groups chose to maintain a consistent urban street wall with buildings directly facing the street, indicating a respect and appreciation for the current urban fabric of the district.

Participants building a vision for Granville

Participants in the second charrette on May 7th were split about the appropriate level of density for Granville. Many residents agreed that higher densities would both permit a more active street life and would attract more business to the area. However, some residents felt that this level of density would not be appropriate, and would prefer to keep the density closer to where it is today. Despite this, the groups agreed that parking, whether it be ground level or structured, should be located so that it does not be dominate the appearance of the street, and that active uses should be located under and in front of parking in order to support the vitality of the district. Computer model of a Granville district built by participants in the March 2007 charrette, these models were reviewed and reevaluated during the May charrette

Edgewater Red Line Corridors Revitalization Study

Granville The groups suggested that additional density could be mitigated if developers provided desirable features like green roofs or off-street/ second-floor parking structures. The higher residential density would bring support pedestrian-friendly, ground-level retail, and the larger buildings would also permit larger retail formats. However, the higher densities might also mean that parking would become harder to find and more expensive; especially because the group concurred that surface parking should not be permitted, and parking structures should not be highly visible from the street. The groups agreed that the Granville district should have new green space would on some rooftops, where it would enhance environmental performance, but would be less accessible to the public. Since green roofs are expensive to install, developers might need incentives, such as higher density, in order to provide this space in new developments. And other amenities, such as affordable housing set asides, might be supplanted by this green space. Regulating and requiring green space might also necessitate planning action from city agencies, potentially slowing or complicating development procedures.

Granville Survey All together, 192 people completed the EDC Red Line survey, either on-line or at one of the charrettes. Of these respondents, 45 (or 23%) selected Granville as their primary station. Granville riders noted the darkly lit station and current lack of seating as the biggest issues at this station. Better lighting, more seating and a community bulletin board were the most supported improvements. Riders say that they would use the station more often if the trains came more frequently. An additional concern at the station is safety. Riders say they would use the station more often if they felt safer. Another challenge that the Granville station faces is a lack of store variety. Riders say that better shopping options would improve the overall area around the station.

What problems keep you from using the Granville station more often? (Problem ranked #1) 50% N=45

45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Appearance of station

Frequency of Trains

Concerns about safety

Variety of stores

Alternative Granville district built by participants in March 2007

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Granville Station Amenities Of the 45 respondents who use Granville most frequently, nearly 68% said they would like to see improved lighting added to the station. Improved lighting was followed by additional seating, community bulletin boards, neighborhood orientation map, “other,” and bicycle parking. Only five respondents would like to see lockers at Granville. An elevator, coffee kiosk and a wider platform were some of the write in responses to “other.”

Which types of amenities or special features would like to see added to the Granville station? (select all) 100% N=45

90% 80% 70% 60% 50% 40% 30%

Problems at the Station

20%

Granville primary station users ranked frequency of trains first for what keeps them from using this station more often. After train frequency, 22% of riders said that the reason they don’t use the station more often is out of a concern for safety. Variety of stores and appearance of the station were ranked last.

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Area Around the Station Survey participants from Granville think that an increase in the variety of shopping options near the station would help to most improve the area around the station. They would also like to see an improvement in the appearance of stores around the station, in the appearance of the station, and an addition of more small or locally run businesses. Fewer than 13 respondents said they would like to see an improvement in access to other types of transit, and improvement or addition of parking, or more national and chain stores.

Which of the following do you think would help the most to improve the area around the Granville station? (select all that apply) 100% N=45

90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Improve Improve Increase appearance appearance variety of of train of stores near shopping station station options near station

Edgewater Red Line Corridors Revitalization Study

Add more Add more Improve or Improve small or national chain add parking access to locally run stores other types of businesses transit

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Granville

Thorndale Bryn Mawr

Edgewater Red Line Corridors Revitalization Study

Berwyn

Volume 2: Appendices January 2008

HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement COLLEGE OF URBAN PLANNING & PUBLIC AFFAIRS

Participating Organizations HARRY OSTERMAN STATE REPRESENTATIVE 14TH DISTRICT

UIC Nathalie P. Voorhees

UNIVERSITY OF ILLINOIS AT CHICAGO

Center for Neighborhood and Community Improvement

UIC Credits

Project Directors Brent D. Ryan, Ph.D., AICP

Assistant Professor, College of Urban Planning and Public Affairs; Co-Director, City Design Center

Janet Smith, Ph.D.

Associate Professor, College of Urban Planning and Public Affairs; Co-Director, Nathalie P. Voorhees Center for Neighborhood and Community Improvement

Research Staff

T. Abraham Lentner, MUPP

Assistant Director, City Design Center

Graduate Research Assistants

Bryce Bushman Zara Kadkani-Schmitt Katherine Tully Leilah Rampa

For more information visit: www.edgewaterdev.org

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Appendices Appendix A: Participant List

Appendix B: Game Pieces for Red Line Station Charrette Exercise

Edgewater Red Line Corridors Revitalization Study

Appendices

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Edgewater Red Line Corridors Revitalization Study

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Edgewater Red Line Corridors Revitalization Study

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Appendix C: Game Pieces for Retail Mix Charrette Exercise

1. Food Stores • Grocery stores • Bakeries • Butcher Shops • Deli Foods • Liquor Stores • Fresh Produce

2. Health & Personal Care Goods • Pharmacies • Beauty Supply • Vitamins & Supple ment Stores

3. Home Goods & Hardware • Furniture Stores • Electronics Stores • Hardware Stores • Appliance Stores • Lawn and Garden

4. Apparel & Accessories • Clothing Stores • Shoe Stores • Jewelry Stores

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Appendices 5. Books, Music & Hobbies • Book stores • News stands • Record & CD Stores • Sporting Goods • Sewing and fabric

6. • • • • •

7. Full Service, or sit-down restaurants • Pancake house • Brunch Place • Diners • Lunch and dinner restaurants

8. Cafés and Take Out • Coffee shops • Doughnut shops • Pizza delivery • Sandwich Shops • Ice Cream Stores • Fast Food Stores

9. Automotive Goods and Services • Car dealers • Auto Parts stores • Gas Stations • Repair Shops

10. Professional & Financial Services • Doctors & Dentists • Realtors & Lawyers • Insurance Agents • Banks

Personal Services Barbers and Salons Nail Care Stores Dry-cleaners Coin Laundries Pet Grooming

Appendix D: Business Inventory Summary In February and March, 2007, UIC graduate students collected a detailed set of data about the businesses located on the Edgewater red line station corridors. The areas covered were the Bryn Mawr, Berwyn, Thorndale and Granville station corridors. This inventory consisted of categories which detailed the business type, storefront sizes and amenities (i.e. bicycle parking, landscaping), land use and building height. This data was used to create a deeper understanding of the business district surrounding the red line el. One main focus of these charrettes was thinking of ways that Edgewater could enhance transit oriented development around the red line stations. With this information UIC staff were able to develop a layout of the business district, get a sense of the current variety of stores, and understand how many vacant store fronts are available and where these vacancies are located. This data was compared the proportion of Edgewater’s business types with other neighborhoods to get a sense of the overall distribution of services, restaurants, and destination shops. This information was used during the charrettes to show participants what Edgewater looks like, and allow them space to brainstorm about what their ideal business mix would be. In total 168 businesses and vacant store fronts were recorded.

Outcomes 11. Other • Department Stores • Pet supply stores • Florists • Specialty Crafts • Office Supplies

Edgewater Red Line Corridors Revitalization Study

Overall, Edgewater’s red line corridors consist of 31% professional and financial services and 16% automotive goods and services. Compared to Hyde Park and Oak Park, the two neighborhoods used as examples of a balanced business mix, the proportion of professional services is slightly lower and automotive goods is incredibly high.

Appendices Most of this property is owned by the CTA and many community members stated that the CTA did not do an adequate job of keeping this property in quality condition. They claimed that if the commercial spaces were kept at a higher quality, businesses of a higher quality would follow and would remain in this space for a longer period of time.

Business Types

Vacancy at the Berwyn El Station

Of the 39 businesses that are currently occupying the business corridor, 27 of these businesses would be considered destination business types such as the Jewel Grocery store or Janet Gainer Photography. The remaining 18 stores located in the area are neighborhood convenience stores such as Pause Coffee or Station Cleaners. The outcome is that 71% of these shops are theoretically bringing in business from outside of the immediate Edgewater community. However, it is important to take a closer look at the quality of these comparison goods shops because many of them are not of high quality and might fail to bring in much business from outside the immediate area. If Edgewater has the goal of bringing more outside foot traffic to the neighborhood, they should seek to fill the current four Berwyn vacancies with more high-quality destination business types.

Berwyn

Employment

Vacancy and Size In total there are 43 commercial spaces along the Berwyn commercial corridor. Of these 43 spaces, 9% are currently vacant. All four vacant stores are located under or directly next the red line station. These spaces and locations could have the highest level of foot traffic because of their close proximity to the CTA stations, but there was a similar pattern throughout all four stations of having high levels of vacancy close to the train stations. All of these vacancies would be appropriate to fit a small sized business.

17% of employment in this area is in the personal services such as Perfections Salon or the New Paramount Cleaners. Only 2%, or 5 businesses, in the Berwyn district employ people in professional services. The Jewel located on the corner of Berwyn is the largest employer in the region, with about 147 employees.

National and Local Businesses The Berwyn corridor is well occupied by local businesses with 69% of stores being locally owned. The other 23% are national chains such as

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Appendices GNC and Pier 1 Imports. 2% of businesses are part of regional chains like Jewel Osco and North Community Bank If Edgewater residents would like to continue in the current trend of having locally owned businesses, they should look to fill the remaining four vacant store fronts with local shops.

12% of employment is in the professional or financial services such as Chase Bank and Lakefront Group (real estate agency). The Walgreen’s located on the corner of Broadway and Bryn Mawr is likely the largest employer along the corridor.

National and Local Businesses

Bryn Mawr Vacancy and Size There are 55 total retail spaces available along the Bryn Mawr corridor. Currently there are 8 vacancies, or a 14% vacancy rate. Four of these 8 vacancies are located directly around the red line station. Similar to Berwyn, this is potentially the most valuable and transit oriented development friendly property along the corridor, but is not being used to its full potential by having such a high rate of vacancy.

80% (38) of businesses located along Bryn Mawr near the red line station are locally owned, such as Kate the Great’s Book Emporium and Salon Echo. 13% are nationally owned like Walgreen’s, and 6% are regionally owned, such as White Hen Pantry and Francesca’s Bryn Mawr. This district has a heavy presence of local owners, and if having many a strong locally owned district is a priority, the existing vacancies should be filled with more local shops.

Thorndale

Business Types

Vacancy and Size

There are 24 neighborhood convenience business types along the corridor such as Flourish Coffee and Magic Touch Nail Salon. The remaining 23 businesses can be classified as destination shops because they offer comparison goods or are full service sit down restaurants. However, some of these comparison goods are not necessarily businesses that people from outside of the area would travel a far distance to get to, such as Accu-Tronix which is a very small format, lower quality electronics store. These lower end comparison goods businesses have a seemingly ambiguous customer base.

There are 25 retail spaces available along the Thorndale red line corridor. There are currently four vacancies, two of which are located under the el, and one is within two storefronts of the station. Edgewater residents have attributed the vacancies under the el to poor CTA upkeep of the spaces. Similar to the stations listed earlier, the Thorndale red line station commercial space could be a useful amenity for residents and public transit users.

Employment

Along this transit corridor there are 7 destination shops, such as Little Corner Restaurant and Nova Fragrances. However, many of the other current comparison goods stores are comprised of low-quality products that likely not draw a large market towards the district such as a wig

12% of businesses along Bryn Mawr employ people in the personal services such as Salon 54 and New Style - Men’s Wear and Cleaners.

Edgewater Red Line Corridors Revitalization Study

Business Types

Appendices National and Local Businesses 100% of the stores located along the Thorndale corridor are locally owned businesses. While having local businesses can be beneficial in that they retain a unique feel for the neighborhood and are often more urban because of their small scale nature, there would be a stronger retail mix if high-quality regional or national chains occupied some retail space. These stores could serve as an anchor for other highquality stores and would draw shoppers to the currently existing local businesses.

Granville Vacancy and Size

Dollar Store in the Thorndale District

shop and two dollar stores within half a block of each other. Thorndale has 14 neighborhood convenience stores where the main customer market is likely immediate residents and employees of the Thorndale corridor such as the Broadway Bank and the Thorndale Deli. In order to increase patronage and use of these storefronts, it the existing four vacancies should be occupied by higher-quality destination shops.

Employment The two larger employers within this district are the Medical Center and Broadway Bank, both of which are located along Broadway west of the station. 19% of employers are in the personal service industry such as dry cleaners and tailoring. Another 19% of employees have jobs in sales of comparison goods like the Thorndale Pharmacy.

The Granville business corridor has 45 commercial spaces. Of these 41 parcels, 31% of these spaces are currently vacant. Of these 14 vacant store fronts, seven are within one block of the Granville red line station. Just east of Winthrop on Granville there are five vacant store fronts on the first floor of a multilevel apartment complex. This would be an excellent location to add businesses that red line commuters and Edgewater residents could solicit, such as a fresh fruit store.

Business Types The Granville corridor is composed of 17 neighborhood convenience business types such as Sam’s Chicken and Ribs and various tailors and dry cleaners. These are businesses that attract neighborhood residents but likely do not draw a large crowd from other neighborhoods. In addition to these neighborhood oriented businesses, there are 13 destination shops along this space including Fig Media and Heritage Books. If the existing 14 vacancies are filled with destination shops, there will likely be more foot and car traffic along the corridor with the possibility of having higher quality products than currently offered.

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Appendices Employment 35% of workers in the Granville corridor are employed in sales of comparison goods at stores such as Heritage Books and Europa Meat Market. 16% are employed in the service industry through the 4 full service restaurants and one bar. Only 3% of businesses employ people in professional services, such as the Granville Vision Center. The area around the Granville station would have a more evenly distributed retail mix if some of the vacant store fronts are occupied by professional services. This would create more foot traffic during the day to the corridor and local businesses.

National and Local Businesses The overwhelming majority of businesses surrounding the Granville station are locally owned. Of the 31 existing businesses, 29 are not part of national or regional chains. The two stores that are part of national corporations are CVS Pharmacy and Subway. While many Edgewater residents stressed the importance of having small, locally owned businesses, most people said that quality of a store’s products are more important than whether a store is part of a national or regional chain.

Appendix E: Community Survey Summary During February and March 2007, the Edgewater Development Corporation conducted an online survey to gather information and opinions about the Edgewater Red Line stations and nearby commercial corridors. There were 192 responses from people ranging in age from 18-80 years old. 175 surveys were taken on the online survey tool SurveyMonkey (www.surveymonkey.com) and the additional 17 surveys were taken by participants during the March 5th and March 12th charrettes. The survey was advertised on the EDC webpage, through EDC mass emails, and on the charrette advertisement cards and posters which were handed out at red line stations and hung in windows of community businesses. There were 23 closed and open ended questions. The survey consisted of Respondents were asked to answer questions about which stations they use most often, what improvements they would like to see to the stations, what their opinions are about the retail options in the area, and what new retail options they would like to see provided. The intention of this survey was to learn what red line users liked and what they felt needs improvement with the current Edgewater red line station amenities and business options. Key Findings • Stations need improved lighting • Neighborhood orientation map and community bulletin are in high demand and would be a cheap way of improving the stations. • Quality of stores is greater problem than variety

Outcomes Overall, there is a high level of dissatisfaction with the Edgewater red line station infrastructure and amenities. Additionally, Edgewater residents would like to have a higher level and quality of destination shops and services.

Edgewater Red Line Corridors Revitalization Study

Appendices Participant Behavior Most survey participants ride the train on a weekly basis and live within a few blocks of the el stations allowing the majority of riders to walk to the station. The main use of the red line is for transportation to and from work. Most participants use the red line during rush hour and on the weekends, which are also CTA’s peak travel times.

Red Line El Stations Overall, the number one station amenity that survey participants desire is better lighting. In all four stations improved lighting ranked first out of all station improvement options. Each station also had a high level “other” fill-in responses that ranged from smaller scale amenities (i.e. “Digital information on trains arrival and expected time to downtown” and “Just the basics: Water tightness, cleanliness, no falling plaster, no sidewalk pits, paint”) to large station infrastructure improvements (i.e. “Structural repairs and an end to the constant leaks--the station is like a flood zone during the winter!”) The third and fourth highest ranked improvements were a neighborhood orientation map and a community bulletin board. There were also many respondents who would like to see the addition of elevators for disabled people, bathrooms, and increased police presence. There was a lower demand for lockers and bicycle parking. When asked what keeps the respondent from using their preferred station more often, the number one response throughout all stations was frequency of the trains. Concerns about safety and appearance of the stations were voted second and third most often at all stations. The concern for safety was highest at the Thorndale and Granville stations, and appearance of the station was ranked most problematic at Thorndale. Variety of stores ranked least problematic for all stations except Granville, where a third of participants ranked it as problematic.

Commercial Corridors Overall, there is dissatisfaction with the level of quality of stores near the Edgewater red line stations. The majority of respondents rated the quality of stores as fair or poor at all stations; however, there was more of a demand for higher quality stores at the Granville and Thorndale stations while Berwyn and Bryn Mawr primary users had slightly higher levels of satisfaction with the quality of stores near their station. In response to a question about what stores participants use the most that are close to their primary stations, respondents ranked Jewel, Dominick’s, and Metropolis Coffee as the top three businesses. When asked which companies or types of businesses they would like to see added near the stations the responses were Trader Joe’s or other highend grocers, Nookies and high quality restaurants, and more high quality

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Appendices Appendix F: Community Survey Results Introduction In February 2007 the Edgewater Development Corporation, the City Design Center, and the Voorhees Center conducted a survey to learn about the use of the red line stations and surrounding commercial corridors in the Edgewater Community. Respondents were asked to answer questions about which stations they use most often, what improvements they would like to see to the stations, what their opinions are about the retail options in the area, and what new retail options they would like to see provided. There were 192 respondents.

Survey Results coffee shops. Again, there was a strong emphasis on improved quality of stores. One respondent wrote, “I don’t think it’s the type of store/ business, I think it’s the general appearance of any and all businesses that share the proximity of the Berwyn Station. The whole area needs a major clean-up and face lift.” and another respondent wrote “Trader Joe’s or some other upscale grocery.”

Question 1: Do you live in Edgewater? 93% of respondents live in Edgewater. Question 2: How many times a week do you ride the red line? Survey results indicate that 71% of respondents ride the red line between 1-10 times a week. This indicates that most respondents use the red line on a regular, weekly basis. Question 3: What is your home zip-code? 93% of survey participants live in 60660 and 60640, the two zip codes that encompass Edgewater. Other zip-codes reported with less frequency were 60625, 60623, 60630, 60657, 60193, and 60201. Question 4: What is the zip-code for your place of work? The top four zip codes reported for place of work were 60606, 60660, 60604, and 60610. In total there were over 20 different zip-codes reported for respondent’s place of work. These results indicate that

Edgewater Red Line Corridors Revitalization Study

Appendices

survey respondents work throughout the Chicagoland area with a heavy concentration of participants working downtown and in Edgewater. Question 5: Please rank which stations you use most often. (1 = most often, 4 = least often) Results from the survey indicate that Thorndale and Bryn Mawr are the most frequently used train stations, followed by Berwyn and Granville. However, there was not a large difference in ridership between any of the stations. These results indicate that ridership is well distributed throughout all Edgewater red line stations. Question 6: Please rank what you use the Red Line for most often (1 = most often, 5 = never). 68% of survey participants use the red line for transportation to and from their place of work, while 59% use the el for recreation and 36% use it for shopping. These results indicate that people use the red line primarily for transportation to and from work and recreation.

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Appendices Question 7: If other, please specify: Respondents also indicated that they use the red line frequently for transportation to medical appointments, visiting friends and family and volunteer work. These results indicate that riders use the train for a diverse range of travel destinations. Question 8: What times of day and week do you use this station most? (select all that apply) 67% of participants responded that they use the red line most on the weekdays during rush hour, and 60% use the train most during the weekends. Fewer participants answered that they use the train midday during the week or during the evenings. This indicates that red line stations are most frequently used in the mornings and evenings Monday through Friday, and on the weekends. Question 9: How do you get to the station? (select all that apply) Over 96% of respondents walk to the train. 9% said they take a bus to the train station. Very few people ride bikes, take taxis or drive to the train. This indicates that most people who ride the red line live or work within walking distance to the Edgewater stations. Question 10: How many blocks is this station from your usual destination in Edgewater (home, work, shopping, etc)? 66% of respondents have to commute 1-3 blocks from the train to their usual destination, while 20% commute 4-5 blocks and 7% commute 6 blocks or more. These results indicate that most participants do not have to travel far to get to and from the Edgewater stations and that there is a high density of riders closest to the stations. Question 11: Which types of amenities or special features would you like to see added to this station? (select all that apply) Respondents most desire improved lighting at the red line stations, followed by a neighborhood orientation maps, community bulletin boards, seating, and lockers. Respondents would also like to have the roof repaired, have a cleaner station, improved safety and public art. These results indicate that small station repairs are desired as well as larger infrastructural improvements.

Edgewater Red Line Corridors Revitalization Study

Appendices The following charts show the overall desired amenities, and then amenities broken down by station by respondents who answered that they use that station most often by entering “1”.

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Appendices Question 14: What new businesses would you like to see near this station? The top three new businesses that were named were Trader Joe’s or other high-end grocers, Nookies and high quality restaurants, and more high quality coffee shops. These results indicate that there is a demand for higher quality restaurants, cafés, and grocery stores. An important emphasis throughout was placed on higher quality businesses. Almost every time “restaurant” was mentioned, there was high-quality adjective associated with it.

Question 12: How would you rate the quality of the stores near the station? (select one) 70% of respondents rated the quality of the stores near the station as “fair” or “poor”, while 26% chose “good” and just three people responded “excellent”. Berwyn and Bryn Mawr primary station users had a higher number of respondents who chose “excellent” and “good”. This indicates that respondents would like to see a change or improvement in the quality of the stores along the red line corridors, but that there is greater need for improvement at the Granville and Thorndale stations.

Question 15: Rank the problems that keep you from using this station more often (use 1 for most problematic and 4 for least problematic): About 40% of respondents answered that the frequency and speed of the trains kept them from using the station more often, followed by a concern for safety (30%), appearance of the stations (26%), and the variety of the stores along the corridor (20%). These results indicate that the first improvements that need to be made are train service speed and improved safety implementations. The following charts show the overall

Question 13: Name the three businesses that you visit most often near this station. The top three current businesses named were Jewel, Dominick’s, and Metropolis Coffee. These results indicate that grocery stores and coffee shops are frequently solicited.

Edgewater Red Line Corridors Revitalization Study

Appendices “1” responses, and then each station’s “1” responses from the primary station users (those who answered “1” to question 5)

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Appendices Question 16: Which of the following improvements do you think would help the most to improve the area around this station? (select all that apply) 82% of respondents think that there should be an improvement in the appearance of the station, 73% think there should be an improvement in the appearance of the stores near the station, 70% think there should be an increase in the variety of shopping options near the station, 53% think there should be an increase in small or locally run businesses, and 32% would like to see improved access to other types of transit. Less than 27% of respondents would like to see an increase in national or chain stores, and less than 18% of respondents would like to see additional parking added. These results indicate that respondents see a lot of room for improvement in both the Edgewater stations and surrounding commercial areas. There is a preference for more variety in stores and overall improved appearance of the area. Question 17: Do you own or rent your home? 72% of respondents own their home. Question 18: How old are you? 70% of respondents were between the ages of 31-60.

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Question 19: What kind of work do you do? Please refer to the full survey results to view employment selections. Question 20: What is the total income of your household? Total household income was almost equally distributed between the $25,000-$100,000 range. 26% of respondents have a household income over $100,000 and 3% earn less than $25,000. These results indicate that responses reflect a wide range of household incomes. Question 21: If you live in Edgewater, how long have you lived there? 60% of respondents have lived in Edgewater for 1-10 years. Question 22: What is your gender? 47% of respondents are male, 45% are female, and the remaining 8% left this question blank. Question 23: How would you describe your race, ethnicity or ancestry? Respondents were allowed to answer this question in their own words. This has been summarized in four categories: White, African American, Other, and blank. 75% of respondents were white.

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