HomeMy WebLinkAbout2008 - City of Lansing Conceptual Development Plan - Michigan Avenue Corridor1
michigan
corridor conceptual
development
plan
avenue
city of lansing
city of east lansing
lansing township
Key Recommendations 3
Chapter 1: Key Findings 4
Chapter 2: Introduction 6
Chapter 3: Michigan Avenue Today 10
Chapter 4: Michigan Avenue 2030 21
Chapter 5: Design Guidelines 23
Chapter 6: Strategies for Implementation 26
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michigan avenue corridor conceptual development plan summary and recommendations michigan avenue corridor conceptual development plan summary and recommendations
Committee Purpose
The exploratory committee was established to consider the unique
opportunity presented by recent passage of the Corridor Improvement
Act to revitalize the Michigan Avenue Corridor, from the Pere
Marquette railroad crossing to Grand River Avenue. Committee
members were asked to articulate a bold vision for the future of the
Michigan Avenue Corridor, and develop a preliminary plan to achieve
that vision by building upon the corridor’s current strengths.
Planning Process
The exploratory committee met with staff from the City of Lansing,
Lansing Township, and the City of East Lansing for more than a
dozen working sessions between March and December of 2008. In
addition, the committee solicited stakeholder input by conducting a
survey of community members and holding a series of three public
work sessions. Members of the exploratory committee also took a
bus tour of the entire corridor, and met individually with various key
stakeholders.
Planning staff from the three municipalities provided considerable
support for the work of the committee. Without their diligence, this
plan would not have been completed. We commend not only the
product of this staff work, but also the demonstrated capacity for
regional cooperation that the Michigan Avenue Corridor Improvement
Authority can continue to build upon.
Highlights of Conceptual Plan
The conceptual redevelopment plan for the Michigan Avenue Corridor
incorporates the values and ideas expressed through the public and
committee process. To provide a context for further refinement and
implementation, the committee wishes to emphasize the following key
features of an ideal plan:
Michigan Avenue Corridor Improvement
Authority Exploratory Committee Summary
and Recommendations
Driven by a Bold Vision
While refinement and ultimate implementation of the plan will necessarily be
incremental, development along the Corridor will only be successful if driven
by a clear vision for the future; development decisions made unilaterally will
undermine the achievement of a long-range vision.
Shaped by Open Processes
It is crucial to cultivate an open, transparent, and rich set of processes for
providing information, generating ideas, gathering input, and making
decisions as the plan is further refined and implemented; the Authority must
build upon the initial scope of resources utilized by the exploratory committee
process.
Holistic Perspective
The Authority should acknowledge that specific identified goals (e.g., about
transportation, design/appearance, business development, etc.) are not
discrete; the detailed plan and timeline for its implementation must recognize
the various elements of a vital corridor as interdependent (e.g., transportation
improvements have implications for neighborhood quality of life, etc.).
Senstive to Scale
The detailed plan must take into account the multiple geographic scales
that define the corridor; some actions will be taken uniformly along the full
corridor, while others will be focused on a more narrowly defined ‘node’ or
specific neighborhood (e.g. unified but still unique).
The members of the exploratory committee unanimously recommend
that the sponsoring municipalities join to establish a single formal
Corridor Improvement Authority. The Corridor Improvement
Authority Act of 2005 represents a unique, “once in a generation”
opportunity for the collaborative, comprehensive redevelopment
of Michigan Avenue into the “Main Street of the Capital Region.”
The committee commends the three sponsoring municipalities and
Michigan State University for their leadership and cooperation in
launching this process. To make the most of this opportunity, the
committee makes the following recommendations:
varied widely in background and levels of participation. Because of this,
the committee was reliant on planning staff support to allow the exploratory
committee process to work within the confines of the existing planning
policies of each individual municipality. Members in the Authority should
be committed to the long-range vision of the master plans of each entity,
and to guiding those master plans into a singular vision for the Michigan
Avenue Corridor.
Process
The Authority must employ numerous transparent and interactive
processes for gathering information, sharing information, gathering input,
generating ideas, and especially making decisions. This is essential for
building upon the initial steps taken by the committee in stakeholder
engagement. Rich and innovative decision-support processes (which
could be supported in part by MSU) will enable the full mobilization of
the Capital Area community to redevelop the Michigan Avenue Corridor.
Recommendations
Scope
The three jurisdictions must reach agreement on the intended scope of
the Corridor Improvement Authority for development planning and action.
If efforts of the Corridor Improvement Authority are limited to planning
streetscape improvements and related cosmetic and beautification
activities, it will likely achieve only modest success. To fully realize the
potential of the Corridor Improvement Act, the Corridor Improvement Plan
should have a broad scope that addresses not only such design features
but also fundamental functional improvements to the Corridor in terms
of residential development, neighborhood connection, business formation
and support, transportation planning, and so on.
Cooperartion
The Authority must have capacity to work in conjunction with existing
planning functions of the three municipalities and unite those functions
into one singular vision. The exploratory committee consisted of
representatives from each of the three municipalities, and its members
We note that the process undertaken by this committee will need to
be expanded prior to the completion of the development plan. First,
in addition to efforts to seek input from throughout the community,
the Authority must engage additional stakeholder groups that are
crucial to revitalizing the Michigan Avenue Corridor. These include
the private development community (property owners and potential
new investors), ongoing regional planning efforts (e.g., Tri-County
Regional Planning, county drain commission, etc.), and the Capital
Area Transportation Authority. The committee also did not access
specific parcel-level data information, which will be necessary for
forecasting potential revenue available for Corridor improvements and
developing an achievable timeline for implementation. We recommend
the Authority address both of these issues as it continues the work of
finalizing a detailed plan and outlining an implementation strategy.
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michigan avenue corridor conceptual development plan chapter 1: key findings michigan avenue corridor conceptual development plan chapter 1: key findings
This document will serve as a foundation for the Michigan Avenue
Corridor Improvement Authority. As the name suggests, its goal—in
the broadest sense—is to improve Michigan Avenue from downtown
East Lansing to Pere Marquette Street in Lansing. In order to chart
an achievable course toward a prosperous and exciting future, this
report examined Michigan Avenue as it is today and generated a public
discussion concerning what Michigan Avenue should be in the years
and decades to come.
Common themes and ideas emerged through this process. The Michigan
Avenue Corridor Improvement Authority Exploratory Committee has
determined that:
Chapter 1: Key Findings
• Michigan Avenue is a commercial corridor of regional importance
economically, historically, and culturally, and functions as a gateway
to mid-Michigan and the entire State of Michigan.
• Michigan Avenue links 2 of Michigan’s most important institutions:
the state capitol and Michigan State University.
• Michigan Avenue is a home to unique local businesses that are
closely connected to the communities they serve.
• Michigan Avenue is also a home to nearly 25,000 people who live in
its many walkable, urban neighborhoods.
• Michigan Avenue is full of exciting opportunities for redevelopment
• Michigan Avenue is not one thing to everyone who visit it, but many.
but it was also deternined that:
• The attractiveness of Michigan Avenue is diminished by vacant
commercial properties and buildings with deteriorating facades;
sidewalks in disrepair; a lack of consistent signage and streetscape
elements; and a lack of green vegetation.
• The corridor is divided by the U.S. 127 overpass which disrupts the
connection between the state capitol and Michigan State University
and as acts as physical and symbolic barrier between communities.
• That Michigan Avenue does not adequately serve the needs of all
visitors, especially pedestrians and bicyclists.
• There is a desire for additional mixed-use infill development that would
add vibrancy to the corridor.
By looking at Michigan Avenue as it is, and imagining it as it might be, the
Exploratory Committee developed the following goals to guide the future actions
of the Michigan Avenue Corridor Improvement Authority:
1. Recognizing the importance of the physical appearance of the corridor, the Authority will work to improve the streetscape and landscape of Michigan
Avenue. It will promote the installation of signage, street furniture, lighting fixtures, and other appurtenances that distinguish the corridor as a unique place.
It will work to protect historically and architecturally significant buildings while encouraging progressive design practices. It will support the creation of
streetscapes that welcome visitors and ensure a vibrant experience for pedestrians.
2. Recognizing that successful economic development begins at home, the Authority will strive to nurture existing local businesses along the corridor and create
opportunities for local entrepreneurs who want to invest in the future of the corridor and surrounding communities.
3. Recognizing the regional significance of Michigan Avenue, the Corridor Improvement Authority will pursue its objectives through collaboration between
governmental entities, private enterprise, local organizations, and citizens. It will become a leading example of power of regionalism and inter-jurisdictional
cooperation.
4. Recognizing the benefits of a healthy natural environment, the Authority will conduct its activities and pursue its objectives in a way that protects natural
resources and improves environmental quality. It will endeavor to make mid-Michigan a greener, more livable place by supporting efforts to improve air and
water quality; and promote recreational amenities and healthy, active lifestyles.
5. Recognizing the advantages of safe, efficient, and convenient transportation systems that serve multiple modes of travel, the Authority will support efforts
to build a transportation system that serves the needs of bicyclists, pedestrians, public transit users, and motorists.
6. Recognizing that strong neighborhoods make for strong local commerce and a vibrant streetscape, the Authority will promote the development of higher-
density residential and mixed-use residential/commercial in strategic locations to complement and strengthen the desirable characteristics of existing
neighborhoods.
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michigan avenue corridor conceptual development plan chapter 2: introduction michigan avenue corridor conceptual development plan chapter 2: introduction
What is a Corridor Improvement Authority?
The Corridor Improvement Authority Act (CIAA) was passed by
the Michigan legislature in 2005 and amended in 2007. It provides
for the creation of a public economic development corporation
that will work to “correct and prevent deterioration in business
districts, encourage historic preservation, promote economic
growth.” The act requires that all corridor improvement authorities
allow for mixed use and high density residential, that they expedite
permitting, and that they support nonmotorized transportation. It
also allows multiple municipalities to collaborate and establish
one, unified authority. Working together, different local units
of government that share a corridor are able to leverage their
investment by defraying some of the costs of redevelopment and
sharing resources that can be invested in improvements. A multiple
jurisdiction corridor improvement authority also embraces the fact
that many of the challenges facing communities ignore political
boundaries and should be addressed through regional cooperation.
The authority itself is a body corporate that may, among other things,
secure funding for improvement projects; acquire, improve and
operate real property; and develop plans to protect the properties from
deterioration and promote economic growth in the development area.
These initiatives can be quite broad and can serve to improve the
aesthetics of the corridor by installing new landscaping, burying utility
lines, or improving building façades. The authority can also work to
improve the function of the corridor by marketing and supporting
corridor businesses, improving transportation systems, and improving
wayfinding.
Chapter 2: Introduction A board composed of local property owners, residents, and business
owners, will oversee these projects and act as responsible stewards of
the Authority’s resources.
The Process
After leaders from each of the municipalities and Michigan State
University launched this initiative, an exploratory committee was
formed to draft a conceptual development plan for Michigan Avenue.
The committee felt that community involvement and support would be
crucial if the authority was to succeed, and so they tasked themselves
with encouraging public participation. Invitations to public workshops
were mailed to property owners on the corridor, local media carried
publicized the committee’s activities, and a website was created both
to provide the public with progress reports and to gather feedback
through a web based survey.
After members of the community and stakeholder groups were
notified of the committee’s activities, a series of 3 public workshops
was conducted during the summer of 2008. The first session was
attended by more than 30 members of the community who identified
the corridor’s strengths, weaknesses, opportunities, and threats. At
the second public workshop, the committee used these comments as
a basis for discussion of a vision for the future of Michigan Avenue.
At the final public workshop, goals and objectives were presented to
members of the community for additional deliberation. Results of
these workshops are contained in Appendix A. Participants at these
meetings were excited by the possibility to initiate positive change
along the corridor, and the discussions were spirited.
The Conceptual Development Plan
From information gathered through these public workshops and other
sources, the exploratory committee and staff has drafted the Conceptual
Development Plan presented below. It is a foundational document on
which the Authority will base future plans and decisions, but it has been
written to allow the flexibility that the authority will require to meet
ever shifting challenges. As such, the Conceptual Development Plans
provides a snapshot of the corridor as it now exists and articulates the
vision, goals, and broad policies that will nudge it toward a prosperous
and vibrant future.
It is now the task of the exploratory committee and staff to present
the Conceptual Development Plan to each Municipality involved. The
legislative bodies of the Charter Township of Lansing and the cities
of East Lansing and Lansing will be asked to hold public hearings
and then ratify the plan and appoint representatives from each locality
thereby creating the official Michigan Avenue Corridor Improvement
Authority. After the Authority has been formally created, it will further
clarify its mission by prioritizing objectives, establishing organization
processes, determining funding mechanisms, and proposing specific
economic development and public infrastructure projects. Specific
steps that need to be taken immediately to implement the authority are
described in the Section 4.1 Actions for Immediate Implementation.
Diane Wing (President)
and Faron Supanich (Vice
President) begin our first
workshop in August of 2008
Local residents offer
feedback to committee
members
Participant Feedback
“I like the IDEA of Michigan Ave as the main corridor
running the length of the center of town, connecting the
capitol with MSU. There’s so much potential for Michigan
Ave to regain its former glory.”
“I like the cute, quaint businesses, such as Magdalena’s or
Gone Wired, which are locally owned and very casual.”
56% of survey participants drive to and around Michigan
Ave and 15% of survey participants get around Michigan
Ave by bicycle.
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michigan avenue corridor conceptual development plan chapter 2: introduction michigan avenue corridor conceptual development plan chapter 2: introduction
Implementation
The Michigan Avenue Corridor development area will be implemented
from the intersection of Grand River Avenue and Michigan Avenue in
East Lansing to the eastern limit of the City of Lansing’s Downtown
Development Authority at the intersection of Michigan Avenue and
Pere Marquette. Although the exact northern and southern boundaries
of the authority will be established by each municipality through
ordinance, the development area can extend as far as 500 feet in either
direction of the center line of the corridor.
Initiatives proposed for the development area may be funded through
a variety means. An authority can issue bonds, receive grants and
charitable donations, levy special assessment, and use Tax Increment
Financing (TIF). Tax Increment Financing is often much more
appealing to affected properties than special assessments because it
avoids the creation new taxes. Instead, TIF enables a taxing entity,
like a city or township, to “capture” additional tax revenue generated
by increases in the value of properties throughout an entire TIF district.
Rather than being absorbed into a jurisdiction’s general fund, those
revenues (which would have been collected anyway) are targeted for
reinvestment back into the TIF district.
If planned and invested wisely, the TIF continuously regenerates and
builds itself. In this case, improvements made along the corridor
will add value to nearby properties as well as those further away on
Michigan Avenue. The Authority would Tax Increment Financing
has been used by governmental entities to bury overhead utility lines,
repair sidewalks, install signs, support the improvement of building
facades, and to nurture local business development through incubators
and marketing initiatives. An improved physical and commercial
environmental should inspire local property owners, residents,
and business owners alike to pursue even more redevelopment and
investment along the corridor; thus serving as a catalyst for future
growth. Tax Increment Financing
What is Tax Increment Financing?
The Tax Increment Financing (TIF) district is an area where future tax
growth (new taxes) will be captured by the TIF district for implementation
of improvements within the district. The proposed district would stretch
from the railroad by Clara’s on the West to Grand River Avenue on the
East.
The Corridor Improvement Authority Act (CIAA) allows a multi-
municipality Authority to capture new taxes on a single corridor, and up
to 500’ feet of depth on side street.
The Authority can be funded through bonding as well as directly through
the TIF.
TIF capture is used for public infrastructure improvements: Beautification,
burying utilities, streetscape improvements, signs, landscaping, design
and organizational development.
The Authority does not create a new tax. It captures new tax revenue.
No government agency loses any existing tax revenue.
The duration of the TIF is determined by the goals and costs of the
proposed improvements.
Goals for the corridor will be determined by the stakeholders in the
corridor area and improvements in the corridor will be paid for by the new
taxes from new development on the corridor.
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michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Before proceeding with a vision for the improvement and redevelopment
of Michigan Avenue, it is important to inventory and document the
corridor as it exists today. From end to end, Michigan Avenue varies
greatly in its physical character, its function, and the image it projects.
This is perhaps one of the most significant strengths with which
Michigan Avenue is endowed. People living on Michigan Avenue
and in surrounding neighborhoods come from a broad cross-section of
America. They represent many different communities, vocations, and
interests. From regional health care facilities to neighborhood barbers,
businesses on the corridor operate at different scales in many different
industries to meet the demands of consumers throughout the tri-county
region.
At times, though, variation poses a challenge to redevelopment and
the pursuit of a common vision for the future of Michigan Avenue.
Chapter 3: Michigan Avenue Today Participants at public workshops often expressed concern about the
lack of consistent urban design along the corridor. Some felt that this
inconsistency made the corridor seam disorderly and unattractive.
Similarly, the corridor does not accommodate all commuters
consistently. Pedestrians must contend with uneven sidewalks and a
streetscape that is unwelcoming. Bicycle lanes and parking facilities
are not provided for bicyclists.
The following provides detailed, if brief, discussions of these and other
issues. In performing this study the corridor was divided into 3 sections,
all of them roughly equal in length. Although Michigan Avenue was
divided in such a way partly out of convenience, the boundaries of each
section are actual meaningful. The eastern most study area focuses
primarily on East Lansing and Michigan State University. The second
study area is bounded by U.S. 127 on the east on Sparrow Hospital on
the west. The third study area runs from Sparrow Hospital to the edge
of the City of Lansing DDA boundary at Pere Marquette. Each study
area is described in terms of its land use, social and economic activity,
physical form, and transportation systems. Please refer to map below
for discussed area.
chapter 3: michigan avenue todaymichigan avenue corridor conceptual development plan
Michigan Avenue Transportation Systems
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michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Study Area 1: Grand River to Clippert
The portion of the corridor is defined by several dominant
features: Michigan State University to the East; Frandor shopping
center, U.S. 127, and the Red Cedar Golf Course to the West. Of
the three study areas, average median household income for all
census blocks in this section was the lowest at $19,562. This is
undoubtedly influenced by the large proportion of students living
in this area. Study Area 1 also houses the largest number of people
with 7,023 residents. Of these, many are students living in rentals
and university dormitories. There are a total of 1,977 Households
residing in 2,080 Housing Units within this area.
Land Use
Land use in this study area is a mix of single and multi-family
residential, big box commercial, small retail and service-oriented
commercial, institutional, and recreational uses.
Starting at the west end, Clippert runs north and south
along the edge of the Frandor Shopping Center and the Red Cedar
Golf Course and is a transportation connector to both the Lansing
River Trail and the 127 expressway. This area is characterized
by Frandor’s big box retail and associated parking as well as the
green space and recreational elements that surround Frandor to the
south and east. Moving east there are development opportunities
at Frandor Plus, the former Dollar nightclub site, and the former
Sawyer’s Pontiac dealership. These sites would be ideal for mixed
use retail and residential developments and may be desirable for
office as well. Redevelopment here, if done strategically through
master planning, would create a dynamic entrance into the two cities
while capitalizing on the proximity to the expressway, University
and Capital.
Red Cedar Golf Course
Residential
Frandor
Shopping
Center
Cl
i
p
p
e
r
t
S
t
r
e
e
t
US
1
2
7
michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Further east, the corridor is flanked on the north by the desirable
Chesterfield Hills Neighborhood and on the south by student apartments
and the Michigan State University Brody Complex. There are a few
commercial buildings mixed into this area and a small concentration of
commercial buildings at the intersection of Harrison Road and Grand
River Avenue. From here to Grand River Avenue, the entire south side
of the corridor is Michigan State University Campus, with the Red
Cedar River coming very close to the street near Harrison and some
of the campus’ most beautiful historic architecture beyond that to the
east. The north side of the street along this section is a mixture of
student housing and commercial buildings. At the end of the Corridor
is Grand River Avenue, with the historic People’s Church and the site
for the future City Center II mixed-use development that will include
a hotel and theater.
Social and economic activity
As mentioned before, nearly 5,500 people were estimated to be living
in this area during the 2000 Census. Those individuals were members
of 1,256 households. Households are significantly larger in this section
of the corridor than the corridor average or the other two sections.
The large number of students living in dormitories and rental housing
likely skews household size. Median household income is $19,652—
the lowest of the three sections. With senior housing, stable owner
occupied neighborhoods, and students, the population of this area is
diverse. That said the presence of Michigan State University and the
student population is very significant.
Residents in this area enjoy access to several parks and recreational
facilities including the Red Cedar Golf Course, River Trail, and
Ranney Park. The Frandor shopping center features many national
and local retail stores and restaurants. Despite its convenient location,
the availability of various types of retail and service businesses, and its
apparent draw as a shopping destination, the shopping center itself was
Red Cedar Golf
Course
Large parking
lots in front of
big businesses.
Commercial strip
development is
common in parts
of the corridor.
Vacant buildings
and parking lots
along corridor.
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michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
not perceived as an inviting, walkable, urban environment.
Physical form/design/character/landscape
This segment of the corridor has a wide (mostly 50’) median with grass
and trees. Wide verges between the sidewalk and the road provide a
comfortable separation for pedestrians from automobile traffic traveling
on as many as 3 lanes in each direction. Trees planted in the verge
provide some additional screening of the roadway. The median makes
it easier to cross the street and also creates a pleasant and cohesive
image for this section of the corridor, which actually has many distinctly
different characteristics. Those characteristics are most evident in the
variety of uses. You will see residential, institutional and commercial
uses all in close proximity to one another through this section although
they are rarely found together in mixed-use structures. Architectural
styles also vary, from University buildings, to multifamily housing,
and commercial structures to historic homes.
The variety adds visual interest to this section of the corridor and is tied
together with consistency in the median and pedestrian walks.
Transportation systems
The U.S. 127 overpass dominates the western end of this section of
the corridor and acts as de facto gateway for travelers leaving the City
of Lansing and entering East Lansing and Lansing Township. Several
participants in public workshops commented on the difficulty posed
by the overpass for pedestrian and bicycle commuters. And many
respondents characterized the overpass as a psychological or symbolic
barrier between the cities of East Lansing and Lansing rather than a
gateway that invites unfettered movement between these communities.
This section of the corridor has three west-bound lanes and three east-
bound traffic lanes. Some work has been done to consider reducing the
number of lanes or the width of the median to provide a buffer between
the corridor and the Chesterfield Hills neighborhood.
With only one small exception, well maintained sidewalks run along
both the north and south sides of this section of the corridor. This
section of the corridor is not served by on street bike lanes.
michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Study Area 2: U.S. 127 to Sparrow Hospital
A little over one mile, average median income for households
in census blocks around this section of Michigan Avenue is $31,102,
2,806 people in 1213 households (or 2.31 people/household) on
297 acres or 11 people on each acre, in 1329 dwelling units (91%
occupancy rate) at a density of 5 dwelling units per acre.
Land Use
Although isolated pockets of residential land uses persist from earlier
decades, current land use along the midsection of the corridor is
predominantly non-residential. Within this category there are many
different types of activities that are accommodated throughout this
section of the corridor—several leaving distinctive imprints on the
overall land use of the area. Car lots for example (particularly the
two at the east end of this section) create large, paved open spaces
amidst smaller scale commercial storefronts. Newer commercial
developments, which are sporadically dispersed throughout this
section, often occupy larger lots and devote much more surface area
to off street parking. Aside from aesthetic considerations (discussed
later) these tracts of assembled land may represent an opportunity
for larger redevelopment projects are envisioned.
Although residential land uses are not prevalent along this section
of the corridor, it is important to recognize that the commercial and
institutional land uses which do dominate the frontage of the corridor
are surrounded by well-established residential neighborhoods.
Generally speaking, these residential neighborhoods extend from
the first or second block off of Michigan Avenue to the next largest
arterial roads north and south of Michigan Avenue (Saginaw to the
north and Kalamazoo to the south). On average, these neighborhoods
have urban densities of 5 dwelling units and 11 persons per acre.
Kalamazoo Street
Saginaw Street
Sparrow
Hospital
Residential
Residential
US
1
2
7
16 17
michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Social and economic activity
As mentioned above, neighborhoods along this section of the corridor
tend to be stable and are often represented by active neighborhood
organizations. Taken altogether nearly 3,000 people reside here with
an average median income of $31,102 (2000 Decennial Census).
Community facilities in this area include the Foster community center
which provides community meeting space, hosts community events,
and programs a variety of recreational activities for all age groups.
Many of the existing commercial establishments serve the needs of the
surrounding neighborhoods. Small retailers, restaurants, entertainment
and cultural venues, and neighborhood service providers line the north
and south sides of this section of the corridor. Of this entire section,
the 2000 block from Fairview to Clemens was repeatedly identified
in public workshops as the single most vibrant and active commercial
node along the corridor. In fact, many participants expressed the
opinion that they would like to see more of this section of the corridor
look and act like the 2000 block.
Physical form/design/character/landscape
This section of the corridor is characterized by older commercial and
residential buildings. Many of the residential buildings have been
converted over time into commercial buildings. The conversion
process has resulted in some peculiar architectural features as single
story “modern” commercial storefronts have been grafted onto single
family homes that were built before the Second World War. Some
buildings that were constructed during this period for commercial
purposes remain relatively unaltered and lend this part of the corridor
some historical character and an authentic urban feel. Participants in
the public workshops most closely associated buildings in the “2000
block” area with this type of construction and streetscape.
In several places older buildings have been replaced by newer
US 127
overpass is
unwelcoming
to pedestrians.
Large parking lots of car
dealerships on corridor.
Diane Wing (President)
and Faron Supanich (Vice
President) begin our first
workshop in August of
2008
This part of the corridor
has many locally owned
businesses enjoyed by
residents.
michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
construction that is much more suburban in appearance and function.
These sites tend to consist of one story buildings setback as much
as 50 feet from Michigan Avenue to accommodate relatively large
parking lots. As many members of the community have commented,
the transition between buildings of different architectural styles is
not orderly and distracts from an overall sense of place. Identifying
historically significant buildings and encouraging new development
and façade improvements that respect and enhance the appearance of
existing buildings could correct this problem.
The streetscape along the mid-section of the Michigan Avenue includes
sidewalks and many street trees. The sidewalks tend to extend from
the building line to face of curb, and very rarely include a verge or
planting areas. Due to this design, street trees are often found growing
in the middle of the sidewalk rather than along the outer edge of the
sidewalk area, next to the curb. Their trunks surrounded by concrete,
the trees have caused the sidewalk to heave and buckle in many spots.
Ornamental streetlights line both sides of Michigan Avenue throughout
this section, and banners can be affixed to them. Bus stops are situated
periodically, most of them unsheltered and without seating. Bicycle
racks, trash receptacles, and street furniture can be found along this
section of the corridor, but only sporadically.
Transportation systems
Though the automobile is the predominant form of transportation,
several different other modes of transportation are found along this
section of Michigan Avenue. CATA route 1 connects both ends of
the corridor and a late night service, the Entertainment Express,
accommodates express travel between downtown East Lansing and
Lansing. Automobile traffic is accommodated by 4 directional traffic
lanes and a center left-hand turn lane. Sidewalks provide pedestrian
access on the north and south sides of Michigan Avenue for most of
distance between Holmes and U.S. 127. There are isolated spots
between Mifflin and Detroit streets where public sidewalk is absent.
Where present, there are many locations where sidewalks have fallen
into disrepair and/or are not ADA accessible. Bicyclists must share
traffic lanes with motorists or use the sidewalk as there are no bike
lanes on either side of the road. Despite these less than ideal conditions,
cyclists use Michigan Avenue to travel from the one end of the corridor
to the other.
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michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
Study Area 3: Sparrow to Pere Marquette
Land use in this study area is a mix of single and multi-story
commercial, small retail and service-oriented commercial,
institutional, and recreational uses.
Starting at the west end, Pere Marquette runs north and south along
the edge of an historic train depot building that has been renovated
as restaurant. This area is characterized by a mix of commercial
land uses including several State of Michigan departmental offices,
small entertainment venues, restaurants, bars, retail sales outlets, and
hospital related service providers. Although there are some potential
opportunities for redevelopment, many of the properties along this
section of Michigan Avenue are occupied. Local businesses like
Jon Anthony Florist, Stobers Cocktail Lounge, Moriarity’s Pub,
and Clara’s Restaurant are fixtures along this section of the corridor
and major contributors to the foot traffic and vitality of this area.
Despite the presence of a handful of entertainment and nightlife
destinations, visitor traffic and activity is heavier during the day and
falls substantially after 5:00PM.
Social and economic activity
Total Population within this area is 3,649, with 1,581 total
households living in 1,738 housing units, in 2000 there were 157
total vacancies.
Physical form/design/character/landscape
Many of the buildings along this section of the corridor were
constructed before the middle of the Twentieth Century. They
were constructed in a style that many visitors would recognize as
distinctly early-twentieth century urban and attractively vintage.
The recently constructed Michigan State Housing Development
Authority office building is an exception this prevailing style. In a
Pe
r
e
M
a
r
q
e
t
t
e
D
r
i
v
e
Sparrow
Hospital
michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
few instances, facades have been modified or adulterated with modern
materials and finishes. Recently, however, this process seems to have
ceased and even reversed as property owners have elected to restore or
recreate building facades in the vintage style. Several sites in this area
are quite unique and of potential historic value.
The continuity of architectural character has been further reinforced
by streetscape improvements made during the recent completion of
the City of Lansing combined sewer separation project. Sidewalks
have been improved with the addition of brick pavers and new,
ADA compliant curb-cuts. An extensive “rain garden” storm water
management system has been installed throughout this section of
the corridor. These gardens filter storm water runoff and provide
desirable landscape features. These features include trees and other
vegetation, street furniture, and interpretive signage. Many survey
respondents and public workshop participants considered these
enhancements to be attractive amenities that should be replicated in
other sections of the corridor.
Transportation systems
This section of Michigan Avenue has 5 lanes for automobile traffic,
and accommodates on-street, parallel parking. There is a major
intersection at Pennsylvania and Michigan which experiences high
volumes of east-west and north-south traffic. Pennsylvania, along
with one-way roads Cedar and Larch, are major arterials that route
traffic onto this section of Michigan Avenue.
Public transit is provided by CATA route 1 and the late night
Entertainment Express service. Sidewalks, many of which were
replaced or repaired during recent infrastructure projects, run along
both the north and south sides of this section of the corridor. This
section of the corridor is not served by on-road bike lanes. Several
Intersection
near Sparrow
Hospital.
Rain gardens are
an attractive way to
manage storm water.
Landscaping and
other design strategies
make an attractive and
cohesive area of the
corridor.
Train tracks near
Clara’s Restaurant, a
former train station.
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michigan avenue corridor conceptual development plan chapter 3: michigan avenue today
construction that is much more suburban in appearance and function.
These sites tend to consist of one story buildings setback as much
as 50 feet from Michigan Avenue to accommodate relatively large
parking lots. As many members of the community have commented,
the transition between buildings of different architectural styles is
not orderly and distracts from an overall sense of place. Identifying
historically significant buildings and encouraging new development
and façade improvements that respect and enhance the appearance of
existing buildings could correct this problem.
The streetscape along the mid-section of the Michigan Avenue includes
sidewalks and many street trees. The sidewalks tend to extend from
the building line to face of curb, and very rarely include a verge or
planting areas. Due to this design, street trees are often found growing
in the middle of the sidewalk rather than along the outer edge of the
sidewalk area, next to the curb. Their trunks surrounded by concrete,
the trees have caused the sidewalk to heave and buckle in many spots.
Ornamental streetlights line both sides of Michigan Avenue throughout
this section, and banners can be affixed to them. Bus stops are situated
periodically, most of them unsheltered and without seating. Bicycle
racks, trash receptacles, and street furniture can be found along this
section of the corridor, but only sporadically.
Transportation systems
Though the automobile is the predominant form of transportation,
several different other modes of transportation are found along this
section of Michigan Avenue. CATA route 1 connects both ends of
the corridor and a late night service, the Entertainment Express,
accommodates express travel between downtown East Lansing and
Lansing. Automobile traffic is accommodated by 4 directional traffic
lanes and a center left-hand turn lane. Sidewalks provide pedestrian
access on the north and south sides of Michigan Avenue for most of
distance between Holmes and U.S. 127. There are isolated spots
between Mifflin and Detroit streets where public sidewalk is absent.
Where present, there are many locations where sidewalks have fallen
into disrepair and/or are not ADA accessible. Bicyclists must share
traffic lanes with motorists or use the sidewalk as there are no bike
lanes on either side of the road. Despite these less than ideal conditions,
cyclists use Michigan Avenue to travel from the one end of the corridor
to the other.
Michigan Avenue Corridor Facts and Figures
Median income: $23,760
Total population: 9,377
Median age: 29.9
Total housing units: 3,183
Owner occupied housing: 31.5%
Renter occupied housing: 60.45%
Vacant housing: 8.04%
(Source: 2000 U.S. census)
michigan avenue corridor conceptual development plan chapter 4: michigan avenue 2030
The Michigan Avenue Corridor extends for nearly 3.5 miles, crosses
the political boundaries of 3 municipalities and passes through diverse
neighborhoods. The corridor is not static: it changes as its surroundings
change. From one end to the other, Michigan Avenue flows through
areas that possess different characteristics: different appearances,
different densities, different amenities, elicit different feelings.
As we learned during our public outreach sessions, Michigan Avenue
is a lot of things to a lot of people, and each one of those stories is
important. From those stories, several common themes emerged. We
repeatedly heard members of the community talk about the need for
an economically vital Michigan Avenue that could be a destination for
people from all over the region, the state, and indeed the world. We
heard of the need for a transportation network that supports pedestrians
and bicyclists. We heard about the need to make Michigan Avenue
a pleasant and exciting place to be. Although the corridor is many
things, we offer the following vision in an attempt to articulate a shared
future for this great thoroughfare.
Chapter 4: Michigan Avenue 2030
Vision Statement
By 2030, the Michigan Avenue Corridor will be a premier, regional
destination for work, leisure, education and recreation for local residents and
visitors.
Attractive streetscapes lined with trees, street furniture, lighting, and public
art will welcome visitors and engender a cohesive sense of place throughout
the entire corridor.
The underrpass at U.S. 127 will be a conduit between the communities of
Lansing, Lansing Township, and East Lansing that is a welcoming gateway
and invites and enables the free movement of people between jurisdictions.
The corridor will be thoroughly multimodal, offering safe, convenient, and
clean transportation options along its entire extent.
A diverse mix of local and national businesses will serve the needs of area
residents and provide unique cultural, culinary, retail and entertainment
destinations to visitors and residents alike.
The corridor will remain a “front door” to socially and economically diverse
neighborhoods where homeowners and renters, young and old, blue and
white collar, can live and socialize together.
The corridor will link recreational facilities through a network of parks, paths,
and other green spaces.
The corridor will function to enhance environmental quality and enable the
responsible stewardship of natural resources.
Redevelopment and investment will benefit the entire corridor and the region.
Working across municipal boundaries, the corridor will be a leading example
of regional cooperation and collaborative problem solving.
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michigan avenue corridor conceptual development plan chapter 4: michigan avenue 2030
Goals Statement
Making this vision a reality won’t happen through any single redevelopment project: it will be the
cumulative product of many smaller, coordinated initiatives that transform Michigan Avenue
incrementally into the place described above. To ensure that these initiatives or actions
complement one another and are aligned with our vision, the exploratory committee
believes that these initiatives should achieve the following goals:
1. Support cooperation and collaboration between governmental entities, private businesses, local organizations, and residents.
2. Use environmentally sustainable development practices to protect wildlife habitat, preserve green space, reduce resource
consumption, conserve energy, and improve the water quality of local watersheds.
3. Develop a safe and efficient “multi-modal” transportation network that balances the needs of all user groups and emphasizes
non-motorized options along the corridor.
4. Improve streetscape and landscape features in order to strengthen the image of the corridor as a destination, encourage
pedestrian circulation, and support a vibrant urban experience.
5. Support the growth of existing businesses along the corridor and create opportunities for new, homegrown enterprise.
6. Promote the development of higher-density residential and mixed-use residential/commercial buildings in strategic locations to
complement and strengthen the desirable characteristics of existing neighborhoods.
michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
The design guidelines in this section address some of the observable
problems in the corridor along with some issues that have been brought
up by stakeholders of the area. Parts in need of improvement include
pedestrian and bike inaccessibility as well as the dominance of the
US 127 overpass that physically and psychologically divides Lansing
and East Lansing. This car dominance has also lead to the placement
of large parking lots along Michigan Avenue where opportunities for
development and new businesses could be better utilized. Residents
have also mentioned an unattractive lack of architectural cohesiveness
among the buildings of the corridor, as well as a lack of interest and
landscaping along sidewalks that make for a less appealing pedestrian
experience.
These guidelines may be used to create a more vibrant, attractive and
pedestrian friendly environment. It is hoped that in their implementation,
streetscapes will become more attractive, new developments and
businesses will come to the area and a stronger cohesion between
the areas of the corridor will take place. The existing amenities and
residents of the area are important assets in achieving these goals, but
only through the implementation of these design elements can they be
fully realized.
Listed below are design guidelines related to several scales of
development. These strategies relate to the building itself, pedestrian
experience, landscaping and street furnishings and parking for cars
and bicycles. The implementation of these strategies will promote the
aesthetics, safety and quality of urban life along the corridor.
Building
Entrances
In order to create a dialogue with the streetscape of the corridor
without interefering, placement and type of storefront entrances along
Michigan Avenue are regulated as follows:
-Easily identifiable pedestrian entrance accessible from a public
thoroughfare that does not cross through parking
-Where possible entrances must face roadways
-Doors must not obstruct pedestrian clear zone
Utilities:
Utilities will be hidden to enhance the aesthetics of the corridor and
promote a cohesive, inviting atmosphere:
-The following must be screened from view using a solid, opaque wall
or fence: solid waste collection areas, receptacles and equipment and
rooftop mounted mechanical equipment if it can be seen from across
the street.
Awnings + Canopies:
The following limitations will help to create cohesive aesthetics that
compliment the architecture and design of the corridor, instead of
distracting from them with signage:
-The amount of space on an awning devoted to signage is limited.
-Restrictions are placed on how far an awning can project into the
public right of way and may not enter the pedestrian clear zone.
Chapter 5: Design Guidelines
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michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
Lighting:
Responsible and effective lighting that accentuates architecture and
interesting design features of the corridor is encouraged in the use of
the following guidelines:
-Façade lighting that is integrated into and accentuates architectural
features is recommended
-Uniform flood lighting is prohibited.
-All outdoor lighting, including façade lighting shall be 100% cut off.
-Directional luminaries may be used to illuminate flagpoles, signs,
artwork, etc. provided that they are aimed at the object and will not
light neighboring properties, roadways, or distribute excessive light
skyward.
Signage:
These guidelines promote the tasteful use of effective signage and
specify types of signage that could be harmful to the aesthetic goals of
the corridor:
-Signage should be compatible with building architecture and features
in scale, architectural style, theme and finishes.
-Animated signs, electronic message boards, tri-vision type, and
similar signs are prohibited.
-All buildings should have clearly visible street addresses
-Wall murals that are not for advertising that do not obstruct windows
are exempt from size restrictions.
Pedestrian
Pedestrian Zone:
To easily accomodate two way pedestrian traffic and allow for other
pedestrian activities, the following guidelines can be used:
-Pedestrian Clear Zone (PCZ) shall not be less than 7 feet in width and
8 feet in height as measured from the building façade or edge of the
Pedestrian Zone Amenity Area.
-The area for landscaping and street furnishings shall not be less than 6
feet in width as measured from the edge of the PCZ to the edge of the
Edge Area (EA).
-The EA shall be no less than 1.5 feet as measured from the edge of the
Landscaping and Street Furniture Area (LSFA).
Pedestrian Zone Amenity Area:
Additional elements may be added in Pedestrian Zone Amenity area to
create points of interest in the corridor’s public life:
-An optional Pedestrian Zone Amenity Area (PZAA) of not more than
15 feet in width may be located between the PCZ and building façade
provided the area is used for landscaping, seating, public art, outdoor
dining or a similar purpose.
Landscaping + Street Furnishings
Street Furnishings:
These amenities can be added to create interest for pedestrians along
the corridor:
-Lights, tree grates, seating, trash receptacles, etc. shall be dark finished
metal, stone, or other durable materials. (This excludes works of art).
Landscaping of Roadway Frontages:
Landscaping guidelines are added to the corrdor in the interest of
safety and aesthetics. Types of plants are specified that will resist the
wear of an urban setting and at the same time are harmless to the built
environment. Landscaping guidelines are as follows:
-Unpaved portions of the site are planted with grass, ground cover,
shrubbery or other suitable live plant material
-Clear sight lines shall be maintained to promote visibility and safety.
-The number of deciduous trees, ornamental trees and shrubs are
regulated on public road frontages.
Landscaping of Parking Areas:
Landscaping in parking areas helps to manage storm water and can
also serve as an attractive barrier that to hide parking lots. These goals
can be achieved through the following guidelines:
-All off-street surface parking along an Urban Core Roadway has a
landscaped buffer.
-Landscape buffer is composed of permanent landscape elements such
as architectural metal fencing, masonry walls, trees or other plantings.
michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
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michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
This section of the Conceptual Development Plan recommends
some initiatives and implementation actions to be pursued over several
different periods of time. It begins by suggesting steps to be taken
immediately in order to ratify the plan and establish a functional
Michigan Avenue Corridor Improvement Authority. From there it
suggests actions to be taken over longer periods of time. These items
are offered provisionally, and may be modified or removed from the
Plan during the process of ratification. Each implementation action
includes a description of the action, the parties tasked with the action,
the timeframe in which it is to be initiated, and its geographic location
(where relevant). Longer term actions are organized by the goal that
they support. The order of the goals in what follows has NOT been
ordered in any particular way, i.e. the order of the goals does not reflect
the importance or priority of a particular goal. For a prioritized list
of actions, please refer to the Implementation Actions matrix. This
document can be found in Appendix C.
Actions for Immediate Implementation (not goal specific)
1. Complete public hearings as required by statute; review and approve
Conceptual Development Plan. Timeframe: Immediate;
Responsible Party: City Councils and Township Board;
Location: N/A.
2. Dissolve Exploratory Committee and appoint Representatives to the
Official Michigan Avenue Corridor Improvement Authority.
Timeframe: Immediate; Responsible Party: City Councils and
Township Board; Location: N/A.
3. Draft and approve intergovernmental agreement establishing a multi-
jurisdictional Corridor Improvement Authority. Timeframe:
Immediate; Responsible Party: CIA staff; City Councils and
Township Board; Location: N/A.
4. Maintain Corridor Improvement Authority website to inform the
public of ongoing activities and events. Timeframe: Immediate;
Responsible Party: CIA staff; Location: N/A.
Goal 1 Actions for Implementation – Cooperation &
Collaboration
1. Establish a subcommittee or working group to identify, engage, and
create partnerships with third party organizations, agencies, and
educational institutions that can provide expertise and guidance
to the Authority. Timeframe: Short; Responsible Party: CIA;
Location: N/A.
2. Create policies and procedures that eliminate conflicting zoning and
building regulations between the 3 jurisdictions, and enable
faster review of development proposals. This may take the
form of an overlay district. Timeframe: Short; Responsible
Party: CIA staff, planning and zoning staff from each of the
3 municipalities, legislative bodies and planning commissions
from each of the 3 municipalities; Location: TBD.
3. Meet with representatives from stakeholder groups on a regular
basis. Timeframe: Short; Responsible Party: CIA, CIA staff;
Location: N/A.
Goal 2 Actions for Implementation – Environmental
Stewardship & Sustainability
1. Establish an environmental subcommittee. Timeframe: Short;
Responsible Party: CIA; Location: N/A.
2. Establish operating procedures and guidelines for the Authority that
will reduce natural resource consumption conserve energy, and
encourage recycling. Timeframe: Short; Responsible Party:
CIA; Location: N/A.
Chapter 6: Strategies for Implementation
-Clear sightlines between are to be maintained to promote visibility
and safety.
-Each interior landscaped area includes a minimum number of
deciduous trees and shrubs and existing mature trees will be retained
whenever possible.
-The number of parking spaces allowed in a row of parking without
separation by a landscaped area is limited.
Parking
Off-Street Parking:
Parking guidelines are implemented to promote the safety and visual
continuity of the corridor:
-Parking lots can be constructed behind principle buildings or beside
them with some exceptions.
-Parking lots shall be connected to the public pedestrian way by a
sidewalk.
-Back-in angled parking is encouraged to improve safety for drivers,
pedestrians and bicyclists.
-Parking lots are separated from the PCZ or PZAA by a landscaped
buffer.
Bicycle Parking:
To facilitate the use of a more balanced multi-modal transportation
system along the corridor and in the Lansing area, the following
guidelines regarding bicycle parking will be implemented:
-Non-residential developments must provide one bicycle parking space
for every 10 automobile parking spaces.
-Multi-family developments shall provide bicycle parking facilities at
a ratio of at least 2 bicycle parking space for every 5 multi-family units.
-No development except one or two-family developments shall have
michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
fewer than 3 bicycle/moped parking spaces nor be required to exceed
a maximum of 10 spaces.
-Bicycle spaces may be located within the parkway/street furniture
zone or other accessible location.
-Each space includes a metal bicycle rack, stand, or similar device for
securing bicycles with a user-supplied lock.
-Sheltered bicycle stalls or similar storage devices are strongly
encouraged.
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michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
3. Create policies and procedures that encourage temporary re-use
of vacant land for small “pocket parks” and programmed
recreation when redevelopment is not imminent. Timeframe:
Short; Responsible Party: CIA staff, planning and zoning
staff from each of the 3 municipalities, planning commissions
from each of the 3 municipalities, community organizations;
Location: TBD.
4. Promote the replacement of all seasonal and permanent street lights
with LED lights. Timeframe: Short; Responsible Party: CIA
staff, public services staff, Board of Water and Light; Location:
TBD.
5. Create plan for connecting local and regional parks, recreational
facilities, and wildlife habitat areas through a network of
greenways and non-motorized paths. Timeframe: Medium;
Responsible Party: CIA staff, consultant, local organizations,
Location: TBD.
6. Review applicable watershed management plans and identify
opportunities to support those initiatives. Timeframe: Short;
Responsible Party: CIA staff & CIA, Location: N/A.
7. Integrate best management practices for stormwater management
into development and design guidelines. Timeframe: Medium;
Responsible Party: planning and public works staff from each
of the 3 municipalities, Ingham County Drain Commission;
Location: N/A.
8. Pursue re-tasking of the Red Cedar Golf Course for unstructured
recreation, wildlife habitat, stormwater management, and
flood mitigation. Timeframe: Medium; Responsible Party:
CIA staff, planning and public works staff from each of the
3 municipalities, planning commissions from each of the 3
municipalities, community organizations, Ingham County
Drain Commission, MDEQ, Location: Study Area 1.
Goal 3 Actions for Implementation – Transportation
1. Establish a transportation subcommittee. Timeframe: Short;
Responsible Party: CIA; Location: N/A.
2. Create and implement a wayfinding plan. Timeframe: Short
to medium term; Responsible Party: CIA staff, consultant,
Location: corridor-wide.
3. Identify and prioritize bicycle parking sites, and work with
public and private partners to provide secure bicycle parking
throughout the corridor. Timeframe: Short to medium;
Responsible Party: CIA staff, MSU Bike Project and similar
organizations, Location: N/A.
4. Support and participate in efforts by the City of Lansing, City of
East Lansing and other stakeholders to adopt and implement
a non-motorized transportation plan. Timeframe: Short;
Responsible Party: CIA; Location: N/A.
5. Study the benefits and feasibility of creating on and off-road
bicycle facilities along the Corridor. Timeframe: Short to
medium term; Responsible Party: CIA staff, consultant;
Location: corridor-wide.
6. Identify, prioritize, and reconstruct dilapidated sidewalks and
install ADA compliant curb cuts and ramps. Timeframe:
Medium to long; Responsible Party: CIA staff, public works
departments from Lansing and East Lansing, Ingham County
Road Commission, MDOT, Tri-County Regional Planning
Commission, Location: corridor-wide.
7. Engage regional transportation organizations to study the
feasibility of constructing light rail to connect downtown
Lansing with downtown East Lansing. Timeframe: Long;
Responsible Party: CIA staff, MDOT, CATA, TCRPC;
Location: corridor-wide.
michigan avenue corridor conceptual development plan chapter 5: strategies for implementation
Goal 4 & 6 Actions for Implementation -- Streetscape and
Development
1. Establish an urban design and project review subcommittee.
Timeframe: Short; Responsible Party: CIA; Location: N/A.
2. Establish institutional procedures that enable consistent application
of design guidelines across political boundaries. Timeframe:
Medium; Responsible Party: planning and public works staff
from each of the 3 municipalities, planning commissions and
legislative bodies from the 3 municipalities; Location: N/A.
3. Identify specific areas for higher-density residential and commercial
infill development and work to create neighborhood-scale
masterplans where applicable. Timeframe: Short-medium;
Responsible Party: CIA; Locations: TBD.
4. Identify opportunities for redevelopment including vacant
properties and properties in tax foreclosure. Timeframe: Short;
Responsible Party: CIA staff; Locations: TBD.
5. Create corridor-wide and special area design guidelines that address
architectural characteristics (including building placement
and scale), land use, street and landscape features, access,
parking, lighting, stormwater management, and responsible
use of natural resources. Timeframe: Short to medium term;
Responsible Party: CIA staff, consultant; Locations: TBD.
6. Identify historically significant buildings and structures and create a
system of incentives for property owners to restore the historic
character of historic building facades and other architectural
features and appurtenances. Timeframe: Medium; Responsible
Party: CIA staff, consultant; Locations: TBD.
Goal 5 Actions for Implementation – Economic
Development
1. Establish business development subcommittee to work with public
and private economic development organizations to support
existing businesses on the corridor and promote new start-ups.
Timeframe: Short; Responsible Party: CIA; Location: N/A.
2. Create a comprehensive strategy to market businesses on the
corridor to the region and beyond. Timeframe: Short to
medium; Responsible Party: CIA, public and private economic
development partners, consultant; Location: N/A.
3. Explore the feasibility of creating financial instruments to directly
support the creation and expansion of local businesses on
the Corridor. Timeframe: Medium; Responsible Party: CIA,
public and private economic development partners, consultant;
Location: N/A.
4. Study the feasibility of creating a high-tech business incubator.
Timeframe: Medium; Responsible Party: CIA, public and
private economic development partners, consultant; Location:
N/A.
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michigan avenue corridor conceptual development plan chapter 5: strategies for implementation