GREENING JEFFERSON AVENUE
greening AMERICA'S capitals Richmond, Virginia
United States December 2015
Environmental Protection www.epa.gov/smartgrowth
-------
/V
GREENING JEFFERSON AVENUE
Greening America's Capitals is a U.S. Environmental Protection Agency (EPA) program to help state
capitals develop an implementable vision of distinctive, environmentally friendly neighborhoods that
incorporate innovative green infrastructure strategies. In collaboration with the U.S. Department
of Housing and Urban Development and the U.S. Department of Transportation through the
Partnership for Sustainable Communities, EPA provides design assistance to help support
sustainable communities that protect the environment, economy, and public health and to inspire
state leaders to expand this work elsewhere.
Greening America's Capitals will help communities consider ways to incorporate sustainable
design strategies into their planning and development to create and enhance interesting, distinctive
neighborhoods that have multiple social, economic, and environmental benefits.
Richmond, Virginia, was chosen in 2014 as one of five state capital cities to receive this assistance
along with Austin, Texas; Carson City, Nevada; Columbus, Ohio; and Pierre, South Dakota.
More information is at: http://www2.epa.gov/smartgrowth/greening-americas-capitals.
Smart Growth
owteNiNG
AMI RICA'T, CAPITALS
OVEkV EW
-------
ACKNOWLEDGMENTS
GREENING JEFFERSON AVENUE jj
FEDERAL PARTNERS
Melissa Kramer, EPA Office of Sustainable Communities
Lorry Frigerio, EPA Office of Sustainable Communities
Steve Donohue, EPA Region 3
Toni Schmiegelow, U.S. Department of Housing and Urban Development, Richmond Field Office
Mack Frost, Federal Highway Administration, Richmond District
Nicole LaRosa, Federal Emergency Management Agency
LOCALTEAM
Jakob Helmboldt, City of Richmond, Chief Administrative Office
Travis Bridewell, City of Richmond, Department of Public Works
Maritza Feliz-Reyes, City of Richmond, Department of Public Works
Mike Sawyer, City of Richmond, Department of Public Works
Mark Olinger, City of Richmond, Planning and Developing Review
Alicia Zatcoff, City of Richmond, Office of Sustainability
Mary Field, Union Hill Civic Association
Elaine Odell, Union Hill resident and business owner
Todd Waldo, Better Housing Coalition Junior Board
Will Payne, Union Hill Civic Association
CONSULTANTS
Dennis Carmichael, Parker Rodriguez
Mila Antova, Parker Rodriguez
Anna delos Angeles, Parker Rodriguez
Andy Boenau, Timmons Group
Lu Gay Lanier, Timmons Group
Eliza Machek, Timmons Group
-------
GREENING JEFFERSON AVENUE
TABLE OF CONTENTS
EXECUTIVE SUMMARY. iv
I. INTRODUCTION 1
II. DESIGN FORUM 3
III. PROJECT AREA ASSESSMENT. 6
IV. DESIGN OPTIONS 18
V. NEXT STEPS 36
-------
GREENING JEFFERSON AVENUE
In 2014, the city of Richmond, Virginia, applied
to the U.S. Environmental Protection Agency
(EPA) for technical assistance under its Greening
America's Capitals program to create a plan
for Jefferson Avenue that would help remedy
confusing and unsafe traffic patterns caused by
the street's alignment. The primary goal is to
improve the safety of pedestrians, bicyclists, and
transit users, but the city also wants to improve
stormwater management and spur
economic revitalization.
EPA put together a team of federal agency
staff and consultants to help the city create a
new vision for Jefferson Avenue. The EPA team
engaged city stakeholders and residents in
developing design options that could help meet
the city's goals. The design options include:
Adding bicycle lanes and narrowing
travel lanes.
Incorporating roundabouts and traffic
circles to calm traffic.
Creating curb extensions and
perpendicular crosswalks to shorten
crosswalk length.
EXECUTIVE SUMMARY
ri
Adding rain gardens throughout the
corridor to reduce stormwater runoff.
Reconfiguring some intersections to
make pedestrian, bicycle, and vehicle
traffic patterns more clear.
Creating a new gateway to the
neighborhood at Jefferson Park.
Engaging the community and property
owners in developing a vision for
redevelopment of a vacant and
underused parcel of land.
Creating new green spaces for
community use.
Providing porous pavements in parking
lanes and some minor streets.
These strategies are part of an overall design
concept that could improve safety, convenience,
and comfort for pedestrians, bicyclists, transit
users, and drivers in the neighborhood. These
improvements, along with additional green
space and redevelopment of vacant land, could
prime the neighborhood for new investment and
economic growth.
-------
I. introduction
GREENING JEFFERSON AVENUE
Richmond was founded at the fall line of the
James River, where the coastal plain of Virginia
gives way to the hilly terrain of the Piedmont.
Two of those hillsChurch Hill and Union
Hillhave become historic neighborhoods
of the same names. A natural ravine bisected
these neighborhoods until the late 1800s when
the ravine was filled in and became Jefferson
Avenue. The street's alignment followed the
terrain, cutting a diagonal line across the city
grid and forming a series of acute intersections
as three streets merged together at each
block of Jefferson Avenue. This unique facet
of urban design has become a challenge
for walkers, bicyclists, and drivers seeking to
navigate these intersections safely. The street's
width exacerbates the safety issues because it
encourages drivers going to and from downtown
to speed through the neighborhood.
The area surrounding Jefferson Avenue is listed
on the National Register of Historic Places, and
both the Church Hill neighborhood to the south
and the Union Hill neighborhood to the north
are designated historic districts. Church Hill is
visited by thousands of tourists each year, as it
is home to St. John's Church, the site of Patrick
Henry's famous outcry in 1 775, "Give me
liberty or give me death;" carefully preserved
examples of 1 9th century architecture; and
Richmond National Battlefield Park, the former
site of the largest Civil War Hospital. Church
Hill and Union Hill experienced more than a
half century of economic decline, increased
poverty, and elevated crime rates among a
primarily African-American population as a
result of post-World War II suburban expansion,
racial discrimination, and disinvestment. In
recent decades, however, renewed interest in
the historic charm and economic prospects
of this area led to an influx of diverse
residents, increased property renovation and
home ownership, and a vibrant assortment
of restaurants, shops, and community
organizations.
The city of Richmond, Virginia, applied for
technical assistance in 2014 from the U.S.
Environmental Protection Agency (EPA) under
its Greening America's Capitals program. The
city requested assistance to develop design
options for Jefferson Avenue between 21st and
25th Streets, including adjacent properties and
adjacent, connecting blocks that tie this street to
the surrounding neighborhoods. The city's
goals included:
Improving pedestrian and bicyclist
mobility and safety along the corridor.
Improving pedestrian and bicyclist
connections between the corridor and
adjacent neighborhoods, the James
River, and regional amenities such
as the Shockoe Bottom commercial
district, the central business district,
Virginia Commonwealth University's
medical campus, the Virginia Capital
Trail, and the Cannon Creek Greenway.
Encouraging investment in the vacant
and underused parcels immediately
surrounding and near the project area.
Using green infrastructure to reduce
stormwater pollution and
downstream flooding.
Improving the corridor's appearance,
including through public art and
community green space that
reflects the history and character
of the Church Hill and Union Hill
neighborhoods.
Coordinating this effort with ongoing
projects in the area, including a
streetscape concept plan developed
by the Union Hill Civic Association,
planned traffic-calming measures,
and a design competition for the
pocket park bounded by Jefferson
Avenue, 23rd Street, and Clay Street.
Defining a gateway to the community
and incorporating placemaking
elements that give the avenue a
distinctive character and reduce the
perception of the street as merely a
cut-through route.
These goals are supported by the city's
RVAgreen Sustainability Plan, Bicycle Master
Plan, and Strategic Multi-modal Transportation
Plan. To help the city achieve these goals, EPA
put together a team of federal agency staff and
hired landscape architects and engineers from
Parker Rodriguez and The Timmons Group. This
team began its work by touring the corridor and
meeting with city staff and community members
in April 2015. The team helped develop a
vision for the corridor that can be implemented
incrementally over time to improve the health
and well-being of neighborhood residents and
visitors while protecting the environment. This
report illustrates that vision.
-------
^^*7] I. INTRODUCTION
GREENING JEFFERSON AVENUE
%
Aven^
FIGURE I. Overall Site^ericil
150' 300'
600'
ฉ
-------
h. design forum
GREENING JEFFERSON AVENUE
I
FIGURE 1. Design Team Work Session - Day 2
On June 9-1 1, 201 5, the city of Richmond hosted a three-day design forum to gather community
input and feedback on potential design options for the Jefferson Avenue corridor. Attendees
included representatives from the city of Richmond and neighborhood business owners, property
owners, and residents.
The input at these discussions is organized below according to the original city goals:
Goal 1 - Improving pedestrian and bicyclist mobility and safety along the corridor.
Improve sidewalks and street crossings.
Participants were concerned about the long crosswalks shaped by acute angles at
intersections. Participants discussed feeling unsafe crossing the street.
Improve conditions for bicyclists.
Most participants wanted continuous, protected bicycle lanes along Jefferson Avenue
because it is one of the most direct routes to downtown that avoids the steepest hills.
Reduce and manage traffic speed.
People were not concerned about current traffic volumes; however, the wide traffic lanes
encourage fast speeds along the corridor, especially going downhill on Jefferson Avenue.
People noted that the ongoing traffic-calming measures are reducing speeds and would like
to see more improvement.
Reduce conflicts at intersections.
Participants wanted safer conditions at intersections, noting that near misses between
vehicles and pedestrians along Jefferson Avenue are routine. Everyone agreed that all users,
including drivers, are frequently unsure of where they should be looking to avoid collisions
and that the behavior of others is hard to anticipate.
Goal 2 - Improving pedestrian and bicyclist connections between the corridor and adjacent
neighborhoods/ the James River, and regional amenities such as the Shockoe Bottom commercial
district, the central business district, Virginia Commonwealth University's medical campus, the
Virginia Capital Trail, and the Cannon Creek Greenway.
Provide continuous streetscape treatment.
Participants noted that Jefferson Avenue is an important link for getting around the city
efficiently, and improving the street would make walking and biking more appealing. People
advocated for improved sidewalks throughout the corridor that are safe and pleasant for
pedestrians and have a more continuous tree canopy that provides shade. People also
wanted protected bicycle lanes that connect to the rest of Richmond's bicycle routes.
-------
GREENING JEFFERSON AVENUE
1
1. DESIGN FORUM
4
Goal 3 - Encouraging investment in the vacant and underused parcels immediately surrounding
and near the project area.
Encourage redevelopment and investment.
People strongly desired new development in the neighborhood to eliminate vacant lots and
stimulate economic revitalization. Some residents wanted to ensure that new development is
environmentally friendly to help brand the neighborhood as sustainable. In addition, many
people were concerned about housing affordability in the neighborhood. Residents said they
would like to see some smaller units added to the predominantly single-family housing stock
to provide more affordable options for young people and seniors.
Maintain on-street parking.
Participants wanted to maintain on-street parking spaces along Jefferson Avenue to make
sure customers for local businesses have convenient parking.
Encourage pedestrian activity.
Many residents noted that they walk to the businesses on Jefferson Avenue, and having many
people out on the streets helps support a lively commercial district, which they would like to
see expand.
Goal 4 - Using green infrastructure to reduce stormwater pollution and flooding,
Implement green infrastructure strategies.
Participants were concerned about excessive stormwater runoff flowing down Jefferson
Avenue, which can cause flooding in Shockoe Bottom. People advocated for green
infrastructure and innovative technology along the corridor. They embraced the idea of
using stormwater management as a focal point in defining Jefferson Park as a gateway to
the neighborhood.
Goal 5 - improving the corridor's appearance, including through public art and community green
space that reflects neighborhood history and character.
Incorporate open, green space.
Participants emphasized the need for more open space and pocket parks for social
gatherings. Community members emphasized the strong desire to incorporate public art in
these places.
-------
II. DESIGN forum
GREENING JEFFERSON AVENUE
Goal 6 - Coordinating this effort with ongoing projects in the area, including a streetscape concept
plan developed by the Union Hill Civic Association, planned traffic-calming measures, and a design
competition for the pocket park bounded by Jefferson Avenue, 23rd Street, and Clay Street.
Integrate ongoing traffic calming measures into future plans.
Participants acknowledged the importance of the already planned traffic-calming measures
and did not want to see them uprooted shortly after installation.
Throughout the second day of the design forum, the design team revised the preliminary plans and
sketches to reflect the community input. The team created an overall site plan, further defining the
streetscape treatment along Jefferson Avenue. On the third day of the forum, the team presented
the revised design options in an open house attended by elected officials; federal, state, and local
government agency staff; and members of the public. The attendees generally agreed that the
revised design options met the city's goals.
-------
V
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
FIGURE S. Union Market
FIGURES. Church Hi!! Residences
r4
The design team assessed the project area to better understand its opportunities and constraints,
looking at:
Topography.
Hydrology and drainage.
Impervious surfaces.
Development history,
Pedestrian safety.
Bicycle master plan.
Bus routes.
Tree canopy.
Land use.
Zoning.
Land ownership.
Buildings.
FIGURE 4. Entrance lo Jefferson Park
-------
v
/>A /A
ill nn /^v i p/^t a n r /
k a rrnrrMTK it
/ Xvz //\\ /7\\ //
PRO ECT ARE/
\ assessment
GREENING JEFFERSON AVENUE
I I 1 I 1 % 1 I # 11 %.
% # \ b v 1 1 b 1^1 ^
TOPOGRAPHY
Jefferson Avenue lies in a natural depression between Church Hill and
Union Hill. This ravine remained undeveloped as the city rose around it
until the late 1 800s, when it was filled to create a new street, Jefferson
Avenue. The avenue followed the topography of the ravine and was
diagonal to the city's street grid. Its alignment not only created a series of
acute intersections, but also makes Jefferson Avenue the natural course
for stormwater runoff due to its slope.
The western edge of the project area is defined by Jefferson Park, which
is 38 feet above the street level. The degree of slope gradient accelerates
along Jefferson Avenue from east to west, increasing stormwater velocity
and scouring.
t)
iv
INION HILL *
Wyjtr --'V-
un#-.//vr
J
y
'i
.../
FIGURE 8. Topography Showing 2-Foot Contour Lir
mmm
N0RTH 0 500'1000'2000'
Jefferson Avenue HP High point "k Topographical high point
Project area LP Low point <- Percent slope along road
-------
/^5T~7/~\V/ >:< 7/n
//\x // w //
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
- Jefferson Avenue Storm drain | 100-year flood plain Watershed
Project area 4- Direction of flow Floodwall Water flow
HYDROLOGY AND DRAINAGE
FIGURE 9. Storm Drain System Along the Jefferson Avenue Corridor
Jefferson Avenue conveys stormwaterto Shockoe Bottom, a
neighborhood that has a history of flooding. Flood walls on the James
River protect the city from river floods but also trap runoff on the leeward
side, flooding Shockoe Bottom with storm water.
Stormwater is currently captured in a series of storm drains along the
curb lines of Jefferson Avenue that flow to Shockoe Bottom. Storm drains
feed into a combined sewer system of both storm and sanitary lines
that flows to a wastewater treatment plant. However, during major rain
events, the amount of polluted runoff and raw sewage can exceed the
system's capacity and overflow from the combined sewer system into
the James River. Measures to reduce stormwater runoff along Jefferson
Avenue would reduce downstream flooding in Shockoe Bottom, reduce
combined sewer overflows, and improve water quality.
0 100' 200' 400'
ฉ
FIGURE 10. Hydrology SrC 0 50Q'10QQ' 2000'
-------
V
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
Vi
IMPERVIOUS SURFACES
- Jefferson Avenue | Impervious surface (roofs) Impervious surface (sidewalks)
Project area Impervious surface (roads and parking) Pervious surface (lawn and plantings)
-------
V
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
DEVELOPMENT HISTORY
In the 1 700s, the site where Jefferson Avenue
now sits was north of the original town grid,
hidden in a wooded ravine. In the years to
follow, the city of Richmond grew significantly,
with extensions of the city grid. In the mid-
1800s, both Union Hill and Church Hill
emerged as neighborhoods shaped by the
ravine's steep topography, creating unique
architecture tucked in the hillsides. The 1901
map shows the transformation of the ravine
into a city street. The ravine was filled, creating
Jefferson Avenue that joined Union Hill and
Church Hill and their respective neighborhoods.
/
I
FIGURE 13. Map Circa 1 700s FIGURE 14. Map Circa 1 865
FIGURE IS. Map Circa 1901
FIGURE 16. Map 201 5
Jefferson Avenue north
0 500' 1000' 2000'
ฉ
-------
HI-PROJECT AREA ASSESSMENT,
PEDESTRIAN SAFETY
Jefferson Avenue is one of the few diagonal streets in the city grid,
creating acute intersections that are confusing for drivers, pedestrians,
and cyclists. Acute angles at intersections also make people walk longer
distances to cross the street, putting them at more risk. The city of
Richmond is implementing a traffic-calming plan for the corridor that
includes a roundabout at 22nd Street and two smaller neighborhood
traffic circles at 23rd and 24th streets. Residential traffic circles reduce
traffic speeds, collisions, and crash severity at intersections, especially
when installed in a series along the entire street or corridor. Minor streets
entering an intersection with a residential circle have a stop sign or a
yield depending on the road conditions. Modern roundabouts are larger
than residential circles and are typically used at locations in place of a
traffic signal. At modern roundabouts, vehicles slow on their approach
and must yield to any vehicles already circulating in the roundabout.
Roundabouts and residential circles rely on landscaping to reinforce their
presence, calm traffic, and better incorporate them into an attractive
streetscape while providing air- and water-quality benefits. These changes
will improve pedestrian safety, but additional measures could make
pedestrians and bicyclists feel safer and more comfortable.
Jefferson Avenue Existing crosswalk B Bus stop location (_> Potential pedestrian safety issues
Project area ฆ ฆ Planned crosswalk -0- Signalized intersection
(Construction scheduled for 2015)
NORTH
FIGURE 18. Street Grid
-------
V
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
BICYCLE MASTER PLAN
The city completed its Bicycle Master Plan in May 2015. The plan
envisions Jefferson Avenue with buffered bicycle lanes that would connect
to the shared lanes at Clay and 23rd streets where the city plans a bike-
walk street, which is modified to enhance pedestrian and bicyclist comfort
while discouraging through-trips by non-local motorized traffic.
Existing shared lane
Existing greenway
Proposed cycle track
Proposed bike lane
Existing shared use path
Existing buffered bike lane
Proposed buffered bike lane
Proposed bike-walk street
Proposed future bike facility
BUS ROUTES
Jefferson Avenue is served by four bus routes with five stops in the
corridor. Only one bus stop has a shelter, near 25th Street.
Route 7 - Seven Pines Route 43-44 Whitcomb/Fairfield
Route 45 - Jefferson Route 56 - South Laburnum
Bus stop
Project area
ฎ
*0
-fc-
Cl
0 500"! 000' 2000'
FIGURE 19. Bicycle Master Plan
0 500'1000' 2000'
FIGURE 20. Bus Routes
-------
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
I
TREE CANOPY
The corridor benefits from Jefferson Park's
extensive tree canopy. Along Jefferson Avenue,
however, the tree canopy is irregular. It provides
limited shade and discourages pedestrians,
especially on hot days. Power lines on both
sides of the street require severe pruning of
tall canopy trees to ensure consistent electrical
service to the neighborhood, which further
reduces shade.
Tree canopy
Telephone pole
-------
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
7*
LAND USE
>rson
Walter J.
Manning
Funeral Hoc
Martet
Sbinson
or Center
Jeffers5n Avenue
Family
Resource
4 Center
ฆ Pocket park
(Two Hills Park)
FIGURE 22. Land Use Along the Jefferson Avenue Corridor
NORTH
ฉ
Jefferson Avenue has a mix of residential
and neighborhood commercial land uses in
a neighborhood undergoing revitalization.
Though it is primarily residential, several
popular neighborhood businesses have
created a vibrant center in which walkability
is critical. The residents' desire for more
neighborhood businesses increases the need
to address pedestrian and bicycle safety. As the
neighborhood's population, median income,
and property values rise, a number of vacant
lots or vacant buildings create development
opportunities for future residential and
business uses.
Residential Green spaces
HH
Commercial/industrial land L I Vacant lot
-------
V
>:<7/x
//\>
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
ZONING
The majority of Jefferson Avenue is zoned as
urban business, while the adjacent blocks in
the immediate vicinity are zoned as residential.
Current zoning allows more neighborhood
businesses than are currently in place.
Urban residential district Urban business district Parks and recreation
Multifamily urban residential district Residential-office district
-------
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
LAND OWNERSHIP
FIGURE 24. Land Ownership Along the Jefferson Avenue Corridor
The majority of parcels in the project area
are privately owned. Jefferson Park is the
neighborhood's major public open space. A
small pocket park between East Clay and North
23rd streets will be another space for recreation
and social gatherings after construction of
"Two Hills Park," the winning design in a 2014
design competition sponsored by a group of
nonprofit organizations. It is currently in the
fundraising stage. The east end of the project
area has no public open space. The publicly
owned parcel on Leigh Street is occupied by the
Family Resource Center, its parking lot, and a
small playground accessible only through the
building.
Public land
Private land
-------
GREENING JEFFERSON AVENUE
. PROJECT AREA ASSESSMENT
BUILDINGS
ฆI
. 'JF
FIGURE 25. Buildings Along the Jefferson Avenue Corridor
The building pattern highlights Jefferson
Avenue's fragmented street wall; few buildings
actually front the avenue. A strong, consistent
streetscape helps create a sense of enclosure
that improves the pedestrian experience and is
an important part of unifying the appearance
and function of Jefferson Avenue as the center
of neighborhood life.
| Building footprint
s Street wall edge
-------
GREENING JEFFERSON AVENUE
IV. DESIGN OPTIONS
OVERALL DESIGN CONCEPT
FIGURE 26. Overall Design Concept for the Jefferson Avenue Corridor
The Jefferson Avenue corridor has a large
green space, Jefferson Park, at its west end
and a modest pocket park at 23rd Street, but it
otherwise lacks public green space. Figure 26
shows the overall design concept, which creates
a series of small green spaces along the avenue
that could be visually and physically linked so
that, in their aggregate, they would become a
linear park, meeting the city's goals of:
Reducing storm water pollution through
green infrastructure.
Enhancing pedestrian and bicycle
mobility and safety.
Improving the neighborhood's
appearance.
Changing the perception of the street
from a vehicle thoroughfare to a
neigh borhood-serving
commercial district.
Catalyzing neighborhood revitalization.
Typical improvements throughout the corridor
include buffered bicycle lanes on both sides of
the avenue, porous paving in on-street parking
spaces, shelters at bus stops, rain gardens,
and street trees. These improvements, in
conjunction with the improvements specific to
each study area, can make the corridor safer,
more comfortable, and more convenient for
pedestrians, bicyclists, bus riders, and drivers.
In addition, the trees and rain gardens would
improve both water and air quality.
NORTH n
ฉ
By creating new parkland and introducing
porous paving; rain gardens; and planted
traffic circles, a roundabout, medians, and curb
extensions, the design concept decreases the
amount of impervious surface in the project
area by approximately 15 to 20 percent.
Sidewalk Porous paving
Bicycle lane Road
Shrubs
Rain garden
Existing tree
New tree
Bus shelter
New building
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
Vi
JEFFERSON AVENUE TYPICAL STREET SECTION
Figure 27 shows a typical cross-section of
Jefferson Avenue and provides the current
dimensions of parking and traffic lanes. The
street is 48 feet from curb to curb, with two
travel lanes and on-street parking on both
sides of the street. Both the travel lanes and the
parking lanes are wider than necessary for the
travel speed on the road. The street is served
by overhead power lines, with street lights
attached. Given the expense of placing the
power lines underground, the design options
assume they will remain. Scattered street trees
provide some shade, but because of the power
iines, many of these trees have been
pruned severely. Sections on the following
pages depict Jefferson Avenue at intersections
where the dimensions vary from this typical
section.
Figure 28 illustrates the design option and the
proposed dimensions for new road elements
along Jefferson Avenue, showing that by
narrowing the travel lanes and parking lanes,
a buffered bicycle lane can be introduced on
both sides of the street without any realignment
of the existing curb. It also shows new, smaller
shade trees along the curb line that can grow to
25 feet underneath the power lines, providing
some shade without requiring extensive pruning.
48'-0"
FIGURE 27. Typical Street Section for Jefferson Avenue ฃ i 0 20
FIGURE 28. Design Option for a Typical Street Section for 0 10' 20'
Jefferson Avenue
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
m
STUDY AREAS
dlllllliilllllllllllllllllllllllHIIIIIli^tlilllll!;
FIGURE 29. Study Areas
The design team and the city selected five study
areas along Jefferson Avenue from 21st Street
to 25th Street for more detailed design options.
The study areas are:
The Gateway
This area is a major arrival point to the
Jefferson Avenue corridor for pedestrians,
cyclists, and drivers coming from downtown. It
also is a main entry point to Jefferson Park, the
largest green space in the neighborhood. The
intersection of Jefferson Avenue and 21 st Street
has acute angles with long crosswalks. The park
entry is unremarkable in its character and has
a little-used expanse of pavement. The design
option includes reconfiguring the crosswalks to
shorten them, replacing impervious pavement
with a rain garden, and creating a grand entry
to dignify the park.
The Ellipse
This area includes a six-way intersection with
acute angles, unclear vehicular movement
patterns, and long crosswalks. The city of
Richmond will install an elliptical roundabout
to clarify how vehicles should move through
the intersection. The design option includes
additional green spaces, pedestrian
refuges, curb extensions, and new crosswalk
configurations to make pedestrians and cyclists
safer as they move through the intersection.
The Bowtie
This area includes the intersection of Jefferson
Avenue and 23rd Street and the two triangular
blocks that flank the avenue, forming a shape
that resembles a bowtie. The avenue here
has long crosswalks that are angled such that
drivers do not have clear sight lines. The design
option includes a small, planned traffic circle
to slow vehicular traffic and perpendicular
crosswalks for pedestrian safety.
Bookend Parte
1 his area is an expansive, six-way intersection
with acute angles, long crosswalks, and
extensive pavement for vehicular traffic. The
design option reconfigures the intersection into
a simple "T," removing segments of Leigh Street
and 24th Street and converting these areas to
pocket parks flanking the new intersection.
Northeast Parcel
I his triangular block at 25th Street has a one-
story office building, an empty building, and
a vacant lot. The design option explores how
these properties could be redeveloped if they
were combined into one parcel, potentially as
a three-story apartment building with ground-
floor retail that could help neighborhood
revitalization.
-------
GREENING JEFFERSON AVENUE
IV. DESIGN OPTIONS
THE GATEWAY
Jefferson Avenue at 21" Street
Figure 30 shows the acute angles of the four-
way intersection, resulting in a long crosswalk
from the south side of Jefferson Avenue to
21 st Street. At the entrance to the park, several
park pathways converge at a large, underused
area of impervious pavement that contributes
to stormwater runoff. The park entry has no
marker that conveys the park's significance to
the neighborhood.
The design option illustrated in Figure 31
shows improvements that advance the city's
goals of safer streets and better stormwater
management. The crosswalk along the south
side of Jefferson Avenue is replaced by one
across Marshall Street, reducing crosswalk
length and adding a green curb extension on
both sides of Marshall Street. The design option
includes new, buffered bicycle lanes on each
side of Jefferson Avenue and porous paving in
the on-street parking spaces. Finally, additional
street trees complete the shade canopy on the
sidewalks for pedestrian comfort.
FIGURE 31. Design Option for the Gateway
Nฐg o 50'
100'
Sidewalk
Bicycle lane
Porous paving
Road
Shrubs
Rain garden
Existing tree
Bus shelter
*
New tree
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
Figure 33 shows the edge of a green pedestrian
curb extension to provide a buffer between
vehicles and pedestrians in the area of the
realigned crosswalk. The paved area at the
foot of the steps in the park is replaced with
an elliptical rain garden, framed by a pair of
sloping walkways that lead to the steps. This
ramp rises 4 feet, reducing the visual and
physical length of the steps by 10 percent.
These improvements build on the character
of the park and transform stormwater
management into civic art, with a single new
drain structure beneath a vantage point where
the ramps meet the steps. This design option
would reduce stormwater runoff while creating
a new, elegant entry to both the park and
the neighborhood.
FIGURE 32. Existing View Looking North
FIGURE 33. View of Design Option for the Gateway
THE GATEWAY
Jefferson Avenue at 21" Street
Figure 32 shows the broad expanse of paving
at the intersection of Jefferson Avenue and
21 st Street. The steps that lead up to the park's
plateau are 38 feet above street grade, and
the elevation change makes most of the park
invisible to people on Jefferson Avenue. The
underused paved area at the base of the steps
leading into the park is flanked by a pair of
standard storm drains. This area presents an
unremarkable entry to the park and does not
indicate its value to the neighborhood.
-------
GREENING JEFFERSON AVENUE
IV. DESIGN OPTIONS
THE GATEWAY
Jefferson Avenue at 21" Street
Figure 34 shows the existing condition of
the avenue at the entrance to the park. Both
travel lanes and parking lanes are wider than
necessary, and the street has no bicycle lanes.
The area at the base of the park steps is paved
and barren. The steps climb 38 feet to the
plateau area that is the main part of the park.
FIGURE 34. Existing Section
0 15' 30'
The design option shown in Figure 35 adds
buffered bicycle lanes on both sides of the
street. At the park entrance, ramps sweep up
from street grade, framing a generous elliptical
rain garden carved into the ground. This basin
will store stormwater briefly before releasing
it, thereby reducing downstream flooding. In
addition, plants and soil in the basin will filter
and absorb pollutants in stormwater, improving
water quality in the James River.
FIGURE 35. Section Through the Design Option for the Gateway
0 15' 30'
Parking
Sidewalk <
Traffic
Traffi-
lane
Parking
Jefferson Park
Jefferson Park
Parking
Sidewalk
Parking
Rain Garden
-------
V ^ />A.
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
THE ELLIPSE
Jefferson Avenue at 22nd Street
Figure 36 shows the intersection of Jefferson
Avenue with 22nd Street and Clay Street. This
six-way intersection is confusing to drivers,
pedestrians, and cyclists, who come upon
acute angles, blocked sight lines, and long
crosswalks. The green oval in the center of the
photo is a planned roundabout that will help
direct traffic and reduce the confusion among
all users.
The design option illustrated in Figure 37
shows additional changes that could further
advance the city's goals for a safer pedestrian
realm, improved stormwater management,
and a more attractive appearance. Crosswalks
pendicularto each road provide the shortest
safest pedestrian crossings. Landscaped
estrian refuges and curb extensions allow
pedestrians to carefully look before crossing a
travel lane. Converting part of Clay Street east
of the roundabout from an angled intersection
to a perpendicular one would shorten the
crosswalk along Jefferson Avenue and widen
the sidewalk to create space that might be used
for street vending, a farmers market, or social
gatherings.
per
anc
pec
FIGURE 37. Design Option for the Ellipse
50' 100'
Sidewalk Porous paving
Bicycle lane Road
Shrubs
Rain garden
Existing tree
New tree
Bus shelter
nฐrth o 5Q' 100'
0
-------
GREENING JEFFERSON AVENUE
IV. DESIGN OPTIONS
THE ELLIPSE
Jefferson Avenue at 22nd Street
Figure 38 shows the existing conditions at
the intersection of Jefferson Avenue and Clay
Street. The unmarked asphalt does little to
direct drivers, pedestrians, and cyclists. The
crosswalk at the intersection of Clay and
22nd streets is long and uncomfortable for
pedestrians because it is hard to predict the
movement of traffic. Notably, due to the signals
and road geometry, pedestrians crossing
Jefferson Avenue at Clay Street are always
potentially in the path of a moving vehicle
whose driver might not have a clear line of
vision or expect to encounter pedestrians
in the street.
Figure 39 illustrates the design option, including
the planned roundabout that will make traffic
patterns more orderly and predictable. New
crosswalks, refuges, and curb extensions
give pedestrians shorter and safer routes to
traverse the intersections. These improvements
also reduce impervious area and, therefore,
storm water runoff.
FIGURE 38. Existing View Looking Northeast toward Alamo BBQ
FIGURE 39. View of the Design Option for the Ellipse
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
n
Traffic lane
Jefferson Avenue
Roundabout
-------
V ^ />A.
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
m
Pocket
park
NORTH
FIGURE 42. Existi
Jefferson Avenue
Pocket par'k
(Two Hilts Park)
NORTH
Sidewalk Porous paving Shrubs Existing tree Bus shelter
Bicycle lane Road Rain garden New tree
THE BOWTIE
Jefferson Avenue at 23rd Street
Figure 42 shows the existing condition at 23rd
Street, with intersections at acute angles and
long crosswalks. This area has two attractions
on opposite sides of the avenue: the pocket
park and Union Market. Pedestrians want to
move easily from one to the other. The city of
Richmond has committed to building a traffic
circle at this intersection to calm traffic (marked
on Figure 42 as a circle), which will help make
pedestrians safer. However, both streets have
more pavement than needed for both travel
lanes and parking lanes. If reconfigured, both
streets could become safer and more inviting
for cyclists and pedestrians while reducing
confusion for drivers.
The design option illustrated in Figure 43 adds
buffered bicycle lanes on each side of Jefferson
Avenue and creates perpendicular crosswalks.
Narrowing the travel and parking lanes on
23rd Street and replacing the asphalt paving
with porous pavers would reduce stormwater
runoff. The pavers can also help delineate these
street segments as plaza-like areas that could
be occasionally closed off for street fairs and
festivals. These improvements would advance
the city's goals of improving pedestrian safety,
better managing stormwater, and encouraging
private investment in the neighborhood.
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
Figure 45 shows how the planned small traffic
circle could calm traffic. A shade tree in the
circle provides a visual cue for drivers to slow
down and adds greenery to the street. The
design option adds buffered bicycle lanes on
the avenue, although cyclists and drivers would
share the road around the circle. Crosswalks
perpendicular to Jefferson Avenue are shorter
and thus safer. Small rain gardens at the
corners could discourage people from crossing
outside of the marked crosswalks while also
capturing and filtering stormwater runoff.
FIGURE 45. View of the Design Option for the Bowtie
FIGURE 44. Existing View Looking East
THE BOWTIE
Jefferson Avenue at 23rd Street
Figure 44 shows the intersection's existing
expanse of asphalt paving with no marked
crosswalks, creating confusion for pedestrians
about where to safely cross Jefferson Avenue.
The street tree on the right has been sheared to
protect the integrity of the overhead
power lines.
-------
GREENING JEFFERSON AVENUE
THE BOWTIE
Jefferson Avenue at 23rd Street
Figure 46 shows the planned traffic circle in the
center of the intersection.
The design option illustrated in Figure 47 shows
how additional street trees could provide a
continuous canopy that makes pedestrians
more comfortable, while helping to improve
air quality.
IV. DESIGN OPTIONS
Traffic
lair
Traffic
Sidewalk
< *
FIGURE 46. Existing Section 0 15 30
FIGURE 47. Section Through Design ^
Option for the Bowtie
-------
V ^ />A.
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
BQOKEND PARKS
Jefferson Avenue at 24th Street
Figure 48 shows the intersection of Jefferson
Avenue, Leigh Street, and 24th Street, a six-way
intersection with a large expanse of unmarked
asphalt pavement, unmarked crosswalks, and
no bicycle lanes. Users face ambiguity about
how to move through the intersection safely.
A small concrete pedestrian refuge along the
south side of Jefferson Avenue offers little
comfort or safety for pedestrians as they stand
surrounded by moving vehicles. South of
Jefferson Avenue, both Leigh Street and 24th
Street have short stacking distances for cars
approaching the avenue; sometimes traffic on
one of these streets blocks the other, making the
intersection more confusing for users.
The design option illustrated in Figure 49
reconfigures the intersection to eliminate the
stub ends of both Leigh and 24th streets south
of Jefferson Avenue, replacing them with green
space. A new road, perpendicular to Jefferson,
creates a "Y" intersection of Leigh and 24th
Streets. This creates shorter crosswalks that
are perpendicular to the street. Two new, small
pocket parks create places for people to gather.
Buffered bicycle lanes are on both sides of
Jefferson Avenue. Next to the intersection is
the Family Resource Center, a public facility
managed by the city of Richmond. The design
option reconfigures its parking area to enlarge
its playground while keeping the same number
of spaces. The asphalt parking lot surface could
be replaced by porous pavement to help reduce
storm water runoff.
FIGURE 49. Design Option for Bookend Parks
Nฐg o 50'
100'
Sidewalk
Bicycle lane
Porous paving
Road
Shrubs
Rain garden
*
Existing tree
New tree
Bus shelter
New building (part of Northeast Parcel design option)
-------
GREENING JEFFERSON AVENUE
IV. DESIGN OPTIONS
BQOKEND PARKS
Jefferson Avenue at 24th Street
Figure 50 shows the unmarked expanse of
asphalt at the intersection of Jefferson Avenue
and 24th Street. The overly wide side streets
create longer crossing distances and more
impervious area. Crosswalks are unmarked.
Figure 51 shows the design option, which
converts the stub ends of Leigh Street and
24th Street into park space, transforming them
into an oasis for the neighborhood that meets
multiple city goals. The new street section
perpendicular to Jefferson Avenue has a short
crosswalk marked with a pair of brick piers
and lights. The new park spaces would create
a sense of place for this intersection, while the
reconfigured streets would make pedestrian and
bicyclists safer. Rain gardens along the curb
would prevent jaywalking outside the crosswalks
and capture and filter stormwater runoff.
FIGURE SI. View of the Design Options for Bookend Parks
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
BQOKEND PARKS
Jefferson Avenue at 24th Street
The design option shown in Figure 53
reconfigures the intersection to create a park
in the vacated stub end of Leigh Street. It also
adds bicycle lanes on both sides of
Jefferson Avenue.
Figure 52 shows the existing condition of
the intersection at the location of the small,
concrete pedestrian refuge. The intersection of
Leigh and 24th Streets creates a wide expanse
of pavement.
FIGURE 52. Existing Section
Intersection of Leigh Street
and 24th Street
K
Parking ฆ
Bookend park
Jefferson Avenue
Bike Traffic
lane lane
>
Traffic Bike
lane lane
fe>l< >K' >1
Parking
Sidewalk
FIGURE S3. Section Through the Design Option for Bookend Parks Q 15 30
Intersection of Leigh Street
and 24th Street
-------
V ^ />A.
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
THE NORTHEAST PARCEL
Jefferson Avenue at 25th Street
Figure 54 shows a triangular area of private
property that lies between Jefferson Avenue,
24th Street, and M Street. It includes a small,
one-story office building and its parking lot
and an abandoned two-story building that
the city has condemned. The majority of the
parcel is vacant and does not contribute to
neighborhood vitality. The owner of the office
building is interested in selling his property,
creating an opportunity to transform the entire
parcel in a way that meets the city's goals of
revitalizing the neighborhood and creating
new businesses.
The design option illustrated in Figure 55
envisions redeveloping the parcel with an
apartment building with ground-floor shops
aiong Jefferson Avenue. Such buildings are
typically 60 feet wide, which would create two
triangular spaces at either end of the parcel that
cou a be used for outdoor retail or cafe space.
Parking would be tucked under and behind the
building and could be constructed from
porous pavement.
FIGURE 54. Existing Plan
VI
FIGURE 55. Design Option for the Northeast Parcel
Sidewalk Porous paving
Bicycle lane Road
Shrubs
Rain garden
Existing tree
m New tree
Bus shelter
New building
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
HI
THE NORTHEAST PARCEL
Jefferson Avenue at 25th Street
Figure 56 shows the existing condition of the
parcel, with the small office building and its
parking in the foreground. The abandoned
building is in the background, with vacant land
in between.
The design option illustrated in Figure 57 shows
how a three-story apartment building might
appear on the site. It would have its lobby entry
on Jefferson Avenue and small retail stores or
services along the street. At either end of the
building, triangular spaces could be used for
outdoor retail functions like sidewalk cafes.
On-street parking on Jefferson Avenue could
be provided to support those businesses. A
green roof and rooftop garden could serve the
building residents and reduce storm water runoff
from the site. The building could be constructed
as a green building to save water and energy
resources, reduce waste, and protect occupant
health. Such a building could also help brand
the Jefferson Avenue corridor as a
sustainable neighborhood.
FIGURE 56. Existing View Looking Northwest
FIGURE 57. View of the Design Option for the Northeast Parcel
-------
IV. DESIGN OPTIONS
GREENING JEFFERSON AVENUE
EH
THE NORTHEAST PARCEL
Jefferson Avenue at 25th Street
Figure 58 shows the existing condition of the
parcel, with the abandoned building in the
background.
The design option in Figure 59 shows a three-
story building with ground-floor retail, two floors
of residential units, and resident parking that
slips under part of the building. On-street retail
parking would be provided nearby. Service for
the retail stores would use the same driveways
as the residents and would be behind the
building, away from view on Jefferson Avenue.
Apartment building with
roof terrace
-------
v next steps
GREENING JEFFERSON AVENUE
IMPLEMENTATION
The design options for Jefferson Avenue are
a menu of improvements that the city could
implement incrementally over time. These
improvements can be grouped into two
main categories:
Mobility options include bicycle
lanes, intersection reconfiguration, a
roundabout, traffic circles, crosswalks,
and bus shelters.
Stormwater management options
include rain gardens, porous pavement
in parking spaces and roadways,
increased planted areas, and street
tree plantings.
Typically, public funding for mobility
improvements is dispersed through city, state, or
federal departments of transportation. Funding
for stormwater management typically comes
through natural resources and environment
public agencies. The city of Richmond could
pursue any and all applicable funding sources,
as many communities compete for these funds.
Some potential funding sources are listed
beginning on page 37.
The city could consider the following steps to
advance elements of the design options that it
chooses to implement:
Near-term steps (2016 to 2017)
Complete current planned improvements
for traffic-calming measures on Jefferson
Avenue, including the major roundabout
at 22nd Street and minor traffic circles at
23rd Street and 24th Street.
Paint crosswalks and other markings at
these intersections to show the intended
path for pedestrian and vehicular travel.
For example, the city could paint the
outlines of curb extensions that define
the area for vehicle travel in the design
options, notably at the Ellipse. The
paint striping would be an inexpensive,
visible improvement that could improve
pedestrian safety immediately.
Add bicycle lanes along both sides
of Jefferson Avenue, which would not
require any curb realignment or utility
work. In many cities, the full width of the
bicycle lanes are painted green color,
which makes the lanes more visible,
but even painting a simple white line
pattern as a buffer zone between the
car travel lanes and the bicycle lanes
would help separate bicyclists from
traffic. This low-cost project could be
done by city employees and funded as a
maintenance cost, not a capital cost.
Meet with the city parks staff to discuss
improvements to Jefferson Park at the
Gateway study area. The Department of
Public Works is most likely to implement
the improvements, but as the owner of
the property, the parks department must
approve and embrace the concept.
Once engaged, the parks department
might be motivated to lead the effort.
Continue fundraising efforts to
implement the design for Two Hills Park
that was chosen through a
competition in 201 4.
Study the feasibility of replacing the
asphalt pavement on 23rd Street in the
blocks on either side of Jefferson Avenue
with porous pavers. This change would
reduce stormwater runoff and define
an area that would be well suited for
periodic closure for festivals, markets,
and street fairs.
Meet with the land owners of the
Northeast Parcel and gauge their interest
in a development strategy of assembling
the entire triangle and planning it as
one development opportunity. This
strategy could yield a higher and better
use than if each parcel were developed
individually overtime. This conversation
would include a discussion on land
use and zoning, with the city providing
guidance on the approval process so the
land owners fully understand their rights
and options.
Mid-term steps (2018 to 2020)
Reconfigure the intersection of Jefferson
at 22nd and Marshall streets, including
curb realignment at corners to create
curb extensions with rain gardens and
new crosswalks.
Construct permanent curb planters and
crosswalks at the Ellipse, including the
curb extensions at East Clay Street.
Place new bus shelters at each of the
four bus stops in the study areas.
-------
y
V NEXT STEPS
GREENING JEFFERSON AVENUE * ^7
Construct Two Hills Park and institute
changes along East Clay and North
23rd streets to create a new social and
civic heart at the center of the
study area.
As a first step toward building the
Gateway to the corridor, create detailed
plans for the new entry to Jefferson Park,
including the rain garden, entry ramps,
and landscaping.
Conduct a feasibility study for the
Bookend Parks, including intersection
reconfiguration, curb realignments, and
street closures, to demonstrate that it
would not significantly affect traffic flow
and would improve pedestrian safety.
Long-term steps (2020 and beyond)
As final steps to complete the vision for the
Jefferson Avenue corridor, the city could:
Construct the Gateway to Jefferson Park.
Construct the Bookend Parks and the
associated improvements to the Family
Resource Center playground and
parking lot.
Replace asphalt parking lanes along
both sides of Jefferson Avenue with
porous pavers.
Complete curb extensions and rain
gardens along Jefferson Avenue and its
intersections with side streets.
FUNDING SOURCES
Federal
The Green Streets, Green Jobs, Green Towns
Initiative is a collaboration among EPA
Region 3, the Chesapeake Bay Trust, the
Maryland Department of Natural Resources,
and other partners. It offers grants to
communities in the Chesapeake Bay Watershed
for engineered designs and construction of
green infrastructure projects, especially green
streets, to improve water quality and encourage
economic growth. The rain gardens, porous
pavements, and street tree planting are eligible
for funding from this initiative. More information
is available at: http://www.cbtrust.Org/site/c.
miJPKXPCJnH/b.7735695/k.5E92/Green_Streets_
Green_Jobs_Green_Towns.htm.
The EPA Clean Water State Revolving
Fund provides low-cost loans for green
infrastructure. This program is managed by
the Virginia Department of Environmental
Quality. These loans can be paid back
through municipal stormwater fees or other
revenue. Loans from this fund could pay
for the rain gardens. More information
is available at: http://www.deq.state.va.us/
Prog ra ms/Water/Clea n WaterFi na nci ng Ass ista nee/
StormwaterFundingPrograms/StormwaterLoans.aspx.
EPA Clean Water Act Section 319 grants
provide money for demonstration projects that
reduce stormwater pollution. This program
is managed by the Virginia Department of
Environmental Quality. These grants could
fund the rain gardens. More information
is available at: http://www.deq.virginia.gov/
Prog ra ms/Water/Clea n WaterFi na nci ng Ass ista nee/
NonpointSourceFunding.aspx.
EPA Urban Waters Small Grants fund research,
training, and demonstrations to advance
restoration of urban water quality and support
community revitalization. Typical grants range
from $30,000 to $60,000 and have been
used for planning to address chronic flooding,
job-training programs for green infrastructure
installation and maintenance, homeowner
workshops for residential green infrastructure
installation, and education programs to teach
youth about sources of and solutions to water
quality impairment. More information is
available at: http://www.epa.gov/urbanwaters/
urban-waters-small-grants.
The Federal Emergency Management Agency
Pre-Disaster Mitigation Grant Program offers
funding to communities for projects that reduce
or prevent flooding. The rain gardens would
be eligible for this funding. More information
is available at: http://www.fema.gov/pre-disaster-
mitigation-g rant-prog ram.
The Federal Highway Administration offers
grants to states for a variety of green
infrastructure transportation projects. These
funds are managed by the Virginia Department
of Transportation. Two programs are particularly
appropriate for Jefferson Avenue:
The Congestion Mitigation and Air Quality
program provides grants for pedestrian,
bicycle, and transit projects under the Title
23 federal-aid highway funding. The bicycle
lanes, pedestrian sidewalk, curb extensions,
and transit shelters would be eligible for this
funding. More information is available at:
http://www.fhwa.dot.gov/environment/air_
quality/cmaq.
-------
v next steps
GREENING JEFFERSON AVENUE
c:
The Transportation Alternatives program
provides funding for pedestrian and bicycle
paths, safe routes to school, access to
transit, and community improvements.
The bicycle lanes, pedestrian sidewalks,
crosswalks, curb extensions, transit shelters,
and intersection reconfigurations would be
eligible for this funding. More information is
available at:
http://www.fhwa.dot.gov/map21/guidance.
The U.S. Department of Housing and Urban
Development administers Community
Development Block Grants for affordable
housing in urban areas. The Northeast Parcel
development site might be eligible for this
funding. More information is available at:
http:// portal.hud.gov/hudportal/HUD?src=/
program_offices/comm_planning/
communitydevelopment/ programs.
The National Endowment for the Arts' Our Town
program offers grants for placemaking projects
that "help to transform communities into lively,
beautiful, and resilient places." The program
considers design projects that represent the
community's distinctive character of the
community and provides matching funds from
$25,000 to $200,000. Local governments must
have a nonprofit organization partner to be
eligible. The Gateway in Jefferson Park and Two
Hills Park would be eligible for these grants.
More information is available at: http://arts.gov/
g rants-organizations/our-t own/introduction.
State Sources
The Virginia Department of Transportation
(VDOT) administers federal highway or
transportation funds, including the programs
mentioned above. VDOT might be a source
for the local match for federal funds, so the
city might want to work with VDOT to procure
those funds. VDOT also has an annual budget
for capital improvements and maintenance
that could fund some projects. Typically, VDOT
creates its budgets years in advance, so the
city might want to start talking to VDOT about
projects now, understanding that they might not
be funded for several years. More information is
available at: http://www.virginiadot.org.
The Virginia Department of Environmental
Quality is responsible for stormwater
management and can provide matching
funds for federal monies for elements such
as rain gardens and porous pavements. The
department administers the Clean Water
Revolving Loan Fund Stormwater Loan
program. More information is available at:
http://www.deq.virginia.gov/ prog rams/water/
cleanwaterfinancingassistance.aspx.
City Sources
The city of Richmond's Department of Public
Works builds and maintains the public realm.
The department creates annual budgets
for capital improvements, repairs, and
maintenance of public streets. It manages
roadways, curbs, sidewalks, and street trees, so
it would have to fund improvements and repairs
to any of those facilities through its budget
process. More information is available at:
http://www.richmondgov.com/publicworks.
The city of Richmond Department of Parks,
Recreation, and Community Facilities owns
Jefferson Park. It would have to approve and
likely fund improvements in the Gateway area,
so engaging the department as a partner is
necessary if the city chooses to implement the
Gateway design option. More information is
available at: http://www.richmondgov.com/parks.
The Richmond Regional Transportation Planning
Organization (TPO) provides funds for bicycle
and pedestrian improvements, which could be
used for intersection improvements as well as
bicycle lanes. More information is available at:
http://www.richmondregional.org/TPO/bikeped.
htm.
Private Sources
Global ReLeaf is an American Forests program
that provides grants to communities to plant
trees. More information is available at: http://
www.americanforests.org/our-programs/global-
releaf-projects. Community ReLeaf, another
American Forests program, selects cities for
help with urban forest assessment, restoration,
and outreach and education. More information
is available at: http://www.americanforests.org/
our-programs/urbanforests/community-releaf/.
-------
y
V NEXT STEPS
GREENING JEFFERSON AVENUE * *20
The Alliance for Community Trees offers grants
to communities to plant trees. More information
is available at: http://actrees.org/what-we-do/
g ra nts -a nd -a wa rds/pla nting-trees/.
The Conservation Fund's Parks with Purpose
program promotes the design, preservation,
and enhancement of urban parks. This
program could help with Two Hills Park.
More information is available at: http://www.
conservationfund.org/type-of-place/ parks-with-
purpose.
The National Association of Realtors funds
a program called Placemaking to enhance
public spaces for the betterment of the entire
community. It typically partners with a local
sponsor and provides some matching funds.
Two Hills Park is a candidate for such a
partnership. More information is available at:
http://www.realtor.org/topics/smart-growth/smart-
growth-programs/ placemaking.
Artplace America has a national grant program
that funds creative placemaking projects where
the arts play a central role in a community's
planning and development strategies. Two Hills
Park would be a candidate for these funds.
More information is available at: http://www.
artplaceamerica.org/our-work/ national-grants-
prog ram/introduction.
-------
GREENING JEFFERSON AVENUE
Smart Growth
owteNiNG
AMERICA .1 CAPITALS
------- |