maitland west side report revised_12.6.10.indd

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City of Maitland, Florida july 7th, 2010Revised December 6th, 2010

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Maitland West Side Redevelopment PlanMaitland, Florida

july 7th, 2010

prepared for:prepared for: The City of Maitland, Florida

prepared by:prepared by:AECOM

Project Lead, Urban Design + Planning

RCLCOReal Estate Market Research & Projections

Kimley-Horn and AssociatesInfrastructure Analysis

Looney Ricks Kiss ArchitectsArchitectural Inventory

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overview 7project impetus + context 13process + vision 19redevelopment plan_structure 23redevelopment plan_function_public components 33redevelopment plan_function_private components 45implementation strategy 51

real estate market assessment appendix 1 architectural assessment appendix 2infrastructure assessment appendix 3

volume onevolume one(bound within)

volume twovolume two(bound separately)

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In July 2008, the City of Maitland initiated an extensive public review and evaluation of the City’s Comprehensive Development Plan (CDP) through a process called the Evaluation and Appraisal Report (EAR). The EAR is required by State Statute with the purpose of determining what changes are needed in the CDP to reflect the community’s vision for the future; identifying issues that need to be addressed to meet the expectations of its citizens and proposing anticipated amendments and tools for evaluation to address the issues. The City of Maitland Planning Commission recommended adoption of the EAR on December 18, 2008, the City Council adopted the EAR on January 12, 2009 and the Florida Department of Community Affairs found the EAR to be sufficient.

During the EAR process, the Maitland West Side area was identified as one of five target areas for review. The EAR noted the following (excerpt):

The Maitland Center area, a large suburban office park containing roughly six million square feet of leasable space, functions as a hub for regional employment and provides economic stability for the City and diverse job opportunities for residents.

The area constitutes one of the largest, homogenous office parks in the southeastern United States. It is located west of Interstate 4 at the intersection of Interstate 4 and Maitland Boulevard with access to both roadways. Interstate 4 is the primary north-south corridor in the Greater Orlando metropolitan area, connecting the east and west coasts of Florida, from Daytona Beach to Tampa. Maitland Boulevard is a primary arterial that connects Interstate 4 to the west and east to other major destinations and roadways.

The land use framework for this area today is generally suburban. Although this development pattern is currently viable, during the next decade the West Side must continue to evolve in order to maintain a competitive edge in an increasingly competitive marketplace. Buildings continue to age, employees have limited options for proximate housing, and residents and employees have only limited access to daily commercial services. Significant topics to consider include establishing a clear identifiable vision for the area, supporting economic development initiatives to attract and retain businesses, identifying alternative funding sources for infrastructure improvements to the area, regulating a mix of land uses that requires higher density residential uses, and creating new design standards that address design, form and appropriate height, density and intensity.

In November 2009, the City of Maitland selected a consultant team led by AECOM to prepare the Maitland West Side Master Redevelopment Plan. The team members included national technical experts RCLCO, Kimley-Horn and Associates, and Looney Ricks Kiss Architects. During the three-month process, the team analyzed the existing physical conditions of the study area, benchmarked local real estate market influences and national trends, conducted interviews with stakeholders and City staff, and led visioning workshops resulting in a series of recommendations on land use policies, capital improvements, and implementation strategies.

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Based on the background data and stakeholder input, the project team developed the following vision statement for the West Side:

Create a Create a sustainable framework that allows Maitland’s West Side to endure as a that allows Maitland’s West Side to endure as a regionally significant employment center by providing flexibility for by providing flexibility for incremental growth, diverse multi-, diverse multi-modal modal transportation options, and a , and a mixed-use employment and residential districtemployment and residential district.

This vision was developed from five core principles identified by a Property Owners Committee, consisting of area residents, business owners, and employers, and the City Staff Core Team, comprised of engineers, leisure service managers, public works, and city finance staff. These principles formed the basis for design and planning frameworks:

DiversityDiversity: Increase the variety of land use and transportation optionsConnectivityConnectivity: Improve connections within the district and to the regionCooperationCooperation: Build partnerships to implement the visionIdentityIdentity: Increase the area’s competitive advantages and develop a “brand” for the districtIncentiveIncentive: Improve implementation mechanisms and the development approval process

c o m m u n i t y v i s i o n + p l a n n i n g p r i n c i p l e sc o m m u n i t y v i s i o n + p l a n n i n g p r i n c i p l e s

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Project StakeholdersProject StakeholdersCity LeadershipCity LeadershipJim Williams, City ManagerDoug Kinson, MayorBev Reponen, Vice MayorPhil Bonus, CouncilmanHoward Schieferdecker, CouncilmanLinda J. Frosch, Councilwoman

City Staff Core TeamCity Staff Core TeamRichard Wells, AICP, Community Development DirectorRick Lemke, Public Works DirectorTim Rogers, Asst. Public Works DirectorCharles Wallace, Transportation EngineerMarissa Rodriguez, Lakes ManagementSharon Anselmo, Finance DirectorChuck Jordan, Leisure Services Director Sara Blanchard, Chief Planner

Property Owners CommitteeProperty Owners CommitteeJonnie Mae WarnerNicole BarryBob AtkinsTeresa BrantleyLisa SmithBill OwensYvonne BakerSteven WhitleyTed BywaterEli MelamedPeter ValenzuelaKarl DroppersBerny VeilleuxBob KingslandWesley GeysJim GarrettDaryl HoltJohn TurkJose JozikWilliam ParkerPaula WardJohn WomackRay FossMatt Boerger

Consultant TeamConsultant TeamAECOMAECOMPete Sechler, RLA, AICPFrances Marino, AICPNancy Roberts, AICPBlake Drury, AICPChad Cowart, RLALeah Chambers, RLAKody Smith

RCLCORCLCOGregg LoganMelina DuggalLisa Dilts

Kimley-Horn and AssociatesKimley-Horn and AssociatesJonathan Martin, PEClifton Tate, PEBrad Choi

Looney Ricks Kiss ArchitectsLooney Ricks Kiss ArchitectsMichael SullivanDan Dixon

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Three core products are necessary to implement the community’s vision. Additionally, a series of technical analyses and due diligence information are included as an appendix to this report.

Framework PlanFramework PlanThe Framework Plan provides a physical representation of the desired structure and function of the West Side in terms of land use pattern and transportation networks. In addition to an overall physical plan, ground-level graphics are included to describe the general design intent and desired character of public and private investment.

Comprehensive Development Plan AmendmentComprehensive Development Plan AmendmentThe Comprehensive Development Plan (CDP) is the enabling mechanism for directing growth and land use intensity/density consistent with the Framework Plan.

Capital ImprovementsCapital ImprovementsA Capital Improvement “menu” is provided to guide City Leadership in budgeting and prioritizing investment in the area. Though the list is intended to assist the City of Maitland with public investment choices, private investment initiatives may be considered as an implementation mechanism for certain appropriate projects or programs.

Technical AppendixTechnical AppendixThe technical analyses of public infrastructure, real estate market forces, and existing conditions of the office core building inventory are provided as a reference in support of the overall Redevelopment Plan.

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Public Framework ComponentsPublic Framework Components(Public Infrastructure)(Public Infrastructure)

Parkway LoopParkway LoopConnect the district with a Parkway Loop – a series of complete streets linking all four quadrants of the study area, including a new street between Fennell Street and Pembrook Drive and the planned extension of Southhall Lane.

Keller Road Street ImprovementsKeller Road Street ImprovementsImprove walkability, identity, and connectivity along Keller Road with an urban street cross-section and pedestrian enhancements to the streetscape, particularly at the north and south ends of the corridor.

East-West TrailEast-West TrailProvide an off-street recreational trail connecting the future Interstate 4 pedestrian overpass to the existing pathway along Fennell Street.

South Lake Lucien TrailSouth Lake Lucien TrailProvide a pathway/boardwalk trail around Lake Lucien to connect pedestrians in the southern office core to the proposed south Keller Road Mixed Use Area and points north.

West Side Transit CirculatorWest Side Transit CirculatorEstablish partnership with Altamonte Springs FlexBus program to provide service to the district and study the feasibility of operating a dedicated shuttle providing service between parking destinations, employment locations, residential nodes, and commercial nodes.

SunRail Transit ConnectorSunRail Transit ConnectorStudy the feasibility of connecting the future SunRail station in downtown Maitland with the West Side via either the FlexBus system, improved LYNX routing and service, or a dedicated shuttle system.

Private Development ComponentsPrivate Development Components(Land Use and Development Regulations)(Land Use and Development Regulations)

Keller Road Mixed Use Focus AreasKeller Road Mixed Use Focus AreasAt the north and south ends of Keller Road, incentivize mixed use development by 1. Increasing land use options and intensity

and2. Improving site development regulations

with appropriate urban site development standards and site plan review procedure.

Office Core InfillOffice Core InfillMaintain the strong trend for high-quality office uses in core areas by encouraging focused infill along the Parkway Loop and primary transportation corridors with improved site development standards, including narrower building setbacks from the street, appropriate height standards, and functional open space criteria.

The recommendations of the West Side Redevelopment Plan establish a series of capital projects and catalyst initiatives supporting the vision. In general, the Plan is comprised of two distinct but essential elements of change – Public Framework Components establishing a land use pattern and transportation network, and Private Development Components describing the form in which development parcels change over time. A brief summary follows:

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Study Area 1969

Study Area 1994

Study Area 1954

Study Area 1980

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As late as 1979, Maitland’s West Side was little more than pasture-land and Florida wilderness between State Road 434 and the recently-constructed Interstate 4. Not until the early 1980s did the area begin to take on its current form, and only over the past 25 years has the area reached the first generation of its growth. Now nearly built-out, the West Side is a regionally significant employment center consisting of 97% office development among the total commercial building uses. The transportation network, consisting of several major arterial roadways, primarily serves the expeditious movement of the automobile with only minor provisions for alternative modes of transportation, a design which has impeded the walkability of the area. However, though the area functions primarily as an office center, an underlying diversity exists which hints of greater possibilities for the future of the West Side. Patches of residential uses and small retail/commercial clusters indicate a subdued land use diversity that has the potential to increase in significance and magnitude.

Study Area 2009

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Maitland Blvd.Maitland Blvd.

Pembrook Dr.Pembrook Dr.

Fennell St.Fennell St.

Lake LucienLake Lucien

Lake ShadowLake Shadow

Lake DestinyLake Destiny

Lucien Wy.Lucien Wy.

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Maitland Ctr. Pkwy.Maitland Ctr. Pkwy.

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Current Block Structure (patches and corridors combined)

Wetlands and Water Bodies (natural patches)

Current Future Land Use Designations (the planned pattern of urban patches)

Current Zoning Districts (the planned pattern of urban development patches and matrix)

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RG-3RG-3

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RS-5RS-5

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PD-RESPD-RES

RS-1RS-1RS-3RS-3

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Mixed Office Residential Mixed Office Residential CommercialCommercial

ConservationConservation

ParkPark ParkPark

Single FamilySingle Family

Low-Medium Low-Medium Density Density

ResidentialResidential

High Density High Density ResidentialResidential


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Maitland’s West Side may be described as an urban ecosystem, characterized by the land patterns which compose its structure and function. Ecologists use this technique of pattern recognition, also known as structure, to study the interaction of organisms with each other and their environment; similarly, urban designers examine how people interact with the natural and built environment based on the land patterns formed by urban development. Urban structure directly influences how humans interact or function in that environment. The building blocks of urban (and ecological) structure are patches, corridors, and matrices.

PatchPatch: “A relatively homogenous area that differs from its surroundings.” A patch could describe a sports field, apartment complex, or isolated wooded area. Examples include:• RDV Center• Dwell• Sam Snead’s

CorridorCorridor: “Linear strips of land which differ from the land on either side.” May serve as transport conduits, barriers, or productive environments (active city streets serving more than car transport). Major corridors are:• Interstate 4 and Maitland Boulevard

(barriers and conduits)• Keller Road (conduit and partially

productive)

MatrixMatrix: “The most extensive and prominent type of land within a given area which therefore plays a dominant role in the functioning of the area.” Current matrix in West Side Maitland:• Office Core (Maitland Center,

Summit, Lake Lucien area)• Employment destination

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Current Transportation Network (corridors)

Current Land Use Pattern (the built pattern of patches, corridors, and matrix)

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MunicipalMunicipal

MunicipalMunicipal

ConservationConservationVacant Vacant Residential LandResidential Land

Light IndustrialLight IndustrialVacantVacant

Commercial/RetailCommercial/Retail

OfficeOfficeMulti-familyMulti-familyResidentialResidential

Multi-familyMulti-familyResidentialResidential



Single-familySingle-familyResidentialResidential

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Access by automobile is dominant to other modes of transportation such as bicycle or pedestrian access.

Vehicular accessibility must be maintained while improving conditions for pedestrians.

Most building relationships and site layouts do not promote pedestrian access and walkability due to broad setbacks and poor access to the public streets. When redevelopment occurs, utilitarian site features such as parking and stormwater retention must be oriented so that buildings and “front doors” have priority presence on the street, the public realm.

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When seen together, these various facets of land compose a mosaic, or the overall physical pattern of an area. Successful mosaics, natural and urban, thrive on connectivity, diversity, and the ability to respond to change. The existing mosaic of Maitland’s West Side clearly indicates a suburban pattern of disparate land uses (patches) that are separated by large roads (barrier corridors) generally supporting the predominant office park land use (matrix). Currently, the West Side mosaic is not as diverse, connected, or well-positioned for growth as other national employment centers.

The flexibility to respond to change is a mosaic’s greatest asset. In nature, change can be drastic, such as fire through a forest, or minor, such as a mild flood in a prairie. In urban environments, change can be negative, such as an economic recession causing building vacancies and loss of jobs, or positive, such as a restaurant entering the area, resulting in more options for dining. In either situation, the urban mosaic’s response to change is as important as the cause. The Redevelopment Plan for Maitland’s West Side seeks to proactively facilitate positive responses change by improving predictability, design and capital improvements planning so that the area may keep pace with other competing places and endure as a regionally significant employment center. In addition, the Plan accommodates market flexibility so that multiple attractive and functional development scenarios may emerge over time in response to fluctuations in the private real estate market.

StructureStructure• The West Side’s underdeveloped street network consists of several large roads, generally

void of pedestrian activity, that funnel automobile traffic quite efficiently. However, the sparse network has created concentration points where bottlenecks occur at peak hours of the day.

• Compounding the weak roadway network, the current land use pattern does not support walkability since the destinations and origins (office and residential, for instance) are so dispersed across the land area.

• Several large natural patches of lakes and wetlands are integrated in the landscape but are currently not well-connected with adjacent land uses or open for public enjoyment

• Three public parks exist on the south side of Maitland Boulevard which provide opportunities for recreation for local residents and which are within walking distance of most of them.

FunctionFunction• The current segregation of land uses has led to complete dependence on the automobile

for transportation; therefore, people mostly experience the area from their cars as they drive to and from work, the park, or the few service/retail establishments.

• The few commercial opportunities existing in the employment area primarily serve the office population and do not support nightlife or the residents living in the area; therefore, the commercial and office areas are deserted in the evening.

• Interior streets within the office core are currently built to facilitate automobile traffic with limited consideration for pedestrian access; therefore, recreational walkers use the sidewalks at lunchtime only and bikers are rare because bike lanes are not present.

• Most area residents travel outside of the West Side area for non-employment needs such as food service, entertainment, and shopping since those amenities are not adequately offered in the area – furthering the singular identity of the area as an employment destination only.

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p r o c e s s + v i s i o n

p r o c e s sp r o c e s s

The goal of the Maitland West Side Redevelopment Plan process was to prepare a shared community vision which embraced the specific vision of local residents, property owners, and employers while empowering flexibility for incremental change. AECOM assimilated community input, technical design evaluation, and urban design principles to produce a framework plan to continue the success of the West Side for the next 25 years. This framework is intended to support the community’s 100-year vision of transformation and growth.

Technical EvaluationTechnical EvaluationIn the initial stages of the project, the AECOM Team studied physical aspects of the existing urban composition of the area within Maitland’s city limits west of Interstate 4. The Team took inventory of existing information provided by the City, provided an analysis of the existing conditions, and prepared a series of technical reports ranging from infrastructure, building/parcel conditions, and real estate metrics. The analysis is included in the appendix of this report.

Community InvolvementCommunity InvolvementThe City of Maitland assembled a working group, the Property Owners Committee, consisting of community leaders and constituents actively engaged in the current issues regarding the West Side. The committee included business owners, residents, developers, property managers/brokers, and employers. The committee reinforced the key issues that eventually comprised basic themes under which AECOM crafted the redevelopment plan. The community was engaged on several occasions, including the following:

1. Property Owners Committee Kickoff Meeting2. Stakeholder Interviews3. Visioning Workshop4. Planning and Zoning Commission + City Council

Presentation

The core values, or vision principles, which precipitated from the public involvement exercises provided the basis for the planning and design recommendations prepared by AECOM.

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Eleven primary themes emerged from discussions with stakeholders, city staff, and the Property Owners Committee. Collectively, the issues were verified among the entire group of constituents and formed the backbone of the redevelopment plan recommendations.

• High-quality destination retail and restaurantretail and restaurant services to serve office employees and residents

• Variety in transportationVariety in transportation options (transit, bike, pedestrian)

• DiversityDiversity of commercial services and amenity choices

• Centralized or sharedshared parking and transportation service

• Design Keller Road as a mixed use mixed use main street

• More integrationintegration of transitional and permanent residential options into the core employment area

• Diversify tenant mixtenant mix

• Remain competitivecompetitive with rental rates

• Offer competitive amenities: convenience and proximityconvenience and proximity

• SynergySynergy between west and east Maitland “centers”

• FamilyFamily services: childcare, educational facilities, medical services

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s y n t h e s i s : v i s i o n + p r i n c i p l e ss y n t h e s i s : v i s i o n + p r i n c i p l e s

By synthesizing input from stakeholders, real estate market trends, existing conditions, and citizen-based themes, a project vision was adopted:

Create a sustainable framework that allows Maitland’s West Create a sustainable framework that allows Maitland’s West Side to endure as a regionally significant employment center Side to endure as a regionally significant employment center by providing flexibility for incremental growth, diverse multi-by providing flexibility for incremental growth, diverse multi-modal transportation options, and a focused mixed-use land modal transportation options, and a focused mixed-use land pattern.pattern.

AECOM and the Property Owners Committee developed the following Vision Principles to lead design recommendations and proposed improvements.

DiversityDiversity• Increase the variety of land use options available to local

residents and employees such as dining and daily-needs services

• Improve transportation options with pedestrian and bicycle infrastructure and transit opportunities

ConnectivityConnectivity• Improve connections within the district and to the region

by providing a network of trails and pathways linking the four quadrants of the district to points east and west

• Consider transit alternatives linking Downtown Maitland and the West Side

CooperationCooperation• Build partnerships among property owners to combine

efforts toward common goals• Partner with adjacent municipalities to achieve goals that

extend beyond the city limits or would benefit the region

IdentityIdentity• Increase the competitive advantage of the district by

introducing needed amenities and destinations for commercial exchange

• Improve the “brand” of the area with unified wayfinding and design standards for streets

IncentiveIncentive• Improve and streamline implementation mechanisms• Provide development incentives to enhance the likelihood

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Redevelopment Plan “Mosaic” - A composite plan of all recommendations

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Office Core

Commercial Node

Keller Rd. Mixed Use Focus Area

LegendLegend

Recreation Center

Public Facilities

Residential

Conservation

Public Park

Water Body

IntersectionImprovement

Transit StopTransit RouteStreetscapeUrban Trail

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r e d e v e l o p m e n t p l a n s t r u c t u r e

The redevelopment plan for Maitland’s West Side is a framework supporting various levels of change. Returning to the ecological analogy, the framework establishes the desired future mosaic that will form the viable, interconnected organism known as the Maitland West Side. The plan builds on the strengths of existing patches (neighborhoods and commercial nodes), bolsters a new form of an existing corridor (Keller Road), and enhances the matrix (Maitland Center office core) with diversity and connectivity. The framework calls for the restructuring of public components in order that private development may react appropriately. The plan supports a range of change from renovation and adaptation, to reorientation and infill, to redevelopment and intensification.

The structure of the West Side Redevelopment Plan is built on two groups of components, each important to the enhancement of the district.

Public Framework ComponentsPublic Framework Components(Public Infrastructure)(Public Infrastructure)

• Parkway LoopParkway Loop

• Keller Road Street ImprovementsKeller Road Street Improvements

• East-West TrailEast-West Trail

• South Lake Lucien TrailSouth Lake Lucien Trail

• West Side Transit CirculatorWest Side Transit Circulator

• SunRail Transit ConnectorSunRail Transit Connector

Private Development ComponentsPrivate Development Components(Land Use and Development Regulations)(Land Use and Development Regulations)

• Keller Road Mixed Use Focus AreasKeller Road Mixed Use Focus Areas

• Office Core InfillOffice Core Infill

The intention of the Redevelopment Plan is to provide an armature upon which the district may be re-branded as a mixed-use employment and residential community with a distinct identity, regionally and nationally. To accompany the physical and technical aspects of the Redevelopment Plan, the business community is encouraged to embark upon a branding campaign that markets the unique advantages of living, working, and playing “Maitland West.” re

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Recommended improvements to street walkability and accessibility IntersectionImprovement

Streetscape Improvement

Parkway Loop

Regional TrailConnectionNew Street

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p u b l i c f r a m e w o r k c o m p o n e n t sp u b l i c f r a m e w o r k c o m p o n e n t s

Parkway Loop:Parkway Loop: Connect the district with a Parkway Loop – a series of streets linking all four quadrants of the study area, including a new street between Fennell Street and Pembrook Drive and the planned extension of Southhall Lane. The ‘Loop’ can be a recognizable geography for multi-modal transportation, open space - recreation, wayfinding - branding as well as an organizing structure for programs such as events or even special recycling efforts. An area-wide ‘Green Zone’ could include both waste and recycle cans that are required to be placed on the sidewalks in front of stores and collection sites that have dumpsters for both waste and recycling of cardboard and bottles/cans.

Streets proposed to be included on the Parkway Loop:Streets proposed to be included on the Parkway Loop:• Maitland Summit Boulevard• Maitland Center Parkway• Lake Destiny Drive between Maitland Boulevard and

Maitland Summit Boulevard• Southhall Lane• Fennell Street• Summit Tower Boulevard• A New Street connecting Pembrook Drive and Fennell

Street

Proposed street improvements include:Proposed street improvements include:• Eight-foot to twelve-foot wide urban trail• Designated five-foot wide bike lanes or shared lanes• Eleven-foot wide maximum travel lanes• Shade trees and landscape strip between vehicular zone

and pedestrian zone• Street furnishings such as lighting and benches

Intersection improvements include:Intersection improvements include:• Designated crosswalks with specialty paving• Accessible ramps at corners• Traffic signal modifications including pedestrian actuated

crossings

Keller Road Street Improvements:Keller Road Street Improvements: Improve walkability, identity, and connectivity along Keller Road with an urban street cross-section and pedestrian enhancements to the streetscape, particularly at the north and south ends of the corridor.

Proposed street improvements include:Proposed street improvements include:• Twelve-foot wide minimum sidewalks, where feasible• Designated five-foot wide bike lanes or shared lanes• Eleven-foot wide maximum travel lanes• Shade trees in open pits or with tree grates between

vehicular zone and pedestrian zone, where feasible• Street furnishings to include lighting, benches, trash

receptacles, and bike racks• Narrow median widths, if they exist, to accommodate wider

pedestrian facilities such as sidewalks

Intersection improvements include:Intersection improvements include:• Designated crosswalks with specialty paving• Accessible ramps at corners• Traffic signals to include pedestrian actuated crossings

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Recommended improvements and connections to pedestrian trails IntersectionImprovement

Pedestrian Trail

Regional TrailConnectionNew Street

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East-West Trail:East-West Trail: Provide an off-street recreational trail connecting the future Interstate 4 pedestrian overpass to the existing pathway along Fennell Street.

Proposed trail should include:Proposed trail should include:• Eight to twelve-foot wide walking/biking surface that is

universally accessible• Surface should be paved where possible or constructed

of slip-resistant material when an elevated structure is required

• Handrails or guardrails should be used only when absolutely required in order to preserve views and openness of trail

The pathway should generally begin at the planned pedestrian overpass, traverse west along the north shore of Lake Lucien, pass behind the Lake Destiny Soccer Complex, west through Lake Lucien Park to Fennell Street, and west along Fennell Street past the Maitland Ball Field Complex to the city limits.

South Lake Lucien Trail:South Lake Lucien Trail: Provide a pathway/boardwalk trail around Lake Lucien to connect pedestrians in the southern office core to the proposed south Keller Road Mixed Use Area and points north, and to provide an opportunity for passive recreation.

Proposed trail should include:Proposed trail should include:• Eight to twelve-foot wide walking/biking surface that is

universally accessible• Surface should be constructed of slip-resistant material

when an elevated structure is required• Handrails or guardrails should be used only when absolutely

required in order to preserve views and openness of trail

The trail will likely be constructed as an elevated structure due to potentially wet conditions through the wetlands and across open water. The trail would connect the East-West Trail to the offices on the south shore of Lake Lucien and Lake Harvest. It is assumed that easements will be required to construct most of the trail due to private property ownership along most of the shoreline. The design intent is to meander the alignment of the path across both wetland and open water to vary the experience for the user and allow for connections to existing development.

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Recommended improvements to the transit network IntersectionImprovement

Transit StopTransit Circulator Route

Regional TransitConnection

EnhanceCross-Access

Transit StopFive-minuteWalkNew Street

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West Side Transit Circulator:West Side Transit Circulator: Establish partnership with Altamonte Springs FlexBus program to provide service to the district, or study the feasibility of operating a dedicated shuttle providing service between parking destinations, employment locations, residential nodes, and commercial nodes.

• During a meeting on February 2, 2010 with the City of Altamonte Springs Planning Department (Frank Martz, John Sember, Cathleen Craft), it was stated that Altamonte Springs is willing to work with the City of Maitland on a shared, on-demand bus system that would operate within the two city limits and serve each city’s downtown and major centers such as employment, shopping, and entertainment districts

• An independent shuttle service for the West Side is an appropriate consideration for improving connectivity internally within the West Side. This option would require an agreement among users (property owners/business owners) in the West Side to fund operation and maintenance of a system that would connect the four quadrants of the area along the Parkway Loop and Keller Road.

SunRail Transit Connector:SunRail Transit Connector: Study the feasibility of connecting the future SunRail station in downtown Maitland with the West Side via the FlexBus system, improved LYNX routing and service, and a dedicated shuttle system.

• As a spur to an independent shuttle system for the West Side, a connector to the future commuter rail station downtown should be considered. This spur could be an income-generating endeavor since it could potentially attract a wider range of riders along the route.

• An additional LYNX route or modification of current routes could be considered to provide service between the West Side and the multi-modal commuter rail station.

Northwest Commuter Rail Connector:Northwest Commuter Rail Connector: Coordinate with FDOT relative to the proposed Northwest Commuter Transit Corridor. Currently, FDOT is conducting an alternatives analysis for potential alignments west of the Maitland city limits. A transportation study is recommended which should investigate the feasibility of aligning a transit spur from the Northwest CRT corridor along Maitland Boulevard to include a transit station in the West Side study area. The transportation study should be coordinated with an overall mobility study for the West Side area to ensure that multiple modes of transport are considered holistically and in tandem.

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Recommended land use framework

Office Core

Commercial Node

Keller Rd. Mixed Use Focus Area

LegendLegend

Recreation Center

Public Facilities

Residential

Conservation

Public Park

Water Body

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Keller Road Mixed Use Focus Areas:Keller Road Mixed Use Focus Areas: At the north and south ends of Keller Road, incentivize mixed use development by streamlining entitlements and improving site development processes with appropriate urban site development standards and site plan review procedures.

• Increase residential development intensity to 65 dwelling units per acre

• Facilitate direct access to the currently entitled floor area ratio available to non-residential uses by streamlining the land development regulations and comprehensive plan – providing development standards with a zoning overlay

• Provide site design standards to guide redevelopment of commercial, office, and retail uses

• Streamline Planned Development process by omitting Preliminary Plan submittal (reduce to Final Plan only).

Office Core Infill: Office Core Infill: Maintain the strong trend for high-quality office uses in core areas by encouraging infill along the Parkway Loop with improved site development standards, including narrower building setbacks from the street, appropriate height standards, and functional open space criteria.

• Provide site design standards for infill development of commercial and residential uses

• Maintain the currently entitled intensity for non-residential land uses (1.9 FAR), but increase the residential density to 65 dwelling units per acre

Protect Residential Neighborhoods: Protect Residential Neighborhoods: The established, close-in residential communities that currently exist in the study area should be protected from any negative influences that would be a detriment to the sense of “home” for current and future residents. These neighborhoods provide life to the area during non-working hours of the day and are the first tier market for future, off-hour commercial and retail development. Suggested compliments to the existing neighborhoods include:

• Facilitate the development of the planned community park south of Fennell Street, west of Keller Road

• As part of the recommended Site Design Standards process, include residents in workshops that involve discussions of potential infill residential development proximate to existing neighborhoods

• Also part of the Site Design Standards process, consider a more detailed planning effort for the Keller Road Mixed Use Focus Areas to address adjacency issues between future commercial and existing residential uses

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Potential intersection modifications resulting from the Interstate 4 + Maitland Boulevard reconstruction by FDOT

major interchange major interchange modificationmodification

limited access from limited access from maitland blvd.maitland blvd.

full access full access intersection intersection with grade with grade separated separated

flyoverflyover

intersection intersection remains at-grade remains at-grade with traffic signalwith traffic signal

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The planned modifications to Interstate 4 and the interchange at Maitland Boulevard will be catalytic changes to the street network on the West Side. Particularly, the interchange modification will shift the present entrance of the office core from Lake Destiny Drive to Keller Road because access to Lake Destiny Drive will be significantly constrained to accommodate a higher level of service for motorists on Maitland Boulevard.

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FDOT proposed Maitland Blvd. (SR 414) bridge over Keller Rd. (looking east)

FDOT proposed Maitland Blvd. (SR 414) bridge over Lake Destiny Dr. (looking west)

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6’6’ 19’avg.

115’right-of-way

19’ avg.

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12’6’ 9’avg.

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15’ avg.

2’4’4’ 12’12’12’12’ 13’2’

Existing condition of Maitland Center ParkwayExisting condition of Maitland Center Parkway

Proposed condition of Maitland Center ParkwayProposed condition of Maitland Center Parkway

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New street connections will be required to facilitate connectivity once Keller Road becomes the “main street” for the district, because added emphasis on Keller will require improvements to the redundancy of the street network. In addition to improved vehicular circulation, it is crucial that the character of the local streets are improved to support pedestrian circulation. A primary concern to the property owners and residents of the West Side is walkability, and high-quality pedestrian infrastructure plays a dominant role in achieving this goal.

The Parkway Loop concept includes pedestrian improvements on several streets in the West Side district. The Parkway Loop will provide the redundant street network connecting the four quadrants of the West Side. The overarching goal of all street improvements is to facilitate a balance between pedestrian and vehicular level of service.

Maitland Center ParkwayMaitland Center Parkway is a critical link within the northeast office core and will be the centerpiece of the Parkway Loop experience.

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Proposed character of Parkway Loop

Existing condition of Maitland Center Parkway

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esmt.5’

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2’4’10’10’10’10’ 18’2’ 4’ 1.5’ 1.5’

Existing condition of Maitland Summit ParkwayExisting condition of Maitland Summit Parkway

Proposed condition of Maitland Summit ParkwayProposed condition of Maitland Summit Parkway

Alignment for street trees and sidewalks is shown, to the greatest degree possible, within the current right of way without employing private property easements as a standard / typical solution. Some cross-section dimensions could be adjusted to provide more room for trees, as may be necessary to provide adequate root zones. Any long-term concern about the roots uplifting the sidewalks can be minimized with a thickened walk (6”), use of structural soil under the walks adjacent to the trees, or choice of trees. On specific projects, additional sidewalk easements remain a possibility.

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5’6’ 19’

70’right-of-way

2’12’12’ 12’2’

5’6’ 8’11’

70’right-of-way

2’13’13’ 10’2’

Southhall Lane and Maitland Southhall Lane and Maitland Center ParkwayCenter Parkway are two key links of the Parkway Loop, connecting the northeast and southeast quadrants of the West Side office cores to Keller Road.

As with most of the proposed street improvements, the proposed modifications to Southhall and Maitland Center Parkway do not include modification of the curb lines; therefore, stormwater drainage infrastructure will not be affected - providing a cost-effective solution to improving livability of the street.

The unifying aspect of the Parkway Loop is an urban trail ranging from eight feet to twelve feet in width. The urban trail is envisioned as a multi-use trail for recreation and pedestrian commuting use. On most streets, the trail can be accommodated within the existing public right-of-way. However along Maitland Summit Parkway and Keller Road, there are sections where an easement may be required to construct the desired width. In these situations, few constraints exist within the necessary easements.

Existing condition of Southhall LaneExisting condition of Southhall Lane

Proposed condition of Southhall LaneProposed condition of Southhall Lane

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30’ - 50’

Existing Retention

Pond

Winfield Neighborhood

Existing condition between Fennell Street and Pembrook Drive (looking south)Existing condition between Fennell Street and Pembrook Drive (looking south)

The new street between Fennell Street and Pembrook Drive The new street between Fennell Street and Pembrook Drive is an important consideration due to the intersection removal at Keller Road and Pembrook Drive. When the intersection is removed by the reconstruction of Maitland Boulevard, an increase in cut-through traffic in the Winfield neighborhood is likely to occur.

A narrow margin of land currently exists between the Winfield residential properties and the commercial properties fronting Keller Road. The property is comprised of an undeveloped right-of-way (Ricketson Drive), unoccupied private property adjacent to a retention pond, and the City-owned property at the Public Works Complex and Fire Station #47 site. A design feasibility study is recommended for this segment of the proposed Parkway Loop. The study should analyze property acquisition/easements, engineering cost, and owner consensus for at least the two options proposed in the West Side Redevelopment Plan (shown bottom left and right).

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6’ 8’5’5’

70’right-of-way

2’2’2’Modified Retention

Pond


12’ 4’4’ 10’ 10’

Option A - Proposed New Street connecting Fennell Street to Pembrook Drive Option A - Proposed New Street connecting Fennell Street to Pembrook Drive (looking south)(looking south)

5’

50’right-of-way

2’2’2’Modified Retention

Pond


12’ 5’11’ 11’

Option B - Proposed New Street connecting Fennell Street to Pembrook Drive Option B - Proposed New Street connecting Fennell Street to Pembrook Drive (looking south)(looking south)

For all proposed street improvements in Maitland West Side, there are several means and methods to provide adequate tree rooting area, including the use of small areas of ‘structural soil’ around trees that may have surrounding pavement in a fully urbanized ‘streetscape’ setting. Depending on the specific species selected and the situation in which they are used, canopy street trees can be successfully used in planters of 30 square feet or less without benefit of additional root capacity. This issue would need to be addressed in detail as part of the detail design process of a specific street.

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esmt. 85’right-of-way

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Existing condition of North Keller Road North (looking south)Existing condition of North Keller Road North (looking south)

Proposed condition of North Keller Road (looking south)Proposed condition of North Keller Road (looking south)

On the east side of Keller Road where transmission lines exist, any trees would have to be understory trees or canopy trees which are offset from the power lines, using available rights-of-way or easements. It may also be possible to underground the lines, using public-private partnerships and/or grant money to accomplish the improvement.

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Keller Road will become a critical entry corridor for the West Side once Maitland Boulevard and Interstate 4 are reconstructed. With a new emphasis on Keller Road, an opportunity exists to reposition the street as a more urban setting with a pedestrian-oriented environment. Currently, buildings along Keller Road do not face the street, and the corridor is primarily a vehicle conduit for moving office employees out of the district with as much efficiency as possible.

The existing condition does not support pedestrian-oriented businesses due to the lack of proper pedestrian infrastructure and appropriate urban design. The infrastructure component should lead the process of transformation as the private infill development will respond to updates and modernization of the Keller Road corridor over time. Development of an improved pedestrian infrastructure will hasten the deployment of a successful pedestrian environment.

Proposed character of North Keller Road

Existing character of North Keller Road

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On the southern portion of Keller Road, it is equally important to build upon the existing commercial node that exists at the intersection of Keller Road and Fennell Street. Because the north and south ends of Keller Road are separated by an unwalkable distance and Maitland Boulevard (an inhospitable street to cross by foot), a second mixed-use focus area is recommended to serve the office core and residents in the vicinity of Lake Lucien.

Similar to the recommended character of the northern mixed-use area along Keller, the southern area should include a pedestrian-oriented street frontage that includes commercial uses with either small offices or residential uses above. A more detailed study of appropriate scale and building massing should be investigated during the development of Site Design Standards for the mixed-use areas. This proposed form of development is also serviceable by transit.

Proposed character of South Keller Road at Fennell Street

Existing character of South Keller Road

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To enhance the diversity of transportation options and improve connectivity to mixed-use areas south of Maitland Boulevard, a trail and boardwalk system is proposed around Lake Lucien. The intent is to provide walking access for employees in the office core around Lake Lucien - for recreation and commuting to daily-needs services. Existing pavilions along the lakeshore could be connected by the trail, offering employees direct access to office destinations, and new structures could be added to provide public points of respite.

Cooperation between property owners and the City will be required because most of the shoreline is held in private ownership. However, an advantage to a cooperative effort could be a streamlined environmental permitting process if the City of Maitland agrees to act as applicant.

Proposed character of Lake Lucien Trail

Existing character of Lake Lucien shoreline

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In tandem with the public framework components, the growth and metamorphosis of private land within the office matrix of the West Side will continue occur over time. The Redevelopment Plan recommends the establishment of Site Design Standards to guide the form of private development. Currently, the form of development prescribed by the City of Maitland’s Zoning Code is of a suburban format, whereby buildings are usually positioned inefficiently at the center of land parcels with wide setbacks from the street, surface parking is a dominant feature of the landscape, and pedestrian access from the street is not considered.

The authors and stakeholders of the West Side Redevelopment Plan recognize that change is a critical component to remaining competitive and viable in today’s environment of shifting lifestyles and access to new ideas. Over the next 25 years, Maitland’s West Side will prosper greatly or less so depending on its ability to be flexible, dynamic, and urban. The notion of change is inevitable, but the form of change is malleable. Change will likely occur in three different “sizes” - Small, Medium, and Large:

• Renovation and Adaptation (Small)Renovation and Adaptation (Small)Upgrading existing building energy efficiency (Energy Star or LEED), improving building aesthetics interior/exterior, updating landscape efficiency and aesthetics, providing tenant improvements to attract new employers

• Reorientation and Infill (Medium)Reorientation and Infill (Medium)Adding structured parking to free-up land for additional commercial or office uses oriented to primary streets, sharing parking between properties with different peak hours, providing pedestrian infrastructure to the street and cross access between parcels

• Redevelopment and Intensification (Large)Redevelopment and Intensification (Large)Maximizing the use of available land balanced by open space and amenities, providing a full range of uses to compliment and enhance the richness of the office core, focusing on the public realm and committing to pedestrian-orientation

This range of change may occur in various ways - cumulatively for one property over a long period of time or once for one property at one point in time. Establishment of more urban site design standards can provide sustainable value to property within the office cores to allow for incremental infill and modification to occur over a broader investment spectrum.

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Renovation and AdaptationRenovation and AdaptationLittle to no change in building footprint - most changes occur internally.

Reorientation and InfillReorientation and InfillFor infill of new buildings (not including parking garages):• The first phase should be

located toward the primary street and

• Future phases toward the secondary street

Each new building should be located within an appropriate setback range that is minimal from the right-of-way line to promote pedestrian access and should be oriented with front doors toward the street.

Redevelopment and IntensificationRedevelopment and IntensificationFor complete redevelopment projects or new development, buildings should be planned with future phases of infill in consideration, even if the project will not be built out with the maximum intensity entitled. The building envelope should follow the same principles of orientation to primary and secondary streets as with Reorientation and Infill.

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Renovation and AdaptationRenovation and AdaptationDuring renovation efforts, cross access should be required for parking lots if adjacent parcels contain parking abutting the subject property.

Reorientation and InfillReorientation and InfillWhen infill development occurs:• Parking circulation and

structured parking should be oriented toward internal property lines, away from primary and secondary streets.

• Access to new parking structures should be first from street along internal property lines, second from secondary streets, and lastly from primary streets.

Redevelopment and IntensificationRedevelopment and IntensificationRedevelopment sites and new development should be master planned to follow the logic of infill development - considering the appropriate location of future buildings or parking structures.

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Renovation and AdaptationRenovation and AdaptationPedestrian improvements linking the existing building to the primary and secondary streets should be applied.

Reorientation and InfillReorientation and Infill• When new buildings are sited for

infill, pedestrian connectivity to the street should be included.

Redevelopment and IntensificationRedevelopment and IntensificationFor complete redevelopment projects or new development, pedestrian facilities should be considered similar to infill projects with future development in mind.• Open space and stormwater

facilities should be designed as park space, offering park-like amenities such as walkways, seating, lighting, and shade.

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Renovation and AdaptationRenovation and AdaptationLandscape enhancements should be required during renovation efforts.

Reorientation and InfillReorientation and InfillWhen infill development occurs, parking islands will likely account for much of the 30% open space required; however, a shift to usable open space that is accessible to the public should be considered when planning for the displacement of parking with new buildings.

Redevelopment and IntensificationRedevelopment and IntensificationWhen planning the development envelope of 70% developed to 30% open space, attention to collective open space features which serve as amenities should be considered. Buffers and parking islands should be minimized and planned for phasing out in built-out phases of the project.

Specific redevelopment projects will require detailed levels of analysis and construction requirements to recognize applicable regulations during development. Redevelopment projects may impact stormwater conveyance, storage, and treatment and may be subject to meeting existing St. Johns River Water Management District standards, 40C-20, F.A.C. and/or the policies contained within the Wekiwa River Basin Management Action Plan. Depending on the location of a new project, it may also affect, or be affected by, how FDOT modifies its drainage systems when the Maitland Boulevard/I-4 Interchange is reconstructed in approximately five years. As redevelopment of the West Side progresses, individual property owners and the City should be prepared to retrofit existing stormwater systems to conform to the requirements of the SJRWMD standards, the Wekiwa Basin Plan and possibly to assist in the development of a regional pond system(s) to service most or all of the West Side.

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In summary, the Maitland West Side Redevelopment Plan includes public frameworks which will establish an infrastructure of change and a set of private development guidelines which will lead the incremental growth of the West Side office core. In order to remain competitive and viable into the future, the character and experience of the West Side must be flexible to change - keeping pace with regional and national employment centers which are increasingly dynamic, balanced, and unique places of economic value.

The redevelopment plan was established to:

Create a Create a sustainable frameworksustainable framework that allows Maitland’s West that allows Maitland’s West Side to endure as a Side to endure as a regionally significant employment center regionally significant employment center by providing flexibility for by providing flexibility for incremental growthincremental growth, diverse multi-, diverse multi-modal modal transportation optionstransportation options, and a focused, and a focused mixed-use land mixed-use land patternpattern.

The foundational principles supporting the vision are:

• DiversityDiversity

• ConnectivityConnectivity

• CooperationCooperation

• IdentityIdentity

• IncentiveIncentive

Through the public and private framework recommendations presented herein, the West Side Redevelopment Plan articulates the community’s collective 100-year vision of the district with a framework plan that informs actions during the next 25 years (a 2035 Planning Horizon). The Redevelopment Plan will provide the baseline for an amendment to the City of Maitland’s Comprehensive Development Plan and West Side Five Year Capital Improvement Plan.

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The Implementation Strategy is an outline of action items with an order of magnitude cost schedule for executing those recommendations. The following matrix is intended as a preliminary guide to budgeting capital improvements and establishing City objectives and initiatives. This body of information will allow the City of Maitland to weigh options and set goals for phasing the implementation of the Maitland West Side Master Redevelopment Plan. The recommendations were developed through community input and a design workshop. Kimley-Horn and Associates, a consultant to AECOM, assisted in the preparation of the cursory opinions of cost for each recommended physical improvement. These estimates were based on the preliminary design sketches and available graphics developed during the Visioning Workshop and industry cost data available at the time of estimation.

The purpose of the preliminary cost estimates is to provide a basis for a capital improvement agenda. The following Implementation Matrix is intended to guide the decision-making process of Maitland’s staff and City Council. It includes suggested Early Phase and Later Phase priorities based on magnitude of cost or project likelihood. The matrix is the initial step toward an expanded agenda of projects and priorities developed by the City Council during its budgeting processes in the future.

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findi

ng s

truct

ures

4$5

00,0

00

Gen

eral

Mai

tland

Cen

ter I

mpr

ovem

ents

$3,2

96,0

00

exis

ting

CIP

item

Park

way

Loo

p

Sche

mat

ic D

esig

n fo

r Par

kway

Loo

pS

chem

atic

Des

ign

for P

arkw

ay L

oop

stre

ets

incl

udin

g fe

asib

ility

an

alys

is o

f new

road

s an

d st

reet

scap

e m

ater

ial p

alet

te4

$195

,000

Mai

tland

Sum

mit

Bou

leva

rd2

$840

,000

$

6

46,0

00

$

19

3,80

0 3,

400

LFM

aitla

nd C

ente

r Par

kway

2$6

43,0

00

$

494

,000

$

148,

200

2,60

0 LF

Lake

Des

tiny

Driv

e (M

aitla

nd B

lvd.

to M

aitla

nd S

umm

it B

lvd.

)2

$297

,000

$

2

28,0

00

$

6

8,40

0 1,

200

LFSo

uthh

all L

ane

2$3

96,0

00

$

304

,000

$

91,

200

1,60

0 LF

Fenn

ell S

tree

t2

$494

,000

$

3

80,0

00

$

11

4,00

0 2,

000

LFSu

mm

it To

wer

Bou

leva

rd2

$544

,000

$

4

18,0

00

$

12

5,40

0 2,

200

LFN

ew S

tree

t con

nect

ing

Pem

broo

k D

rive

and

Fenn

ell S

tree

t1

$1,7

27,0

00

$

1

,328

,000

$

398,

400

2,00

0 LF

Kel

ler R

oad

Stre

et Im

prov

emen

tsSt

reet

Des

ign

and

Coo

rdin

atio

n w

ith F

DO

TFe

asib

ility

stu

dy a

nd s

chem

atic

des

ign

serv

ices

4$5

0,00

0 N

orth

Kel

ler R

oad

(city

lim

its to

Mai

tland

Cen

ter P

arkw

ay)

1$2

,157

,000

$

1,6

59,1

90

$

49

7,75

7 3,

500

LFSo

uth

Kel

ler R

oad

(city

lim

its to

Fen

nell

Stre

et)

$5,7

00,0

00

exis

ting

CIP

item

(Fen

nell

to L

ucie

n W

ay)

MA

ITLA

ND

WE

ST

SID

E IM

PLE

ME

NTA

TIO

N M

ATR

IX

Mag

nitu

de C

ost

Fina

l eng

inee

ring,

per

mitt

ing,

and

con

stru

ctio

n co

st o

f stre

etsc

ape,

in

ters

ectio

ns, a

nd ro

adw

ay im

prov

emen

ts (n

ot in

clud

ing

right

-of-

way

or e

asem

ent a

quis

tion)

Fina

l eng

inee

ring,

per

mitt

ing,

and

con

stru

ctio

n co

st o

f stre

etsc

ape,

in

ters

ectio

ns, a

nd ro

adw

ay im

prov

emen

ts

55

Rec

omm

enda

tion

Des

crip

tion

Con

str C

ost

Sof

t Cos

ts

(30%

) N

otes

Mag

nitu

de C

ost

East

-Wes

t Tra

ilTr

ail D

esig

n an

d Pe

rmitt

ing

Feas

ibili

ty s

tudy

and

sch

emat

ic d

esig

n se

rvic

es4

$25,

000

$

-

$

-

Tr

ail S

ectio

n fr

om I-

4 to

Lak

e Lu

cien

Par

k3

$845

,000

$

6

50,0

00

$

19

5,00

0 2,

600

LFTr

ail S

ectio

n fr

om L

ake

Luci

en P

ark

to F

enne

ll St

reet

3$1

95,0

00

$

150

,000

$

45,

000

600

LFSo

uth

Lake

Luc

ien

Tra

ilTr

ail D

esig

n an

d Pe

rmitt

ing

Feas

ibili

ty s

tudy

and

sch

emat

ic d

esig

n se

rvic

es4

$25,

000

Trai

l Sec

tion

from

I-4

Pede

stria

n O

verp

ass

to L

ake

Har

vest

3$1

,170

,000

$

9

00,0

00

$

27

0,00

0 3,

600

LFTr

ail S

ectio

n fr

om L

ake

Har

vest

to F

enne

ll St

reet

3$3

90,0

00

$

300

,000

$

90,

000

1,20

0 LF

Wes

t Sid

e Tr

ansi

t Circ

ulat

or

Flex

Bus

Ser

vice

4

$200

,000

B

ased

on

upda

ting

curr

ent p

lans

dev

elop

ed fo

r Alta

mon

te S

prin

gs

Inde

pend

ent S

huttl

e Se

rvic

e

4 $2

5,00

0 Su

nRai

l Tra

nsit

Con

nect

orLY

NX

Rou

te S

ervi

ce

4 $2

5,00

0 In

depe

nden

t Shu

ttle

Serv

ice

4

$25,

000

Flor

ida

East

Coa

st R

ail R

oad

Tran

sit S

ervi

ce C

onne

ctio

n al

ong

Mai

tland

Blv

d.Fe

asib

ility

stu

dy a

nd s

chem

atic

des

ign

serv

ices

4

$200

,000

K

elle

r Roa

d M

ixed

Use

Foc

us A

reas

Site

Dev

elop

men

t Sta

ndar

dsse

e re

com

men

datio

ns fo

r Ove

rall

Stu

dy A

rea

N/A

Offi

ce C

ore

Infil

lSi

te D

evel

opm

ent S

tand

ards

see

reco

mm

enda

tions

for O

vera

ll S

tudy

Are

aN

/A

Not

es:

000

LF (L

engt

h of

Pro

ject

in L

inea

l Fee

t)N

/A (C

apita

l Cos

t Not

App

licab

le)

1A

ssum

es $

474

(per

line

ar fo

ot) f

or B

asic

Roa

dway

Con

stru

ctio

n C

ost,

plus

$19

0 (p

er li

near

foot

) for

Stre

etsc

ape

Enh

ance

men

ts, p

lus

30%

(of c

onst

ruct

ion

cost

) for

Sof

t Cos

ts:

Des

ign,

Per

mitt

ing,

and

Clo

se-o

ut(R

oadw

ay C

onst

ruct

ion

Cos

t is

base

d on

FD

OT

unit

cost

s as

soci

ated

with

rece

ntly

com

plet

ed p

roje

cts)

2A

ssum

es $

190

(per

line

ar fo

ot) f

or S

treet

scap

e E

nhan

cem

ents

, plu

s 30

% (o

f con

stru

ctio

n co

st) f

or S

oft C

osts

: D

esig

n, P

erm

ittin

g, a

nd C

lose

-out

(Roa

dway

Con

stru

ctio

n C

ost i

s ba

sed

on F

DO

T un

it co

sts

asso

ciat

ed w

ith re

cent

ly c

ompl

eted

pro

ject

s)3

Ass

umes

$25

0 (p

er li

near

foot

) for

Bas

ic T

rail

Con

stru

ctio

n C

ost,

plus

30%

(of c

onst

ruct

ion

cost

) for

Sof

t Cos

ts:

Des

ign,

Per

mitt

ing,

and

Clo

se-o

ut(R

oadw

ay C

onst

ruct

ion

Cos

t is

base

d on

FD

OT

unit

cost

s as

soci

ated

with

rece

ntly

com

plet

ed p

roje

cts)

4C

osts

are

bas

ed o

n pr

ofes

sion

al e

xper

ienc

e an

d pr

evio

us s

cope

s of

wor

k fo

r sim

ilar p

roje

cts

All

cost

s ex

pres

sed

here

in a

re fo

r gen

eral

pla

nnin

g pu

rpos

es o

nly

and

are

not i

nten

ded

to re

pres

ent a

n E

ngin

eer's

Opi

nion

of C

ost.

Cos

ts re

pres

ent a

n or

der o

f mag

nitu

de fo

r com

paris

on p

urpo

ses

agai

nst t

he C

ity o

f Mai

tland

's c

urre

nt C

apita

l Im

prov

emen

t Pla

n.

Fina

l eng

inee

ring,

per

mitt

ing,

and

con

stru

ctio

n co

st o

f ped

estri

an

trail

impr

ovem

ents

Fina

l eng

inee

ring,

per

mitt

ing,

and

con

stru

ctio

n co

st o

f ped

estri

an

trail

impr

ovem

ents

Feas

ibili

ty s

tudy

and

sch

emat

ic d

esig

n se

rvic

es

Feas

ibili

ty s

tudy

and

sch

emat

ic d

esig

n se

rvic

es

Maitland West Side Maitland West Side Redevelopment PlanRedevelopment Plan

prepared for:prepared for:

prepared by:prepared by:

with:with:

maitland west side report revised_12.6.10.indd

Documents