Economic Development Packet 2016 07-05-16
AGENDA
ECONOMIC DEVELOPMENT COMMITTEE MEETING
Tuesday, July 5, 2016
6:00 p.m.
City Hall Conference Room
800 Game Farm Road, Yorkville, IL
Citizen Comments:
Minutes for Correction/Approval: June 7, 2016
New Business:
1. EDC 2016-36 Building Permit Report for May 2016
2. EDC 2016-37 Building Inspection Report for May 2016
3. EDC 2016-38 Property Maintenance Report for May 2016
4. EDC 2016-39 Comprehensive Plan
5. EDC 2016-40 Downtown Planning
6. EDC 2016-41 Economic Development Update
Old Business:
Additional Business:
2016/2017 City Council Goals – Economic Development Committee
Goal Priority Staff
“Downtown Planning” 1 Bart Olson & Krysti Barksdale-Noble
“Southside Development” 2 Bart Olson & Krysti Barksdale-Noble
“Capital Improvement Plan” 4 Bart Olson & Krysti Barksdale-Noble
“Manufacturing and Industrial Development” 5 Krysti Barksdale-Noble
“Revenue Growth” 8 Krysti Barksdale-Noble
“Filling Storefronts” 15 Krysti Barksdale-Noble
“BUILD Program to General Fund” 17 Bart Olson & Krysti Barksdale-Noble
United City of Yorkville
800 Game Farm Road
Yorkville, Illinois 60560
Telephone: 630-553-4350
www.yorkville.il.us
UNITED CITY OF YORKVILLE
WORKSHEET
ECONOMIC DEVELOPMENT COMMITTEE
Tuesday, July 5, 2016
6:00 PM
CITY HALL CONFERENCE ROOM
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CITIZEN COMMENTS:
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MINUTES FOR CORRECTION/APPROVAL:
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1. June 7, 2016
□ Approved ________
□ As presented
□ With corrections
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NEW BUSINESS:
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1. EDC 2016-36 Building Permit Report for May 2016
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes ___________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
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2. EDC 2016-37 Building Inspection Report for May 2016
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes ___________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
---------------------------------------------------------------------------------------------------------------------------------------
3. EDC 2016-38 Property Maintenance Report for May 2016
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes _____________________________________________________ ______________________
_________________________________________________________________________________
_________________________________________________________________________________
---------------------------------------------------------------------------------------------------------------------------------------
4. EDC 2016-39 Comprehensive Plan
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes _____________________________________________________ ______________________
_________________________________________________________________________________
_________________________________________________________________________________
---------------------------------------------------------------------------------------------------------------------------------------
5. EDC 2016-40 Downtown Planning
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes ___________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
---------------------------------------------------------------------------------------------------------------------------------------
6. EDC 2016-41 Economic Development Update
□ Moved forward to CC __________ consent agenda? Y N
□ Approved by Committee __________
□ Bring back to Committee __________
□ Informational Item
□ Notes ___________________________________________________________________________
_________________________________________________________________________________
_________________________________________________________________________________
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ADDITIONAL BUSINESS:
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Have a question or comment about this agenda item?
Call us Monday-Friday, 8:00am to 4:30pm at 630-553-4350, email us at agendas@yorkville.il.us, post at www.facebook.com/CityofYorkville,
tweet us at @CityofYorkville, and/or contact any of your elected officials at http://www.yorkville.il.us/gov_officials.php
Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
Minutes
Tracking Number
Minutes of the Economic Development Committee – June 7, 2016
EDC – July 5, 2016
Majority
Committee Approval
Minute Taker
Name Department
Page 1 of 3
DRAFT
UNITED CITY OF YORKVILLE
ECONOMIC DEVELOPMENT COMMITTEE
Tuesday, June 7, 2016 6:00pm
Yorkville City Hall, Conference Room
800 Game Farm Road
In Attendance:
Committee Members:
Chairman Ken Koch
Alderman Diane Teeling
Alderman Chris Funkhouser
Absent: Alderman Carlo Colosimo
Other City Officials:
City Administrator Bart Olson
Community Development Director Krysti Barksdale-Noble
Alderman Joel Frieders
Code Official Pete Ratos
Other Guests:
City Consultant Lynn Dubajic Tairi Grace, Grace Holistic School
Rita Perrett, True Properties Alissa Bnudrea, City Center Apts.
Agnes Vernoy, City Center Apts. Jeff Goodin, City Center Apts.
Deston LaRue, City Center Apts. Hilary Hawkinson, former City Center resident
Racheal LaRue, City Center Apts. Eden LaRue, City Center Apts.
Christina Geraghty, City Center Ann Edwards, parent of Apt. resident
Ken Geraghty, Parent apt. resident Jeff Geraghty, City Center Apts.
Sharline Stork, City Center Apts. Jim Markby, True Properties
Lee Toutant, Jr., City Center Ryan Salsman, City Center
Regina Salsman, City Center Michael Salsman, City Center
Patrick Good, City Center Todd Milliron
The meeting was called to order by Chairman Ken Koch at 6:05pm.
Citizen Comments: None
New Business: (out of sequence)
7. PC 2016-12 210 Beaver Street – Proposed Special Use for a Commercial School
Ms. Noble presented background for this petition and said a recently approved text amendment allows
for a school in this location. A church will also share this space on the weekends. Alderman
Page 2 of 3
Funkhouser said the original business plan showed outdoor activities and he expressed safety concerns
since the area is industrial. He said that while he supports the school, he does not think the location is
appropriate. Ms. Grace said these activities will occur in fenced-in areas of the building. Mr. Frieders
said he supports the school and said the truck traffic is very slow in this area. This item will move to
the Plan Commission on June 8th and then City Council.
4. EDC 2016-30 Mold (out of sequence)
This issue had previously been discussed at a City Council meeting. Mr. Olson referred to a report
detailing the mold discovered in the City Center Apartments. He said that while the report is valid,
there is nothing in the report that warrants immediate property code violations. There were several
tenants, the landlord and the Health Department present at the meeting to speak about the mold.
Many of the residents spoke of ongoing health issues which they said were attributable to the mold.
Though not an apartment resident, Mr. Todd Milliron shared his experiences with the mold and also
presented photos he had taken. He requested a credentialed person to conduct further mold testing.
Jim Markby, owner and manager of the apartments, stated there were some inaccuracies in some of the
comments made. The property was in receivership when he purchased it 5 years ago. He detailed the
many structural and interior improvements he made to the apartments.
To assist the residents, the property manager said verbal commitments had been made to release
residents from their leases if they so desired. Mr. Markby said microbial paint is being used to help
eliminate the problem. Maintenance forms have also been developed, processes have changed and
inspections may begin. Mr. Frieders commented there seems to be a communication issue and that
issues need to be discussed with respect.
Alderman Funkhouser commented that the City has limited authority and would set a precedent by
getting involved. He noted the inspector outsourced the study. Mr. Ratos' report will be reviewed and
the situation will continue to be monitored.
Previous Meeting Minutes: April 5, 2016 (out of sequence)
The minutes were approved as read on a voice vote.
1. EDC 2016-27 Building Permit Report for March and April 2016
Mr. Ratos reported the statistics for these 2 months. In housing starts, the City is 50% above last year
as of the middle of May. It was reported that some builders are talking about adding houses in existing
subdivisions. No further action.
2. EDC 2016-28 Building Inspection Report for March and April 2016
There were 179 inspections in March and 273 in April. No further action.
3. EDC 2016-29 Property Maintenance Report for March and April 2016
Code Official Ratos said one case was adjudicated in April and was dismissed upon compliance. In
another case, a citation was issued, but the work is almost complete and now in compliance.
5. EDC 2016-31 Economic Development Update
Ms. Dubajic said interested parties have been looking at many properties. The Crusade Burger Bar is
opening June 15th and the theater will open again soon. Properties on the east side of Rt. 47 in the
Page 3 of 3
downtown have also been viewed. The Sherwin Williams store is progressing. The dance studio on Rt.
47 and Beaver St. is moving forward and Dunkin Donuts will open shortly. She recently attended the
shopping center show in Las Vegas. There was a ribbon-cutting for the new slide at the water park.
She also said $30,000 had been raised at a recent 5K race for Push for the Path and Kendall County has
awarded a $50,000 grant. There will be a September 24th golf outing to raise additional funds.
6. EDC 2016-32 Foreclosure Update
Ms. Noble said the update includes January 2016 to May 2016 and shows 36 foreclosures as compared
to 32 in the same time in 2015. This report will be given annually after this year.
8. EDC 2016-33 Proposal to Combine Plan Commission and Zoning Board of Appeals
Staff made a proposal to combine the Zoning Board of Appeals and the Plan Commission and form a
Planning and Zoning Commission effective June 2016. Ms. Noble said other communities are moving
in this direction. She said there were issues with not having a quorum and some projects were delayed
as a result. Alderman Teeling said it was a great idea since businesses often need both bodies.
Alderman Funkhouser concurred and recommended any current committee members be retained if they
so desire. Ms. Noble added that all members have been notified to contact the Mayor if they wish to
stay on the committee.
9. EDC 2016-34 New Tenant Occupancy Letters
There has been an issue with property owners leasing property to businesses that are inappropriate for
that space. Ms. Noble proposed sending an annual notification letter to all property owners of
commercial or factory spaces that have tenants, advising an occupancy permit is needed and to insure
proper zoning. Mr. Olson said a database would be created from google searches, water bills, etc.
Alderman Funkhouser added that information should be put on the website.
10. EDC 2016-35 Commercial and Industrial Incentives
Ms. Noble said incentives for new businesses would be addressed on a case-by-case basis. Staff would
work with Ms. Dubajic to promote the properties and provide basic information along with the
strengths and weaknesses of each. Under certain criteria, an “enterprise zone” could be formed. Ms.
Dubajic said it is very competitive to have a designated enterprise zone and is based on scoring. In
these zones, any construction materials or equipment used is exempt from sales tax. Input from the
Aldermen was requested. Available sites will be placed on the website and this will be brought back
for an update.
Old Business: None
Additional Business:
There was no further business and the meeting was adjourned at 7:49pm.
Minutes respectfully submitted by
Marlys Young
Have a question or comment about this agenda item?
Call us Monday-Friday, 8:00am to 4:30pm at 630-553-4350, email us at agendas@yorkville.il.us, post at www.facebook.com/CityofYorkville,
tweet us at @CityofYorkville, and/or contact any of your elected officials at http://www.yorkville.il.us/gov_officials.php
Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #1
Tracking Number
EDC 2016-36
Building Permit Report for May 2016
EDC – July 5, 2016
N/A
N/A
N/A
Informational
None
All permits issued in May 2016
D. Weinert Community Development
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Have a question or comment about this agenda item?
Call us Monday-Friday, 8:00am to 4:30pm at 630-553-4350, email us at agendas@yorkville.il.us, post at www.facebook.com/CityofYorkville,
tweet us at @CityofYorkville, and/or contact any of your elected officials at http://www.yorkville.il.us/gov_officials.php
Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #2
Tracking Number
EDC 2016-37
Building Inspection Report for May 2016
EDC – July 5, 2016
N/A
N/A
N/A
Informational
None
All inspections scheduled in May 2016
D. Weinert Community Development
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L
A
T
I
O
N
0
5
/
1
6
/
2
016
C
o
m
m
e
n
t
s
1
:
I
N
S
U
L
A
T
E
B
A
S
E
M
E
N
T
P
E
R
I
M
E
T
E
R
J
O
I
S
T
S
P
A
C
E
S
C
o
m
m
e
n
t
s
2
:
P
R
I
O
R
T
O
F
I
N
A
L
__
_
_
_
_
_
_
_
_
0
1
4
-
E
P
W
E
N
G
I
N
E
E
R
I
N
G
-
P
U
B
L
I
C
W
A
L
K
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
P
M
0
0
7
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
2
9
0
1
0
1
W
W
A
S
H
I
N
G
T
O
N
S
T
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
P
M
0
0
8
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
0
7
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
3
4
6
2
7
6
6
C
R
A
N
S
T
O
N
C
I
R
1
0
8
0
5
/
0
9
/
2
016
TK
_
_
_
_
_
0
1
5
-
R
E
I
R
E
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
3
7
9
8
7
3
N
C
A
R
L
Y
C
I
R
2
3
0
5
/
1
2
/
2
016
C
o
m
m
e
n
t
s
1
:
E
N
G
I
N
E
E
R
I
N
G
BC
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
5
0
4
0
1
2
7
0
2
E
L
D
E
N
D
R
2
7
3
0
5
/
2
0
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
4
6
7
4
2
4
F
A
I
R
H
A
V
E
N
D
R
B
C
N
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
1
9
-
M
I
S
M
I
S
C
E
L
L
A
N
E
O
U
S
2
0
1
5
0
4
7
5
8
2
2
C
A
U
L
F
I
E
L
D
P
T
1
0
9
0
5
/
2
5
/
2
016
PR
_
_
_
_
_
P
M
0
0
2
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
2
0
1
5
0
4
7
8
1
3
8
2
N
B
R
I
D
G
E
S
T
3
0
5
/
0
4
/
2
016
BC
_
_
_
_
_
P
M
0
0
3
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
0
5
/
1
0
/
2
016
PR
0
8
:
3
0
0
0
4
-
U
G
E
U
N
D
E
R
G
R
O
U
N
D
E
L
E
C
T
R
I
C
0
5
/
1
0
/
2
016
PR
1
2
:
0
0
0
0
5
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
3
1
/
2
0
1
6
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
2
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
2
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
2
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
5
0
5
0
6
2
9
7
9
E
L
L
S
W
O
R
T
H
D
R
3
9
9
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
1
5
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
5
2
1
6
9
1
W
I
N
D
E
T
T
R
I
D
G
E
R
D
8
3
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
6
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
1
1
/
2
016
TK
_
_
_
_
_
0
1
7
-
E
F
L
E
N
G
I
N
E
E
R
I
N
G
-
F
I
N
A
L
I
N
S
P
E
0
5
/
1
6
/
2
0
1
6
BC
_
_
_
_
_
0
0
4
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
2
0
1
5
0
5
2
2
6
1
1
S
U
T
T
O
N
S
T
1
6
1
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
A
M
0
0
5
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
5
2
8
8
6
8
G
R
E
E
N
F
I
E
L
D
T
U
R
N
1
2
8
0
5
/
0
4
/
2
016
PR
_
_
_
_
_
0
1
3
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
0
4
/
2
016
TK
_
_
_
_
_
0
1
4
-
E
F
L
E
N
G
I
N
E
E
R
I
N
G
-
F
I
N
A
L
I
N
S
P
E
0
5
/
0
6
/
2
0
1
6
PR
_
_
_
_
_
P
M
0
1
5
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
2
0
1
5
0
5
4
9
2
7
6
1
L
I
L
A
C
C
T
3
2
8
0
5
/
2
4
/
2
016
TK
_
_
_
_
_
0
1
6
-
R
E
I
R
E
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
5
5
6
8
8
2
N
C
A
R
L
Y
C
I
R
4
8
0
5
/
0
4
/
2
016
C
o
m
m
e
n
t
s
1
:
E
N
G
I
N
E
E
R
I
N
G
F
I
N
A
L
PR
_
_
_
_
_
0
0
9
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
5
0
5
7
5
7
9
8
B
L
U
E
S
T
E
M
D
R
1
1
4
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
2
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
A
M
0
0
6
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
6
0
7
1
9
9
1
M
E
A
D
O
W
L
A
R
K
C
T
1
1
3
0
5
/
2
3
/
2
016
PR
_
_
_
_
_
A
M
0
0
7
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
2
3
/
2
016
TK
_
_
_
_
_
0
1
7
-
R
E
I
R
E
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
6
2
5
8
9
1
P
U
R
C
E
L
L
S
T
6
8
0
5
/
2
7
/
2
016
C
o
m
m
e
n
t
s
1
:
E
N
G
I
N
E
E
R
I
N
G
F
I
N
A
L
PR
_
_
_
_
_
0
1
0
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
2
0
1
5
0
6
3
4
2
6
0
1
L
I
L
A
C
W
A
Y
3
0
9
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
2
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
3
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
1
/
2
016
BC
_
_
_
_
_
0
1
4
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
3
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
3
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
3
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
P
M
0
1
5
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
2
0
1
5
0
6
3
5
1
4
6
2
R
U
B
Y
D
R
3
5
5
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
1
6
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
0
2
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
5
0
6
3
8
6
0
2
F
R
E
E
M
O
N
T
S
T
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
6
4
8
3
3
4
5
R
Y
A
N
D
R
1
6
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
2
0
1
5
0
6
5
0
2
6
4
9
L
I
L
A
C
W
A
Y
3
1
6
0
5
/
0
3
/
2
016
BC
_
_
_
_
_
A
M
0
0
6
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
A
M
0
0
7
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
A
M
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
0
9
-
S
U
M
S
U
M
P
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
5
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
2
0
1
5
0
6
5
1
2
7
5
1
L
I
L
A
C
C
T
3
2
7
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
6
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
7
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
8
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
0
1
9
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
5
0
6
5
2
2
6
0
2
L
I
L
A
C
W
A
Y
3
7
4
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
2
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
3
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
4
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
5
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
0
4
/
2
016
BC
_
_
_
_
_
0
1
6
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
4
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
6
5
4
9
3
7
N
C
A
R
L
Y
C
I
R
1
2
7
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
1
5
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
1
8
/
2
016
TK
_
_
_
_
_
0
1
6
-
E
F
L
E
N
G
I
N
E
E
R
I
N
G
-
F
I
N
A
L
I
N
S
P
E
0
5
/
1
9
/
2
016
TK
_
_
_
_
_
0
1
7
-
R
E
I
R
E
I
N
S
P
E
C
T
I
O
N
2
0
1
5
0
6
5
5
8
8
4
P
U
R
C
E
L
L
S
T
7
7
0
5
/
0
4
/
2
016
C
o
m
m
e
n
t
s
1
:
F
I
N
A
L
E
N
G
I
N
E
E
R
I
N
G
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
4
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
4
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
PR
_
_
_
_
_
A
M
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
0
0
6
7
8
1
K
E
N
T
S
H
I
R
E
D
R
1
4
1
0
5
/
0
9
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
0
4
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
2
0
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
3
5
3
0
7
C
O
L
T
O
N
S
T
0
5
/
0
4
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
0
3
9
4
7
9
S
U
T
T
O
N
S
T
2
1
0
0
5
/
0
4
/
2
016
PR
_
_
_
_
_
0
0
4
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
0
0
5
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
0
0
6
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
0
8
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
0
4
3
1
9
7
7
M
E
A
D
O
W
L
A
R
K
L
N
1
1
9
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
9
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
1
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
2
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
6
/
2
016
C
o
m
m
e
n
t
s
1
:
B
A
S
E
M
E
N
T
P
E
R
I
M
E
T
E
R
J
O
I
S
T
S
P
A
C
E
S
T
O
B
E
I
N
C
o
m
m
e
n
t
s
2
:
S
P
E
C
T
E
D
A
T
F
I
N
A
L
BC
_
_
_
_
_
0
1
3
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
3
/
2
016
BC
_
_
_
_
_
A
M
0
1
4
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
0
/
2
016
C
o
m
m
e
n
t
s
1
:
I
N
S
T
A
L
L
2
#
4
R
E
B
A
R
O
V
E
R
W
A
T
E
R
L
I
N
E
P
R
I
O
R
C
o
m
m
e
n
t
s
2
:
T
O
P
O
U
R
PR
_
_
_
_
_
0
1
0
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
0
4
5
1
4
4
7
S
L
A
T
E
C
T
3
4
0
0
5
/
0
5
/
2
016
C
o
m
m
e
n
t
s
1
:
A
D
D
B
O
L
T
S
I
N
B
O
T
T
O
M
P
L
A
T
E
I
N
G
A
R
A
G
E
PR
_
_
_
_
_
0
1
1
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
0
5
/
2
016
PR
_
_
_
_
_
0
1
2
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
0
5
/
2
016
PR
_
_
_
_
_
0
1
3
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
0
5
/
2
016
PR
_
_
_
_
_
0
1
4
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
0
9
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
5
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
5
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
1
5
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
4
/
2
0
1
6
PR
_
_
_
_
_
0
0
9
-
S
U
M
S
U
M
P
2
0
1
6
0
0
4
6
1
3
7
7
S
L
A
T
E
D
R
3
3
4
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
1
2
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
1
3
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
1
4
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
4
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
2
0
1
6
0
0
4
7
2
6
8
8
L
I
L
A
C
W
A
Y
3
8
0
0
5
/
0
3
/
2
016
__
_
_
_
_
_
_
_
_
P
M
0
0
5
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
0
/
2
016
__
_
_
_
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
1
1
/
2
016
__
_
_
_
_
_
_
_
_
0
0
7
-
S
T
P
S
T
O
O
P
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
8
-
S
U
M
S
U
M
P
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
2
0
1
6
0
0
4
8
1
3
6
8
S
L
A
T
E
D
R
3
8
1
0
5
/
0
3
/
2
016
BC
_
_
_
_
_
A
M
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
1
1
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
1
1
/
2
016
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
9
-
S
U
M
S
U
M
P
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
0
5
0
2
6
5
7
E
M
E
R
A
L
D
L
N
3
8
6
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
0
6
/
2
016
BC
_
_
_
_
_
0
0
3
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
4
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
5
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
6
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
6
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
2
5
/
2
016
PR
_
_
_
_
_
0
1
5
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
5
3
2
7
2
2
C
R
A
N
S
T
O
N
C
I
R
1
2
1
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
1
6
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
5
-
A
B
C
A
B
O
V
E
C
E
I
L
I
N
G
2
0
1
6
0
0
5
6
1
2
9
C
O
M
M
E
R
C
I
A
L
D
R
#
7
1
8
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
0
6
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
7
-
P
L
F
P
L
U
M
B
I
N
G
-
F
I
N
A
L
O
S
R
R
E
A
D
0
5
/
1
6
/
2
016
BC
_
_
_
_
_
0
0
7
-
S
T
P
S
T
O
O
P
2
0
1
6
0
0
5
9
7
8
9
K
E
N
T
S
H
I
R
E
D
R
1
4
2
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
8
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
0
9
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
1
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
2
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
2
5
/
2
016
PR
_
_
_
_
_
0
0
9
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
2
0
1
6
0
0
6
0
2
4
8
4
E
L
L
S
W
O
R
T
H
D
R
3
5
5
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
2
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
1
3
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
6
/
2
016
C
o
m
m
e
n
t
s
1
:
B
A
S
E
M
E
N
T
J
O
I
S
T
S
P
A
C
E
S
T
O
B
E
I
N
S
P
E
C
T
E
D
A
T
C
o
m
m
e
n
t
s
2
:
F
I
N
A
L
.
BC
1
2
:
0
0
0
1
4
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
7
/
2
0
1
6
PR
_
_
_
_
_
0
0
9
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
0
6
1
2
9
8
8
E
L
L
S
W
O
R
T
H
D
R
3
4
8
0
5
/
0
6
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
0
6
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
0
6
/
2
016
PR
_
_
_
_
_
0
1
2
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
0
6
/
2
016
PR
_
_
_
_
_
0
1
3
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
0
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
7
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
7
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
1
4
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
A
M
0
0
9
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
2
0
1
6
0
0
6
2
2
9
9
2
E
L
L
S
W
O
R
T
H
D
R
3
4
7
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
1
2
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
A
M
0
1
3
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
0
4
/
2
016
C
o
m
m
e
n
t
s
1
:
B
A
S
E
M
E
N
T
P
E
R
I
M
E
T
E
R
J
O
I
S
T
N
O
T
I
N
S
U
L
A
T
E
D
A
C
o
m
m
e
n
t
s
2
:
T
T
H
I
S
T
I
M
E
.
I
N
S
P
E
C
T
O
N
F
I
N
A
L
.
BC
_
_
_
_
_
0
1
4
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
8
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
2
0
1
6
0
0
6
5
2
9
8
6
E
L
L
S
W
O
R
T
H
D
R
3
4
9
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
0
9
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
1
1
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
1
2
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
2
/
2
016
BC
1
2
:
0
0
0
1
3
-
W
K
S
P
U
B
L
I
C
&
S
E
R
V
I
C
E
W
A
L
K
S
0
5
/
2
7
/
2
0
1
6
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
6
6
1
3
1
6
E
V
E
R
G
R
E
E
N
L
N
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
6
7
1
4
4
7
A
S
P
E
N
S
T
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
7
-
S
U
M
S
U
M
P
2
0
1
6
0
0
8
5
4
4
8
S
U
T
T
O
N
S
T
2
2
9
0
5
/
1
1
/
2
016
__
_
_
_
_
_
_
_
_
A
M
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
0
8
6
4
9
1
S
U
T
T
O
N
S
T
2
1
1
0
5
/
0
9
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
4
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
A
M
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
6
/
2
0
1
6
PR
_
_
_
_
_
A
M
0
0
5
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
2
0
1
6
0
0
8
7
7
6
3
K
E
N
T
S
H
I
R
E
D
R
1
3
9
0
5
/
0
3
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
8
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
8
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
PR
_
_
_
_
_
A
M
0
0
6
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
0
3
/
2
016
BC
_
_
_
_
_
0
0
7
-
S
T
P
S
T
O
O
P
0
5
/
1
3
/
2
016
__
_
_
_
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
0
8
9
1
5
4
3
M
O
N
T
R
O
S
E
C
T
1
1
0
5
/
1
7
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
9
0
4
9
8
S
U
N
F
L
O
W
E
R
C
T
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
0
9
1
4
6
7
S
U
N
F
L
O
W
E
R
C
T
2
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
1
0
0
9
0
3
S
C
A
R
L
Y
C
I
R
9
8
0
5
/
0
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
1
0
5
G
R
A
N
D
E
T
R
A
I
L
&
A
M
E
R
I
C
A
N
W
0
5
/
1
7
/
2
016
PR
_
_
_
_
_
0
0
9
-
S
U
M
S
U
M
P
2
0
1
6
0
1
0
6
2
6
5
8
L
I
L
A
C
W
A
Y
3
7
7
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
9
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
1
0
7
2
6
4
7
E
M
E
R
A
L
D
L
N
3
8
7
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
0
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
1
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
2
4
/
2
016
PR
_
_
_
_
_
0
1
2
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
1
3
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
2
7
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
1
1
4
2
7
6
8
C
R
A
N
S
T
O
N
C
I
R
1
0
7
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
1
2
1
8
1
2
C
A
U
L
F
I
E
L
D
P
T
1
1
0
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
A
M
0
0
4
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
5
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
4
/
2
016
C
o
m
m
e
n
t
s
1
:
I
N
S
T
A
L
L
M
O
I
S
T
U
R
E
B
A
R
R
I
E
R
P
R
I
O
R
T
O
P
O
U
R
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
1
2
2
8
0
1
C
A
U
L
F
I
E
L
D
P
T
1
0
6
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
0
4
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
7
/
2
016
PR
_
_
_
_
_
0
0
5
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
2
0
1
6
0
1
2
3
2
6
0
2
F
A
I
R
F
A
X
W
A
Y
2
7
7
0
5
/
0
3
/
2
016
PR
_
_
_
_
_
0
0
6
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
0
3
/
2
016
PR
_
_
_
_
_
0
0
1
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
1
4
9
7
6
1
G
R
E
E
N
F
I
E
L
D
T
U
R
N
6
2
0
5
/
1
3
/
2
0
1
6
BC
_
_
_
_
_
0
0
2
-
F
T
G
F
O
O
T
I
N
G
0
5
/
2
3
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
1
5
4
7
1
2
G
R
E
E
N
F
I
E
L
D
T
U
R
N
1
0
0
0
5
/
2
3
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
9
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
9
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
1
5
7
1
1
4
2
M
I
D
N
I
G
H
T
P
L
3
0
4
0
5
/
2
5
/
2
016
__
_
_
_
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
1
5
8
4
0
3
E
B
A
R
B
E
R
R
Y
C
I
R
1
5
7
0
5
/
2
0
/
2
016
BC
_
_
_
_
_
A
M
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
1
5
9
4
4
7
4
S
A
R
A
S
O
T
A
A
V
E
1
0
4
1
0
5
/
1
7
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
1
6
0
2
0
6
F
A
I
R
H
A
V
E
N
D
R
8
0
0
5
/
1
2
/
2
016
__
_
_
_
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
1
7
0
3
1
6
W
K
E
N
D
A
L
L
D
R
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
1
/
2
016
__
_
_
_
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
1
7
2
1
4
0
6
J
O
H
N
S
T
5
1
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
1
7
5
8
0
7
S
T
A
T
E
S
T
4
0
5
/
0
6
/
2
016
BC
_
_
_
_
_
A
M
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
1
7
6
4
0
4
P
A
R
K
S
T
5
8
0
5
/
0
3
/
2
016
PR
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
1
8
1
2
6
6
7
E
M
E
R
A
L
D
L
N
3
8
5
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
0
5
/
2
016
BC
_
_
_
_
_
0
0
3
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
4
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
7
/
2
0
1
6
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
1
8
2
2
6
6
9
L
I
L
A
C
W
A
Y
3
1
8
0
5
/
0
4
/
2
016
BC
_
_
_
_
_
A
M
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
1
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
4
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
8
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
3
1
/
2
0
1
6
PR
_
_
_
_
_
0
0
4
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
1
9
2
8
8
3
N
C
A
R
L
Y
C
I
R
2
1
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
0
4
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
10
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
10
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
P
M
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
0
4
/
2
016
C
o
m
m
e
n
t
s
1
:
P
L
A
S
T
I
C
N
E
E
D
S
I
N
S
T
A
L
L
E
D
BC
_
_
_
_
_
0
0
2
-
B
K
F
B
A
C
K
F
I
L
L
2
0
1
6
0
1
9
4
2
5
7
5
F
A
I
R
F
A
X
W
A
Y
2
4
9
0
5
/
0
2
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
4
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
7
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
1
9
7
5
2
2
R
E
D
T
A
I
L
L
N
2
2
0
5
/
0
6
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
0
9
/
2
016
BC
_
_
_
_
_
A
M
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
2
0
0
3
3
3
P
E
N
S
A
C
O
L
A
S
T
1
1
4
1
0
5
/
2
7
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
0
4
5
2
1
B
U
C
K
T
H
O
R
N
C
T
7
8
0
5
/
1
7
/
2
016
__
_
_
_
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
0
5
1
0
0
1
C
A
N
Y
O
N
T
R
A
I
L
C
T
4
0
0
5
/
0
4
/
2
016
__
_
_
_
_
_
_
_
_
P
M
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
0
6
1
4
3
8
S
L
A
T
E
C
T
3
4
6
0
5
/
0
9
/
2
016
PR
_
_
_
_
_
0
0
1
-
B
N
D
P
O
O
L
B
O
N
D
I
N
G
2
0
1
6
0
2
1
7
1
0
1
1
I
N
D
E
P
E
N
C
E
N
C
E
B
L
V
D
6
0
5
/
1
8
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
2
6
/
2
016
BC
_
_
_
_
_
0
0
1
-
B
N
D
P
O
O
L
B
O
N
D
I
N
G
2
0
1
6
0
2
1
8
3
8
3
T
W
I
N
L
E
A
F
T
R
8
1
0
5
/
3
1
/
2
0
1
6
BC
_
_
_
_
_
A
M
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
2
1
9
0
5
B
F
A
W
N
R
I
D
G
E
C
T
3
1
0
5
/
0
9
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
2
3
9
5
2
H
E
A
R
T
L
A
N
D
D
R
1
6
2
0
5
/
1
7
/
2
016
__
_
_
_
_
_
_
_
_
A
M
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
2
5
2
9
5
1
G
R
A
N
D
E
T
R
A
I
L
3
8
4
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
3
/
2
016
BC
_
_
_
_
_
0
0
3
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
4
-
W
A
T
W
A
T
E
R
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
2
3
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
11
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
11
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
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N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
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C
T
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S
C
H
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D
.
C
O
M
P
.
T
I
M
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T
Y
P
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S
P
E
C
T
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O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
PR
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
2
6
2
4
8
8
E
L
L
S
W
O
R
T
H
C
T
3
5
3
0
5
/
0
6
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
0
/
2
016
PR
_
_
_
_
_
0
0
3
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
A
M
0
0
4
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
1
7
/
2
0
1
6
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
2
3
/
2
016
PR
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
2
7
2
9
4
3
G
R
A
N
D
E
T
R
A
I
L
3
8
3
0
5
/
0
6
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
0
0
3
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
4
-
W
A
T
W
A
T
E
R
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
5
-
P
L
U
P
L
U
M
B
I
N
G
-
U
N
D
E
R
S
L
A
B
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
6
-
B
S
M
B
A
S
E
M
E
N
T
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
7
-
G
A
R
G
A
R
A
G
E
F
L
O
O
R
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
8
-
S
T
P
S
T
O
O
P
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
2
8
6
1
1
W
I
N
D
E
T
T
R
I
D
G
E
R
D
7
5
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
3
0
4
6
7
S
U
T
T
O
N
S
T
2
0
9
0
5
/
0
3
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
3
1
1
4
4
3
R
U
B
Y
D
R
3
5
2
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
3
2
2
7
6
7
C
R
A
N
S
T
O
N
C
I
R
1
3
4
0
5
/
2
0
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
3
3
1
2
4
3
T
A
U
S
C
I
R
1
1
5
0
5
/
0
9
/
2
016
C
o
m
m
e
n
t
s
1
:
H
O
L
E
S
M
U
S
T
B
E
A
M
I
N
I
M
U
M
O
F
4
2
"
I
N
D
E
P
T
H
BC
_
_
_
_
_
0
0
2
-
R
E
I
R
E
I
N
S
P
E
C
T
I
O
N
0
5
/
1
6
/
2
016
C
o
m
m
e
n
t
s
1
:
P
O
S
T
H
O
L
E
S
D
E
C
K
BC
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
3
8
1
4
6
8
S
L
A
T
E
C
T
3
4
3
0
5
/
0
3
/
2
016
C
o
m
m
e
n
t
s
1
:
S
I
X
H
O
L
E
S
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
12
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
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D
C
I
T
Y
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F
Y
O
R
K
V
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L
L
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P
A
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:
12
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
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C
T
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N
R
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P
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R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
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N
S
P
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C
T
I
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D
U
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D
F
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0
5
/
0
1
/
2
0
1
6
T
O
0
5
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3
1
/
2
0
1
6
IN
S
P
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C
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C
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D
.
C
O
M
P
.
T
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M
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T
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N
P
E
R
M
I
T
A
D
D
R
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S
S
L
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T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
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-
-
-
-
-
-
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-
-
-
-
-
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-
-
-
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-
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-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
2
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
6
/
2
016
PR
_
_
_
_
_
0
0
1
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
2
3
9
2
3
0
2
W
I
T
H
E
R
T
H
U
R
G
R
E
E
N
1
7
6
0
5
/
2
0
/
2
016
PR
_
_
_
_
_
0
0
2
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
2
0
/
2
016
PR
_
_
_
_
_
0
0
3
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
2
0
/
2
016
BC
_
_
_
_
_
A
M
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
4
0
6
2
6
W
H
I
T
E
O
A
K
W
A
Y
6
0
0
5
/
1
2
/
2
016
C
o
m
m
e
n
t
s
1
:
P
E
R
G
O
L
A
BC
_
_
_
_
_
A
M
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
4
2
4
2
2
W
I
N
D
E
T
T
R
I
D
G
E
R
D
9
2
0
5
/
1
7
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
2
4
3
1
3
0
8
E
V
E
R
G
R
E
E
N
L
N
0
5
/
1
7
/
2
016
C
o
m
m
e
n
t
s
1
:
6
'
I
&
W
A
L
L
E
D
G
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S
PR
_
_
_
_
_
0
0
1
-
R
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R
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O
F
U
N
D
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R
L
A
Y
M
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N
T
I
C
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&
W
2
0
1
6
0
2
4
4
2
0
8
F
A
I
R
H
A
V
E
N
D
R
7
9
0
5
/
0
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
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N
T
I
C
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&
W
2
0
1
6
0
2
4
8
1
9
5
6
S
U
N
N
Y
D
E
L
L
C
T
9
7
0
5
/
0
2
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
0
4
/
2
016
__
_
_
_
_
_
_
_
_
A
M
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
4
9
4
0
8
E
S
P
R
I
N
G
S
T
1
8
0
5
/
1
0
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
7
/
2
016
C
o
m
m
e
n
t
s
1
:
O
N
E
L
O
O
S
E
P
O
S
T
A
T
R
E
A
R
G
A
T
E
,
N
A
I
L
S
S
E
T
V
C
o
m
m
e
n
t
s
2
:
E
R
Y
D
E
E
P
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
2
5
1
8
0
8
C
A
U
L
F
I
E
L
D
P
T
1
1
1
0
5
/
2
7
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
B
N
D
P
O
O
L
B
O
N
D
I
N
G
2
0
1
6
0
2
5
2
3
6
1
T
W
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N
L
E
A
F
T
R
8
0
0
5
/
3
1
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
5
5
1
1
2
1
C
A
R
L
Y
D
R
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
2
5
6
1
7
0
6
C
O
T
T
O
N
W
O
O
D
C
T
1
4
0
5
/
0
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
5
7
6
6
2
W
I
N
D
E
T
T
R
I
D
G
E
R
D
1
5
3
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
2
5
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
5
9
5
4
7
S
U
T
T
O
N
S
T
2
1
4
0
5
/
2
4
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
3
1
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
2
6
1
1
4
1
0
A
S
P
E
N
D
R
0
5
/
0
4
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
13
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
13
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
6
2
2
4
0
1
F
I
T
Z
H
U
G
H
T
U
R
N
1
5
1
0
5
/
2
3
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
2
6
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
6
3
8
7
7
N
C
A
R
L
Y
C
I
R
2
2
0
5
/
1
2
/
2
016
PR
_
_
_
_
_
0
0
2
-
B
K
F
B
A
C
K
F
I
L
L
0
5
/
2
5
/
2
016
PR
_
_
_
_
_
0
0
3
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
0
5
/
3
1
/
2
0
1
6
PR
_
_
_
_
_
0
0
1
-
F
T
G
F
O
O
T
I
N
G
2
0
1
6
0
2
6
4
8
9
4
P
U
R
C
E
L
L
S
T
7
8
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
2
-
F
O
U
F
O
U
N
D
A
T
I
O
N
0
5
/
2
6
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
2
6
5
5
0
8
W
A
L
S
H
C
T
0
5
/
1
1
/
2
016
C
o
m
m
e
n
t
s
1
:
6
'
A
T
F
R
O
N
T
A
N
D
B
A
C
K
C
O
M
P
L
E
T
E
P
O
R
C
H
PR
_
_
_
_
_
0
0
1
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
2
6
7
1
9
6
6
M
E
A
D
O
W
L
A
R
K
L
N
1
4
8
0
5
/
2
6
/
2
016
PR
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
6
8
3
0
1
D
R
A
Y
T
O
N
C
T
5
2
0
5
/
1
8
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
D
P
O
S
T
H
O
L
E
-
D
E
C
K
2
0
1
6
0
2
6
9
2
0
3
6
D
E
E
R
P
O
I
N
T
L
N
1
5
9
0
5
/
1
3
/
2
016
PR
_
_
_
_
_
0
0
2
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
0
5
/
1
8
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
2
7
0
2
0
3
W
S
O
M
O
N
A
U
K
S
T
7
0
5
/
1
1
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
2
7
2
6
3
5
H
A
Y
D
E
N
D
R
7
3
0
5
/
1
7
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
2
3
/
2
016
BC
_
_
_
_
_
A
M
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
2
8
7
2
0
4
L
I
B
E
R
T
Y
S
T
0
5
/
1
3
/
2
016
BC
_
_
_
_
_
0
0
1
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
2
0
1
6
0
2
8
8
2
0
4
L
I
B
E
R
T
Y
S
T
0
5
/
1
8
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
9
2
8
9
1
P
R
A
I
R
I
E
C
R
O
S
S
I
N
G
D
R
1
6
8
0
5
/
1
7
/
2
016
BC
_
_
_
_
_
0
0
1
-
P
H
F
P
O
S
T
H
O
L
E
-
F
E
N
C
E
2
0
1
6
0
2
9
3
4
1
9
J
A
C
K
S
O
N
S
T
2
0
5
/
2
5
/
2
016
__
_
_
_
_
_
_
_
_
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
2
9
5
1
9
6
4
C
O
N
E
F
L
O
W
E
R
C
T
1
4
9
0
5
/
2
0
/
2
016
PR
_
_
_
_
_
0
0
1
-
R
F
R
R
O
U
G
H
F
R
A
M
I
N
G
2
0
1
6
0
2
9
7
1
9
7
7
M
E
A
D
O
W
L
A
R
K
L
N
1
1
9
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
0
2
-
R
E
L
R
O
U
G
H
E
L
E
C
T
R
I
C
A
L
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
0
3
-
P
L
R
P
L
U
M
B
I
N
G
-
R
O
U
G
H
0
5
/
1
8
/
2
016
PR
_
_
_
_
_
0
0
4
-
R
M
C
R
O
U
G
H
M
E
C
H
A
N
I
C
A
L
0
5
/
1
8
/
2
016
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
14
DA
T
E
:
0
5
/
3
1
/
2
0
1
6
U
N
I
T
E
D
C
I
T
Y
O
F
Y
O
R
K
V
I
L
L
E
P
A
G
E
:
14
TI
M
E
:
1
3
:
3
1
:
1
1
C
A
L
L
S
F
O
R
I
N
S
P
E
C
T
I
O
N
R
E
P
O
R
T
ID
:
P
T
4
A
0
0
0
0
.
W
O
W
I
N
S
P
E
C
T
I
O
N
S
S
C
H
E
D
U
L
E
D
F
R
O
M
0
5
/
0
1
/
2
0
1
6
T
O
0
5
/
3
1
/
2
0
1
6
IN
S
P
E
C
T
O
R
S
C
H
E
D
.
C
O
M
P
.
T
I
M
E
T
Y
P
E
O
F
I
N
S
P
E
C
T
I
O
N
P
E
R
M
I
T
A
D
D
R
E
S
S
L
O
T
D
A
T
E
D
A
T
E
--
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-----
BC
_
_
_
_
_
0
0
5
-
I
N
S
I
N
S
U
L
A
T
I
O
N
0
5
/
1
9
/
2
016
PR
_
_
_
_
_
0
0
1
-
E
S
W
E
N
G
I
N
E
E
R
I
N
G
-
S
E
W
E
R
/
W
A
T
2
0
1
6
0
2
9
8
1
2
7
2
D
E
E
R
P
A
T
H
D
R
2
2
9
0
5
/
3
1
/
2
0
1
6
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
3
0
0
1
2
0
2
E
V
E
R
G
R
E
E
N
L
N
0
5
/
1
2
/
2
016
BC
_
_
_
_
_
0
0
2
-
F
I
N
F
I
N
A
L
I
N
S
P
E
C
T
I
O
N
0
5
/
1
8
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
3
0
6
1
0
3
C
E
N
T
E
R
P
K
W
Y
1
4
0
5
/
1
6
/
2
016
BC
1
4
:
0
0
0
0
1
-
P
P
S
P
R
E
-
P
O
U
R
,
S
L
A
B
O
N
G
R
A
D
E
2
0
1
6
0
3
0
9
8
0
2
C
A
U
L
F
I
E
L
D
P
T
1
1
2
0
5
/
1
9
/
2
016
BC
_
_
_
_
_
0
0
1
-
R
O
F
R
O
O
F
U
N
D
E
R
L
A
Y
M
E
N
T
I
C
E
&
W
2
0
1
6
0
3
1
3
2
6
1
0
B
O
O
M
E
R
L
N
0
5
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2
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Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #3
Tracking Number
EDC 2016-38
Property Maintenance Report for May 2016
EDC – July 5, 2016
Informational
None
Pete Ratos Community Development
Name Department
Page | 1
Property Maintenance Report May 2016
Adjudication:
8 Property Maintenance Case heard in May
05/15/2016
N 2192 1971 Banbury Ave Motor Vehicles Liable/$2,475
N 2193 4574 Marquette St Motor Vehicles Dismissed
N 2194 320 Blackberry Ln Motor Vehicles Dismissed
N 2195 320 Blackberry Ln Junk, Trash, Refuse Dismissed
N 2196 320 Blackberry Ln Roofs/Drainage Dismissed
N 2197 Westbury East Village Rubbish & Garbage Liable/$250
05/23/2016
N 2198 308 E Ridge St Junk, Trash, Refuse Liable/$500
N 2199 308 E Ridge St Property Mnt 8-2-9 Liable/$500
May Property Maintenance Complaint Report Attached
Memorandum
To: Economic Development Committee
From: Pete Ratos, Code Official
CC: Bart Olson, Krysti Barksdale-Noble, Lisa Pickering
Date: June 1, 2016
Subject: May Property Maintenance
PR
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C
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W
.
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7
S
M
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1
7
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2
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1
6
C
I
T
A
T
I
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IS
S
U
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D
Yes, 36"-42" gate
20
1
6
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5
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R
t
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4
7
G
r
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V
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L
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T
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O
N
5
/
3
1
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C
I
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20
1
6
0
1
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5
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20
1
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20
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V
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5
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20
1
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E
SC
H
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S
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20
1
6
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C
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5
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C
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5
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20
1
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6
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3
3
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5
/
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7
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20
1
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R
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R
M
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5
/
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20
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5
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N
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C
&
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W
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7
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N
20
1
6
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5
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20
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C
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Yes
20
1
6
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5
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Tr
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5
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N
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20
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W
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5
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20
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F
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20
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m
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20
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20
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.
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s
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i
b
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Gr
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s
s
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T
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N
5
/
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6
6
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6
C
I
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A
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IS
S
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D
20
1
6
0
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9
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5
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8
E
.
S
p
r
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/
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20
1
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4
J
o
h
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t
.
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s
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s
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20
1
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8
9
5
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9
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2
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6
2
2
9
1
H
o
b
b
s
L
n
G
r
a
s
s
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d
s
C
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D
20
1
6
0
0
8
8
5
/
9
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2
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6
2
3
3
2
H
o
b
b
s
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n
G
r
a
s
s
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d
s
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D
20
1
6
0
0
8
7
5
/
9
/
2
0
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6
2
7
8
6
C
r
a
n
s
t
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n
Ci
r
c
l
e
Gr
a
s
s
/
W
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d
s
C
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D
20
1
6
0
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6
5
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2
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8
0
8
S
.
M
a
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n
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t
.
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r
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s
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s
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20
1
6
0
0
8
5
5
/
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2
0
1
6
2
0
4
2
R
a
i
n
t
r
e
e
R
d
G
r
a
s
s
/
W
e
e
d
s
C
L
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S
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D
20
1
6
0
0
8
4
5
/
9
/
2
0
1
6
3
6
7
W
i
n
d
e
t
t
R
i
d
g
e
Rd
Gr
a
s
s
/
W
e
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d
s
C
L
O
S
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D
20
1
6
0
0
8
3
5
/
6
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2
0
1
6
6
9
1
N
.
B
r
i
d
g
e
S
t
.
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r
a
s
s
/
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e
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d
s
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D
20
1
6
0
0
8
2
5
/
6
/
2
0
1
6
1
4
3
8
A
s
p
e
n
L
n
G
r
a
s
s
/
W
e
e
d
s
C
L
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S
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D
5
/
6
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2
0
1
6
20
1
6
0
0
8
1
5
/
6
/
2
0
1
6
1
2
0
2
E
v
e
r
g
r
e
e
n
L
n
G
r
a
s
s
/
W
e
e
d
s
C
L
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S
E
D
20
1
6
0
0
8
0
5
/
6
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2
0
1
6
1
7
2
6
J
o
h
n
S
t
.
G
r
a
s
s
/
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e
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d
s
C
L
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D
20
1
6
0
0
7
9
5
/
5
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2
0
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6
5
4
5
R
e
d
b
u
d
D
r
.
G
r
a
s
s
/
W
e
e
d
s
,
fe
n
c
e
,
g
a
t
e
,
p
o
o
l
CO
M
P
L
I
A
N
T
20
1
6
0
0
7
8
5
/
5
/
2
0
1
6
2
8
7
7
M
c
M
u
r
t
r
i
e
Wa
y
Gr
a
s
s
/
W
e
e
d
s
C
L
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D
20
1
6
0
0
7
7
5
/
5
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2
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6
2
7
2
9
G
o
l
d
e
n
r
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d
D
r
.
V
e
h
i
c
l
e
s
C
L
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D
5
/
6
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2
0
1
6
Pa
g
e
:
6
o
f
7
20
1
6
0
0
7
6
5
/
5
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2
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2
8
9
2
M
c
M
u
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t
r
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C
t
.
G
r
a
s
s
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d
s
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D
20
1
6
0
0
7
5
5
/
5
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2
0
1
6
4
9
1
H
o
n
e
y
s
u
c
k
l
e
l
n
V
e
h
i
c
l
e
s
C
L
O
S
E
D
5
/
6
/
2
0
1
6
20
1
6
0
0
7
4
5
/
4
/
2
0
1
6
3
2
0
BL
A
C
K
B
E
R
R
Y
LN
Gr
a
s
s
/
W
e
e
d
s
C
L
O
S
E
D
5
/
4
/
2
0
1
6
20
1
6
0
0
7
3
5
/
3
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2
0
1
6
2
3
4
4
T
i
t
u
s
D
r
.
G
r
a
s
s
/
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e
e
d
s
C
L
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D
20
1
6
0
0
7
2
5
/
3
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2
0
1
6
1
5
7
8
C
o
r
a
l
D
r
.
G
r
a
s
s
/
W
e
e
d
s
C
L
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S
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D
5
/
1
0
/
2
0
1
6
6
/
1
3
/
2
0
1
6
5
/
3
/
2
0
1
6
20
1
6
0
0
7
1
5
/
3
/
2
0
1
6
8
3
1
P
a
r
k
s
i
d
e
L
n
S
i
d
e
w
a
l
k
C
L
O
S
E
D
5
/
4
/
2
0
1
6
20
1
6
0
0
7
0
5
/
2
/
2
0
1
6
5
8
5
W
.
B
a
r
b
e
r
r
y
Ci
r
Gr
a
s
s
/
W
e
e
d
s
C
L
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S
E
D
5
/
1
8
/
2
0
1
6
6
/
2
0
/
2
0
1
6
5
/
2
/
2
0
1
6
C
I
T
A
T
I
O
N
IS
S
U
E
D
Yes, no fence
20
1
6
0
0
6
9
5
/
2
/
2
0
1
6
2
0
0
2
D
e
e
r
p
o
i
n
t
L
n
G
r
a
s
s
/
W
e
e
d
s
C
L
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S
E
D
5
/
2
/
2
0
1
6
20
1
6
0
0
6
8
5
/
2
/
2
0
1
6
1
4
0
4
J
O
H
N
S
T
V
E
H
I
C
L
E
PA
R
K
E
D
O
N
GR
A
S
S
A
T
SI
D
E
Y
A
R
D
CL
O
S
E
D
5
/
4
/
2
0
1
6
20
1
6
0
0
6
7
5
/
2
/
2
0
1
6
5
4
5
W
B
a
r
b
e
r
r
y
C
i
r
W
E
E
D
S
GR
A
S
S
,
J
U
N
K
,
RE
F
U
S
E
IN
V
I
O
L
A
T
I
O
N
5
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Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
See attached memo and report. A brief presentation will be given by the consultant, The Lakota
Group, during the meeting.
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #4
Tracking Number
EDC 2016-39
Comprehensive Plan Update – Final Draft Report
EDC/July 5, 2016
None
Informational
Final Draft Comprehensive Plan Update report prepared by The Lakota Group.
Krysti J. Barksdale-Noble, AICP Community Development
Name Department
BACKGROUND
As the Economic Development Committee will recall, the City engaged The Lakota
Group in September 2014 to conduct a Comprehensive Plan Update for the City. The three (3)
phase approach proposed by The Lakota Group included Community Engagement/State of the
City Report in Phase 1, Visioning and Plan Framework in Phase 2, and Plan Report and
Implementation Strategy in Phase 3.
Phase 1 began in earnest in October 2014 with a series of interviews and listening
sessions that were conducted with various Yorkville stakeholder groups, including City of
Yorkville department heads, such as Public Works, Parks and Recreation, the Library, and
others; local corporations and business owners; developers; civic groups; the local school
district; Kendall County; the Yorkville Bristol Sanitary District; the Kendall County Forest
Preserve; the Illinois Department of Transportation other governmental agencies and Yorkville
residents. In addition to these interviews, The Lakota Group engaged in a community speak-out
workshop held on April 16, 2015. The workshop was the first interactive session that allowed
the residents of Yorkville to engage in their wants and needs for the City. Phase 1 was
completed in July 2015 and culminated with a State of the City Report which provided a baseline
and inventory of the City’s current existing conditions with respects to physical appearance,
economic climate, public infrastructure and quality of life elements (schools, retail/commercial
districts, parks and open space). The State of the City Report was reviewed by the
Comprehensive Plan Steering Committee and presented to the EDC and City Council in August
2015.
Phase 2 of the Comprehensive Plan Update began in September 2015 with the Visioning
and Plan Framework for the study. The Lakota Team prepared a draft Vision Statements and
Planning Goals and Strategies based upon community feedback and input during the State of
City phase. As part of that process, the Lakota Group solicited comments from the public
through another series of town meetings/community workshops held in October 2015 to review
the plans’ goals, vision, and objectives. In addition, based on the vision and planning goals, a
range of land-use recommendations, planning strategies and future development options were
also prepared and presented for citizen comments. Conceptual plan drawings and design studies
were rendered to address the following:
• Future Land Use Mix and Development Patterns
• Community Design/ Character/ Image
• General Road/ Street Network
• Open Space, Natural Resources and Greenway Linkages
Memorandum
To: Economic Development Committee
From: Krysti Barksdale-Noble, Community Development Director
CC: Bart Olson, City Administrator
Date: June 28, 2016
Subject: Comprehensive Plan Update – Final Draft Review
• Neighborhood Housing/ Commercial District Framework
• Community Facilities
• Community Character/ Gateways/ Identity
• Sustainability and Sustainable Design
• Historic Resources
• Infrastructure/ Capital Improvements and Stormwater Management
• Emergency Preparedness and Disaster Plan
• Riverfront
The initial draft of the Comprehensive Plan Update was presented to staff and the Steering
Committee in January 2016 with the input provided from the previous civic engagement
workshops.
Phase 3 began in February 2016 with a Second Draft of the Comprehensive Plan Update
that incorporated the Steering Committee and other stakeholder input. The Lakota Team
conducted two (2) additional Community Open Houses in May 2016 to review the revised Draft
Comprehensive Plan with the community at large. Similar to the Speak-Out in Phase 1, the Open
Houses were held on-site at the Windett Ridge and Grande Reserve subdivisions with topical
presentations conducted at stations for participants to circulate around and to provide input on
specific Comprehensive Plan elements as desired. A main emphasis of the open house concept
was to educate the community on the comprehensive planning goals and opportunities and to
validate the "Yorkville Vision". Additionally, since many of the elements of the Comprehensive
Plan Update were near final at this point, the Open Houses provided a unique opportunity to
convey to the community what the plan would mean to them. After again incorporating the
feedback from the community, a Final Draft Comprehensive Plan was presented to the Steering
Committee on June 16, 2016 for concluding thoughts prior to sending on through the formal
public hearing process.
STUDY SUMMARY
The attached copy is the Final Draft version of the Comprehensive Plan Update for
review and discussion by the Economic Development Committee. It is staff’s intention to receive
feedback and comments from the EDC prior to a public hearing before the newly formed
Planning and Zoning Commission in August 2016 and then on to the City Council for final
adoption. This report encompasses nine (9) sections; Plan Introduction, Community Character
and Land Use Trends, The Community Speaks, Community Vision and Land Use Study,
Prosperous City, Yorkville Neighborhoods, Community Systems and Infrastructure, Corridors
and Stewardship and Implementation.
The report creates a wonderful snapshot of where the City stands and where the City will
need to address the following major key issues:
Revitalizing Downtown Yorkville
a. Downtown revitalization strategies that focus on short term, historic-
preservation based and “clean and green” efforts such as façade rehabilitation
and general property maintenance- along with strategic investments in
streetscape and urban design.
Guiding Future Growth
b. Focused effort to complete unfinished residential subdivisions to facilitate the
City’s growth. Seize opportunities to reshape Yorkville’s expansion pattern in
areas of residential and commercial development where alternative land uses
maybe more appropriate such as open space or agriculture.
Diversity in the Housing Mix
c. Current housing stock is largely homogenous consisting of single-family
detached homes within the price range of $200,000 to $300,000. It is
recommended that by diversifying the housing type to include more
townhomes, duplexes and apartments the City can continue to meet the needs
of its residents in all phases of life, particularly providing more senior housing
and affordable housing options.
Promoting Alternative Subdivision Designs
d. Alternative approaches to planned subdivision design should be incorporated
in future developments which encourage conservation and estate residential
design to showcase unique topographical features and quality environmental
characteristics.
Undertaking Community Placemaking
e. Strategic investment in “placemaking” initiatives through gateway and
identity signage enhancements, public art, and other streetscape and landscape
treatments. This will allow Yorkville to have an unified appearance and create
a better visual identity to residents and visitors alike.
Managing Corridor Land Use
f. Future development should take into consideration incremental growth along
the City’s major four (4) transportation corridors: IL 47, US 34, IL 71 and
Eldamain Road. Planning strategies along these corridors should focus on
concentrating certain land uses in appropriate locations, implementing visual
character and placemaking enhancements, re-zoning some areas to lower
density residential use and protecting open spaces and scenic vistas wherever
possible.
Enhancing the Parks and Open Space System
g. Key component is the expansion of the Bicentennial Riverfront Park both east
and west along the Fox River in the historic core of the City. This could
become the signature park facility in Yorkville and attract regional users.
Also, an indoor facility for parks and recreational activities could be located
on the City’s north side, adjacent to Raging Waves Water Park.
Building Transportation Networks
h. Local roads should be the focus of future capital investments by the City as
well as investments in the bicycle and multi-modal trail systems which may
also include on-street bicycle paths to provide for more connectivity.
Planning for a Future Metra Station
i. In the recent weeks, Metra announced that it will continue with the feasibility
studies for a future station in Yorkville. This is the opportunity for the City to
identify and plan for a Transit Oriented Development (TOD) district which
will include mass rail transit as the core land use supported by mid- to higher-
density residential and commercial land uses surrounding it.
Maintaining Community Infrastructure
j. Updated plans and studies should be considered for the water and sanitary
systems which should address maintenance issues and facility upgrades.
Expansion of such facilities is also recommended for future planning needs.
Addressing Annexation Issues
k. Consideration should be given to exercising the City’s extraterritorial zoning
powers to ensure residential development is consistent with the City’s
subdivision design standards.
STAFF COMMENTS
Staff is fully supportive of the Final Draft of the Comprehensive Plan Update as it
provides ample information and guidance to the City with current conditions, future planning
efforts and detailed implementation strategies. The consultant, Lakota Group, and staff will be
available at Tuesday night’s meeting to answer any questions the Economic Development
Committee might have regarding this item and gather feedback prior to the public hearing.
ATTACHMENTS:
1. Final Draft of the Comprehensive Plan Update prepared by The Lakota Group.
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2
SECTION 7: COMMUNITY SYSTEMS AND INFRASTRUCTURE Goals and Policies Statement 122 Existing Conditions 123 Transportation Strategies 128 Utility Infrastructure 131 Infrastructure Systems Strategies 134 Planning Areas, Municipal Boundaries and Growth Management 134 Planning Areas, Municipal Boundaries and Growth Management Strategies 137 Parks and Open Space Land Use 138 Parks and Open Space Strategies 142 SECTION 8: CORRIDORS Goals and Policies Statement 146 Overview 147 Illinois Route 47 148 Eldamain Road 158 SECTION 9: STEWARDSHIP AND IMPLEMENTATION Implementation Partners 168 Funding Sources 169 Code Changes 170 Placemaking-Gateways and Signage 172 Using the Comprehensive Plan 175 Implementation Chart 176
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COMPREHENSIVE PLAN PURPOSE In 2014, the United City of Yorkville, in collaboration with Yorkville citizens and stakeholders, have initiated a process to prepare an update to its Comprehensive Plan. The 2016 Comprehensive Plan represents the community’s consensus and vision for Yorkville’s future. Therefore, the Comprehensive Plan should serve as a guidebook that will assist local planners and government offi cials determine and understand the appropriate types of development that should be permitted and encouraged in the City, realizing that each new development creates a lasting impact on the City’s design character and urban form. The Plan should also infl uence policy decisions in a broad range of areas including, but not limited to, the following: • Land Use • Transportation • Infrastructure and Utilities • Environmental and Agricultural Preservation • Economic Development,• Recreation and Open Space, and • Housing.In summary, the Comprehensive Plan serves several key purposes:• Future Vision. This Comprehensive Plan will serve as an important document in informing current and future community stakeholders about Yorkville’s long term vision. Above all, preparing a Comprehensive Plan represents a collaborative process between the United City and its citizens in determining Yorkville’s future.
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development, and urban design enhancements. Additionally, the Comprehensive Plan Update assessed Downtown Yorkville planning issues in depth and proposed short and long-term revitalization and development strategies.• Economic/Market Assessment. Market trends for commercial, residential, and industrial development were analyzed as a basis for proposing strategies and recommendations regarding Yorkville’s future land use pattern and development scenarios.• Parks and Open Space. Yorkville’s “green infrastructure” of existing parks and natural systems were identified as opportunities to protect and enhance such systems for future open space needs and sustainable design initiatives that reduce stormwater run-off and promotes cleaner air and water.• Placemaking. Methods for “placemaking” Yorkville — gateway monuments, wayfinding and identity signage and public art — were considered in order to “bind” the newly- developing areas of the community with its traditional Downtown and residential core, and to promote its image as a vibrant and growing community within the Fox Valley and Chicago metropolitan regions.• Community Capacity and Implementation Strategy. The current capacity of governmental agencies and other organizations and entities, including non-profit groups and religious and educational institutions to help implement various aspects of the Comprehensive Plan Update was also examined. In turn, a detailed implementation strategy was created that prioritizes specific planning actions, outlines roles and responsibilities between the
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DRAFTSTEERING COMMITTEE MEETING / PUBLIC INPUT SUMMARY MAY 21, 2015DRAFT STATE OF THE CITY REPORT JUNE 29, 2015FINAL STATE OF THE CITY REPORT JULY 30, 2015STEERING COMMITTEE MEETING JULY 16, 2015 2015
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• Team Fieldwork The planning team visited Yorkville several times between September 2014 and March 2015 to observe and assess existing conditions within the community.• Community Speak-Out (April 16,2015)A community workshop was organized and conducted on April 16, 2015 to solicit feedback through interactive exercises from the community on critical community planning issues. Over 30 people attended the workshop.• State of the City Report Following the assessment and analysis of planning issues and existing conditions, the planning team prepared the State of the City Report, which summarizes Yorkville’s key strengths, challenges, and opportunities for its long-range development and growth.Aft er the State of the City Report was delivered and feedback received from the Steering Committee and Yorkville community, the following two phases were undertaken to complete the planning process:
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#
2
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ISSUE #4: UNINCORPORATED AREAS Subdivisions within close proximity to Yorkville have been built in unincorporated Kendall County without input or approval from the United City of Yorkville. Going forward, these areas may constitute future annexations into Yorkville. While the City does not have land use jurisdiction in unincorporated areas since Kendall County has exercised its zoning authority, Yorkville does have infl uence on development that occurs within their planning area boundary through its subdivision controls. Additionally, unincorporated areas that are less than 60 acres in size and are completely surrounded by the City are eligible to be incorporated into Yorkville under State of Illinois annexation law. Yorkville could better control its future development boundaries by annexing these areas; in turn, these areas could also be better served through United City of Yorkville municipal services. Most likely, a cost-benefi t analysis would be performed to determine the fi nancial advantages of annexation. Unincorporated Areas Policy Questions: Should Yorkville work with Kendall County to have unincorporated areas annex into the City as a condition of their development approvals?Should areas of less than 60 acres that are surrounded by the United City of Yorkville be incorporated into the City?Bristol-Kendall Fire Protection District Station #3
15SECTION 1 - PLAN INTRODUCTION THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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completion and should be the focus of City eff orts to facilitate their continued development. Going forward, opportunities exist to re-shape Yorkville’s land use and growth patterns to concentrate both residential and commercial development in areas that are already developing and to reposition others — especially residential subdivisions that have yet to be platted or receive their entitlements — for alternative land uses, such as open space or agricultural land, land that could also be reserved for development over the long-term.The Comprehensive Plan recognizes these opportunities by organizing residential subdivisions according to four “tiers” ranging from subdivisions that are nearing completion to ones that should be re-positioned; each tier has its own planning strategies for addressing residential growth issues specifi c to that tier of residential subdivisions.It should be noted that the Land Use Strategy and growth scenarios presented in this Comprehensive Plan do not consider the construction of the Prairie Parkway, which is unlikely to be funded or built by the Illinois Department of Transportation, or other related transportation agencies, in the foreseeable future.DIVERSIFYING THE HOUSING MIX Yorkville’s existing housing stock is largely homogeneous: detached single-family housing mostly priced between $200,000 to $300,000. Townhomes, duplexes, and apartments are housing products that could be encouraged in Yorkville to meet local housing needs, including senior and aff ordable housing.. Some subdivision could also be re-positioned to off er such housing products.PROMOTING ALTERNATIVE SUBDIVISION DESIGN The majority of Yorkville’s residential subdivisions are conventionally-designed with long curvilinear streets and standard-sized lots and housing designs. Alternative approaches to conventional subdivision design are proposed for areas in Yorkville that have unique topographical and scenic features — features that are worth maintaining from an environmental quality standpoint. Conservation and estate residential
17SECTION 1 - PLAN INTRODUCTION THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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ADDRESSING ANNEXATION POLICIES The United City of Yorkville has adopted boundary agreements with most of its surrounding municipalities, with the exception of the City of Joliet, which has already annexed land within Yorkville’s Planning Area. An agreement with Joliet should be a high priority; all other agreement should be updated in the near future. Apart from the boundary agreements, a consistent policy is needed for subdivisions in the immediate incorporated areas that are expected to be annexed into the City at some point in the future. These subdivisions, for the most part, are not being developed according to Kendall County’s subdivision standards; the City could exercise its extraterritorial zoning powers to ensure to ensure that such areas are developed to the City’s subdivision design standards.
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epitomized by a sense of community and a charming, revitalized downtown.” The Comprehensive Plan was prepared with the involvement of a 30-member citizen steering committee, the City’s Planning Commission and Yorkville elected offi cials and staff , and including a thorough analysis and assessment of various planning issues related to community demographics, natural resources, land use and transportation, and community facilities. Accordingly, the planning goals, policies and strategies of the Comprehensive Plan were organized around four major planning areas: land use, community facilities, infrastructure and natural resources. Apart from these major planning areas, the Comprehensive Plan does not provide a chapter on plan implementation actions and initiatives.The Comprehensive Plan’s land use strategy organizes land use in Yorkville into four residential land use classifi cations, two commercial, two industrial and offi ce use districts, one mixed use classifi cation, and two institutional categories, one for parks and open space and the other for public or quasi-public uses. A focus of the residential land use classifi cations is to “provide quality, distinct, and creative housing opportunities which preserve existing natural areas and emulate the unique character of the United City of Yorkville.” In addition, future residential development should “provide a variety of housing types, as well as opportunities for citizens to interact with each other, their natural surroundings and the entire United City of Yorkville.” Commercial land use objectives stress the need to promote “market-sensitive” development located in areas that meet the needs of adjacent residential neighborhoods; interestingly, downtown Yorkville is not assigned a particular land use classifi cation nor addressed in detail in the plan document. Other aspects of the Comprehensive Plan provide recommendations on promoting quality new development, enhancing parks and environmentally sensitive areas, conserving water, improving neighborhoods, and planning effi ciently and eff ectively for new infrastructure investments. Transportation and utilities are also accorded separate chapters.
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• Kendall County Highway Department. The Kendall County Highway Department was interviewed as part of the planning process to identify and discuss all highway projects managed by the County that impact Yorkville. This included the identification of the Wikaduke Trail, a planned multi-county highway project located east of Yorkville that, when completed, will connect Interstates 55 to 80 through Will, Kane, DuPage, and Kendall Counties. The Eldamain Road Bridge over the Fox River, while planned, is not programmed for construction as of 2015.• Boundary Agreements. Yorkville has boundary agreements with neighboring municipalities in order to manage growth and development. Yorkville has agreements with the municipalities of Plano, Sugar Grove, Montgomery, and Oswego. • City of Yorkville Capital Improvement Program (2015-2019). The City of Yorkville’s capital improvement program (CIP) was reviewed to identify all capital needs regarding transportation and utilities. City staff was interviewed as part of the planning process to identify capital needs.• Integrated Transportation Plan (2009). The City of Yorkville prepared an Integrated Transportation Plan in 2009 that proposed a multi modal transportation network. This plan, which built off of recommendations from the City’s 2008 Comprehensive Plan, was used to identify bicycle, pedestrian, and automobile needs for the City. • City of Yorkville Memorandum: Eldamain Road Reconstruction – Intergovernmental Agreement, dated December 10, 2010. This memorandum provided information regarding the alignment of Eldamain Road through Yorkville.
24
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2010 CENSUSCHANGE 2000-20102014 ESTIMATE2019PROJECTIONCHANGE2014-2019
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Table 3.1: Demographic Trends Chart
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PERCENT OF POPULATION 55-7475 +45-5425-4420-24- 193525155302010Graph 3.1: Population by Age 2014 (ESTIMATE)2014 (ESTIMATE)2014 (ESTIMATE)2014 (ESTIMATE)2014 (ESTIMATE)2014 (ESTIMATE)2019 (PROJECTION)2019 (PROJECTION)2019 (PROJECTION)2019 (PROJECTION)2019 (PROJECTION)2019 (PROJECTION)
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1% IN 2000 TO 63% IN 2014.
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< $15,000
$15,000 - $24,999
$15,000 - $24,999
$25,000 - $34,999
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$50,000 - $74,999
$50,000 - $74,999
$75,000 - $99,999
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$100,000 - $149,999
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$150,000 - $199,999
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THOUSANDS OF JOBS
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31SECTION 2 - COMMUNITY CHARACTERISTICS AND LAND USE TRENDS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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9
ANNUAL HOUSING COST % OFHOUSEHOLDS WITH CASH RENTHOUSEHOLDS WITH A MORTGAGE NO.%NO.%Less than 20.0%33923.887223.7 20.0 - 24.9%25718.082422.4 25.0 - 29.9%1148.050013.6 30.0 - 34.9%16511.646412.6 35% or More54938.61,01427.6 Total1,424100.03,674100.0 At Aff ordable Level71049.92,19659.8
10
%
20
%
30
%
40
%
50
%
PERCENT OF OWNER-OCCUPIED HOUSING UNITS
UNITED CITY OF YORKVILLE KENDALL COUNTY STATE OF ILLINOIS
≤$
5
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39SECTION 2 - COMMUNITY CHARACTERISTICS AND LAND USE TRENDS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
D
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HOUSING DEMAND, NEEDS, & OPPORTUNITIES Market demand for new homes is a function of many factors. First among these is household growth, which broadly determines long-term housing need. Another factor to be considered in demand forecasting is unit loss due to obsolescence, abandonment, or disaster. Nation-wide, most markets experience unit loss equal to 0.26 percent of total housing stock per year. Finally, a smaller component of demand is the “extra” units needed to retain balance in the availability of vacant units in order to allow for effi cient sales and leasing eff orts. (This need is greater for rental homes than for owner-occupied homes.) Assembling these factors together into a fi ve-year forecast for Yorkville suggests that demand for new homes will equate to 557 units from 2015 to 2019, or an average of 111 annually. Given current tenure trends, it is expected that roughly 75 percent of demand will emanate from the owner-occupied sector, equating to 412 units overall for the forecast period, or 82 units annually. Likewise, 25 percent of demand will occur within the rental sector, equating to 146 units overall or 29 annually. Townhomes along Cummins Street
43SECTION 2 - COMMUNITY CHARACTERISTICS AND LAND USE TRENDS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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47SECTION 2 - COMMUNITY CHARACTERISTICS AND LAND USE TRENDS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
D
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Figure 3.10 - Active Residential Subdivisions
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DRAFTINDUSTRY SUMMARYDEMAND SUPPLYRETAIL GAP RETAIL POTENTIALRETAILSALES Total Retail Trade and Food & Drink$250,856,462$135,372,463$115,483,999 Total Retail Trade$222,523,143$117,060,736$105,462,407 Total Food Services & Drinking Places$28,333,319$18,311,727$10,021,592 BY CATEGORY:DEMAND SUPPLYRETAIL GAP Motor Vehicle & Parts Dealers$50,593,778$1,421,668$49,172,110 Gasoline Stations$23,255,645$24,767,516-$1,511,871 Furniture & Home Furnishings Stores$5,414,693$945,635$4,469,058 Electronics & Appliance Stores$6,596,347$5,141,320$1,455,027 Bldg Materials, Garden Equip. & Supply Stores$8,853,328$20,117,371-$11,264,043 Food & Beverage Stores$38,285,398$11,444,297$26,841,101 Health & Personal Care Stores$21,615,439$16,801,147$4,814,292 Clothing & Clothing Accessories Stores$15,564,080$1,893,639$13,670,441 Sporting Goods, Hobby, Book & Music Stores$6,374,917$6,724,457-$349,540 General Merchandise Stores$40,798,099$22,482,042$18,316,057 Miscellaneous Store Retailers$5,171,419$5,321,644-$150,225 Food Services & Drinking Places$28,333,319$18,311,727$10,021,592
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constructed as early as the 1970s. Advertised rents for vacant spaces are as low as $3 per square foot. The diverse mix of businesses located in the Fox Industrial Park includes Merlin 200,000 Miles Autobody Shop, Kendall County Food Pantry, and O’Malley Welding and Fabricating. DOWNTOWN INDUSTRIAL PROPERTIES:In 1870, the railroad came to Yorkville and businesses sprung up along the tracks and nearby river. Past Industrial users included Squire Dingee’s pickle factory, the Yorkville Ice Company, the Rehbehn Brothers button factory, and Schneider’s lumber mill. Industrial users utilized the area’s natural resources. Presently, the land north of the train tracks that runs along Hydraulic Street and the Fox River is used for industrial, retail, and recreational purposes. The area south of the train tracks includes a large parking lot, one storage silo that houses golf carts, one vacant mill facility, and Nicholson Logging and Lumber which is active and sells lumber. These properties face the newly renovated Bicentennial Riverfront Park. New industrial development is not likely to be a major component of downtown Yorkville’s future but perhaps future commercial and/or residential development in the downtown can refl ect its past industrial roots.
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61SECTION 2 - COMMUNITY CHARACTERISTICS AND LAND USE TRENDS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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PUBLIC / QUASI-PUBLIC LAND USE NEEDS ANALYSIS During the planning process, most City of Yorkville departments have stated there are no signifi cant facility needs at this time. The City currently shares its offi ce complex with the Police Department. The library currently has no facility needs, although there is a pressing need to maintain and improve Library’s parking lot. The Yorkville School District will be exploring additional facility needs in its grade schools aft er it completes the high school expansion.Aft er the High School expansion is complete, the District will be assessing facility needs for the grade schools; both the Autumn Creek and Bristol Bay subdivisions have started to grow and their local schools may need more space. In addition, the School District is undertaking a substantial review of its school structure and potential realignment of its school boundaries. Currently, schools are organized around micro-neighborhoods; overall, there is potential to changing which schools serve which neighborhood or residential subdivision. Kendall County is also exploring potential expansion of its offi ce and administrative facilities near its downtown location, mainly due to the lack of available land adjacent to its Veterans Parkway facility; expanding in the downtown is also a possibility and a challenge given the lack of land. The Yorkville Recreation Department has also expressed the need for a new maintenance building.
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• During the planning process, community stakeholders have suggested that Yorkville City Hall would be better placed in the downtown rather than on Game Farm Road, thereby providing another anchor destination besides the Kendall County complex on East Main Street. Other stakeholders have suggested that a downtown City Hall building could be combined with a new Kendall County office complex.
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The United City of Yorkville is not currently a Certifi ed Local Government (CLG), a program managed jointly between the National Park Service and the Illinois Historic Preservation Agency. Certifi ed Local Government status provides opportunities to receive grants to conduct preservation planning activities, such as surveys and National Register nominations. To qualify as a CLG, a municipality must have an active historic preservation commission and have adopted a historic preservation ordinance certifi ed by the Illinois Historic Preservation Agency. A complete listing of historic resources are identifi ed in Table 3.29.
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73SECTION 2 - THE COMMUNITY SPEAKS THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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• The District has completed a $22 million addition to the High School that added 90,000 square feet of new and re-modeled space. However, the High School may need to be expanded again if there is additional population growth. The District will be looking at facility needs for the grade schools. Both Autumn Creek and Bristol Bay have started to grow and their schools may need more space.Attendees at Community Speak-Out Workshop #1
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SUMMARY OF OVERALL COMMUNITY RESPONSES The last three questions in the community survey focused on general planning issues and Yorkville livability. According to survey respondents, the top planning issues include Downtown revitalization, unfi nished and deteriorated roads, incomplete subdivisions and the lack of a pedestrian and bicycle network. Respondents also stated that Yorkville’s aff ordability, good schools and small town feel were the principal reasons why they live in Yorkville.ONLINE SURVEY #2 On online survey version of the second community workshop was prepared and incorporated as part of the project website for public access. Planning concepts and strategies included as part of the online survey focused on Downtown Yorkville, destination commercial areas, various streetscaping and urban design initiatives, industrial parks and residential development. Survey participants were asked to rank strategies by priority with a score of “one” signifying a low planning importance and “three” a high priority for implementation. Of the planning strategies included in the online survey, facilitating additional commercial development in the Kendall and Yorkville Marketplace shopping centers rated the highest with an average score of 2.43. Revitalizing Downtown Yorkville, enhancing the appearance of Hydraulic Street, and expanding Bicentennial Riverfront Park also scored highly in the survey. Redevelopment of Downtown’s underutilized blocks, expanding the Fox Industrial Park, and creating a civic complex that incorporates the historic Kendall County Courthouse with a potential new Yorkville City Hall in Downtown Yorkville were three planning strategies that were rated lower among those that participated in the survey. In total, there were 136 survey respondents.
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corridors — Illinois Routes 47 and Eldamain Road — to ensure commercial and industrial areas remain vital, open space and recreational zones enhanced, and residential neighborhoods well-designed and integrated within the surrounding landscape character.• Yorkville is well-connected with a well-planned and maintained system of roadways, pedestrian links, and bicycle routes that all serve to promote transportation choice within the community. • Yorkville is investing in its parks and recreational facilities to provide a broad range of opportunities for local residents to participate in physical activity, have contact with Yorkville’s natural areas and the Fox River waterfront, and increase social interaction between residents of different neighborhoods.• Yorkville is implementing a coordinated program of “placemaking” enhancements — signage, gateways, banners wayfinding, and public art —as a means to identify and bind together Yorkville’s neighborhoods and commercial areas as a distinct place within the Fox Valley and Chicago metro areas.• Yorkville is providing and delivering a high level of community services to its residents as a way to support and enhance the local quality of life, public health, community engagement, and social cohesion and interaction.Twenty-fi rst century Yorkville provides an ideal combination of suburban Chicago living with the qualities and amenities of a semi-rural environment that also off ers a diversity of housing and shopping opportunities, access to the scenic Fox River and convenience to nearby employment centers.
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Post World War II housing types, and mid-century ranch homes that form cohesive neighborhoods within walking distance of the Fox River and the Downtown. This designation seeks to preserve and maintain the traditional single family character of these neighborhoods by encouraging housing maintenance and rehabilitation, and compatible new housing development that compliments the scale and design of the existing housing stock. Development of some forms of multi-family housing is encouraged if they maintain the visual and physical character of adjacent blocks, including building setbacks and architectural materials and treatments.MID-DENSITY RESIDENTIAL (MDR)The purpose of the Mid-Density Residential land use area is to provide for higher density residential developments near commercial areas and transportation corridors, and to promote economically-mixed housing developments and the provision of a range housing types. Such housing types can include Chapel on the Green, Traditional Center
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to be supported by market demand. Conservation subdivisions should also be encouraged in order to preserve signifi cant environmental and topographical features, provide alternative housing types, and provide opportunities to expand Yorkville’s open space network. A Metra Station TOD zone is also included to plan accordingly for future development even if the Metra Station is years away from construction.COMMERCIAL Several new commercial land use categories are suggested in this Comprehensive Plan. A Downtown Mixed-Use Core zone is intended to focus revitalization and redevelopment eff orts in Yorkville’s traditional downtown; new mixed-use development is envisioned on various opportunity sites that expand the Downtown’s footprint further to the east on Van Emmon Street with potential residential and commercial development. The need to address particular development design and land use issues within the Downtown necessitates the need for a Downtown-specifi c land use classifi cation. The general Commercial land use classifi cation in the 2008 Plan is now designated Destination Commercial to recognize that a high percentage of commercial land in Yorkville accommodates large format and chain store formats, usually located along major transportation thoroughfares. Destination Commercial uses have their own particular physical design and development issues and should be distinguished from commercial uses located in the Downtown and in neighborhood retail areas.A Commercial Offi ce land use category has been created to accommodate small-scaled offi ce uses in single developments or as part of an offi ce park setting;
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• Permitted by condition in most other land uses areas except industrial; conditions may focus on traffi c, parking, design and operating characteristics.• Sidewalks, bike paths and trails should be encouraged to connect institutional uses to other neighborhoods.• Shared parks and open spaces added as part of institutional campus settings is recommended.• Parks and open spaces added in locations where there is a shortage of park space with parking and traffi c adequately accommodated.• New parks and trails added as part of subdivision development; trails must be connected to existing on and off -street trail network.• Sustainable design features, such as bio-swales, rain gardens and permeable pavement are integrated when need for stormwater management.• Park facilities and features are maintained and upgraded on regular basis.• Riverfront park expansions are publicly accessible • Land will remain in agriculture or open space use during this Comprehensive Plan time horizon.• Environmentally sensitive areas such as tree groves, wetlands, and poorly drained areas will be protected from development.
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Table 4.1: Land Use Matrix
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85SECTION 4 - COMMUNITY VISION AND LAND USE STRATEGY THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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.
• Higher quality building and site design required.• Landscaping and urban design treatments between front parking lots, the sidewalk, street and right-of-way.• Buff ering and landscaping treatments along adjacent land uses of both higher and lower intensity including residential and industrial.• Pedestrian connections to adjacent or nearby residential areas required.• Development restricted from environmentally sensitive areas • Existing densities are generally maintained.• Housing rehabilitation, preservation and infi ll development emphasized.• Priority parkway and infrastructure improvements.• Should be buff ered from adjacent land uses of higher intensities.• Enhanced connections to the Fox River and Downtown Yorkville.
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• May apply to existing neighborhoods but generally recommended for land near commercial areas.• Density should be 8 to 12 units per acre • Infrastructure is available while new streets, alleys, parks and trail connections may be required. Street connectivity with the existing development fabric is strongly recommended.
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• Maintain the physical scale, qualities and visual charm of the traditional residential neighborhoods surrounding the Downtown core district both north and south of the Fox River.• Improve the overall land use and urban design environment of Yorkville’s principal corridors and ensure compatibility between different land uses along such corridors.• Promote pedestrian and roadway linkages between existing and developing areas of Yorkville and strive to complete a bike trail network that incorporates both on and off-street trails and bike lanes.• Maintain and enhance parks and greenways and protect the watersheds of the Fox River, Blackberry Creek and other waterways from inappropriate encroachment and development.• Facilitate small business development activity in the Downtown and the continued development of available land for both independent and large format retailing in appropriate locations that meet local market demand.
87SECTION 4 - COMMUNITY VISION AND LAND USE STRATEGY THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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IL ROUTE 47
BUILD-OUT RETAIL18 ACRESfor the new Walmart. Given the current slack in the local commercial real estate market, an alternative to commercial uses would be to develop the land for multi-family residential, such as townhomes and apartments, in order to support nearby commercial centers and to provide a compatible land use to adjacent residential neighborhoods to the north and east of the site. Senior housing would also be suitable residential use type in this location.IMPLEMENTATION ACTIONS The City of Yorkville could assist the property owner/developer in marketing the site for commercial and offi ce development. A re-zoning of portions of the site for residential development would be needed.MULTI-FAMILY / SENIOR HOUSING 18 ACRES
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development could take place further south and east along the site with accessibility from Countryside Parkway and the development’s internal street network. IMPLEMENTATION ACTIONS The City of Yorkville could assist the property owner/developer in marketing the site for future commercial development; a new site plan that incorporates the green space would also need to be prepared.
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IL ROUTE
4
7
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IL ROUTE 47
SCHOOLHOUSE ROAD
GA
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1ACRE
1
A
C
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IMPLEMENTATION ACTIONS The City should work with the Park’s owners and developers to build-out the remaining parcels, perhaps by implementing an incentive program that facilitates build-out. Additional urban design and “placemaking” could be implemented through an urban design plan that identifi es appropriate gateway signage, landscaping and lighting treatments.
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IL ROUTE 47
I
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7
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active. These areas include 1,231 parcels left to be built, compromising seven residential subdivisions throughout Yorkville. These subdivisions include Autumn Creek, Blackberry Woods, Country Hills, Heartland Circle, Windett Ridge, Briarwood, and Prairie Meadows. At post-2008 recession construction levels and a projected absorption rate of about 100 units a year, the remaining parcels represent a land supply of more than 12 years; these subdivisions could realistically be built-out at the end of the time horizon of this Comprehensive Plan (See Table 6.1 below and Figure 6.2 on opposite page). The residential construction product is primarily detached single-family residential. The City should consider Tier 1 subdivisions priority residential areas and should work with developers and builders to expedite their completion through the extension or enhancement of an incentive program or the completion of needed infrastructure. Tier 1 subdivisions could also benefi t from other urban design and placemaking enhancements, such as gateways and signage that could help integrate and promote these areas as part of the Yorkville community.
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SECTION 6 - YORKVILLE NEIGHBORHOODS 115THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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RESIDENTIAL AREAUNITS LEFT TO BUILD J. Kendallwood Estates83 units K. Raintree Village (single-family)196 units K. Raintree Village (duplex-units)59 units K. Raintree Village (townhomes)108 units L. Whispering Meadows71 units M. Prestwick of Yorkville (Unit 1)104 units N. Bristol Bay (townhomes)60 units TOTAL TIER 2 RESIDENTIAL681 units
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RESIDENTIAL AREAUNITS LEFT TO BUILD O. Westbury South Village (single-family)181 units O. Westbury South Village (townhomes)294 units P. Kendall Marketplace (single-family)28 units P. Kendall Marketplace (townhomes)164 units Q. Westbury East Village (single-family)293 units Q. Westbury East Village (townhomes)605 units R. Heartland Meadows47 units S. Grande Reserve (single-family)371 units S. Grande Reserve (duplex-units)332 units S. Grande Reserve (townhomes)405 units S. Grande Reserve (apartments)300 units T. Prairie Meadows (multi-family)268 units U. Whispering Meadows150 units V. Windett Ridge16 units TOTAL TIER 3 RESIDENTIAL3,454 units
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SECTION 6 - YORKVILLE NEIGHBORHOODS 117THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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RESIDENTIAL AREAAREA LEFT TO BUILD 1. Zangler Property6 acres 2. Yorkville Crossing69 acres 3. B&P Properties14 acres 4. Bailey Meadows112 acres 5. Corneils Crossing15 acres 6. Fisher Property15 acres 7. Schramm Property110 acres 8. Westhaven506 acres 9. Hudson Lakes142 acres 10. Townes at Windett Reserve93 acres 11. Windmill Farms9 acres 12. Kleinwachter5 acres 13. Rob Roy Falls108 acres 14 Tanglewood Trails68 acres 15 Metra Station TOD Site100 acres TOTAL TIER 3 RESIDENTIAL1,372 acres
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Improve subdivision design and physical appearances.• Update existing subdivision code and design standards.• Adopt new subdivision codes that encourage quality development and protect and preserve Yorkville’s environmental assets.GOAL POLICIES LOCATION TYPOLOGY MAP The Location Typology Map on the opposite page depicts areas where certain subdivision design types should be preferred over others. For the most part, most existing subdivisions (shown in yellow) are designed with conventional standards, although many have parks and open spaces as part of their developments. Other areas shown in tan could be developed either as estate residential neighborhood or as conservation subdivisions depending on what environmental features are present and worth preserving in a new development. Neo-traditional neighborhoods would appropriate in areas near Downtown or in the Metra Station TOD district (see Figure 6.6 on following page)..CONVENTIONAL SUBDIVISION DESIGN The majority of recent subdivisions in Yorkville have been designed in more conventional subdivision design features, including longer blocks, curvilinear roads and detached single family housing as the dominate land use. While conventional subdivisions are somewhat more straightforward to design and construct, they oft en result in uniform housing products and a lack of open space and connectivity to other neighborhoods if these issues are not addressed through a planned-unit development process. While such subdivision design has served Yorkville well in the past, in terms of generating new housing development, they might not be suitable in areas where Yorkville’s scenic, semi-rural environmental features may be more important to retain.
SECTION 6 - YORKVILLE NEIGHBORHOODS 119THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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SECTION 7 - COMMUNITY SYSTEMS AND INFRASTRUCTURE 123THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
D
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SE
C
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O
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7
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&
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conscious decision will need to be made if the City desires a Complete Streets approach that would encourage bicycling and walking beyond residential subdivisions. • Roadway capacity on bridges is a factor limiting development south of the Fox River. However, once Illinois 47 expansion is complete, it will be some time until this is an issue again. While traffic on Illinois 47 will continue to grow, the proposed Eldamain Road Bridge will provide another reliever to north south movement. Beyond these two expansions, it will be some time and a lot of growth will need to occur before a third bridge is needed. Given the extensive growth in traffic that has been forecasted, it would be a good idea for Yorkville to consider developing a travel demand model to consider the need for future roadway improvements. This could be done in conjunction with Kendall County.• Illinois Route 47 currently is undergoing a roadway expansion project throughout much of Yorkville. The Illinois Route 47 and other regional transportation investments will continue to add economic development value to the Yorkville area.
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new shared-use trails throughout the community. However, the shared-use trail network was dependent upon developers building the trails within new subdivisions. Given the slowdown in new development, many of the proposed trails will not be built in the near future. Overall, the trail system is not well connected within the City; the previous plan that relied upon shared use trails will be diffi cult to implement in the short-term. There are several regional shared-use trails that are planned as part of new roadway improvements along Illinois Routes 47 and 71 and U.S. Route 34 that would be constructed by the Illinois Department of Transportation. These new regional trails along with the City’s current shared trail system will provide an important benefi t to the City and make it more attractive as a place to live and work. An option to connect the trails would be to utilize the street system. On-street bicycle facilities can be added at much less cost than building shared use trails. STRATEGY B: CONDUCT A COMPREHENSIVE PEDESTRIAN CROSSINGS ASSESSMENT.The City has a good pedestrian network that has resulted from requiring sidewalks with new development. The City also is working towards installing sidewalks in the Downtown area. One area for improvement is pedestrian crossings of roadways. This would be important in the Downtown, which is more pedestrian-oriented than other parts of the City. A careful evaluation of commercials areas might also produce some locations that need safer roadway crossings. In addition, if the trail plan in updated, it will identify roadway crossings that will need to be improved to accommodate pedestrians as well bicyclists. STRATEGY C: MONITOR METRA PLANNING EFFORTS REGARDING YORKVILLE STATION FEASIBILITY.The City has been promoting an extension of the Metra BNSF line with a station in Yorkville. Metra has been undertaking planning studies, but there is not a schedule for any improvements. The City should continue to support this eff ort.
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SECTION 7 - COMMUNITY SYSTEMS AND INFRASTRUCTURE 135THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
D
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within close proximity to residential neighborhoods. Recommendations proposed in the Master Plan include the need to link parks and public spaces through a system of paved trails and greenways, locating a community athletic park with good access from Route 47 and available land, a lighted sports facility, and to continue developing greenways and trail locations throughout Yorkville (bike and pedestrian trails are discussed in the transportation chapter). A water-spray park feature in one of Yorkville’s neighborhoods was also considered a top priority.During this comprehensive planning process, community stakeholders have expressed the need to develop a recreational facility for indoor activities and a new park on the City’s south side that could be in the range of 50 to 100 acres. Some planning has already been undertaken for the recreational facility by the Parks and Recreation Department. The Department also needs a new maintenance building given that future park maintenance needs are projected to be more signifi cant in the future. In addition, the Department has tried to attract baseball tournaments; however, only one fi eld is currently lighted. The Department also owns property west of the Illinois Route 47 bridge, which could be an opportunity for a fi shing pier or some other amenity along the Fox River. There already is a fi shing pier east of the canoe chute.
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STRATEGY D: EXPLORE PARK AND RECREATIONAL FACILITY POSSIBILITIES IN YORKVILLE’S SOUTH SIDE NEIGHBORHOODS.Several community stakeholders have stated the need for a park facility in Yorkville’s southern neighborhoods. Although the expansion of Bicentennial Riverfront Park should be considered a higher priority park improvement for the south side, other potential new park space could be gained through the preservation of the tree grove area adjacent to the Fox Industrial area expansion zone, similar to Wheaton Woods Park in the Yorkville Business Center. In addition, a bike or walking trail could be constructed along the tree grove’s utility right-of-way north to Van Emmon Street; however an easement over the right-of-way would have to be obtained and water drainage issues addressed before a trail could be made feasible. IMPLEMENTATION ACTIONS Implementation actions may include the purchase of properties by the City or in partnership with other Many subdivisions, including Grande Reserve, include protected open space
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SECTION 7 - COMMUNITY SYSTEMS AND INFRASTRUCTURE 143THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
D
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• Enhance corridor visual appearances through urban design and placemaking initiatives, including branding and gateway elements, and the preservation of green and open spaces.• Ensure connectivity between land uses along corridors and adjacent areas and neighborhoods.• Encourage high-quality development design that are in scale with surrounding buildings and landscapes.The following are various strategies to achieve planning goals and policy objectives along Eldamain Road and Illinois Route 47.
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uses are considered on the eastern side of Route 47, new access drives should be aligned with Boombah Boulevard in the Yorkville Business Center. Zone D - Scenic Residential (Cannonball Trail to Kennedy Road). Preserving the scenic landscape and characteristics, including vista views into Blackberry Creek are the primary planning objectives in this zone. Suburban residential development is the dominate adjacent land use.Zone E - Destination Retail (Kennedy Road to Walnut Street). This zone includes Yorkville’s most signifi cant center for destination retail uses; additional large format and chain store retailing should be concentrated here on available land and outparcels. Streetscape and placemaking eff orts, including the installation of identity and wayfi nding signage, banners and landscaping treatments should also be pursued in this zone.Zone F - Traditional Residential (Walnut Street to Fox River). As this subzone comprises Yorkville’s traditional neighborhoods, planning objectives should include preserving the existing residential development pattern, and streetscape, signage branding elements installed that promote the area as a traditional residential district.
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Zone K - Rural Agricultural (Fairfax Way to Caton Farm Road). Zone K represents the far southern segment of Illinois Route 47 and will most likely remain in agricultural use or potentially developed with estate residential development or conservation subdivisions to maintain the area’s semi-rural character. Planning objectives include extending the character buff er south to the municipal boundary and installing placemaking features, such as gateway signage near Fairfax Way.Illinois Route 47 subzones are presented with further detail on the following pages:
Fi
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SECTION 8 - CORRIDORS 153THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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ZONE C - BUSINESS CENTER (CORNEILS ROAD TO CANNONBALL TRAIL)Although primarily agricultural in land use, this zone’s character is represented by the Yorkville Business Center and the Wrigley Manufacturing Company, making for a strong industrial/manufacturing complex. Strategies in this zone include: • Install branding elements related to industrial, business, and office uses at gateways and development entrances. • Dedicate character zone buffer along Illinois Route 47.
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ZONE D - SCENIC RESIDENTIAL (CANNONBALL TRAIL TO KENNEDY ROAD)This zone is anchored by Blackberry Creek and is characterized by a number of single-family residential developments. Trinity Church, which has a 200 foot setback, Blackberry Creek, and residential properties with mature shade trees give this zone a distinctive scenic character. Strategies in this zone include: • Preserve scenic vistas and mature landscape elements as a buffer between the industrial areas to the north and destination retail zones to the south. • Maintain and enhance single family residential character.
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Figure 8.11 - Zone I Future Land Use Concept Figure 8.12 - Zone J Future Land Use Concept
SECTION 8 - CORRIDORS 157THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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Zone C - Semi-Rural Residential (BNSF Railroad to Rob Roy Creek). Suburban-type residential development would be envisioned in this zone given its close proximity to Veterans Parkway shopping areas to the east; however, any future development should respect vista views and viewsheds along Rob Roy Creek, which runs southwest to northeast along the eastern portions of the zone. In addition, the character buff er from Zone B would also be extended south.Zone D - Scenic Agricultural (Rob Roy Creek to Fox River). Although conventional subdivision development exists in one portion of the zone near Veterans Parkway, conservation design and estate residential development would be highly suitable in this location given the scenic views to the Fox River and the large lot residential development that exists along River Road east to the traditional neighborhood center of Yorkville. Rob Roy Creek also runs along the east side Eldamain Road. Tree groves and swales already defi ne this area visually and are elements that should be maintained.
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Zone H - Lisbon Road (Lisbon Road to Caton Farm Road). As with previous zones south of the Fox River, estate residential and conservation subdivision is recommended for Zone H to preserve this area’s rural character from Lisbon Road to Caton Farm Road. Again, standards for how future development should front the roadway should also be explored and adopted.Eldamain Road subzones are presented with further detail on the following pages:
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SECTION 8 - CORRIDORS 161THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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Preserve Rural Character Long-Range Conservation or Estate Residential Development Develop Design Guidelines for New RoadwayZone G - New Roadway Connection (Illinois Route 71 to Lisbon Road)
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Figure 8.16 - Zone A Future Land Use Concept Figure 8.17 - Zone B Future Land Use Concept
SECTION 8 - CORRIDORS 163THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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ZONE C - SEMI-RURAL RESIDENTIAL (RAILROAD RIGHT-OF-WAY TO RENA LANE)This zone is characterized by conventional single-family residential subdivision development to the west in Plano and agricultural land uses to the east in Yorkville; suburban residential is envisioned on the Yorkville side of Eldamain with preservation of viewsheds along Rob Roy Creek. Strategies in this zone include: • Preserve rural character with branding elements and landscaping; a rural landscape buffer could be dedicated.• Consider zoning change from commercial to residential and create design standards for residential frontages along Eldamain Road.
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ZONE D - SCENIC AGRICULTURAL (RENA LANE TO RIVER ROAD)This zone is characterized by topographic features, wooded areas, forest preserves, agricultural land and open space. Strategies in this zone include: • Maintain natural areas and preserve rural character. • Incorporate branding elements and landscaping. • Consider conservation or estate residential development in the long-term.
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SECTION 8 - CORRIDORS 165THE YORKVILLE PLAN • CONNECTING OUR PAST TO THE FUTURE
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enhancements as recommended in the Downtown.• Undertaking the creation, maintenance and management of new parks and open spaces, including the extension of Bicentennial Riverfront Park in Downtown Yorkville.• Update zoning and subdivision regulations in support of the Comprehensive Plan’s land use and other planning recommendations.• Working with local industries and companies on expansion opportunities, as well as the redevelopment of existing industrial areas.• Leverage existing and future incentive programs such as Tax Increment Financing to catalyze investment in the Downtown and other areas of Yorkville.• Consider hiring additional professional staff to assist in implementing various elements of the Comprehensive Plan, including an economic development specialist that can lead Downtown revitalization and other community development efforts.YORKVILLE AREA CHAMBER OF COMMERCE The Yorkville Area Chamber of Commerce promotes the civic and commercial progress of the Yorkville community, including the creation and support of industries and small businesses. The Chamber could assist the City on the marketing of Downtown Yorkville, its businesses, and future development sites around the community, as well as advocate for beautifi cation eff orts and specifi c planning and development initiatives.
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in Yorkville’s traditional neighborhoods adjacent to or near the Downtown district.FORM-BASED CODE An alternate approach to conventional zoning is a form-based code, which serves the same function as standard zoning and design guidelines but more specifi cally defi nes the desired physical form and character of buildings and the public realm. Other key features of form-based codes include build-to lines, height minimums and maximums, architectural requirements, parking setbacks and streetscape and signage standards. A form-based code may be useful for Downtown Yorkville where redevelopment is proposed for areas both east and west of the Downtown core along Route 47. SUBDIVISION CODE Yorkville’s current Subdivision Control Ordinance was adopted in 2004; the City, along with other community stakeholders, have expressed the need to update the Ordinance to incorporate best practices regarding specifi c design standards. Standards or requirements that could be updated include the following: Figure 91. - From-based Code example, Roosevelt Road Corridor, Oak Park-Berwyn
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All three steps in developing a conservation district — site analysis and inventory, conservation area establishment, and development site determination — must be completed before a preliminary plat is approved. The open space created through primary and secondary conservation areas could potentially be owned and managed through the Yorkville Parks and Recreation, or by a conservancy through an easement or land donation. Alternatively, a homeowners association could also hold title to the conservation areas.In preparing a conservation subdivision ordinance, the City should involve local stakeholders, including property owners, home builders, realtors, and environmental groups and open space advocates, as well as members from the Planning and Zoning Commission and the City Council. In addition, any future update to the Parks and Recreation Department’s Master Plan should consider incorporating potential park and open space acquisitions that may be a part of future conservation subdivisions.Conservation subdivisions can help to protect important viewsheds into adjacent agricultural lands.
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Public art can be implemented as part of public improvements.The “Watermark” mosaic bench, Navy Pier.• Creation of a Design Development Document/Bid Material — documents are prepared to manufacture the preferred signage design and its installation.Beyond wayfi nding and directional signage, placemaking can also be accomplished through the installation of public art at various locations within the community, most particularly in the Downtown area. Public art could be funded in Yorkville through several diff erent means, including public-private collaborations, a percentage public art program in which a small percentage (usually three to fi ve percent) of a capital improvements project is spent on a public art installation, or through outside grants or foundation support. In other communities, developers may also be required to provide public art as part of a package of public amenities for a development project.
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BROWNFIELD REDEVELOPMENT As described in diff erent sections of this Comprehensive Plan, Downtown Yorkville’s brownfi eld site, which comprises mainly of three parcels bounded by Illinois Route 47, and East Van Emmon, Heustis and East Hydraulic Streets, remains a potential constraint to Downtown revitalization eff orts. These parcels together constitute a signifi cant development opportunity site. In recent years, Phase I and II environmental assessments have been commissioned to determine the extent of environmental contamination, which includes the presence of lead and other metals in the ground soil. Preliminary cost estimates have been prepared for potential remediation measures that include “capping” or “engineered controls,” whereby the site is covered with soil, asphalt or even a building, and more extensive excavation, transportation, and disposal of the contaminated soil, a more expensive option. If a future development would require excavation of the site, a more extensive remediation may be required.If extensive remediation is required, there are a number of funding sources available to underwrite remediation costs, including grant and loan programs from the United States Environmental Protection Agency, the Municipal Brownfi elds Redevelopment Grant and Revolving Loan Programs administered through the Illinois Environmental Protection Agency, Tax-Increment Financing off ered at the local level, and private dollars and investment.USING THE COMPREHENSIVE PLAN Going forward, the United City of Yorkville should work toward Comprehensive Plan implementation and for incorporating the Comprehensive Plan in everyday decision-making, assessing implementation progress and in determining needed revisions so that the Plan remains relevant. The following are recommendations for eff ective implementation and stewardship of the Comprehensive Plan. Successful implementation and stewardship will require on-going communication and coordination between diff erent City departments and commissions, from elected leaders, other governmental
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Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
See attached memo.
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #5
Tracking Number
EDC 2016-40
Downtown Planning
Economic Development Committee - July 5, 2016
N/A
Majority
Approval
See attached memo.
Bart Olson Administration
Name Department
Summary
An outline of strategies to pursue in the short-term future regarding downtown revitalization as
recommended by staff.
Background
City Council and residents alike have expressed their desire and vision to see enhancements
made to the area of downtown Yorkville. In order to come up with recommendations to
implement, staff has reviewed input and suggestions that has been given through a variety of
means both in the regular yearly practices and throughout the comprehensive planning process.
Below is a compilation of the results.
City Council Goal Setting Session:
In November at the City Council’s Goal setting session, the top ranking goal was “Downtown
Planning.” During the session, key issues to be addressed were composed by the Council. Note
that they are not in any particular order of either ranking or timing.
City Council Downtown Key Issues to Address
Riverfront Park
Riverfront Beautification
Property Maintenance
o Enforcement
o Architectural Standards
Courthouse Hill Aesthetics
o Landscape Architecture
Plans and Quotes
Parking problems
Tourism and Marketing
Brownfield Issues
o Finalize Study
Old Post Office Use
East Alley Improvements
o Utility Replacements
o Parking
o Shared Garbage Facility
o Bury Utilities
City Hall Relocation
Integrate Clark Park and North
Bank to Downtown
Façade Improvements
Pedestrian Improvements and
Connectivity
Handrails
o Provide options with quotes
Business Owner Committee
Special Events
City Rental Buildings- Long
Term Plan
o Maintenance
o Revenue Generation
Wayfinding Signage
Decorative Streetlights Installed
Zipline
Memorandum
To: City Council
From: Nicole Kathman, Administrative Intern
CC: Bart Olson, City Administrator
Date: May 25, 2016
Subject: Downtown Revitalization Strategies Implementation
Comprehensive Plan Strategies Resident Survey:
In fall of 2015, in an effort to generate more resident input, the Lakota Group inquired
community opinion through an online survey. In this questionnaire, participants were asked to
determine a prioritization level for each of the downtown revitalization strategies proposed for
the comprehensive plan. Answer choices were “Not a Priority, Low Priority, Medium Priority,
and High Priority.” Approximately 200 stakeholders provided their input through this manner.
In order to compare the results of each strategy side by side, I have assigned a numeric value to
each answer and calculated the average. Numeric values are 0 for “Priority,” 1 for “Low
Priority,” 2 for “Medium Priority,” and 3 for “High Priority.” Therefore, the higher the average,
the more of a priority it is. I divided the results into “Near-Term Strategies,” Mid-Term
Strategies,” and “Long-Range Strategies” in accordance with the survey. The results in terms of
percentages for each option in addition to comments associated with each question are included
in the attached document that was put together by the Lakota Group. There is also a description
of each strategy.
Average Prioritization of Near-Term Strategies (1-10 years)
Strategy Average
Enhance Hydraulic Street 2.03
Facilitate Building Rehabilitations 2.03
Infill Development along Hydraulic Street 1.99
Create Public Parking Areas 1.98
Clean and Green the “Legacy Block” 1.80
Enhance Fox River Access/Create Kayak Center 1.28
Average Prioritization of Mid-Term Strategies (10-20 years)
Strategy Average
Create Riverfront Park west of Bridge St. 2.01
Expand Riverfront Park to the East 1.99
Enhance Main and Van Emmon Streets 1.94
Infill Development along Hydraulic St. 1.84
Redevelop Industrial Land 1.77
Create a Kendall County Campus 1.05
Average Prioritization of Long-Range Strategies (20+ years)
Strategy Average
Riverfront Trail Extension 2.00
Enhance Van Emmon Street 1.75
Redevelop Land South of Van Emmon Street 1.65
Redevelopment of “Legacy Block” 1.59
Redevelop Land East of Mill Street 1.47
Create Downtown Civic Complex 1.39
2015 City Services Survey:
Although no specific questions were about the downtown were asked in the survey, residents
frequently mentioned revitalizing the downtown. Many of the comments on the subject matter
mentioned aesthetics, addition of trails in the area, and an overall need to better utilize the
riverfront area.
Proposal Narrative:
Overall the strategy is to begin the revitalization of downtown Yorkville by beginning with
Riverfront Park and parking issues. Expanding the park will help make downtown Yorkville a
primary destination for both residents and nonresidents. Parking areas will provide visitors with
convenience in addition to reducing parking as an obstacle. This will make the surrounding area
more attractive to developers.
Simultaneously offering a façade grant program will spur improvements to reduce blight.
Furthermore, adding in additional sidewalks, trails, and signage to make the area more pedestrian
friendly will encourage prolonged visits to the downtown. After we address our current
infrastructure and area is a more appropriate time to then expand new development with cleaning
up the brownfields.
Recommendation for Implementation of Strategies:
Actions already moving forward:
Action 1: Riverfront Park Playground
Description: Installation of the purchased playground equipment for Riverfront Park
approved at the March 22, 2016 City Council Meeting
Estimated Cost: $88,615 ($66,815 City Share and $15,000 Riverfront Park Foundation)
Funding: Parks and Recreation FY 2016 Budget, Riverfront Park Foundation Donation
Action 2: Pumphouse Façade Improvements
Description: Painting the pumphouse so that the exterior matches the exterior of the
former Cobblestone building as planned last year. Installation of a lattice façade to allow
growth of landscaping near building.
Estimated Cost: $12,000
Funding: FY 2017 TIF Funds
Action 3: West Alley Pavement Improvements
Description: Paving the west alley in partnership with Imperial Investments’ paving of
the private parking lots adjacent to the alley.
Estimated Cost: $14,000 net to City, $45,000 gross cost
Funding: FY 2016 TIF Funds
Action 4: West Alley Sidewalk and Fence replacement
Description: Replacement of old sidewalk and installation of a safety rail near the NE
corner of S Main and W Van Emmon
Estimated Cost: $37,000
Funding: FY 2017 TIF Funds
Action 5: East Alley Sidewalk and Fence replacement
Description: Replacement of old sidewalk and installation of a safety railing east of the
Law Office Pub.
Estimated Cost: $20,000
Funding: FY 2017 TIF Funds
Action 6: Decorative Streetlights
Description: Installation of decorative streetlights along Route 47 from approximately
School House Road to Somonauk Street. It is expected the poles will be installed this
fall.
Estimated Cost: ~$616,450 for Phase III Engineering and Construction ($432,098 ITEP
and $184,352)
Funding: ITEP Funds, Downtown TIF Funds, City-Wide Capital Fund
Action 7: Property Maintenance
Description: Continuing to monitor property maintenance violations in the downtown
area.
Estimated Cost: Soft costs, staff time
Funding: General Fund (Community Development Department)
Action 8: Courthouse Hill Landscaping Plan
Description: Concept landscaping plan for a modest improvement to reduce City mowing
costs of hill and improve aesthetics, and a more robust plan that would fit withina future
goal to make the downtown a destination.
Estimated Cost: $5,000
Funding: FY 17 TIF Fund
Action 9: Downtown Tree Replacement
Description: Many trees were removed from the downtown during the Route 47
expansion project. Over the next couple years, we plan on replacing many of the lost
trees in the downtown.
Estimated Cost: $4,000
Funding: FY 17 TIF Fund
Implementation beginning by the end of 2016 within FY 2017 budget:
Action 10: Parking Study
Description: Development of a parking management plan.
Estimated Cost: $19, 000
Funding: FY 2017 TIF Funds
Justification: Completion of a parking study will help determine current and projected
downtown parking needs and the location of potential off-street parking facilities. This
would be the first step in expanding parking in the downtown.
Input Consideration:
City Council Downtown Key Issue: Parking Problems
Comprehensive Plan Draft Implementation Action for the Strategy “Create Public
Parking Areas”
Parking identified as an important priority by residents in Downtown
Revitalization Survey Results.
Action 11: Start Up Downtown Exterior Improvement Program
Description: Grants for owners of existing commercial buildings in the downtown core
with the purpose of encouraging façade and other exterior improvements. In order to be
approved for funds, a project would have to adhere to design guidelines to facilitate a
consistent downtown theme. We envision this program being administratively approved
to allow for an expedited process.
Estimated Cost: Budgetary discretion, each individual project could be between $5,000
and $100,000 depending on scope
Funding: FY 2017 TIF funds
Justification: This program would encourage rehabilitation in order to control and prevent
blight and deterioration within Downtown Yorkville.
Input Consideration:
City Council Downtown Key Issue: Façade Improvements
Comprehensive Plan Draft Implementation Action for the Strategy “Facilitate
Building Rehabilitations and Façade Improvements”
Building Rehabilitation identified as the highest priority in Downtown
Revitalization Survey Results
2015 City Services Survey comments regarding building aesthetics.
Action 12: Paving of South Main Street Parking Lot
Description: Paving the south Main Street parking lot behind the AT&T building to
provide an additional public parking area for access to the ARC Building and the rest of
downtown.
Estimated Cost: Staff time and $5,000 for materials
Funding: FY 2017 TIF Funds and/or Parks and Recreation Fund
Justification: Downtown needs to add accessible off-street parking facilities if it is to
attract new businesses and customers. Replacing gravel with pavement also provides an
aesthetic enhancement.
Input Considerations:
City Council Downtown Key Issue: Parking Problems
Comprehensive Plan Draft Implementation Action for the Strategy “Create Public
Parking Areas”
Parking identified as an important priority by residents in Downtown
Revitalization Survey Results
2015 City Services Survey comments regarding downtown aesthetics
Implementation in short-term future beginning by the end of 2017, financed by $2 million
dollar bond.
Action 13: Build Riverfront Park East
Description: Move forward with building the park plan as approved by OSLAD grant
even without certainty grant is getting reinstated.
Estimated Cost: $400,000
Funding: Bond, possibly refunded by grant
Justification: Public spaces give identity to cities and the riverfront is an area the City has
been incorporating as a focal point. The expansion of the park would allow having larger
events downtown attracting more visitors. In addition, in general, parks have a positive
impact on land values and spurring economic development. Determining the economic
impact of parks is an emerging science and factors that bring direct income, provide
resident savings, and provide environmental savings have been quantified in park systems
across the country. Furthermore, residents see the value in parks as they were the rated
the third highest City service in regards to satisfaction in the 2015 City Services Survey.
Input Consideration:
City Council Downtown Key Issue: Riverfront Park
Riverfront Park Development although encompassed within the goal of
Downtown Planning also was its own separate goal. This goal was ranked 8th out
of 24 goals.
Top two mid-term strategies identified by residents in the Downtown
Revitalization Survey results pertain to the expansion of Riverfront Park.
Action 14: Fully fund Downtown Exterior Improvement Program
See Action 2 under “Implementation beginning by the end of 2016 within FY 2017
budget”
Action 15: Start to create public parking areas
Description: Begin development of public parking areas identified in parking
management plan. Choose selected areas to start off with.
Estimated Cost: Dependent on outcome of study and areas chosen
Funding: Bond
Justification: Downtown needs to add accessible off-street parking facilities if it is to
attract new businesses and customers.
Input Considerations:
City Council Downtown Key Issue: Parking Problems
Comprehensive Plan Draft Implementation Action for the Strategy “Create Public
Parking Areas”
Parking identified as an important priority by residents in Downtown
Revitalization Survey Results
Action 16: Downtown Streetscape Master Plan
Description: Study to determine the type of improvements needed to make Downtown
Yorkville more walkable, such as sidewalks, intersection crossings, and signage. This
would also include the creation of a “brand” image for the Downtown. This “brand”
image would be incorporated into design guidelines for a façade program.
Estimated Cost: $60,000
Funding: Bond
Justification: We need to have a plan before making streetscape improvements in order to
determine where our dollars would be best spent.
Input Consideration:
City Council Downtown Key Issues: Pedestrian Improvements and Connectivity
and Wayfinding signage.
Comprehensive Plan Draft Implementation Action for the Strategy “Enhance
Streetscape Appearances and Improve the Walkability of Hydraulic, Main and
Van Emmon Streets”
Enhance Main and Van Emmon identified as an important priority by residents in
Downtown Revitalization Survey Results
Action 17: East Alley Improvements
Description: This would involve partial replacement and burying of the utilities located in
the east alley, paving the parking lot, and other beautification including items such as:
combining the business garbage facilities and changing the layout to be more
pedestrian/customer friendly.
Estimated Cost: TBD
Funding: Bond
Justification: There has been high number of water main breakages. Paving the parking
lot would create an additional public parking area that would help attract businesses and
visitors to the downtown in addition to adding an aesthetic enhancement.
Input Consideration:
City Council Downtown Key Issue: East Alley Improvements
City Council Downtown Key Issue: Parking Problems
Comprehensive Plan Draft Implementation Action for the Strategy “Create Public
Parking Areas”
Comprehensive Plan Draft Implementation Action for the Strategy “Facilitate
Building Rehabilitations and Façade Improvements”
Building Rehabilitation identified as the highest priority in Downtown
Revitalization Survey Results
Parking identified as an important priority by residents in Downtown
Revitalization Survey Results
2015 City Services Survey comments regarding aesthetics.
Implementation recommendations beyond 2017, financed by future TIF funds:
Action 18: Downtown Streetscape Improvements
Description: Implement selected improvements such as new sidewalks, wayfinding
signage, public art, landscaping planters, and pedestrian lighting as identified in
Downtown Streetscape Master Plan.
Estimated Cost: Dependent on Master Plan outcomes
Funding: Any leftover bond money if applicable and future TIF Funds
Justification: These improvements would increase walkability. Walkability particularly in
a downtown is advantageous. Outlined below are just a few reasons:
Research shows that increases in measures of walkability such as Walk Score
translate into increased property values.
o A 2012 study by the Brookings Institute provides evidence that
neighborhoods with environmental features that facilitate walkability and
attracts pedestrians, have higher rents, property values, and retail
revenues. The economic effects of this infrastructure are also shown in a
2015 report by Smart Growth America outlining case studies of cities that
have completed this type of improvements.
o Numerous studies including a 2009 Study by CEOs for Cities indicates
Walkscore which is a grade out of 100 that reflects the proximity of
establishments increases property values. This infrastructure investment
could attract new businesses to increase this score.
Walkability is becoming increasingly important to buyers. According to a 2013
survey from the National Association of Realtors. “A neighborhood with a mix of
houses, stores and businesses that are easy to walk to is preferred over a
neighborhood with houses only that requires driving to stores and businesses” (60
percent to 35 percent).
Improving walkability will increase opportunities for visitors once downtown to
walk around and visit multiple attractions and businesses, which supports the
local economy.
Input Consideration:
City Council Downtown Key Issues: Pedestrian Improvements and Connectivity
and Wayfinding signage.
Comprehensive Plan Draft Implementation Action for the Strategy “Enhance
Streetscape Appearances and Improve the Walkability of Hydraulic, Main and
Van Emmon Streets”
Enhance Main and Van Emmon identified as an important priority by residents in
Downtown Revitalization Survey Results
Action 19: Make Brownfield in East Alley suitable for development
Description: We need to obtain a letter of no further remediation (NFR) from the IEPA.
This would involve further evaluation and clean up of the Brownfield site east of Route
47 on Hydraulic Ave once a development plan is proposed..
Estimated Cost: $690,000 - $720,000 for full remediation, significantly less depending on
development plan
Funding: Future TIF funds
Justification: Covering the rehabilitation costs for this contaminated site will make it
more desirable and attractive to developers and investors.
Input Consideration:
City Council Downtown Key Issue: Brownfield Issues
Comprehensive Plan Draft Implementation Action for the Strategy “Encourage
Infill Along Hydraulic Street”
Infilling development along Hydraulic Ave identified as significant priority in the
Downtown Revitalization Survey Results.
Funding Scenarios and Outlook
All of the above projects can be funded with TIF increments or a bond. In FY 17, the
entire TIF district is only supposed to generate around $70,000 in increment, and payments to
Imperial Investments for past projects will be around $16,000 for a net amount of $54,000. The
TIF expires in 2029, leaving the City with a conservative estimate of $650,000 in expected net
revenue over the next 12 years. While this is enough to accomplish a few of the items on the list,
it is not enough to accomplish the full TIF plan as approved in 2006. The entire TIF ordinance is
attached for your review, but in general it contemplated:
Category Amount
Analysis, Administration, Studies, Surveys,
Legal, Marketing etc
Property Assembly including Acquisition, Site Prep
and Demolition, Environmental Remediation
$500,000
$10,000,000
Public Works & Improvements, including streets and utilities and public
facilities or capital costs
$15,000,000
Rehabilitation of existing buildings, fixtures and leasehold improvements $10,000,000
Interest Subsidies and/or Affordable Housing Incentives
Relocation Costs
Job Training and Vocational Education
Total Redevelopment Project Costs
$1,000,000
$500,000
$500,000
$37,500,000
To date, the City has only generated a total of $560,000 in TIF increment since 2006, and has
only paid out $44,000. This is a long way off from the planned $37,500,000 in total investment a
decade ago.
The most practical way to complete some of the larger ticket initiatives in the downtown
area would be to sell a bond. An alternate revenue bond would be available to the City, in an
amount at the City’s choosing. A $2,000,000 bond with a 13 year term would yield a debt
service amount of around $225,000 annually. If the City already has around $50,000 per year in
increment, an additional $175,000 per year in increment would need to be generated in order to
meet debt service obligations.
To get an idea of what kind of building would have to be constructed to generate
$150,000 in TIF increment, the mixed-use building in downtown Oswego (pictures attached) that
contains the Taphouse Grill and has various business condos on the upper floors pays around
$76,000 in property taxes annually and sits on ½ acre. If we take that building as a reasonable
model, we would need three of those types of buildings in downtown Yorkville to offset the
annual debt service on a $2m bond.
There are several properties in downtown Yorkville that have one owner for over an acre
where private redevelopment could occur with a willing landowner and developer. The FS
property (owned by Imperial Investments) and the sawmill (owned by Dan Nicholson) are both
around an acre in size. The Vault Gym property (old Old Second building) is over 3 acres in size
and would be a large redevelopment opportunity.
In a scenario where all three of the above properties have a willing landowner and
developer, and get built with a large mixed-use building, similar to the Taphouse building in
Oswego, I would expect planning and construction take 2-3 years. With the assessment of
property on a 3-year rolling basis and a year in arrears, it could be 4-6 years from now before
those fully-developed properties reach the tax rolls and generate significant TIF increment. That
leaves an even shorter window for payback of either a bond or a normal, backloaded TIF
agreement like the agreement that Imperial Investments has. It is my opinion that the City would
have a very small likelihood of financial success due to the term of the TIF and the likelihood of
commercial development on the scale discussed.
Further, the City staff have been in contact with Imperial Investments on a variety of
issues related to their current properties and projects in the downtown. They have pulled a
building permit for the buildings on the FS property, and have entertained different
redevelopment options over the past few years. Because the property has a brownfield and the
TIF ends in 2029, Imperial Investments has let us know that they would not be able to develop
the FS property in full without a TIF extension. It is my opinion that any other developer would
have the same challenges.
TIF extension
The process to extend a TIF is done through the state legislature. It requires a bill
specific to the City’s downtown TIF district to be approved by the state. Typically, the state asks
that every taxing body in the City consent to the extension of the TIF. At that point, the state
usually approves a bill extending the TIF for an additional 12 years. If the City Council feels
that a TIF extension is warranted, the first step would be to approach every other taxing body for
their consent.
Recommendation
Staff recommends:
1) Consent and direction to keep moving forward with Action Items 1-9 and
2) Approval to move forward with Action Items 10-12, including a budget amendment
and/or City Council approval of study documents, if needed and
3) Support to continue studying Action Items 13-19, in preparation for future action and
prioritization by City Council and
4) Feedback on whether there other projects or initiatives to study that are not already
listed in this memo and
5) Approval to move forward with a TIF extension by contacting other taxing bodies to
gauge their willingness to consent to an extension of the TIF to 2041
WORKING
ce01_typetexturerev.indd 1 08.03.2009 11:52:25 pm
Walking
the Walk
How Walkability
Raises Home Values
in U.S. Cities
Joe Cortright, Impresa, Inc.,
for CEOs for Cities
August 2009
Walking the Walk · August 2009 · page 2
Summary More than just a pleasant amenity, the walkability of cities translates
directly into increases in home values. Homes located in more walkable
neighborhoods—those with a mix of common daily shopping and social
destinations within a short distance—command a price premium over
otherwise similar homes in less walkable areas. Houses with the above-
average levels of walkability command a premium of about $4,000 to $34,000
over houses with just average levels of walkability in the typical metropolitan
areas studied.
This paper explores the connection between home values and
walkability, as measured by the Walk Score algorithm. Walk Score measures
the number of typical consumer destinations within walking distance of a
house, with scores ranging from 0 (car dependent) to 100 (most walkable).
By the Walk Score measure, walkability is a direct function of how many
destinations are located within a short distance (generally between one-
quarter mile and one mile of a home). Our measure of walkability reflects the
convenience and proximity of having shopping and cultural activities close at
hand, as well as the value households attach to mixed-use neighborhoods.
Using an economic technique called hedonic regression, we estimate
how much market value homebuyers implicitly attach to houses with
higher Walk Scores. We looked at data for more than 90,000 recent home
sales in 15 different markets around the nation. Our statistical approach
controlled for key characteristics of individual housing units (their size,
number of bedrooms and bathrooms, age and other factors), as well as for
the neighborhoods in which they were located (including the neighborhood’s
income level, proximity to the urban center and relative accessibility to
employment opportunities).
After controlling for all of these other factors that are known to
influence housing value, our study showed a positive correlation between
walkability and housing prices in 13 of the 15 housing markets we studied.
In the typical market, an additional one point increase in Walk Score was
associated with between a $500 and $3,000 increase in home values. In
one market (Las Vegas) there was a negative correlation—housing prices
decreased with higher Walk Scores, and in one market (Bakersfield) there was
no statistically significant correlation between prices and walkability after
controlling for other factors.
These results show that consumers and housing markets attach a
Walking the Walk · August 2009 · page 3
positive value to living within easy walking distance of shopping, services,
schools and parks. The property value premium for walkability seems to
be higher in more populous urban areas and those with extensive transit,
suggesting that the value gains associated with walkability are greatest when
people have real alternatives to living without an automobile.
It should be stressed that our measure of walkability captures not
just the benefits associated with walking but with greater accessibility
generally. Even households that don’t walk to every destination have shorter
trips (and more nearby choices) than households with lower Walk Scores.
And because places with higher walk scores tend to have more mixed
uses and better transit services, some of the value measured here may be
attributable to those assets.
This research makes it clear that walkability is strongly associated
with higher housing values in nearly all metropolitan areas. The choice,
convenience and variety of walkable neighborhoods are reflected in housing
markets and are the product of consumer demand for these attributes. The
nation’s urban leaders should pay close attention to walkability as a key
measure of urban vitality and as impetus for public policy that will increase
overall property values – a key source of individual wealth and of revenues for
cash-strapped governments in a tough economy.
Walking and cities go hand in hand. Sidewalks, streetscapes and destinations
all define urban space. The resurgent interest in downtowns and in promoting
mixed-use developments throughout metropolitan areas is, in part, driven by
a recognition of the value of walkability.
For a long time, walking has received little respect as a means of
transportation or as an essential part of vibrant urban spaces. This report
reconsiders the value of walkability using a new web-based assessment tool—
Walk Score—to look at how walkability influences housing values in selected
U.S. metropolitan areas.
Our analysis of walkability and its connection to urban housing values
unfolds in five parts. First, we explore the concept of walkability, what it is
and how it is measured. We describe the Walk Score measure developed by
Front Seat and how it provides a tool for measuring the relative accessibility
of common destinations to housing units. Part two discusses the tool of
hedonic analysis developed by economists to decompose the contribution
Introduction
Walking the Walk · August 2009 · page 4
I.
Walkability
of different attributes to the value consumers place on complex products.
Part three outlines the data we use to analyze home values and neighborhood
characteristics. Part four lays out the results of our hedonic modeling and the
relative contribution of walkability to housing prices. Part five discusses the
economic and policy implications of our findings and suggests next steps for
further research.
This work was commissioned by CEOs for Cities to build on its growing
body of work to help urban leaders understand how cities build and hold on
to value and to uncover more evidence that demonstrates why cities and
urbanism matter to the success of our nation as a whole.
CEOs for Cities and the author gratefully acknowledge the assistance
of Front Seat, Inc., for supplying data on Walk Scores for subject properties,
and ZipRealty for providing transaction data used in this study. We also
appreciate the advice of Noelwah Netusil and Niko Drake in undertaking this
study. Any errors are the author’s responsibility.
A key asset of cities is the relative ease with which people can access a wide
range of jobs, goods, services and opportunities for social interaction. People
and businesses value city locations for the accessibility they provide. Places
that are walkable—that have a variety of services and destinations in close
proximity to one another—are more convenient and more lively.
Walking is a largely unmeasured and grossly under appreciated
component of the urban transportation system. Transportation data often
focus exclusively on car and transit trips, ignoring pedestrian travel, even
when it is an important component, i.e., walking to a transit stop or from
a parking area (Litman, 2007). Consequently, walkability has been under
emphasized or ignored as a vital form of urban transportation.
Walking is both important in and of itself and as a marker of vibrant
urban spaces. Urban spaces are, almost by definition, places where it is more
convenient and common for people to walk between destinations than to take
other modes of transportation. Places that are conducive to walking frequent-
ly have a host of other related characteristics: they are generally denser, better
served by transit, more central, and have more of a mix of different land uses.
As Jane Jacobs has observed, walkability is at the heart of urban vibrancy,
short blocks, population density and diversity and a mix of uses, building types
and ages that all play out in a “sidewalk ballet” (Jacobs, 1961).
Walking the Walk · August 2009 · page 5
Economists have paid increasing attention to Jacob’s views. Two
decades ago, Robert Lucas –subsequently awarded Nobel laureate in
economics – asked rhetorically what forces held a city together:
“If we postulate only the usual list of economic forces, cities should
fly apart. The theory of production contains nothing to hold a city
together. A city is simply a collection of factors of production: capital,
people and land -- and land is always far cheaper outside cities than
inside. Why don’t capital and people move outside, combining
themselves with cheaper land and increasing profits?” (Lucas, 1988)
The answer to this puzzle, Lucas suggested, was that people paid high
rents in places like Manhattan or downtown Chicago for the opportunity to be
near other people. Our study shines some additional light on that phenomenon,
illustrating the value that homeowners attach to locations that enable them to
easily access a variety of urban destinations by walking and other means.
Consumers and businesses attach value to the closeness and choice of
things found in cities. The intrinsic advantages of cities revolve around the
variety of consumption choices and experiences they provide, the relative
ease of accessing those choices, and the opportunity to discover new goods,
services and experiences (Cortright, 2007). Walking provides a range of
benefits including mobility, consumer cost savings, fitness and health and
social interaction (Litman, 2007).
Walking has important social benefits as well. More people walking
on the streets is a signal that an area is safe and interesting. A prominent
characteristic of vital urban neighborhoods is their vibrant pedestrian street
life (Jacobs, 1961).
Land use policies prevalent during much of the twentieth century had
the effect of greatly reducing walkability. Local governments adopted land
use planning that intentionally separated different types of land uses. Many
zoning codes not only outlawed the corner grocery store and the corner bar,
but winding suburban streets and cul de sacs effectively outlawed corners as
well. In addition, the scale of commercial development and public facilities
increased rapidly—fewer and larger schools and stores, which are, by
definition, farther from the average student or shopper and less walkable.
Part of the value associated with walkability may reflect the relative
Walking the Walk · August 2009 · page 6
scarcity of walkable, mixed-use neighborhoods in many U.S. metropolitan
areas. There is some evidence that there are fewer pedestrian-friendly,
transit-oriented residential neighborhoods in most metropolitan areas that
consumers would prefer, given a choice between these and more sprawling,
auto-oriented developments (Levine, Inam, & Torng, 2005).
Concerns about urban sprawl, global warming and the health and social
effects of an automobile-dominated transportation system have rekindled
interest in walkability in the United States, especially over the past 15 years.
Walkability is a central feature of efforts to revitalize urban centers, promote
transit-oriented development and in new urbanist planning (Leinberger, 2007).
As a result of the emphasis on automobiles in most metropolitan
transportation planning, walking has been less studied and is less well
understood than other forms of transportation. Many transportation surveys
either ignore or discount walking trips (or the portion of travel spent walking)
and good data on walking is rare (Litman, 2007). In an effort to shed greater
light on the urban characteristics that facilitate walkability, Front Seat has
developed Walk Score, a web-based algorithm for computing the relative
walkability of different residential locations. The idea for counting close-by
destinations as means of assessing walkability was suggested by Alan Durning
of the Sightline Institute. The Walk Score index is freely available on the
Internet and is increasingly being used in the real estate market. Launched in
2007, Walk Score has been integrated into many online real estate listing ser-
vices. In fact, ZipRealty.com, which provided the data for this inquiry, was the
first large real estate website to add Walk Score to all their listings. Today more
than 2 million Walk Scores are shown each day by all Walk Score partners.
Walk Score uses Google maps to compute the distance between residen-
tial addresses and nearby destinations. The Walk Score algorithm looks at
destinations in 13 categories and awards points for each destination that is
between one-quarter mile and one mile of the subject residential property:
· grocery store · restaurant
· coffee shop · bar
· movie theater · school
· park · library
· bookstore · fitness
· drug store · hardware store
· clothing and music store
Walking the Walk · August 2009 · page 7
Destinations get maximum points if they are one quarter mile or less
from the residence and no points if they are more than one-mile away. Only
the closest destination in each category is evaluated (additional destinations
in a category within one mile have no additional effect on Walk Score). Each
destination category is weighted equally, and scores are normalized from zero
to 100.
Walk Score has both conceptual and technical limitations. Whether
people weight all destinations equally or are indifferent to the number of
additional destinations in a category is unknown. The Walk Score depends on
the accuracy of the database of destinations used by Google Maps. It appears
that this database has been compiled from the Dun and Bradstreet database,
although Google allows users to add additional destinations (subject to
verification and quality control) (Drake, 2009). In addition, Walk Score simply
measures the straight-line distance to each of these locations and makes no
adjustments for the ease of walking, the width or connectivity of streets, and
traffic or other obstacles to walking.
In essence, Walk Score is a measure of the proximity of a range of
typical goods, services and activities to a particular household. As a result,
locations with high Walk Scores are not only more conducive to walking, they
are also similarly more conducive to cycling and are more likely to be well-
served by transit. In addition, because a wide range of activities are available
close at hand, locations with high Walk Scores enable households to drive
shorter distances when they do choose to travel by car.
It’s also worth noting that Walk Score is a measure of opportunity and
not necessarily a measure of activity. Households with high Walk Scores
may choose not to walk for all of their trips, but places with higher Walk
Scores are more convenient for walking, generally speaking, than places with
lower Walk Scores.
Walking the Walk · August 2009 · page 8
II. Hedonic
Analysis:
Estimating
Values of
Housing and
Neighborhood
Attributes
Over the past several decades, economists have developed a statistical
technique, called hedonic regression, to break out the contribution of each of
a house’s attributes to its market price. The pioneering application of hedonic
analysis to real estate was developed by Sherwin Rosen three decades ago
(Rosen, 1974).
By looking at hundreds (or thousands) of different transactions
over time and examining the relationship between variations in price and
variations in house characteristics, it is possible to estimate statistically
the separate or marginal contribution of each attribute to a house’s selling
price. Hedonic analysis is a more rigorous, quantitative way of measuring our
intuition that larger houses or those located in nicer neighborhoods command
higher prices than otherwise similar houses.
To some readers, it may seem counterintuitive to use higher housing
prices as an indicator of improvements in livability. But price variations
among houses, particularly within a metropolitan market, reflect the value
that consumers derive from the characteristics of those houses (and the
neighborhoods in which they are located).
We know that the reverse is certainly true. Low and declining prices
are the hallmark of troubled and declining neighborhoods. Declining prices
prompt disinvestment and a lack of maintenance, perpetuating a cycle of
decline, leading in extreme cases to housing abandonment that mars many
troubled urban neighborhoods. Rising prices are a key leading indicator of
neighborhood revitalization (Weissbourd, 2008).
Economists say that the positive attributes of particular properties are
capitalized into the price of land. For decades, urban economists have talked
about an urban rent gradient—property closer to the center of an urban area
commands higher prices because it is more accessible to jobs and shopping
and customers and workers than more peripheral locations. The rent gradient
visualizes rents as being highest in the center of the region and then declining
as one moves outward (McMillen, 2002).
Hedonic regression is used to decompose the values that consumers
attach to different attributes of complex products. Because houses differ
widely in terms of size, location and amenities, simply comparing sales
prices reflects differences in quality as much as differences in costs. From
the view of hedonic analysis, complex, highly varied products like houses can
be thought of as consisting of a bundle of more fundamental attributes that
Walking the Walk · August 2009 · page 9
consumers value. Hedonic analysis statistically unbundles these different
attributes and estimates their separate value. Economists have used hedonic
price estimation in a variety of ways. For example, the Bureau of Labor
Statistics uses hedonic methods to control for quality changes in cars and
computers in calculating the rate of price increases over time.
Hedonic models of housing prices estimate the values consumers
attach to a variety of characteristics including some characteristics of the
building and others of the site or neighborhood in which it is located.
Hedonic analysis rests on a number of key assumptions about markets,
pricing and consumer behavior, the details of which are beyond the scope
of this paper. For an excellent review of these issues, the reader may wish
to consult one of several academic reviews of hedonic analysis (Gibbons &
Machin, 2008).
Many different characteristics contribute to the value of a house. After
controlling for other factors like home and lot size, location and number of
bedrooms and bathrooms, one study found positive and significant values for
fireplaces, decks, basements, pools, porches, central air conditioning and brick
construction (Yinger, 2009).
Neighborhood and environmental factors also play a role in shaping
housing prices. Academic research has identified school quality, employment
accessibility and crime rates as important influences on housing prices
within cities (Gibbons & Machin, 2008). One study attributes a portion of the
appreciation of housing values in New York to the decline in crime rates over
the past two decades. High crime rates held down housing prices, and when
crime subsided, housing values increased (Schwartz, Susin, & Voicu, 2003).
Poor environmental quality also has a negative effect on housing
values. Households are willing to pay more for an otherwise similar house in
a neighborhood with low levels of air pollution than a neighborhood with high
levels of pollution. This revealed willingness to pay is one way economists
estimate the economic costs associated with air pollution (Kahn, 2004).
Most hedonic pricing models address location using a variety of
measures. A study of housing values in Seattle in the late 1990s found that
accessibility (by car) to commercial and university uses had a positive
effect on housing values, while accessibility to K-12 schools and industrial
land uses was associated with a negative affect on housing prices (Franklin
& Waddell, 2002).
Walking the Walk · August 2009 · page 10
Bina, et al studied 900 housing sales in Austin, Texas, and reported that
accessibility shapes residential values. Home prices rise with proximity to the
Central Business District (by $8,000 per mile) and shorter average commute
times ($4,700 per minute saved in daily travel time), everything else constant.
Most studies focus on home sales, but the hedonic pricing technique has also
been used to study variations in apartment rents. A study of Portland, Oregon,
confirmed the classic negative rent gradient—rents declined with increased
distance from the central business district (Wilson & Frew, 2007).
Few studies deal directly with walkability as a factor in shaping
home prices. A recent analysis of home price trends in Portland, Oregon,
found that houses in pre-war (i.e. those built prior to 1940) neighborhoods
had appreciated more than housing in more contemporary neighborhoods
(Hohndel, Conder, & Cser, 2008). One of the key distinctions between
these two eras was the preponderance of grid-street systems in pre-war
neighborhoods compared to cul-de-sacs in post-war neighborhoods.
Two studies have looked at the effects of “new urbanism” on property
values, i.e. how connected streets, higher density, mixed uses—all attributes
connected to walkability—are statistically related to housing prices. One study
developed hedonic regressions for housing prices in metropolitan areas that
had identified “traditional neighborhood developments” marked by connected
street systems, higher densities, mixed uses and other characteristics. The
study found that after controlling for other observable characteristics of
housing including size, age and quality, buyers paid premiums of 4 percent to
15 percent for otherwise similar houses located in new urbanist developments
(Tu & Eppli, 2001).
A second study looked at neighborhood level characteristics in the
suburbs of Portland, Oregon, constructing measures for census block groups
of median distance of each single family home to the nearest commercial land
use. This study found a positive effect of proximity to commercial land uses
but a negative effect for proximity to bus stops (Song & Knaap, 2003).
While these two studies considered the effects of neighborhood level
variations in walkability, they don’t account for variations in walkability
at the level of an individual household, nor do they reflect a wide range of
destinations. Using Walk Score measures – which are based on 13 different
destinations – and examining variations for individual properties may provide
us with added insight into the value placed on walkability.
Walking the Walk · August 2009 · page 11
III.
The Data
ZipRealty and Front Seat provided us with data on 93,725 housing trans-
actions in 15 housing markets around the United States. These data included
the street address of the property as well as key variables on each property.
We excluded from this database incomplete and anomalous records, for
example, properties with sales prices of less than $25,000, properties built
prior to 1800, and properties missing data for any of the listed variables used
in our analysis.
Table 1: Metropolitan Areas Included in the Study
Population Rank Median Home
Value, 2007
Austin-Round Rock, TX 1,652,602 36 177,500
Bakersfield, CA 800,458 63 256,800
Charlotte-Gastonia-Concord, NC-SC 1,701,799 34 167,000
Chicago-Naperville-Joliet, IL-IN-WI 9,569,624 3 261,100
Dallas-Fort Worth-Arlington, TX 6,300,006 4 145,400
Fresno, CA 909,153 54 296,300
Jacksonville, FL 1,313,228 40 201,400
Las Vegas-Paradise, NV 1,865,746 30 315,300
Phoenix-Mesa-Scottsdale, AZ 4,281,899 12 260,300
Sacramento--Arden-Arcade--Roseville, CA 2,109,832 25 400,800
San Francisco-Oakland-Fremont, CA 4,274,531 13 706,100
Seattle-Tacoma-Bellevue, WA 3,344,813 15 379,100
Stockton, CA 672,388 78 399,500
Tucson, AZ 1,012,018 52 210,700
Washington-Arlington-Alexandria, DC-VA-MD-WV 5,358,130 9 458,500
Source: U.S. Census Bureau, Population Estimates, 2008
American Community Survey, 2007.
Rank is rank among U.S. metropolitan areas in population.
Market coverage varied substantially across metropolitan areas. In
most cases, our sample was drawn from all parts of the metropolitan area.
In several cases, however the sample was drawn from certain jurisdictions
(cities, counties or sub-markets within a metropolitan area). Our data for
Chicago, for example, include only selected neighborhoods on the near north
side and south side; our data for the San Francisco Bay include suburban
Walking the Walk · August 2009 · page 12
jurisdictions but not the cities of San Francisco or Oakland.
Our sample included high priced housing markets (San Francisco) as
well as markets with lower prices, such as Tucson, as shown in Table 2. The
number of properties included in our sample also varied considerably from
city to city.
Table 2: Summary of Data for Cities
Observations Sales Price Home Size
(N) (SF)
Arlington 1,226 393,136 1,319
Austin 3,333 249,706 1,446
Bakersfield 2,566 224,233 1,812
Charlotte 5,313 279,727 1,508
Chicago 1,525 386,785 1,638
Dallas 13,959 231,236 2,075
Fresno 2,651 217,805 1,689
Jacksonville 4,719 179,873 1,660
Las Vegas 5,227 313,903 2,021
Phoenix 13,801 311,480 1,862
Sacramento 5,754 284,076 1,415
San Francisco 15,246 728,101 1,619
Seattle 9,600 487,404 1,738
Stockton 4,890 248,513 1,702
Tucson 2,466 190,194 1,462
For each property, we identified a set of variables describing its
important characteristics in two categories: housing variables (characteristics
of the individual residence) and neighborhood characteristics (attributes
related to location).
Housing Variables
The real estate transaction data provided by ZipRealty identified several basic
characteristics of each home sale, including the price of the transaction, size
of the home, the number of bedrooms and bathrooms, the year the house was
built, and whether the residence was a condominium or single-family home.
Walking the Walk · August 2009 · page 13
These variables are commonly used in the real estate community in describing
and categorizing homes. Table 3 contains data on the mean and standard
deviation of selected variables in the study for each of these cities.
ZipRealty also provided us with the street address of each property.
From this information, Front Seat used its Walk Score algorithm to generate a
Walk Score for each property.
Table 3: Mean and Standard Deviation Selected Variables
(Standard Deviation in Parentheses)
Price SF Age MHI CBD Jobs Walk
Arlington 393,136 1,319 33 67,023 6 180,711 70
(227,357) (652) (24) (23,449) (1) (19,374) (15)
Austin 249,706 1,446 37 44,081 4 118,877 58
(165,689) (1,293) (22) (21,013) (3) (34,217) (20)
Bakersfield 224,233 1,812 21 52,376 11 51,099 34
(227,357) (652) (24) (18,231) (1) (19,374) (15)
Charlotte 279,727 1,508 36 44,299 3 152,816 55
(306,854) (904) (30) (25,201) (2) (21,875) (21)
Chicago 386,785 1,638 51 54,058 6 283,233 79
(413,046) (1,006) (37) (22,163) (4) (212,572) (17)
Dallas 231,236 2,075 30 67,088 13 148,744 47
(298,829) (1,029) (22) (32,542) (7) (94,122) (19)
Fresno 217,805 1,689 32 45,570 6 76,162 47
(377,707) (590) (23) (18,587) (3) (16,870) (18)
Jacksonville 179,873 1,660 28 46,125 8 79,079 36
(163,357) (661) (25) (19,084) (4) (36,157) (20)
Las Vegas 313,903 2,021 11 63,379 12 75,354 42
(298,090) (984) (8) (18,037) (4) (56,196) (18)
Phoenix 311,480 1,862 24 57,326 12 122,307 44
(353,160) (837) (18) (24,701) (7) (65,333) (20)
Sacramento 284,076 1,415 42 41,198 5 104,381 49
(196,847) (512) (25) (16,700) (3) (50,916) (19)
San Francisco 728,101 1,619 43 77,590 11 107,343 55
(620,428) (834) (22) (31,261) (5) (47,887) (20)
Seattle 487,404 1,738 41 53,867 9 162,594 65
(369,853) (923) (34) (21,149) (8) (81,669) (20)
Stockton 248,513 1,702 26 47,256 5 62,244 39
(135,144) (626) (25) (18,744) (2) (16,007) (18)
Tucson 190,194 1,462 34 37,999 7 82,223 49
(99,339) (500) (21) (13,630) (5) (35,863) (19)
Walking the Walk · August 2009 · page 14
Neighborhood Characteristics
We used the location information provided by ZipRealty to identify the
zip code and census tract in which each property was located. Using GIS
software, we looked up or computed several key variables describing the larger
neighborhood in which each property was located.
Centrality (distance to CBD). Using the Census Bureau’s definition
of central business districts and the Maptitude GIS system, we computed
the distance from the center of the central business district to the centroid
of each zip code in the metropolitan area. Common central place models
of urban form hold that property values are higher closer to the center of a
region, reflecting accessibility to the rich and dense work and consumption
opportunities that tend to be located in the center.
Job Access (Jobs within 3 miles). Using data drawn from the Census
Bureau’s Zip Code Business Patterns database and the Maptitude GIS system,
we computed the number of jobs within 3 miles of the centroid of each zip
code in the metropolitan area. Our measure of job accessibility aims at
capturing the value that households attach to locations that are relatively
proximate to employment opportunities.
Neighborhood Income. Using the Maptitude GIS system, we
determined the Census 2000’s reported values for median household income
for the census block group in which each house was located. We use income
levels as a proxy for perceived differences in neighborhood quality and to
reflect the external effects associated with the income level of one’s neighbors.
Neighborhood income levels are frequently associated with crime rates and
school quality, two factors which we have not modeled directly. (High-income
neighborhoods tend to have better local schools, neighborhoods with lower
incomes tend to have higher crime rates.)
We conducted separate regressions for each of the 15 metropolitan areas
included in our sample. Table 4 outlines the results of these regressions.
Functional Form. Hedonic models estimate the statistical relationship
between housing characteristics and home prices. Some models assume these
relationships are linear (each additional square foot of a house is worth a cer-
tain number of dollars), while other models assume a proportional, or log-linear
relationship—each 10 percent improvement in size results in a 10 percent im-
IV.
Regression
Results
Walking the Walk · August 2009 · page 15
provement in price. We tested both linear and log-linear specifications of the
hedonic model for our 15 cities. In general, the log-linear version of the model
better fit the data than did the linear version, so we used this for our estimates.
Each of the variables entered in our equations were statistically
significant for the majority of cities evaluated. A summary of the results of our
analysis are shown in Table 4.
Table 4: Regression Results: Log Linear Model Coefficient
(t-statistics in parentheses)
Key to variables: R2 = adjusted R2 for Equation, SF = Square Feet of Interior Floor Area, BR = Number of
Bedrooms, BA = Number of Bathrooms, Age = Age (Years), Type = Housing Type Dummy (Condo = 1),
MHI = Median Household Income of Census Tract (Divided by 1000), CBD = Distance to Central Business
District, Jobs = Number of Jobs within 3 miles (divided by 10,000), Walk = Walk Score
R2 Constant SF BRs BA Age Type MHI CBD Jobs Walk
Arlington .77 12.6816 0.0003 0.0419 0.1398 -0.0009 -0.0162 0.0052 -0.1266 -0.0264 0.0044
(115.31) (12.47) (2.98) (8.19) (-2.51) (-0.56) (15.81) (-17.64) (-6.93) (8.83)
Austin .56 10.8255 0.0001 -0.018 0.3478 0.0002 -0.3049 0.0105 -0.0626 0.0105 0.0083
(198.36) (15.07) (-1.54) (26.15) (0.58) (-13.8) (29) (-18.76) (4.48) (17.04)
Bakersfield .75 11.1423 0.0004 0.0051 0.0267 -0.0043 -0.2366 0.0065 0.0003 -0.0075 -0.0005
(233.1) (30.9) (0.52) (1.86) (-11.14) (-5.46) (17.91) (0.26) (-2.28) (-1.43)
Charlotte .71 11.0902 0.0005 -0.0513 0.2047 0.0008 0.0967 0.0063 -0.1112 -0.0214 0.0071
(142.99) (33.35) (-4.19) (14.33) (3) (4.6) (20.68) (-20.35) (-6.56) (15.54)
Chicago .75 9.8439 0.0003 -0.0141 0.1927 -0.0045 0.4383 0.0088 0.0068 0.002 0.0136
(57.91) (11.3) (-0.65) (6.36) (-10.47) (8.3) (10.29) (0.91) (1.86) (8.08)
Dallas .75 10.2171 0.0004 -0.1074 0.0594 -0.0052 -0.1444 0.0058 0.0091 0.0373 0.0037
(370.56) (53) (-14.82) (6.57) (-23.02) (-9.33) (37.4) (10.78) (57.78) (14.96)
Fresno .68 10.6887 0.0005 0.0129 -0.0174 -0.0039 -0.0319 0.0096 0.0026 0.0248 0.0031
(204.67) (26.14) (1.13) (-1.02) (-9.05) (-1.06) (21.06) (0.74) (6.81) (7.91)
Jacksonville .62 10.3225 0.0006 -0.0711 0.1045 -0.0071 0.0085 0.0077 0.0229 0.0073 0.0045
(196.29) (30.74) (-5.41) (5.97) (-19.21) (-1.06) (16.91) (7.74) (3.13) (10.41)
Las Vegas .76 11.4812 0.0004 -0.063 -0.036 -0.0065 -0.1961 0.0032 0.0193 0.0175 -0.0019
(381.5) (66.37) (-10.54) (-3.96) (-12.81) (-16.84) (14.4) (16.72) (20.63) (-8.04)
Phoenix .73 10.415 0.0005 -0.1005 0.0586 -0.004 -0.0479 0.0104 0.0194 0.0244 0.005
(419.55) (66.05) (-18.48) (7.43) (-17.58) (-4.55) (63.17) (26.71) (33.95) (25.34)
Sacramento .51 10.6764 0.0006 -0.1046 0.0363 0.0006 -0.1576 0.0159 0.0054 -0.0143 0.0093
(188.74) (29.95) (-8.7) (2.13) (1.56) (-5.13) (38.12) (1.59) (-6.65) (21.19)
Seattle .77 11.9592 0.0004 -0.0102 0.0754 -0.0009 0.0103 0.0054 -0.0252 -0.0004 0.0029
(501.64) (65.96) (-2.26) (13.37) (-8.44) (1.22) (32.3) (-52.38) (-0.76) (15.1)
Stockton .35 11.5287 0.0004 -0.0147 -0.0009 -0.0031 -0.179 0.007 -0.0126 -0.02 0.0032
(181.11) (19.95) (-1.18) (-0.05) (-7.39) (-5.42) (16.84) (-3.02) (-4.11) (6.08)
Tucson .60 10.878 0.0005 -0.0645 0.1125 -0.0036 -0.1836 0.0089 -0.0146 0.0159 0.0038
(165.69) (27.56) (-5.94) (6.74) (-9.46) (-9.64) (15.42) (-5.25) (3.89) (9.29)
Walking the Walk · August 2009 · page 16
Housing Variables
House Size. House size, or the number of square feet in a housing unit,
was positively correlated with housing prices. Each additional hundred square
feet of space in a house increases that home’s selling price by about 4 percent.
House size was statistically significant in each city examined.
Bedrooms. The number of bedrooms in a house generally
had a negative correlation with housing value. Although this seems
counterintuitive, much of the effect of house size is accounted for by the
number of square feet, rather than the number of bedrooms. All things being
equal, for example, a 1,200 square foot, three-bedroom house commands a
higher price than a 1,200 square foot, four-bedroom house. (The additional
bedroom implies that there is less space for other uses in this house, either
smaller bedrooms or less space in other common rooms.) The coefficient of
the number of bedrooms was significant and negative in eight cities. It was
insignificant in six cities. Arlington, Virginia, was an anomaly: housing prices
were significantly and positively correlated with the number of bedrooms,
even controlling for other factors.
Bathrooms. True to the belief of home remodelers everywhere,
additional bathrooms are associated with additional value. In 12 of our cities,
the number of bathrooms had a positive and significant association with
increased home value. In two cities—Bakersfield and Fresno—the relationship
was statistically insignificant. Las Vegas was an outlier—the number of
bathrooms had a negative and significant relationship with house prices.
House Type. Except in Charlotte and Chicago, single family residences
commanded a price premium over otherwise similar condominiums. In four
cities, there was no statistically significant relationship between housing type
and sales prices.
House Age. The effect of housing age on house prices varied across
markets. In 11 cities, older houses had somewhat lower prices, all other things
equal. In two markets—San Francisco and Charlotte, older homes commanded
a premium over similar newer homes, on average. In two cities—Sacramento
and Austin—there was no statistically significant relationship between
housing age and prices. (However, see box on page 18 for an alternative
analysis of the effect of house age on housing prices in Austin.)
Walking the Walk · August 2009 · page 17
Table 5: Estimated Effects of 1 Point Change in Walk Score by
Metropolitan Area
Log-Linear Model
Effect of t-statistic for R2 for equation
Walk Score Walk Score
Arlington 1730 8.83 0.77
Austin 2073 17.04 0.56
Bakersfield -112 -1.43 0.75
Charlotte 1986 15.54 0.71
Chicago 5260 8.08 0.75
Dallas 856 14.96 0.75
Fresno 675 7.91 0.68
Jacksonville 809 10.41 0.62
Las Vegas -596 -8.04 0.76
Phoenix 1557 25.34 0.73
Sacramento 2642 21.19 0.51
San Francisco 2985 22.46 0.66
Seattle 1413 15.10 0.77
Stockton 795 6.08 0.35
Tucson 723 9.29 0.60
Note: Except for Bakersfield, all result significant at the .01 level. Effect of Walk Score calculated
based on a one-point Walk Score improvement for the mean-priced house in each metropolitan
area, holding all other factors constant.
Neighborhood Characteristics
Distance to Central Business District. Proximity to the center of
a region’s commercial core had very different effects in different cities. Six
cities—Austin, Stockton, Charlotte, Seattle, Tucson and Arlington—had
higher values closer to the center, all other things equal. Five cities—Dallas,
Jacksonville, Las Vegas, Phoenix and San Francisco—had higher values
farther from the central business district. The relationship between proximity
to the core and housing values was statistically insignificant in the remaining
four cities.
Proximity to Employment Opportunities. In eight cities, proximity to
employment was associated with higher housing values. The number of jobs
Walking the Walk · August 2009 · page 18
within 3 miles of a household was negatively correlated with housing prices
in four metropolitan areas—Sacramento, Arlington, Stockton and Bakersfield.
Negative correlations may reflect the disamenities associated with proximity
to non-residential uses (too near a manufacturing zone, for example), or may
reflect the absence of other amenities (if an area has a high concentration of
jobs, it may have relatively few parks or open spaces).
Neighborhood Average Income. We measured average neighborhood
income by determining the median household income for the census tract
in which the subject property was located. Income levels are a proxy for
neighborhood quality and are likely to overlap with neighborhood schools
and, in some cases, environmental amenities. The coefficient for median
household income was positive and significantly correlated with housing
values in each of the metropolitan areas examined.
Walk Score. Walk Score was positively and significantly correlated
with housing values in 13 of the 15 metropolitan areas included in our study.
Only in Las Vegas was the relationship between Walk Score and housing
prices significant and negative. In Bakersfield, the coefficient of the Walk
Score variable was not significant.
Comparing our model with another
In one city—Austin, Texas—we had
access to a reasonably similar hedonic
price study that had been carried out
recently (Bina, Kockelman, & Suescun,
2006). To evaluate the robustness
of our estimates, we developed a
version of our hedonic model that
approximately followed the same
approach. Bina, et al used a linear
specification for their model and
added quadratic terms for bedrooms,
baths and the age of the structure to
account for scale effects in each of
these variables. (The squared terms
account for the fact that while a 20-
year-old house may
be worth less than a new one, all
things equal, an otherwise similar
house that was 100 years old might
be worth more).
The results of the two models are
shown in Table 6. In some cases the
two models use different variables.
Where a variable present in one model
was not included in the other, this is
indicated as “na”. The table shows
the estimated linear coefficients
associated with each variable as well
as the standardized beta coefficient
(the linear coefficient divided by each
variable’s standard deviation).
While there are some
differences—the Bina et al model
better fits the data—the sign and size
of each of the variables is strikingly
similar between the two models.
Both models imply, for example,
that an additional square foot of
housing space is worth about $40
and that home values deteriorate
up to about age 35 and appreciate
thereafter. Condominiums are worth
about $30,000 to $40,000 less than
comparable single family homes.
The effect of a neighborhood’s
median home price (Bina, et al) is
the same as the measured effect of
a neighborhood’s median household
income in our model, as measured by
standardized coefficients. The Bina
et al model has somewhat different
estimates for the effects of bedrooms
and bathrooms: our model suggests
that variations in these attributes have
a larger effect on house prices than
the Bina et al model.
The Bina et al model does not
include a measure of Walk Score. The
most similar variable is likely to be
number of bus stops per square mile,
which may be correlated with Walk
Score, because bus stops tend to be
more common on major arterials and
near the kinds of destinations included
in Walk Score calculation (schools,
stores, parks and libraries).
The fact that, despite the
differences, these two models, based
on different data sets produce similar
results for common variables gives us
increased confidence in the reliability
of our model, even though it is
constructed with fewer variables than
other hedonic equations.
Walking the Walk · August 2009 · page 19
Table 6: Comparison of Hedonic House Price Models for Austin
Bina, et al Walk Value
Variable Coefficient Std. Beta Coefficient Std. Beta
Attached Housing (32,066.0) -0.06 (39,035.6) -0.11
Bedrooms 41,834.0 0.24 50,916.6 0.28
Bedrooms Squared (6,979.0) -0.24 (10,117.0) -0.31
Bathrooms (46,359.0) -0.23 (123,355.3) -0.50
Bathrooms Squared 19,691.0 0.40 53,360.0 0.93
Number of Living Areas 10,846.0 0.07 na
Age of Dwelling (1,402.0) -0.24 (4,236.6) -0.56
Age Squared 20.7 0.29 60.6 0.65
Interior Square Footage 39.9 0.31 36.3 0.28
Lot Size 52,762.0 0.09 na
Rural 12,584.0 0.03
Distance to CBD (8,001.0) -0.26 (11,750.8) -0.19
Bus Stops 44.3 0.08 na
Mean Travel Time (4,666.0) -0.18 na
Median Home Value 0.3 0.30 na
Logsum for Work Trips (26.9) -0.20 na
Mean SAT Score 149.8 0.13 na
Walk Score na 1,460.2 0.18
Median HH Income na 2.4 0.30
Jobs within 3 miles na 0.6 0.13
Adjusted R2 0.823 0.660
N 729 3332
Source: Bina, et al, Table 4
Note: na: variable not estimated in this model.
Walking the Walk · August 2009 · page 20
Our study shows that walkability improves housing values. Housing values
are positively and significantly correlated with walkability in almost all
metropolitan markets.
Walkability was correlated with high housing values in metropolitan
areas of different sizes and in different regions of the country. Walkability was
correlated with housing prices both in older, denser markets (Chicago) and in
faster growing Sunbelt markets (Phoenix, Jacksonville). Only two very fast-
growing metropolitan areas (Las Vegas and Bakersfield) did not exhibit the
positive relationship between walkability and home prices.
Interestingly, walkability was positively correlated with prices both in
metropolitan areas with relatively high levels of walkability and those with
relatively low levels of walkability. For example, Walk Scores had a positive
impact on values in Jacksonville and Dallas (median Walk Scores for the
metro area of 35 and 46 respectively) and also in Seattle and Austin (median
Walk Scores 68 and 62). Walkability has a larger impact on housing values
in more populous, denser metropolitan areas and those with larger transit
systems.
To give some idea of the impact of Walk Score on actual housing values,
consider the median house in Charlotte with a typical Walk Score. It would
be worth about $280,000 (the median sales price of all house units in our
sample). If that house’s Walk Score were increased from a Walk Score of 54
(the average for our sample of houses in Charlotte) to a Walk Score of 71, it
would add about $34,000 (or about 12 percent) to its value, holding all other
features of the house constant. For comparison, that would be the equivalent
of moving the house from the Ashley Park neighborhood to the Wilmore
neighborhood.
Analysis
Walking the Walk · August 2009 · page 21
Figure 1: Walk Scores in Charlotte, NC, by Neighborhood
Ashley Park (Average Walkscore 54) Wilmore (Average Walkscore 71)
The impact of walkability on home values varies across metropolitan areas.
An additional one point improvement in average Walk Scores adds between
$700 and $3,000 to the value of a typical house, holding all other factors
constant. Since the distribution of Walk Scores varies considerably across
metropolitan areas, it’s useful to consider each metropolitan area separately.
For each metropolitan area in our study, we estimate the gain in value
that a typical house would gain from going from an average level of walkability
(for that metropolitan area) to an above average level of walkability. To
establish these averages, we look at the distribution of Walk Scores in the
sample of homes in each metropolitan area. We define as “average” the median
Walk Score for the sample, i.e. the Walk Score that half of the houses in the
sample exceed and that half fall below. For the “above average” Walk Score, we
use the 75th percentile Walk Score, i.e. the Walk Score that 75 percent of all
households fall below and that 25 percent of all houses exceed. Values for the
25th percentile, median, and 75th percentile Walk Score are shown in Table 7.
Walking the Walk · August 2009 · page 22
Table 7: Distribution of Walk Scores within Metropolitan Areas
25% Percentile Median 75% Percentile
Arlington 60 71 82
Austin 45 62 74
Bakersfield 15 3 51
Charlotte 40 54 71
Chicago 63 86 92
Dallas 34 46 51
Fresno 35 49 60
Jacksonville 20 35 51
Las Vegas 29 43 55
Phoenix 31 46 58
Sacramento 35 49 62
San Francisco 43 57 68
Seattle 52 68 82
Stockton 23 38 51
Tucson 34 51 66
Source: Computed from sample data. Note: Arlington reflects data for the District of Columbia.
Neighborhood average estimates not available for the City of Arlington.
In most metropolitan areas, improving from median to the 75th
percentile requires a Walk Score improvement of about 12 points, with a
range of from a five point gain (Dallas) to a 20 point gain (Bakersfield). Table
8 shows how much a typical home would gain in value if it were located in
neighborhood with above average walkability, compared to an otherwise
identical home with an average level of walkability, for that metropolitan
area. The premium for a house with an above average Walk Score ranges
from $4,200 in Dallas to more than $30,000 in Chicago, Charlotte, San
Francisco and Sacramento. (Las Vegas is the exception: a house with above
average walkability is valued about $7,200 less than a house with just average
walkability).
Walking the Walk · August 2009 · page 23
Table 8: Contribution of Walk Score to Housing Values
Walk Score Estimated Housing Gain from
Median 75% Percentile Moving to 75% Percentile
Arlington 71 82 19,028
Austin 62 74 24,871
Bakersfield 31 51 (2,242)*
Charlotte 54 71 33,763
Chicago 86 92 31,562
Dallas 46 51 4,278
Fresno 49 60 7,427
Jacksonville 35 51 12,951
Las Vegas 43 55 (7,157)
Phoenix 46 58 18,689
Sacramento 49 62 34,345
San Francisco 57 68 32,837
Seattle 68 82 19,789
Stockton 38 51 10,338
Tucson 51 66 10,841
Note: Value for Bakersfield not statistically significant at the 90% level.
Front Seat has computed the average Walk Scores of different
neighborhoods in most of the major cities in our study. From this data, it is
possible to identify particular neighborhoods that, on average, have levels
of walkability that are equal to the median and the 75th percentile for
each metropolitan area. Table 9 shows neighborhoods which have average
Walk Scores approximately equal to these values. Not every house in each
neighborhood has the same Walk Score, but the differences between these
neighborhoods illustrate the relative change in Walk Score associated with
the value differences identified in Table 8.
Walking the Walk · August 2009 · page 24
Table 9: Selected Neighborhoods with Walk Scores at the Metro Median
and 75th Percentile
Median 75% Percentile
Arlington Takoma Park 71 Woodley Park 82
Austin Rosewood 62 Zilker 75
Bakersfield 31 51
Charlotte Ashley Park 54 Willmore 71
Chicago Logan Square 86 Uptown 92
Dallas Urbandale 47 Northeast Dallas 54
Fresno Bullard 53 Hoover 62
Jacksonville Deerwood 35 University Park 51
Las Vegas Centennial Hills 42 Twin Lakes 56
Phoenix Maryvale 47 Camelback East 61
Sacramento Del Pas Heights 49 Land Park 62
San Francisco 57 68
Seattle South Delridge 68 Greenwood 82
Stockton 38 51
Tucson North Dodge 51 Mitman 66
Source: Front Seat. Note: Front Seat has not computed average Walk Scores for neighborhoods in
Bakersfield, Stockton, or the suburbs of the San Francisco Bay Area. For comparison to Arlington,
neighborhoods in the District of Columbia are shown.
On average, home buyers attach greater value to walkable homes
relative to other housing units in the same metropolitan area, controlling
for other observable characteristics. These results provide a strong basis for
concluding that improved walkability produces real economic value for city
residents.
The apparent value that consumers attach to walkability likely
stems from many sources. Consumers in more walkable neighborhoods
may save money on driving (and transit) by virtue of the closer proximity
of many destinations. It seems likely that many consumers value the time
savings associated with walkable neighborhoods – even for trips taken by
other modes. The variety of uses close by and the implied opportunities for
serendipitous interaction may also make a neighborhood more interesting.
Walking the Walk · August 2009 · page 25
Our research confirms the intuition of Jane Jacobs that walkability has an
important connection to the function of urban economies. The data presented
here show that home buyers attach a significant economic value to the
attributes captured by Walk Score.
Neighborhood walkability is the product of both public and private
decisions. The public sector dictates the land use framework, regulating
the location and composition of commercial land uses and the types and
density of housing units. The public sector is also responsible for streets
and sidewalks and choosing the number, size and location of important
destinations (i.e., schools and parks).
If we’re looking to shore up value in local housing markets, it appears
that promoting more walkable neighborhoods is one way to do so.
The implicit price attached to improved walkability shows that there is
a market value for this kind of neighborhood. This is true both in markets with
relatively high levels of walkability and lower levels of walkability. The fact
that, on average, the impact of walkability on value is higher in metropolitan
areas with higher average Walk Scores suggests that there may be some
increasing returns to improving walkability: having more walkable housing
region wide is associated with a larger value gain from improved walkability
for all housing in the region.
And improved walkability may assist fiscally strapped local
governments. Because most local governments depend heavily on property
taxes to finance local services, improved walkability may mean higher
property values and higher tax revenues than for less walkable development.
These are turbulent times for the nation, particularly in the two sectors
of the economy most closely tied to the built landscape: transportation and
housing. General Motors and Chrysler have entered bankruptcy, held together
with infusions of tens of billions of dollars of federal money. And over the past
three years, housing values—which many imagined could only go up—have
plummeted as the housing bubble has imploded.
Many Americans are re-examining their communities and lifestyles,
and asking whether their might be some alternatives that are more
sustainable, both economically and environmentally. From new urbanists
comes an interest in recasting our communities along traditional lines,
with a closer mixing of commercial and residential uses, better transit and
connected, complete streets.
V.
Implications
Walking the Walk · August 2009 · page 26
One of the key challenges of the next few years will be to revisit the
pattern of land uses in U.S. communities, particularly in traditional suburbs.
Already, there are pioneering examples of adaptation of now obsolete land use
patterns into more diverse, mixed and walkable communities (Dunham-Jones
& Williamson, 2008).
There may be opportunities to rebuild malls as mixed-use centers. In
Denver, the aging Villa Italia Mall in suburban Lakewood was demolished and
replaced with a commercial and residential district with 1,300 apartments,
200 condominiums and single family homes, offices, and a neo-traditional
main street (Davis, 2008). The current decline in shopping malls nationally
creates abundant opportunities to re-think the distribution of land uses in
metropolitan areas. By one recent count, 84 malls nationally are either dead or
on the verge of closing (Hudson & O’Connell, 2009).
A 2007 survey commissioned by the National Association of Realtors
showed that 57 percent of Americans agreed with the statement that
“business and homes should be built closer together, so that stores and shops
are within walking distance and don’t require the use of an automobiles”
(Ulm, 2007).
The upheaval in financing markets, the dramatic decline in housing
prices, retrenchment in the retail sector and the ongoing restructuring
of the automobile industry are all harbingers of change for the nation’s
cities. Continued uncertainty about future energy prices and the need to
deal aggressively with climate change will demand new strategies in the
years ahead. Our research suggests that walkability is already an important
component of the value proposition of the nation’s cities, and that improving
walkability can be an important key to their future as well.
Our research highlights a strong connection between walkability, as measured
by Walk Score, and variations in home values. The relationship holds across
most metropolitan markets we’ve studied, and our hedonic modeling produces
results that are consistent with other investigations of housing prices. Still,
there is much more to be learned about how walkability contributes to home
values. We think there are several important questions that should be high on
the research agenda.
What parts of Walk Score contribute most to home values? Walk Score
is a composite measure. Walk Score is computed based on the proximity of
Next Steps
Walking the Walk · August 2009 · page 27
a housing unit to 13 different destinations. We’ve made no attempt in our
analysis to evaluate the separate contributions of different destinations
to the value associated with accessibility. It may well be that one or a few
destinations are the most highly valued, and that a more precise scoring
formula would attach different weights to the different categories of
destinations (Walk Score weights them equally).
Part of what Walk Score is capturing is the value consumers attach to
mixed-use development—living in an area with a range of different uses in
close proximity. Houses located in exclusively residential neighborhoods will
tend to have lower Walk Scores because a majority of Walk Score points are
awarded for proximity to commercial uses that would generally be prohibited
in most residential zones.
How do other aspects of walkability influence home values? The Walk
Score measure is based on straight line distances between housing units and
various destinations and doesn’t account for many of the physical factors—
sidewalks, street connectivity, urban design, traffic, slopes and vegetation—
that are known to influence walkability. Additional research is needed to know
how these factors—in addition to proximity—affect home values.
How does transit accessibility relate to Walk Score? We have good
reason to suspect that Walk Scores, in part, reflect transit accessibility.
Other studies have shown that home values are influenced by proximity to
transit, particularly high-capacity transit with frequent service, like light rail.
Because transit stops are often located in commercial areas, it seems likely
that high Walk Scores are associated with high levels of transit service. In
this case, some of the effect we attribute to walkability may reflect the value
consumers attach to transit. Our study lacked data to investigate this effect,
and it would be a logical next step for further research.
How has the collapse of the housing bubble affected the market value
attached to walkability (and other factors)? Our data were gathered from sales
that took place in 2006 through 2008. During this time, housing prices peaked
and then declined. We have not investigated the extent to which house price
declines influenced the impact of different attributes. Our earlier analysis
of housing price trends at the metropolitan level suggests that price declines
have been more severe in more outlying neighborhoods within metropolitan
areas, which suggests consumers may be putting an even higher premium on
accessibility, including walkability (Cortright, 2008).
Walking the Walk · August 2009 · page 28
Further research could also address some of the limitations of the
dataset used in this study. Our data did not include many detailed housing
attributes known to influence home values, and so we were unable to model
them. For example, research has shown that other variables are important in
explaining home values, including lot size, environmental amenities, building
improvements (fireplaces, swimming pools, garages), and the quality of local
schools. We are presently working with other researchers to include Walk
Score data in a hedonic model that includes a much wider array of variables,
including those listed.
Walking the Walk · August 2009 · page 29
Bina, M., Kockelman, K. M., & Suescun, D. (2006). Location Choice vis-à-vis
Transportation: The Case of Recent Homebuyers. Austin: University of
Texas.
Cortright, J. (2007). City Advantage (No. 1-7276-1308-7). Chicago: CEOs for
Cities.
Cortright, J. (2008). Driven to the Brink: How the gas price spike popped the
housing bubble and devalued the suburbs. Chicago: CEOs for Cities.
Davis, L. S. (2008, November/December). Malls, the Future of Housing?
HousingWire.
Drake, N. (2009). Review of the Literature ((Mimeographed)). Portland: Reed
College.
Dunham-Jones, E., & Williamson, J. (2008). Retrofitting Suburbia: Urban
Design Solutions for Redesigning Suburbs: Wiley.
Franklin, J. P., & Waddell, P. (2002). A Hedonic Regression of Home Prices
in King County, Washington, using Activity-Specific Accessibility
Measures. Seattle: University of Washington.
Gibbons, S., & Machin, S. (2008). Valuing school quality, better transport, and
lower crime: evidence from house prices. Oxf Rev Econ Policy, 24(1),
99-119.
Hohndel, K., Conder, S., & Cser, J. (2008). Housing Price Study - SFR Sales in
the 3 County Area 2000 – 2006 Part 1: Descriptive Statistics. Portland,
OR: Metro Data Resource Center.
Hudson, K., & O’Connell, V. (2009, May 22). Recession Turns Malls Into Ghost
Towns. The Wall Street Journal.
Jacobs, J. (1961). The Death and LIfe of Great American Cities. New York:
Random House.
Kahn, M. (2004). Environmental Valuation Using Cross City Hedonic
Methods. 37.
Leinberger, C. (2007). Footloose and Fancy Free:
A Field Survey of Walkable Urban Places in the Top 30 U.S. Metropolitan
Areas. Washington: Brookings Institution.
Levine, J., Inam, A., & Torng, G.-W. (2005). A Choice-Based Rationale for Land
Use and Transportation Alternatives. The Journal of Planning and
Education and Research, 34(1), 317-330.
Litman, T. (2007). The Economic Value of Walkability. Victoria, BC: Victoria
Transport Policy Institute.
References
Walking the Walk · August 2009 · page 30
Lucas, R. E. (1988). On the Mechanics of Economic Development. Journal of
Monetary Economics, 22, 3.
McMillen, D. P. (2002). The center restored: Chicago’s residential price
gradient reemerges. Economic Perspectives(Q II), 11.
Rosen, S. (1974). Hedonic prices and implicit markets: product differentiation
in pure competition. Journal of political economy, 82(1), 34-34.
Schwartz, A. E., Susin, S., & Voicu, I. (2003). Has Falling Crime Driven New
York City’s Real Estate Boom? Journal of Housing Research, 14(1), 101-
132.
Song, Y., & Knaap, G.-J. (2003). New urbanism and housing values: a
disaggregate assessment. Journal of Urban Economics, 54(2), 218-218.
Tu, C. C., & Eppli, M. J. (2001). An Empirical Examination of Traditional
Neighborhood Development. Real Estate Economics, 29(3), 485-501.
Ulm, G. (2007). The key findings from a national survey of 1,000 adults
conducted October 5, 7, 9-10, 2007. Washington: National Association
of Realtors.
Weissbourd, R. (2008). Analyzing Regional Economies. Chicago: RW
Ventures.
Wilson, B., & Frew, J. (2007). Apartment rents and locations in Portland,
Oregon: 1992-2002. Journal of Real Estate Research, 29(2).
Yinger, J. (2009). Hedonic Markets and Explicit Demands: Bid-Function
Envelopes for Public Services, Neighborhood Amenities and
Commuting Costs (Working Paper No. 114). Syracuse, NY: Maxwell
School of Citizenship and Public Affairs.
BROOKINGS | May 2012 1
Walk this Way:
The Economic Promise of Walkable
Places in Metropolitan Washington, D.C.
Christopher B. Leinberger and Mariela Alfonzo1
“ Emerging
evidence points
to a preference
for mixed-
use, compact,
amenity-rich,
transit-accessible
neighborhoods
or walk able
places.”
Findings
An economic analysis of a sample of neighborhoods in the Washington, D.C. metropolitan area
using walkability measures finds that:
n More walkable places perform better economically. For neighborhoods within metropolitan
Washington, as the number of environmental features that facilitate walkability and attract
pedestrians increase, so do office, residential, and retail rents, retail revenues, and for-sale
residential values.
n Walkable places benefit from being near other walkable places. On average, walkable neigh-
borhoods in metropolitan Washington that cluster and form walkable districts exhibit higher
rents and home values than stand-alone walkable places.
n Residents of more walkable places have lower transportation costs and higher transit
access, but also higher housing costs. Residents of more walkable neighborhoods in metro-
politan Washington generally spend around 12 percent of their income on transportation and 30
percent on housing. In comparison, residents of places with fewer environmental features that
encourage walkability spend around 15 percent on transportation and 18 percent on housing.
n Residents of places with poor walkability are generally less affluent and have lower edu-
cational attainment than places with good walkability. Places with more walkability features
have also become more gentrified over the past decade. However, there is no significant differ-
ence in terms of transit access to jobs between poor and good walkable places.
The findings of this study offer useful insights for a diverse set of interests. Lenders, for example,
should find cause to integrate walkability into their underwriting standards. Developers and
investors should consider walkability when assessing prospects for the region and acquiring
property. Local and regional planning agencies should incorporate assessments of walkability
into their strategic economic development plans and eliminate barriers to walkable development.
Finally, private foundations and government agencies that provide funding to further sustainabil-
ity practices should consider walkability (especially as it relates to social equity) when allocating
funds and incorporate such measures into their accountability standards.
BROOKINGS | May 20122
Introduction
T he Great Recession highlighted the need to change the prevailing real estate development
paradigm, particularly in housing. High-risk financial products and practices, “teaser” under-
writing terms, steadily low-interest rates, and speculation in housing were some of the most
significant contributors to the housing bubble and burst that catalyzed the recession. But an
oversupply of residential housing also fueled the economic crisis.
However, a closer look at the post-recession housing numbers paints a more nuanced picture. While
U.S. home values dropped steadily between 2008 and 2011, distant suburbs experienced the stark-
est price decreases while more close-in neighborhoods either held steady or in some cases saw price
increases.2 This distinction in housing proximity is particularly important since it appears that the
United States may be at the beginning of a structural real estate market shift. Emerging evidence
points to a preference for mixed-use, compact, amenity-rich, transit-accessible neighborhoods or walk-
able places.
According to the National Association of Realtors, 58 percent of homebuyers surveyed prefer
mixed-use neighborhoods where one can easily walk to stores and other businesses. Further, 56
percent expressed a preference for communities with amenities such as a mix of housing types, vari-
ous destinations within walking distance, public transportation options, and less parking. The trend
is swinging away from neighborhoods that contain primarily large-lot single-family housing, few
sidewalks, ample parking, and where driving is the primary means of transportation. Sixty percent of
those swinging toward newer amenities do so for the convenience of being within walking distance to
shops and restaurants and two-thirds of buyers factor walkability into their home purchase decision.3
Changing demographic trends— retiring baby boomers, first-time buyers preferring walkable places,
and a rising number of households without children—are one reason for the increased housing market
segment driven by walkability.4
In fact, the demand for walkable places may outpace its supply.5 While this research is still emerg-
ing, one study posits that small-lot and attached housing units are under-supplied by 11 percent and 8
percent respectively, or an estimated 12 and 13.5 million units, while large-lot housing is over-supplied
by an estimated 18 percent, accounting for approximately 28 million units.6 Another study conducted in
Atlanta found that only 35 percent of those who preferred to live in a walkable neighborhood actually
did so.7 Large price premiums attached to walkability, seemingly tied partly to a supply-demand mis-
match, was revealed by additional research.8 Real estate listings and Internet house-listing sites such as
Zillow now assign Walk Score rankings to their properties, signaling the growing interest of consumers.9
Despite increasing demand for walkability, the real estate industry has yet to fully embrace the
concept since some public- and private-sector barriers complicate walkable development. Many
municipal policies, zoning ordinances, public funding biases, and planning policies still encourage low-
density, suburban type development.10 Walkable urban places remain complex developments that still
carry high risk and, as such, costly capital (both equity and debt financing.) The financial community
continues to have difficulty underwriting high-density, mixed-use, walkable urban development. Banks,
investors, and Wall Street analysts have traditionally adhered to investment and underwriting silos
that reflect 19 standard product types, none of which speak to the nuances involved with walkable
developments.11 Overall, the real estate finance industry lacks the experience, institutional mission or
even fiduciary latitude to appropriately consider walkable development investments or loans.12
We consider walkability to be a mechanism by which to increase a place’s triple bottom line: profit
(economics), people (equity), and planet (environment). On economics, recent studies show that
both residential and commercial properties in neighborhoods with greater walkability have greater
resale value.13 For people, research shows clear links between elements of walkable communities and
better public health outcomes.14 In terms of the environment, while research on the direct relation-
ship between walkability and greenhouse gas emissions from transportation is still nascent, there is
evidence that walkability is related to decreased driving and increased walking and that CO2 emissions
are linked to vehicle miles traveled.15
Despite the emerging evidence of the links between walkability and the triple bottom line, we lack
an operational definition and performance metrics for walkable urban places that would facilitate their
proliferation. In fact, the absence of a clear classification of the mix of residential, office, and retail
BROOKINGS | May 2012 3
elements that comprise walkable urban places or of the built environment components (including
area, density, land use characteristics, transportation facilities, etc.) necessary to produce sustain-
able, economically viable, socially equitable places has been one of the most significant barriers to
addressing their demand..16 Metrics to gauge walkable urban places’ performance that could guide
investment decisions and public policy development have also been absent.
This study seeks to establish an operational definition of walkable urban places that lays out
observable, measurable factors that characterize them. It also seeks to develop a valid and reliable
set of economic and social equity performance metrics that create a framework for stakeholders to
consider the development of walkable urban places where most appropriate and applicable. We also
sought to understand the differences between regional-serving and local-serving places, as they are
thought to play different but complementary roles in promoting sustainable, economic growth in
metropolitan areas. The Washington D.C. metropolitan area, which previous research identified as
having a high number of walkable places per capita, serves as the focal place.17
Methodology
T his study combines primary data on the built environment with a variety of secondary real
estate, fiscal, demographic, transportation, and business data to establish an operational
definition of, and performance metrics for, walkable urban places. A 2007 Brookings study
surveyed U.S. real estate and planning experts to help identify walkable urban places within
30 U.S. metropolitan areas. That work conceptually defined walkable urban places as those consid-
ered to be regional serving, high density, mixed-use, and between 50 and 400 acres.18
For the current work, we employed a variety of exploratory, qualitative, and quantitative methods,
including a literature review, industry and expert advisory panels, archival analysis, and an on-site
built environment audit to help layout an objective, measurable definition of walkable urban places
and identify key real estate, economic, and social equity benchmarks. While this study does not delin-
eate all of the walkable urban places in metropolitan Washington, it employs a methodology that can
be adapted for wider use in other U.S. metros.
We first set out to identify the universe of potential walkable urban places in metropolitan
Washington. We catalogued over 400 comprehensive, sector, and small area plans as well as busi-
ness improvement districts (BIDs), locally-defined regional activity centers, neighborhoods and other
specially funded areas.19 From these, we identified 201 walkable urban place candidates.20 The criteria
for inclusion were:
1. Located within the jurisdictions that are part of the Metropolitan Washington Council of
Governments;21
2. Has an existing plan (e.g. special district overlay) that aimed to increase walkability, density, or
mixed uses that was not restricted to small area road corridor based plans or is a neighborhood
that contains a Metrorail subway station;
3. Not located in Census-designated rural blocks.22
We conducted archival analysis of existing land use plans, special district overlays, and other plan-
ning documents to determine whether a neighborhood met the second criteria.23 We used established
definitions of neighborhoods, when available, to delineate a place’s boundaries. Some places (e.g.
widely-known neighborhoods, such as Dupont Circle, without established jurisdictional boundaries)
lacked official planning agency or documented definitions. In those cases, we used multiple methods
to establish a place’s boundaries, including census blocks and block groups, school districts, political
districts, neighborhood commissions and local neighborhood organizations or blogs.24
BROOKINGS | May 20124
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BROOKINGS | May 2012 5
We drew a sample from the 201 places selected as candidates for walkable urban places for which
we would collect detailed data. As such, we generated Walk Score rankings for each of the 201 places
to establish an initial continuum of walkability from which to draw our sample.25 We then employed
a modified stratified random sampling scheme, ultimately selecting a sample of 66 places that vary
from low to high walkability.26 We used the mean and standard deviation of the Walk Score rankings
for the population of candidates (N=199; M= 62.4, SD=18.8), eliminating outliers (N=2; with scores
of zero), to establish five preliminary levels of walkability. We oversampled (at 100 percent) from the
highest level (Walk Score rankings > 90.6, representing 2.5 SD above the mean) and selected a random
representative sample from the remaining strata (levels).
Walk Score, used as a tool to help generate our sample, is a metric that measures the walkability
levels of any U.S. address on a scale from 0 to 100 based on the number of destinations present within
Figure 1. Map Key
Map ID Walkability Map ID Walkability
number Neighborhood Acreage Level number Neighborhood Acreage Level
1 Adams Morgan 268 4 37 King Street 299 4
2 Addison Road 274 3 38 Landover Road Metro Area 384 1
3 Bailey’s West 120 3 39 Logan Circle 232 n/a
4 Ballston 351 4 40 M Square Research Park 346 4
5 Beacon/Groveton 195 2 41 Mathis Avenue 367 2
6 Beauregard 485 4 42 Minnesota Avenue 458 3
7 Benning Road 169 3 43 Mount Vernon 156 4
8 Bethesda 505 4 44 National Harbor 182 5
9 Bladensburg Town Center 131 2 45 Naylor Road 111 1
10 Burnt Mills Commercial Center 34 3 46 New Carrollton 559 2
11 Carlyle 607 4 47 New York Avenue 22 1
12 Chevy Chase Lake 355 3 48 NoMa 378 4
13 Cleveland Park 424 4 49 Paint Branch 142 3
14 Columbia Heights 417 4 50 Penn Quarter/Chinatown 164 5
15 Congress Heights 361 3 51 Prince George’s Plaza 282 4
16 Courthouse 247 5 52 Prince William Gov’t Center 1,530 3
17 Crystal City 226 4 53 Rhode Island Avenue Metro 508 4
18 Downtown DC 443 5 54 Rockville 529 4
19 Downtown Manassas 483 3 55 Rolling Acres 228 3
20 Dulles West 2,740 3 56 Rosslyn 292 n/a
21 Dupont Circle 315 4 57 Saint Elizabeth’s 363 3
22 FedEx Field 211 3 58 Shirlington 37 4
23 Flint Hill Suburban Center 166 3 59 South County Center CBC 197 2
24 Foggy Bottom 261 n/a 60 SW Federal Center 257 4
25 Fort Totten 209 3 61 SW Waterfront 356 4
26 Gateway Arts District 395 2 62 U Street/Shaw 330 4
27 Georgetown 472 5 63 Van Dorn Transit Area 196 3
28 Glenmont 693 3 64 Vienna Transit Station Area 361 4
29 Glover Park 244 4 65 Walter Reed 65 3
30 H Street/Atlas District 347 3 66 Washington Highlands 307 3
31 Historic Fairfax City 449 4 67 West End 83 4
32 Judiciary Square 145 5 68 West Falls Church Transit Area 267 3
33 Kalorama 144 4 69 West Hyattsville 347 4
34 Kensington 407 3 70 Wheaton 441 3
35 Kentlands 108 4 71 White Flint 443 3
36 King Farm 495 4
BROOKINGS | May 20126
a specified distance. It differs from the walkability measure we ultimately employed in our sample in
that Walk Score is based on solely on the number of destinations within walking distance (although
the StreetSmart Beta version employed here also accounts for the type of destination and the con-
nectivity of the walking route) whereas the walkability measure we ultimately employed for this study
is based on a more robust set of micro-scale built environment features related to walkability, as
discussed in the next section.
Using data drawn from this sample (see description of metrics below), we established our opera-
tional definition of walkable urban places, tested the relationship between walkability and economic
performance, and compared various indicators of social equity between places with low and high levels
of walkability.
We also sought to distinguish between regional-serving and local-serving places since these subsec-
tions serve different economic functions within metropolitan areas. In particular, we aimed to better
operationalize the universe of options of metropolitan land use, which is based on form (walkability)
and function (economic.)27
Our sample was drawn from places with established policies to promote walkability, density, or a mix
of uses. (We recognize that this sampling technique may have weeded out places with low walkability
relative to the region.) Further, we created five Walk Score levels based on the range in our population.
Our sample included all places that scored 90 or better on Walk Score and a representative sample
from the remaining Walk Score levels. The criteria for inclusion in our population and our sampling
strategy produced a sample that likely contained a greater number of high walkable places relative to
low walkable. As a result, the low walkable places in our sample tended to be closer-in urban places
(that in some cases happened to be near a metro subway stop) as opposed to far-flung suburban
places. In fact, many of the places in our sample that had “poor” or “very poor” walkability had aver-
age household incomes that were lower than the region as a whole. We anticipate the need to further
explore the issue of social equity in places with low walkability across varying income levels.
This study employed four sets of metrics—walkability, regional serving, economic performance, and
social equity—described below.
Walkability
To assess walkability and establish the operational definition of walkable urban places, we employed a
162-item audit tool—the Irvine Minnesota Inventory (IMI)—that collects objective data on built envi-
ronment characteristics hypothesized to be related to physical activity.28 We collected IMI data for
a sample of blocks within each of the 66 places.29 We relied upon a scoring system that calculates a
composite walkability rating along ten urban design dimensions adapted from the findings of a meta-
review study that outlined key environmental factors empirically linked with walkability:30
1. Aesthetics (attractiveness, open views, outdoor dining, maintenance)
2. Connectivity (potential barriers such as wide thoroughfares)
3. Density (building concentrations and height)
4. Form (streetscape discontinuity)
5. Pedestrian amenities (curbcuts, sidewalks, street furniture)
6. Personal safety (graffiti, litter, windows with bars)
7. Physical activity facilities (recreational uses)
8. Proximity of uses (presence of non-residential land uses)
9. Public spaces and parks (playgrounds, plazas, playing fields)
10. Traffic measures (signals, traffic calming)
The scores for each dimension are calculated based on the absence or presence of specific built
environment features related to that dimension, providing easily identifiable high-score/low-score
components that influence the overall score. This allows a user to understand how walkable a place is
as well as why it is walkable. It explains why places with approximately the same overall IMI score may
differ with respect to their scores along each of the ten dimensions. For example, while Downtown D.C.
and National Harbor have similar IMI scores, the former has a higher proximity score while the latter
has a higher traffic safety score.
Based on total IMI scores, we identified five levels of walkability and established an operational
definition of walkable urban places that we applied to our stratified random sample of places in
BROOKINGS | May 2012 7
metropolitan Washington (Table 1). IMI scores ranged from –55.62 for the New York Avenue neighbor-
hood to 39.39 for Downtown D.C.)31
Distinctions Between Regional- and Local-Serving Places
Regional-serving and local-serving places serve complementary but distinct roles within the metropoli-
tan economy. The former, with a higher concentration of jobs that generate income from outside the
region and regional-serving jobs (e.g. lawyers, bankers, hospital workers), act as significant economic
engines for the region, while the latter, with a larger proportion of local-serving jobs (teachers, phar-
macists, dentists), may support a region’s day-to-day activities and contribute to overall quality of life.
Classifying places based on their roles within the metropolitan region may help the private and public
real estate industry and urban planners tailor their investment, lending, policy, planning, and design
intervention strategies based on their needs and interests.
There is a lack of consensus, however, regarding what indicators—and at what thresholds—best
serve to delineate between regional- and local-serving places. Conceptually, regional-serving places
may contain one or more of the following: a significant amount of retail with a large catchment area;
regional employment centers; industrial hubs; high concentrations of government activity; higher edu-
cation uses; medical institutions; cultural/sport/recreational activities; civic uses; transportation hubs;
or entertainment (e.g. theaters, movie theaters) uses. Local-serving places tend to contain a higher
percentage of residential uses than do regional-serving places; primarily have neighborhood-oriented
retail uses and services such as grocery stores, and medical offices; and have primary and secondary
educational uses, post offices, libraries and other neighborhood supporting services.
Building on the literature and findings from the advisory panels, we established a working definition
for regional-serving places: A place that is a key economic contributor to a metropolitan area in terms
of employment, entertainment, retail, education, or other institutional production, and has reached
critical mass (or the point at which a place is self-sustaining and does not need government subsidies
for subsequent development).
Based on that, we developed a classification system for regional- and local-serving places. First, we
classified a place as regional serving based on the presence of any of the following non-commercial
uses: educational (e.g. Georgetown University), regional entertainment (e.g. Nationals Ballpark), or civic
use (e.g. Superior Court of D.C.). Next, we considered the concentration of commercial uses. We identi-
fied two tiers (Table 2) of regional-serving places based on the total rentable building area for both
office and retail.32 Specifically, we found the tipping point for office and retail concentrations at which
a statistically significant difference in office rents and retail sales, respectively, was observed as these
are considered to be important indicators of real estate and economic performance.33
Table 1. Irvine-Minnesota Inventory (IMI) Levels Based on a Sample of Washington D.C. Metropolitan Neighborhoods
Classification Levels
1 2 3 4 5
IMI Total (Mean= -3.39) Lowest thru -43.39 -43.4 thru -23.39 -23.4 thru -3.39 -3.4 thru 23.39 23.4 thru Highest
Region-Serving Places 0 (0%) 4 (12.1%) 8 (24.2%) 16 (48.5%) 5 (15.2%)
Example N/A New Carrollton White Flint Bethesda Downtown D.C.
Local-Serving Places 3 (10.7%) 2 (7.1%) 16 (57.1%) 7 (25%) 0 (0%)
Example Naylor Road Bladensburg Town West Falls Church Cleveland Park N/A
Center Transit Area
Walkability Classification Very poor walkability Poor walkability Fair walkability Good walkability Very good walkability
Not Walkable Urban Places Walkable Urban Places
BROOKINGS | May 20128
Economic Performance
To understand the relationship between economics and walkability, we ran a hedonic regression analy-
sis to measure the impact of a place’s IMI score on various economic indicators, controlling for average
household income as well as independent value t-tests (for capitalization rates.) Our original list of per-
formance metrics was vast and fairly comprehensive. We narrowed the number to six, including retail
rents, office rents, retail sales, residential rents, residential price per square foot, and capitalization
(cap) rates.
Limited availability of relatively easily accessible, national data sets guided the selection of met-
rics, as we aimed to establish a replicable methodology for identifying and evaluating walkable urban
places nationwide.
Social Equity
While there is a lack of consensus around a definition for social equity, we outlined five related
indicators: diversity, income, education, affordability, and accessibility. We chose these metrics from
a number of other potential indicators as they are consistently measurable and the data is generally
widely available in multiple metropolitan areas.
➤ Affordability: percent of average median income (AMI) spent on transportation costs, percent of
AMI on housing, and percent of AMI on housing and transportation;
➤ Income: average household income, per capita income, disposable income, and unemployment
rates;
➤ Diversity: the Census-defined diversity index, and racial and ethnic composition;
➤ Education: percent of the population with a high school degree, bachelors degree, and graduate
degree;
➤ Accessibility: access to transit, access to parks, number of transit lines, number of bus routes,
average headway, and share of jobs reachable within 90 minutes.
To examine social equity performance, we compared places scoring poorly on walkability (those with
IMI levels of 1 and 2) to places scoring at fair to very good on walkability (IMI levels 3, 4, and 5.)34 We
chose to examine the differences between those places with the most substandard walkability relative
to those with at least fair walkability to better understand the social equity within the least walkable
places in our sample.35 Some places that fell within IMI level 3 (fair) may be on an upward trajectory
in terms of walkability as many of the places in our sample have plans to become more walkable. We
deemed it was more appropriate to examine differences between those places that currently have at
best poor walkability relative to those with at least fair walkability. Much more effort would be required
to retrofit the former to become more walkable, thus potentially exacerbating social equity issues.
As such, we felt it was particularly important to examine these most vulnerable places. All of these
metrics were also compared across the average for metropolitan Washington to provide a basis of
comparison.
Table 2. Levels of Office and Retail-Based Regional Serving Places with Examples from Metropolitan Washington
Super Regional Serving (Tier 1) Regional Serving (Tier 2) Local Serving
Office (based on statistically significant >6 million square feet RBA >1.4 million square feet RBA <1.4 million square feet RBA
difference in average office rents) (ex. Tysons Corner) (ex. King Street) (ex. Cleveland Park)
Retail (based on statistically significant >2.3 million square feet RBA >340,000 square feet RBA <340,000 square feet RBA
difference in retail sales) (ex. Pentagon City) (ex. U Street) (ex. Mount Pleasant)
RBA=rentable building area
BROOKINGS | May 2012 9
Findings
A. More walkable places perform better economically.
Based on our sample of places within metropolitan Washington, a neighborhood’s walkability score
relates positively to several key economic indicators.36 Higher walkability, as measured by a place’s IMI
score, is related to higher economic performance, controlling for a place’s household income (Table
3).37 Specifically, considering the magnitude of influence that walkability has on economic performance,
a one-level (or approximately 20 pt) increase in walkability (out of a range of 94 points) translates into
a $8.88 value premium in office rents, a $6.92 premium in retail rents, an 80 percent increase in retail
sales, a $301.76/square foot premium in residential rents, and a $81.54/square foot premium in residen-
tial housing values.
While the relationship between walkability and economic performance is continuous (increases in the
former relate to increases in the latter), the economic value of walkability is perhaps best illustrated by
the impact of moving from one level of walkability (e.g. Wheaton at a level 3 with “fair” walkability) up
to the next (e.g. Adams Morgan at a level 4 with “good” walkability), holding housing values constant.
For example:
Places with higher walkability perform better commercially. A place with good walkability, on
average, commands $8.88/sq. ft. per year more in office rents and $6.92/sq. ft. per year higher retail
rents, and generates 80 percent more in retail sales as compared to the place with fair walkability,
holding household income levels constant.
Places with higher walkability have higher housing values. For example, a place with good walk-
ability, on average, commands $301.76 per month more in residential rents and has for-sale residential
property values of $81.54/sq. ft. more relative to the place with fair walkability, holding household
income levels constant.
An examination of the impact of walkability on capitalization rates focused on the differences
between places that were classified as walkable urban (levels 4 and 5) and those that were not (levels
3 and under). We found that:
Capitalization rates are lower in places that qualify as walkable urban places than in those
that do not, especially in the period after the Great Recession.39 Development in places with higher
walkability has lower capitalization rates. The underlying value of real estate assets in walkable places
is higher, facilitating private market financing (Figure 2).40 On average, before the recession (2000 to
2007), retail and office space in walkable urban places had a 23 percent premium per square foot valu-
ation. During the recession (2008 to 2010) that premium nearly doubled to 44.3 percent.
Table 3. The Relationship between Walkability and Economic Performance38
1 IMI level increase (~20 pt. IMI) Mean & Standard Deviation
Avg. office rent/square foot *** $8.88 M=$32.47
SD=$10.21
Avg. retail rent/square foot ** $6.92 M=$33.24;
SD=11.94
Percent Retail sales** 80% See footnote
Avg. residential rent/month *** $301.76 M=$1,550.64
SD=$538.41
Avg. for-sale home value/square foot *** $81.54 M=$295.93
SD=$140.57
p-values: ~=.10; *<.05; **<.01; ***<.001
BROOKINGS | May 201210
B. Walkable urban places benefit from being near other walkable urban places.
Within metropolitan Washington, many of the places in the study sample with above-average walkabil-
ity have clustered together. For example, within the District, Dupont Circle is adjacent to Georgetown,
Adams Morgan, Kalorama, West End, Columbia Heights, U Street, Logan Circle, and Downtown D.C. All
of these neighborhoods were classified as walkable urban places and have either an IMI level of 4 or
5. In northern Virginia, the adjacent neighborhoods of Clarendon, Virginia Square, Courthouse, and
Ballston also form a walkable urban place district.
Comparing the sample’s clustered walkable urban places to those that stand alone, such as
Bethesda, we found that those clustered into a district performed better across a number of eco-
nomic indicators (Table 4). For example, the clustered neighborhoods commanded nearly 41 percent
more in office rents, 47 percent more in retail rents, and nearly 31 percent more in residential rents.
Additionally, residential values in walkable urban place districts were on average 86 percent higher on
a per square foot basis than in stand-alone walkable places.
Table 4. Economic Performance of Walkable Districts vs. Single Walkable Places
Walkable Urban Place Districts Stand-alone Walkable Urban Places
Average office direct gross rent*** $ 41.98 $ 29.81
Average retail direct gross rent*** $ 42.10 $ 28.59
Retail sales** $ 2,303,980 $ 1,030,259
Average residential rent** $ 2,016.56 $ 1,544.04
Average for-sale home value/sf*** $ 465.95 $ 250.33
Assessed taxes $ 3,241.30 $ 3,163.25
Percent retail* 4.6% 11.7%
Percent office 41.1% 24.8%
Percent residential 52.9% 55.7%
--Percent rental residential 10.2% 20.2%
--Percent for sale residential 42.7% 35.5%
Cap rate before recession 7.78 7.70
Cap rate after recession 6.37 6.85
Average # of rail stops 1.57 .75
p-values: ~=.10; *<.05; **<.01; ***<.001.
Note: retail sales were normalized into z-scores within the analysis.
Figure 2. Capitalization Rates Before and After the Recession for Places with
Above Average vs. Below Average Walkability
n Non-walkable urban places
(IMI level 3 and below)
n Walkable urban places
(IMI level 4 and higher)
10
9
8
7
6
5
4
3
2
1
0
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2000–2007 2008–2010
BROOKINGS | May 2012 11
Average retail sales in walkable urban place districts do not differ statistically from that of other
walkable urban places. This may be due to the fact that places that do not cluster have a higher per-
centage of retail uses (11.75 percent) relative to the individual walkable urban places within a cluster
(4.6 percent), which may help to make up for the difference in retail sales. But there is no difference
in cap rates between clustered and single walkable urban places, nor is there a difference in transit
access as measured by rail.
C. Residents of more walkable places have lower transportation costs and higher transit
access, but also higher housing costs than residents of less walkable places
Based on data from the Center for Neighborhood Technology, we found that places with fair to very
good walkability have significantly lower transportation costs than do places with poor to very poor
walkability (Table 5). Alternatively, walkable areas have significantly higher housing costs than those
with fewer environmental amenities. This finding affirms other studies that have indicated that living
in more compact, mixed-use neighborhoods is related to reduced vehicle miles traveled and lower
transportation costs. A composite set of built environment characteristics (accounted for by the IMI) is
important with respect to household transportation expenditures. This includes more than just macro-
level planning factors such as proximity to non-residential destinations, density, and connectivity.
Micro-scale urban design features including pedestrian amenities, traffic safety, safety from crime, and
aesthetics are also important.41
When compared to the overall metropolitan Washington area, places in the study sample with fair-
to-very-good walkability spend 28 percent less of their average monthly income on transportation
but 17 percent more on housing. Places with poor-to-very-poor walkability within our sample also see
transportation savings relative to the region and spend 12 percent less on housing costs. The nature of
our sample, insofar as it does not contain many far-flung suburban places, likely helps explain why all
of the places observed have lower transportation costs relative to the region.
Finally, accessibility to jobs, transit, and recreation varies according to walkability. While overall
there are no significant differences with respect to access between places with fair to very good
walkability and places with poor to very poor walkability, there are important differences between the
specific levels of walkability.42 For example, residents of places at walkability level 4 on average can
access over 15 percent more jobs in the region within 90 minutes than residents in places at level 3,
and 21 percent more than residents in places at level 2. Additionally, places at level 5 have 3.4 and 2.4
times more bus lines, respectively, than places at level 2 or 3.43 Moreover, level 5 places contain 3.4 to
3.6 times more parks on average than do places with fair or poor walkability.44
This analysis points to significant differences in access that vary with a place’s walkability level.
While the relationship outlined here between walkability and accessibility is not causal, the fact that
they occur in tandem is problematic from a social equity standpoint. That is, residents of places with
low walkability are not only faced with living in places that are not very walkable, they are also dealing
with a lack of access to jobs, transit, and recreational amenities, relative to what is available to resi-
dents of places with higher walkability. When comparing our sample to the region overall, no signifi-
cant differences emerge between poor to very poor walkable places and fair to very good walkable
places relative to the total share of jobs accessible within 90 minutes and average headway, indicating
that there are places in the region that are worse off from an accessibility standpoint (Appendix
Table 1). Again, the lack of a significant difference may be attributable to the nature of our sample;
Table 5. Percent of Area Median Household Income Spent on Housing and Transportation, By Walkability Level
IMI Level 1 2 3 4 5 Region
%AMI Transportation Costs 14.7 15.9 15.7 12.7 12.3 13.8
%AMI Housing Costs 16.9 19.0 24.7 30.1 31.7 37.1
Source: Data for the neighborhoods from the Center for Neighborhood Technology; metro area data from Bureau of Labor Statistics
BROOKINGS | May 201212
if we were to include more places, it is likely that we would find a significant difference with respect
to accessibility. Nevertheless, the discrepancies in access identified here are quite important from a
social equity standpoint.
D. Residents of places with poor walkability are generally less affluent and have lower
educational attainment than places with good walkability.
Based on the sample, households in places with fair-to-very-good walkability have higher incomes,
education levels, and employment rates than places with poor to very poor walkability.45
Indicators (Appendix table) related to income, education, and unemployment point to similar
concerns as those related to accessibility. Within the sample, residents of places with poor or very
poor walkability had lower average, disposable, and per capita incomes, constraining their housing
choices. Further exacerbating this constraint is the fact that housing prices within fair to very good
walkable places are higher than that of poor to very poor walkable places. Simply, if residents of the
poor to very poor walkable places in the sample wanted to live in a more walkable place, it is unlikely
they could afford to do so. This presents a serious social equity issue, especially considering the other
health, social, and economic benefits that have been empirically linked to walkability. Further, the
decreased accessibility within poor to very poor walkable places (relative to that of fair to very good
walkable places) is especially disconcerting, as not only do the latter lack appropriate walkable ameni-
ties within their neighborhoods, their access to amenities (including jobs) within other neighborhoods
is also limited.
Implications and Conclusion
Considering the economic benefits, walkability should be a critical part of all strategic
growth plans. The implications of this study cut across the federal and state, metropolitan,
and place levels.
Public policy should become more favorable toward walkable placemaking. Currently,
many federal and state subsidies substantially favor low-density development and tip the scales
against walkable development. Further, many local zoning codes make walkable development illegal,
necessitating costly and time-consuming zoning changes with no guarantee of success. Federal, state,
and local policy makers should conduct a systematic review of existing public policies that are biased
against walkable development, and adopt new measures aimed at facilitating (or at least removing
roadblocks to) this type of development.
For their part, local and regional planning agencies should incorporate assessments of walkability
into their strategic economic development plans. Planning entities should identify where regional-
serving and local-serving walkable urban places exist within a metropolitan area, seek out those places
that are positioned to become more walkable, and determine potential locations of future walkable
places. This type of assessment will help determine where infrastructure and other built environ-
ment improvements are needed. Since high-density walkable urban places seem to account for a
small amount of a metropolitan area’s existing land mass, it is probable that the infrastructure cost
per dwelling unit or commercial square foot will be a fraction of that of existing low-density drivable
suburban infrastructure costs.46
At the same time, the apparent supply-demand mismatch for walkable places may be contributing
significantly to the price premium these places demand. To the extent that this is the case, the short-
and medium-term shortage of walkable places makes them inaccessible (unaffordable) to many people
who desire to live in such places. As such, it is important to have an affordable housing strategy in
place while those improvements are being implemented.
Beyond the direct and indirect policy implications, the results of this study should also inform five
sets of stakeholders: private developers and investors, social equity advocates, the public sector, place
managers (such as business improvement districts and redevelopment agencies), and citizen-led
groups/activists.
The first type of stakeholder, including investors, real estate developers, financers, lenders, etc.,
can use the walkability metrics to guide their investment and development decisions. The walkability
BROOKINGS | May 2012 13
continuum based on IMI scores provides a classification system that is tied to economic performance.
As such, a real estate developer and his investors may decide that they would like to target their
investment into places at level 3 along the continuum, hopefully growing into a “4” because it may
represent a place that is about to experience a significant increase in underlying property value.
Stakeholders can clearly delineate what places fall under level 3 as well as track its progress against
established metrics. A risk-sensitive institutional investor may decide that it only wants to purchase
real estate assets in level 5 places since they have a proven track record of walkability and resulting
high economic performance.
For advocates, a place’s social equity performance level could help socially responsible investors
focus on walkable urban places and projects where the need for increased affordable housing is most
pressing or help highlight inequities that need to be addressed. In addition, stakeholders could mea-
sure the effectiveness of social equity policies, such as an affordable or workforce housing strategic
plan.
Public stakeholders primarily provide the capital improvements for infrastructure and the operat-
ing funding for social service and public safety activities. The walkability, economic, and social equity
metrics can inform funding allocation decisions and can be used to measure the effectiveness of that
spending. For example, the U.S. Department of Housing and Urban Development could use these met-
rics not only to guide their selection of grantees for the next round of Sustainability Challenge Grants,
but also to empirically track the progress of their grantees and hence establish further accountability
standards. Federal and state departments of Transportation could require local jurisdictions to meet
local economic and social equity standards in their grant applications and monitor their progress
relative to these self-selected goals when determining whether to approve funding requests. Further,
other granting agencies may only be interested in awarding funding to those places that already meet
certain equity standards, but would like to enhance their economic performance related to walkability.
Alternately, agencies may decide to invest in places that are advanced in their walkability standings
but need to further social equity goals.
The next set of stakeholders includes on the ground place managers, public and private, that pro-
vide the strategy for and management of these places. For example, a BID may look to the walkability
continuum to understand their current standing and set a goal to move to up a level. As such, these
organizations can clearly lay out a roadmap for how to move further along the continuum with inbuilt
justification (either for internal use by the organization or external use to secure funding) for imple-
menting a strategy to do so. Additionally, planning agencies can use this continuum to evaluate their
jurisdictions and establish strategic plans for strengthening (or increasing the number of) walkable
urban places within their domain.
The final set of stakeholders is citizen-led groups and activists who can use their neighborhoods’
IMI scores to better understand their strengths and weakness and, as such, to leverage positive,
pedestrian-oriented change. By helping to diagnose neighborhoods’ walkability, the IMI provides a tool
for “tactical” and “Do-It-Yourself” (DIY) urbanites to engage communities, not only to advocate for
change but also to actually begin to improve their neighborhoods.
There is also the opportunity for all five stakeholders to learn from comparable walkable urban
places in their metropolitan area or other metropolitan areas. It is common for various local jurisdic-
tions, a chamber of commerce and other regional organizations to sponsor visits to other metro-
politan areas to exchange lessons learned and generate new ideas. Using the walkable urban place
definition and performance metrics, they can compare performance in much more depth and on an
apples-to-apples basis.
Evidence is beginning to show that demand for walkable places is on the rise. We believe the supply
is already falling short of the demand and the findings outlined here around economic performance
justify ameliorating this mismatch by facilitating this kind of placemaking.
BROOKINGS | May 201214
I. Appendix
Further discussion of the methodology
At the onset of this study, we conducted a literature review of the relationship between the built
environment and walkability, including examining preliminary operational definitions for walkability.
We also surveyed literature on the concept of regional significance/serving, attempting to identify
established, defining parameters for the term. Further, we reviewed the literature on social equity and
related definitions and measures for such. Primarily, the literature review served to inform the devel-
opment of an expert panel (Delphi panel) survey and related overview materials.
We identified and invited 20 potential Delphi panel participants, including academic and academic-
affiliated experts on a range of topics related to walkable urban places, such as urban economics, sus-
tainability, urban design, social equity, transportation, walkability, urban planning, housing, geography,
and demography.
Delphi panelists were to provide feedback that would inform the development of an operational defi-
nition of walkable urban places. Specifically, the Delphi Panel survey presented participants with a pre-
liminary list of potential walkable urban place parameters (based on the results of a literature review)
and asked them to rate each parameter’s importance relative to “walkable urban placemaking” as well
as comment on potential measurement methods, data sources, and appropriate “scoring” mechanisms
for each factor. Another key objective of the Delphi panel was to elicit input that would contribute to
the development of a list of economic and social equity metrics with which to gauge walkable urban
places’ performance. Delphi Panel participants were asked to react to a list of potential social equity
and economic metrics. Additionally, we asked panelists to provide input as to the best methodology
by which to measure walkability and define neighborhood boundaries. We also solicited their help
with defining several related terms, including “regional significance/serving” and “critical mass.” The
survey also allowed participants to suggest other potential parameters critical to the development and
success of walkable urban places.
Economics/Development Panel
We convened 13 economic development and real estate industry experts for a four-hour panel in
which we discussed the criteria for walkable urban places and key economic performance metrics and
gathered feedback regarding a preliminary list of walkable urban place candidates and their boundar-
Appendix Table 1. Social and Economic Statistics in the Washington D.C. Metropolitan Area Based on Walkability Levels
Walkability Classification Levels
1 2 3 4 5 Washington Metro Area
Per capita income (2010)a $21,687 $25,173 $34,097 $49,075 $56,247 $36,618
Average household income (2010)a $53,068 $69,252 $88,395 $93,145 $103,145 $81,213
Average disposable income (2010)a 41,773 $55,799 $69,364 $74,234 $77,523 N/A
Unemployment rate (2010)a 23.2% 9.1% 10.5% 8.4% 11.2% 7.5%
Diversity index (2010)a 23.0% 74.6% 51.8% 48.4% 47.1% 70.3%
% Change white (2000 to 2010)b -20.6% -33.1% 38.7% 122.8% 148.9% 2.19%
% Change black (2000 to 2010)b 66.4% -.03% 20.8% -31.8% -.05% 12.41%
% High school as highest degree (2010)b 22.2% 17.8% 12.7% 7.8% 11.2% 13.2%
% Bachelors as highest degree (2010)b 9.3%% 9.2%% 14.7%% 22.2% 17.6% 16.8%
% Graduate/ professional as highest degree (2010)b 2.3% 7.7% 13.5% 28.0% 27.8% 14.8%
Average headwayc (in minutes) 5.55 5.92 6.66 4.16 4.47 6.6
Share of jobs in region accessible within 90 minc 52% 39.2% 45.2% 60.3% 61.2% 36.6%
Average number of parks (2010)a 0 1.33 1.42 2.3 4.8 2.11
Sources: a: ESRI Demographics, b: Census 2010, c: Adie Tomer and others, “Missed Opportunity: Transit and Jobs in Metropolitan America,”
Washington: Brookings, 2011.
BROOKINGS | May 2012 15
ies. Discussion centered primarily on the issue of regional significance, in terms of its definition and
measurement; how regionally significant places differed fundamentally from locally serving places;
and its overall importance as a criterion for distinguishing walkable urban place types.
Government Agency Panel
We convened 12 representatives of federal and local government agencies (including U.S. departments
of housing and transportation, the Green Building Council, and the Washington Metropolitan Area
Transit Authority) for a four-hour session. The federal panelists focused their discussion primarily on
implementation issues (how they would integrate our methodology and results into their agendas and
decision-making processes) and the identification of key performance measures.
Social Equity Panel
We convened 13 social equity experts for a four-hour panel. Social equity panelists focused primarily
on identifying the most appropriate social equity metrics for walkable urban places. They suggested
establishing metrics that were relative to their corresponding region as well as considering contextual
issues in defining metrics, or rather, a set of metrics.
Finance Panel
We convened six representatives of the real estate finance community for a four-hour panel in which
we discussed the decision-making process for real estate finance, especially as it relates to walkable
urban places. The purpose of the panel was to ensure that the walkable urban places study produced a
methodology and deliverable that the finance community can incorporate into their underwriting and/
or lending approval and selection process.
Walkability – The Irvine Minnesota Inventory (IMI)
The IMI, one of the first micro-scale audit tools to be developed, measures a comprehensive set of
built environment features, and has been widely used in the urban planning, design and public health
fields. Auditors received in-class and on-site training; they collected data on test segments, which were
then tested for reliability and validity. Auditors for this study included George Washington University
undergraduate geography students who participated as part of a service learning partnership and
other independent contractors.
Real Estate and Social Equity Data Collection and Sources
CoStar served as the primary database for commercial property data. We obtained nearly 1,200 real
estate performance data points, including, but not limited to, square footage, vacancy, leasing and
rental rates, and absorption rates. We collected this data for a variety of property types, including
office (class A-F), flex, industrial and retail, across multiple time points. Longitudinal (yearly and quar-
terly) data was available for most variables dating back to 2000 (retail data was provided historically
to 2006). While CoStar provided a robust set of economic indicators, it does not include owner-occu-
pied related data.
Tax Assessor Data served as the starting point from which we estimated the floor area of gov-
ernment-owned buildings and owner-user occupied space. While other real estate data sources such
as CoStar and REIS do not provide this data, most tax assessors do assign valuations to government-
owned buildings and other tax-exempt properties from which floor area may be derived. To calculate
approximate floor area, we aggregated building valuations by land use type and divided them by an
assumed value per square foot.47 Tax assessment data is collected and maintained at the county level,
however. As such, significant inconsistencies between assessors datasets exist that limit their useful-
ness for estimating floor area.
Zillow provided point based data reflecting for-sale owner occupied residential property specific
to the boundaries defined by the study. This data set includes square footage of residential property,
assessed value, and tax information for 2005 and 2010. This data is categorized based on type of
dwelling (single family, condo, duplex/triplex, and other).
REIS provided the total floor area of rental apartments housed in buildings with 40 or more dwell-
ing units. The dataset includes building-specific data including building age, total units, average rent
BROOKINGS | May 201216
per unit, number of bedrooms per unit, and comparable rents over a 5-year period within a defined
area. REIS does not account for small rental apartment properties, however. As such, this dataset does
not accurately represent gross rental apartment space in areas where the apartment stock is primarily
housed in small buildings.
ESRI Demographic data served as the primary source of demographic data. With the elimination
of the long form Census in 2010, we were unable to customize census data to our defined geogra-
phies. ESRI data, available at the block group geography, included social equity-related measures such
as income, unemployment, and education attainment. We did obtain absolute count data regarding
race and ethnicity at the smallest geography available (block) for 2000 and 2010 directly from the
Decennial Census.
Brookings Institution Transit Accessibility Data provided information on the availability of public
transit, average wait times, and percent of metropolitan jobs accessible at the block group geography.
We aggregated block groups based on our geographies and produced a population-weighted value for
each place.
Center for Neighborhood Technology (CNT) commissioned by the D.C. Office of Planning provided
block group level data of housing and transportation costs as a percent of area median income, which
were used to measure social equity.
ESRI Business data served as a source of industry sector and business data, including retail sales
and employment data. Data were collected based on our geographies. Compared to other existing
databases reporting on similar data, ESRI business data seemed incomplete. As such, we used (stan-
dardized) Z-scores for variables from this dataset rather than the actual raw numbers provided.
BROOKINGS | May 2012 17
Endnotes
1. Christopher B. Leinberger is a nonresident senior fellow
at Brookings, Charles Bendit Distinguished Scholar and
research professor at the George Washington University
School of Business, and president of LOCUS, a national
network of real estate developers and investors. Mariela
Alfonzo is a research fellow at the Polytechnic Institute of
New York University and president of Urban Imprint. Note,
the name of the Brookings affiliate is listed first.
2. Joe Cortright, “Driven to the Brink: How the Gas Price
Spike Popped the Housing Bubble and Devalued the
Suburbs,” Chicago: CEOs for Cities, 2008; and Matthew
Strozier, “Mapping Home-Value Drops by Zip Code,” The
Wall Street Journal, June 28, 2011. Available at http://
blogs.wsj.com/developments/2011/06/28/mapping-home-
value-drops-by-zip-code.
3. National Association of Realtors, “The 2011 Community
Preference Survey: What Americans are Looking for When
Deciding Where to Live,” Washington, 2011. Available at
http://www.realtor.org/research.
4. John McIllwain, “Housing in America: The Next Decade,”
(Washington: Urban Land Institute, 2010)
5. Jonathan Levine, Aseem Inam, and Gwo-Wei Torng, “A
Choice-Based Rationale for Land Use and Transportation
Alternatives: Evidence from Boston and Atlanta,” Journal
of Planning Educating and Research, 24: 317–330, 2005.
6. Arthur C. Nelson, “Resetting the Demand for Multifamily
Housing: Demographic & Economic Drivers to 2020,”
Presentation to National Multi Housing Council, 2010.
7. Jonathan Levine and Larry Frank, “Transportation and
Land-Use Preferences and Residents’ Neighborhood
Choices: The Sufficiency of Compact Development on the
Atlanta Region. Transportation 34(2):255-274, 2007.
8. Joe Cortright, “Walking the Walk: How Walkability Raises
Home Values in U.S. Cities,” Chicago: CEOs for Cities,
2009.
9. One study revealed that one additional Walk Score point
was associated with a $500-$3,000 increase in home sale
value. On the commercial side, a ten-point increase in
Walk Score was tied to a 9 percent increase in office and
retail property values.
10. See Levine, Inam, & Torng, 2005; Rolf Pendall, Robert
Puentes, and Jonathan Martin, “From Traditional to
Reformed: A Review of the Land Use Regulations in the
Nation’s 50 Largest Metropolitan Areas,” (Washington:
Brookings, 2006); Robert Lang, Jennifer Lefurgy, and
Steven Hornberg, “From Wall Street to Your Street:
New Solutions for Smart Growth Finance,” Alexandria:
Metropolitan Institute of Virginia Tech, 2005; and Center
for Transit-Oriented Development and others, “Fostering
Equitable and Sustainable Transit-Oriented Development:
Briefing Papers for a Convening on Transit-Oriented
Development,” February 24-25, 2009.
11. Christopher Leinberger, “Financing Progressive
Development,” (Washington: Brookings, 2001).
12. Center for Transit-Oriented Development and oth-
ers, 2009; Christopher Leinberger and Sarah Kavage,
“Barriers to Developing Walkable Urbanism and Possible
Solutions,” (Washington: Brookings, 2007).
13. Gary Pivo and Jeffrey Fisher, “The Walkability Premium
in Commercial Real Estate Investments,” Real Estate
Economics, 39, (2), 185–219, 2011; and Cortright, 2009.
14. Nancy Wells and others, “Environment, Design, and
Obesity: Opportunities for Interdisciplinary Collaborative
Research,” Environment Behavior, 39 (1), 6-33, 2007;
and Larry Frank and Peter Engelke, “How Land Use and
Transportation Systems Impact Public Health: A Literature
Review of the Relationship between Physical Activity and
Built Form,” Centers for Disease Control, 2000.
15. A comprehensive study revealed that shifting 60 percent
of development toward places that encompass the com-
ponents of walkable urban places would save 85 million
metric tons of CO2 annually, by 2030. Reid Ewing and oth-
ers, Growing Cooler: The Evidence on Urban Development
and Climate Change, Washington, Urban Land Institute:
2008; Larry Frank, and others, “Carbonless Footprints:
Promoting Health and Climate Stabilization through
Active Transportation,” Preventive Medicine, 50, S99-
S105, 2010.
16. Gary Pivo and Jeffrey Fisher, “Toward Sustainable and
Responsible Property Investment Indices,” Prepared for
Strengthening the Green Foundation: Research and Policy
Directions for Development and Finance held at Tulane
University, New Orleans, March 10-11, 2011.
17. Christopher Leinberger, “Footloose and Fancy Free: A
Field Survey of Walkable Urban Places in the Top 30 U.S.
Metropolitan Areas,” (Washington: Brookings, 2007).
18. Leinberger, 2007.
BROOKINGS | May 201218
19. These were areas funded as part of Washington
D.C.’s Neighborhood Investment Fund. Available at
http://dmped.dc.gov/DC/DMPED/Opportunities/
Grant+Opportunities/Neighborhood+Investment+Fund
20. Our initial list included over 400 potential places to study.
As the fieldwork and analysis of the built environment
features is intense and time-consuming, we developed
a rubric by which to define and narrow the potential
“universe” of places. We decided to use neighborhoods’
Walk Score rankings to place them along a walkability con-
tinuum. Walk Score is ideal since it does not require first-
hand onsite data collection. However, to do so, we drew
boundaries for each place within that “universe” so that
a Walk Score could be generated. As such, we delineated
the three criteria outlined herein to arrive at a manage-
able number of places from which we would later sample:
one established the geographical areas from which we
would draw; the second addressed our original aim to
focus on places that were either walkable or aspired to
be; the third reflected this project’s focus on urbanized
places.
21. According to its website, the Metropolitan Washington
Council of Governments is an independent association of
“elected officials from 22 local governments, members of
the Maryland and Virginia state legislatures, and members
of the U.S. Congress.” The local governments members
are: the District of Columbia; Bowie, College Park, Charles
County, Frederick, Frederick County, Gaithersburg,
Greenbelt, Montgomery County, Prince George’s County,
Rockville, and Takoma Park in Maryland; and Alexandria,
Arlington County, Fairfax, Fairfax County, Falls Church,
Loudoun County, Manassas, Manassas Park, and Prince
William County in Virginia.
22. We chose to eliminate Census designated rural blocks
to create a more manageable population of places from
which to eventually sample and thus keep within the
scope of our study. Future studies may examine the appli-
cability of our findings within rural areas.
23. We did not include closed campuses (such as traditional
universities and military bases.)
24. Note that the neighborhoods in our sample vary in
acreage; we did not set an upper limit with respect to
neighborhood size but rather followed the respective
planning entity’s definition for a specific neighborhood.
We believe that defining neighborhoods based on existing
governmental/jurisdictional boundaries produces more
policy-relevant findings than does using an a priori range
(e.g. ¼ mile radius) or arbitrary neighborhood size.
25. Walk Score generated a population-weighted score
for each of our neighborhoods based on our defined
boundaries.
26. Seven of the neighborhoods for which IMI data was col-
lected—Ballston, Courthouse, M Square Research Park,
Minnesota Avenue, Prince George’s Plaza, U Street/Shaw,
and West Hyattsville—were ultimately not “selected” into
our sample. However, as the IMI scores were generated for
them, we are reporting here for information only. These
neighborhoods were not included in the regression. We
collected data for three other neighborhoods—Rosslyn,
Foggy Bottom, and Logan Circle—that proved faulty so
they were eliminated from the analysis.
27. To help us operationalize the difference between regional
and local-serving places, we collected economic perfor-
mance data from CoStar. We gathered this data for the
same 66 places in the sample for which built environment
data was collected and also for an additional 37 places
that were part of a convenience sample.
28. Kristen Day and others, “The Irvine-Minnesota Inventory
to Measure Built Environments: Development. American
Journal of Preventive Medicine 30(2):144-52, 2006.
29. Using GIS, we determined the total number of segments
present within each of the 66 places. We selected a sam-
ple of segments for each site in order to minimize data
collection time, as, on average, it takes 8-10 minutes to
observe a segment. For places larger than 400 acres, we
sampled 20 percent of the segments; for places between
250-400 acres, we sampled 25 percent of segments; for
places smaller than 250 acres, we sampled 30 percent of
segments, and for places with less than 75 segments, we
sampled 35 percent of segments. We sampled a minimum
of 10 segments and a maximum of 50 segments from
each site. On average, we collected data on 25 percent of
the segments within a neighborhood. Data were cleaned
and entered into SPSS. Note, the IMI was designed to
collect built environment data at the block (or segment)
scale. See the Appendix for a more thorough description
of the methods.
30. Mariela Alfonzo, Jennifer Wolch, and Genevieve Dunton,
“Streamlining Walkability Audits for Smart Growth-
Physical Activity Assessments,” Presentation to Society
for Behavioral Medicine Annual Conference, April 29,
2007; Mariela Alfonzo, “A Mall in a Former Life: How
Converting Failing Malls Into Mixed-use Neighborhoods
Impacts Sense of Community,” PhD dissertation,
University of California, Irvine, 2007; Mariela Alfonzo
and J. Kaplan “State of Place,” Houston Magazine, 2005;
Brian E. Saelens and Susan L. Handy, “Built Environment
BROOKINGS | May 2012 19
Correlates of Walking: A Review,” Journal of Medicine and
Science in Sports and Exercise, 40(7S), S550–566 (2005).
31. We have collected IMI data on all 66 places in our sample.
Currently, however, we are reporting on only 61 of those
because problems and irregularities in the data for five
neighborhoods in the sample could not be corrected for
inclusion in this study.
32. The differences between these categories are statistically
significant. For example, tier one regional-serving office
places are significantly different from tier two regional-
serving office places with respect to office rents; tier one
regional-serving office places are also significantly differ-
ent from local-serving places. Tier 1 regional-serving retail
places are significantly different from tier two regional-
serving retail places with respect to retail revenues.
33. Throughout this study, the term statistically significant
refers to a finding that has less than a 5 percent prob-
ability of being attributed to chance. In other words, the
finding is not random.
34. To analyze the relationship between walkability and social
equity, we chose to implement an independent sample
t-test (that compares the average difference between two
groups on a given variable– such as income). This approach
is different from the analysis we implemented to analyze
the relationship between walkability and economic perfor-
mance (linear regression, which analyzes the amount of
variance accounted for by one variable – walkability – in
predicting another variable – retail sales). Because we did
not believe that the relationship between walkability and
social equity was a linear one, but rather were interested
in how more walkable neighborhoods vs. less walkable
neighborhoods faired with respect to social equity, we felt
that a t-test was more appropriate.
35. IMI level 1 is more than two standard deviations away from
the mean; IMI level 2 is more than one standard devia-
tion from the mean. Places within these two levels have
poor to very poor walkability, respectively. Note that there
were a limited number of places in our sample that had an
IMI level of 1 or 2. As such, we may have been unable to
detect statistically significant differences. More research is
needed to better understand how places with low and very
low walkability fare with respect to social equity.
36. The findings for office rents, retail rents, retail sales, for-
sale housing values, and residential rents are based on
linear regression analyses of a place’s IMI score and each
individual economic indicator. The findings for cap rates
were based on an independent samples t-test that exam-
ined the differences in cap rates between walkable urban
places (levels 4 & 5) and non-walkable urban places (levels
3 and under).
37. Household income served as a proxy for other factors –
crime, educational quality, etc. – that could also impact
economic performance. Future studies should control for
other neighborhood and regional level factors that could
also impact economic performance.
38. A percentage rather than an actual figure is presented for
Average Retail Sales because we believe there may have
been consistent underreporting of retail revenues (based
on the database we used) and therefore it is more appro-
priate to report the magnitude of this difference rather
than the actual number.
39. Capitalization Rate is the net operating income of a real
estate property divided by the market value. In other
words, the capitalization rate serves as an indicator of the
current market value of a real estate property on the basis
of net operating income. It is an indirect measure of how
quickly a property will pay for itself – or be fully capital-
ized. A cap-rate is a commonly used tool for investors to
quickly value a property, evaluate risk, and estimate his or
her potential rate of return.
40. We used CoStar data from 2000-2010 to derive capitaliza-
tion rates for the walkable urban places in our sample,
splitting them into before the recession (pre 2007) and
after the recession. We had data for 27 places from before
2007 and 13 places from after 2007 for which IMI scores
had been calculated.
41. Mariela Alfonzo and others, “The Relationship of
Neighborhood Built Environment Features and Walking,”
Journal of Urban Design, 13, 1, 29-51 (2008).
42. While there do seem to be some large differences between
IMI levels with respect to some of the transit indicators,
in some cases, we do not have enough places within our
sample to indicate whether the differences observed
are due to chance or are statistically significant. We will
continue to explore this issue in future research that will
collect more data from a variety of different neighbor-
hoods across several metropolitan areas.
43. Since our sample included all places with a Metrorail stop
automatically, it is likely that these numbers reflect a
higher average than the region overall.
44. These are just illustrative examples meant to convey the
point that we need to further explore the relationship
between social equity indicators and walkability.
BROOKINGS | May 201220
45. A statistically significant finding has a p-value of less than
5 percent, which means that there is less than a 5 percent
probability that the a finding is due to chance alone. A
trend has a p-value between 5 and 10 percent and as such,
is not as strong of a finding. However, in the case of unem-
ployment rates, we may not have enough variability in
our sample to observe statistically significant differences.
Differences in unemployment will be further explored in
Phase Two of this study.
46. Infrastructure provision, whether roads, sewer and water
lines, transit, electric distribution, police and fire services,
etc., are all linear functions. The cost per mile of running a
sewer line is roughly the same for walkable urban versus
drivable sub-urban provision (it may cost fractionally more
for walkable urban but in the final analysis, that cost differ-
ence is not consequential). In a drivable suburban environ-
ment, that fixed cost per mile is spread over anywhere
from four dwelling units per acre to 0.5 dwelling units
per acre and less. In a walkable urban environment, that
similar fixed cost per mile is spread over anywhere from 10
units per acre to hundreds of units per acre.
47. Based on current construction costs in the Washington
MSA, we assume an average value of $180 per square
foot of built space for drivable suburban places, or those
with IMI scores below 3.39. For walkable urban places with
IMI scores over 3.39, we assume an average of $225 per
square foot.
BROOKINGS | May 2012 21
Acknowledgements
The authors thank those who directly worked on this study, including members of the
Metropolitan Policy Program: Nicole Svajlenka, Martha Ross, and Alice Rivlin. A special thanks to
David Wood, director of the Initiative for Responsible Investment at Harvard University’s John F.
Kennedy School of Government, for his continued guidance, key insights, and input throughout
and to Lisa Rother for coordinating the non-academic panels. Joe Cortright, Daniel Rodriguez,
Robert Puentes, and Alan Berube provided valuable comments on earlier drafts of the paper,
Susan Kellam provided editorial assistance, Alec Stewart also contributed to the data collection,
synthesis, and graphics. Finally, thanks to Daniel Taytslin, Anthony Colello, and Lauryn Douglas
for their data collection efforts. We also wish to thank the over 80 members of the five panels
who contributed their time and wisdom to our understanding of the multitude of issues relevant
to this research.
The Metropolitan Policy Program at Brookings thanks the Rockefeller Foundation, the Summit
Foundation, and the Prince Charitable Trusts for their support of this project and the John D. and
Catherine T. MacArthur Foundation, the George Gund Foundation, the F.B. Heron Foundation, the
Rockefeller Foundation, and the Heinz Endowments, for their general support of the program.
The authors thank the ULI Foundation, Capitol Riverfront BID, and Jair Lynch Development
Partners for additional support.
Finally, we wish to thank the program’s Metropolitan Leadership Council, a bipartisan network
of individual, corporate, and philanthropic investors that provide us financial support but, more
importantly, are true intellectual and strategic partners. While many of these leaders act globally,
they retain a commitment to the vitality of their local and regional communities, a rare blend
that makes their engagement even more valuable.
For More Information
Christopher B. Leinberger
Non-Resident Senior Fellow
Metropolitan Policy Program at Brookings
202.797.6000
cleinberger@brookings.edu
For General Information
Metropolitan Policy Program at Brookings
202.797.6139
www.brookings.edu/metro
1775 Massachusetts Avenue NW
Washington D.C. 20036-2188
telephone 202.797.6139
fax 202.797.2965
The Brookings Institution is a private non-profit organization. Its mission is to conduct high qual-
ity, independent research and, based on that research, to provide innovative, practical recommen-
dations for policymakers and the public. The conclusions and recommendations of any Brookings
publication are solely those of its author(s), and do not reflect the views of the Institution, its
management, or its other scholars.
Brookings recognizes that the value it provides to any supporter is in its absolute commitment to
quality, independence and impact. Activities supported by its donors reflect this commitment and
the analysis and recommendations are not determined by any donation.
About the Metropolitan Policy Program
at the Brookings Institution
Created in 1996, the Brookings Institution’s Metropolitan
Policy Program provides decision makers with cutting-
edge research and policy ideas for improving the health
and prosperity of cities and metropolitan areas includ-
ing their component cities, suburbs, and rural areas. To
learn more visit: www.brookings.edu/metro.
1775 Massachusetts Avenue, NW
Washington D.C. 20036-2188
telephone 202.797.6000
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web site www.brookings.edu/metro
Brookings
march 2015
Safer StreetS,
Stronger economieS
Complete Streets project outcomes
from across the country
i
Safer StreetS,
Stronger economieS
Complete Streets project outcomes
from across the country
March 2015
The national complete Streets coalition, a program of Smart Growth America, seeks
to fundamentally transform the look, feel and function of the roads and streets in our
communities, by changing the way most roads are planned, designed and constructed.
Complete Streets policies direct transportation planners and engineers to consistently
design with all users in mind.
Smart growth america is the only national organization dedicated to researching,
advocating for and leading coalitions to bring better development to more communities
nationwide. From providing more sidewalks to ensuring more homes are built near public
transportation or that productive farms remain a part of our communities, smart growth
helps make sure people across the nation can live in great neighborhoods.
Project leads
geoff anderson and Laura Searfoss; Smart Growth America
Project teaM
Alexander Cox, Alex Dodds, Masumi Kikkawa, Hanna Kite, Roger Millar, Colin Murphy,
Elizabeth Schilling, Stefanie Seskin, Sam Warlick, and Chris Zimmerman;
Smart Growth America
Report Design: Cecily Anderson / Anagramist.com
Acknowledgements
Smart Growth America is indebted to the transportation, planning, and economic
development professionals who provided most of the data and information for
the projects analyzed in this report. Smart Growth America thanks you for being
generous with your time, as well as for your enthusiasm for local Complete
Streets work.
The original scope of this project benefited from the guidance of a diverse group
of thought-leaders in the transportation and planning fields, who provided helpful
feedback to narrow the research questions examined here. Throughout this
project, Smart Growth America’s coalition members and the National Complete
Streets Coalition’s Steering Committee and Partners provided valuable leads and
connections to Complete Streets projects around the country.
Kaiser Permanente provided generous support for this project—in part to
complement the growing evidence base on the health benefits of Complete
Streets, with a better understanding of related economic, mobility, and equity
benefits.
Kaiser Permanente is committed to helping shape the future of health and health
care. We are recognized as one of America’s leading health care providers
and not-for-profit health plans. Founded in 1945, Kaiser Permanente has a
mission to provide high-quality, affordable health care services and to improve
the health of our members and the communities we serve. We currently serve
approximately 9.9 million members in eight states and the District of Columbia.
Care for members and patients is focused on their total health and guided by their
personal physicians, specialists and team of caregivers. Our expert and caring
medical teams are empowered and supported by industry-leading technology
advances and tools for health promotion, disease prevention, state-of-the-art
care delivery and world-class chronic disease management. Kaiser Permanente is
dedicated to care innovations, clinical research, health education and the support
of community health. For more information, go to: kp.org/share.
ii
Contents
executive summary
introduction
A note about the data
meet the projects
Project outcomes
Safer streets
Saving money through safety
Encouraging multimodal travel
Low costs, big results
A whole network for a bargain
A strategy for economic development
Higher employment levels
Net new businesses
Higher property values and private investment
What your community can do
conclusion
appendix a: methods
Transportation benefits
Economic analysis
Monetizing safety benefits
appendix B: Project descriptions
endnotes
iv
1
2
3
7
7
10
11
16
18
19
20
20
21
24
26
27
27
27
28
29
37
iii
What do communities get
for their investments in Complete Streets?
In this study of 37 projects, Smart Growth America found that Complete Streets projects
tended to improve safety for everyone, increased biking and walking, and showed a mix of
increases and decreases in automobile traffic, depending in part on the project goal. Compared
to conventional transportation projects, these projects were remarkably affordable, and
were an inexpensive way to achieve transportation goals. In terms of economic returns, the
limited data available suggests Complete Streets projects were related to broader economic
gains like increased employment and higher property values.
Executive summary
These findings are based on data collected directly
by local transportation and economic development
agencies as reported to Smart Growth America’s
National Complete Streets Coalition. The Coalition
surveyed Complete Streets projects from across the
country, and found 37 with transportation and/or
economic data available from both before and after
the project.
Safer Streets, Stronger Economies analyzes that data
and explores the outcomes communities get for
their investments in Complete Streets. In this tight
budget climate, transportation staff and elected
leaders want to get the most out of every dollar.
This research shows Complete Streets projects can
help them do just that.
The data showed that streets were
usually safer after complete Streets
improvements than before.
In the majority of cases collision rates declined after
Complete Streets projects were built, and there were
fewer injuries as well. These safety improvements have
real financial value: Our analysis found that the safer
conditions created by Complete Streets projects
avoided a total of $18.1 million in collision and injury
costs in one year alone. These savings start as soon
as a project is complete, and continue long after.
And this was just the amount saved by the projects
included in our sample. The financial impact of
automobile collisions and injuries nationwide is
in the billions of dollars annually. Targeting the
country’s more dangerous roads and taken to any
meaningful scale, a Complete Streets approach over
time has the potential to avert hundreds of millions
or billions of dollars in personal costs.
The data also showed that
complete Streets projects
encouraged more multimodal travel.
Trips by foot, bicycle, and transit almost always
increased after the Complete Streets projects.
Taken along with the safer conditions mentioned
above, this support for active transportation options
adds to an already impressive case for the health
benefits of a Complete Streets approach. In about
iv
half the projects, automobile volume increased or
remained unchanged after the redesigns.
complete Streets projects were
also remarkably affordable.
The projects surveyed include a wide range of
costs, from projects with limited scopes that cost
just a few thousand dollars to extensive corridor
redesigns that cost several million. For the most
part, however, Complete Streets projects cost
significantly less than conventional transportation
projects, yet can still deliver transportation benefits like
better safety performance and more people using
the facility.
This project also examined how
complete Streets projects related
to economic goals.
Before-and-after data in this area are scarce for
all kinds of transportation investments and
Complete Streets projects are no exception. Of the
37 projects included in our survey, we were able
to examine changes in employment in 11 places,
and changes in business impacts, property values,
and/or total private investment in 14 places. We
found that employment levels rose after Complete
Streets projects—in some cases, significantly.
Communities reported increased net new businesses
after Complete Streets improvements, suggesting
that Complete Streets projects made the street
more desirable for businesses. In eight of the ten
communities with available data, property values
increased after the Complete Streets improvements.
And eight communities reported their Complete
Streets projects at least partly responsible for
increased investment from the private sector. These
data support the economic outcomes reported
anecdotally by many communities but more data
are needed here (and for other transportation
projects) to conclusively connect Complete Streets
with economic success.
Communities interested in these kinds of benefits
can get started on their own Complete Streets
approach, and this report also includes ideas for
policy changes, transportation design standards,
project evaluation guidelines, and ways to measure
project performance to help in that effort.
More than 700 towns, cities, counties, regions, and
states have made official commitments to these
practices by passing Complete Streets policies,
with more being passed every year. Whether it’s
planting trees or adding crosswalks, making travel
lanes narrower or creating space for people on bikes,
hundreds of communities are changing how their
streets look and work—and this study suggests
they’re getting a great return on their public
investments in the process.
“Our analysis found that the safer conditions created by Complete Streets projects
avoided a total of $18.1 million in collision and injury costs in one year alone.”
v
WHEN DubuquE, IA, WAS PLANNING THE REDEvELOPMENT of its historic Millwork
District, local leaders knew the project’s success hinged on whether people would want
to walk or bike there. So the city took a long look at the District’s four main avenues—
Jackson, Washington, 9th and 10th streets—and figured out how to make them work
better for people walking and biking. They replaced sidewalks, made it easier to cross
the street, added new street lights, painted “sharrows,” and created a multi-use trail.
Within a year, bicycling use increased by 273 percent—and that was just the beginning.
Introduction
Since the project’s completion, the neighborhood
has experienced more than $34 million in new
private investment, with another $150 million in
the pipeline. The first warehouse to be redeveloped
is leasing 72 residential units, 39,000 square feet of
retail and commercial space, and 20,000 square feet
for an incubator for arts and nonprofit organizations.
The fact that the neighborhood’s streets work for
everyone who uses them is a key part of this success.
Dubuque isn’t the only city using a Complete
Streets approach. Hundreds of communities are
using Complete Streets strategies to improve
how their streets work and how they serve the
local economy. What are communities getting
for these investments? Are they achieving their
transportation goals? How do costs compare to
conventional transportation projects? And how do
these projects relate to broader economic gains?
To answer these questions, Smart Growth
America’s National Complete Streets Coalition
scoured the country for every Complete Streets
project we could find. We asked local departments
of transportation for before-and-after data on
transportation and economic performance for
those projects. Ultimately, 37 projects had enough
data available to be included in our analysis.
Safer Streets, Stronger Economies examines these
37 projects, spread across 31 cities in 18 states.
This study explores how well these Complete
Streets projects achieved transportation goals
like improving safety and throughput, as well as
how their costs compare to other transportation
projects. It also examines what happened to
employment, businesses, and property values
along a subset of these corridors.
1
E
P
a
Dubuque, IA
To date, many studies of Complete Streets have
focused on the health benefits these projects
yield. These studies have clearly documented the
connection between walking, biking, and transit
ridership and more active lifestyles to reduce
rates of chronic disease and the healthcare costs
associated with them.1 People who live in walkable
neighborhoods get 35–45 more minutes of moderate
physical activity each week, making them less likely
to be overweight or obese. People who ride transit
tend to move more, too, taking 30 percent more
steps a day than people who drive.2 Converting
short automobile trips to walking or biking curbs
air pollution, which can help reduce asthma and
other respiratory diseases. Youth who walk or bike
to school, among other physical activities, tend to
focus more and perform better in the classroom.3
For the projects examined in this study, these
benefits undoubtedly hold true. Rather than focus
on these well-documented results, this study
focuses on the value of Complete Streets projects
as transportation investments and their link to local
economies.
We hope the information in this study will be of
particular use for transportation professionals and
local elected officials, providing a clearer picture of
how Complete Streets projects compare to their
other transportation investment options.
A note about the data
Our research looked at 10 main data points: collisions;
automobile, pedestrian, bicycle, and transit counts;
project construction costs; employment; number of
businesses; property values; and private investment.
Data availability varied by project.
Readers will clearly see that the data are not ideal.
A majority of communities we interviewed did
not have before-and-after data and thus were not
included here. Among those with data, localities
collected it using different methodologies.
There is clearly a need for more standardized data
measures, as well as more consistency in their
collection. These issues are not unique to Complete
Streets, but reflect broader issues in transportation
data collection.
Nonetheless, these data are the best available
for understanding the impact of Complete
Streets projects and significantly advance our
understanding of Complete Streets effectiveness
as transportation and economic investments. We
congratulate and thank the communities that
have taken steps to collect the performance data
discussed here. But for their efforts there would be
no way to have any meaningful understanding of
project performance.
2
“Since the project’s completion, the Millwork District in Dubuque, IA, has
experienced more than $34 million in new private investment, with another
$150 million in the pipeline. The first warehouse to be redeveloped is leasing 72
residential units, 39,000 square feet of retail and commercial space, and 20,000
square feet for an incubator for arts and nonprofit organizations.”
3
Smart Growth America collected before-and-after data for 37 Complete Streets projects. Here is a brief
description of all of them. Read more details of each project in appendix B on page 29.
Meet the projects
arIZONa: TEmPE
college avenue
added dedicated bike lanes and streetscape
improvements near arizona State University.
caLIFOrNIa: BErKELEY/aLBaNY
marin avenue
converted four travel lanes to three, and links
a residential neighborhood in Berkeley to a
commercial area in albany.
caLIFOrNIa: LaNcaSTEr
West Lancaster Boulevard
created a tree-lined median, widened sidewalks,
added landscaping, and created a community
destination known as the BLVD.
caLIFOrNIa: LONG BEach
Broadway & third avenues
redesigned two one-way downtown streets to
each carry two lanes of traffic, parking on both
sides of the street, and a protected bike lane.
caLIFOrNIa: NOVaTO
grant avenue
Improved sidewalks, and added streetscaping,
bulb-outs, and bicycle racks along 11 blocks of
Novato’s main commercial street.
Dc: WaShINGTON
15th Street nW
created 1.8 miles of a two-way bike lane
separated from automobile traffic.
Dc: WaShINGTON
16th Street/U Street/
new Hampshire avenue nW
Simplified this complicated intersection to make
it safer for cyclists, pedestrians, and drivers.
FLOrIDa: OrLaNDO
edgewater Drive
Completed a road conversion to calm traffic and
make biking and walking easier.
ILLINOIS: chIcaGO
Kinzie Street
Created the city’s first bike lane by converting
four travel lanes to two on each side of a two-
way street.
ILLINOIS: UrBaNa
Philo road
resurfaced a street and enhanced two bus
stops with real-time signage and streetscaping.
Normal, IL Lancaster, CA
Ga
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4
ILLINOIS: NOrmaL
Uptown District
Widened and repaired sidewalks, reconstructed
Constitution Boulevard, created a new traffic
circle, and built the new Uptown Station.
IOWa: DES mOINES
ingersoll avenue
completed a two-phase streetscaping and road
conversion project.
IOWa: DUBUQUE
millwork District
constructed an off-road multi-use trail, added
streetscaping, and reconstructed the road along
Jackson, Washington, 9th, and 10th streets.
LOUISIaNa: NEW OrLEaNS
South carrollton avenue
added bike lanes, landscaping, improved
crosswalks, and sidewalks to a section of New
Orleans’ historic streetcar route.
LOUISIaNa: NEW OrLEaNS
esplanade avenue
completed a 4-to-2 lane conversion to increase
pedestrian and bicycle use.
LOUISIaNa: NEW OrLEaNS
Decatur Street
Improved pedestrian intersections and added
bike features for this busy route in New Orleans’
historic center.
maSSachUSETTS: camBrIDGE
Porter Square
Simplified pedestrian and bicycle crossings,
created a large pedestrian plaza, added
bike lanes and a signalized bike crossing,
coordinated auto signal timing, and widened the
sidewalk in this historic retail center.
mINNESOTa: mINNEaPOLIS
franklin avenue
reduced the number of travel lanes on the
street for one half mile, including over the
Franklin avenue Bridge, from four to three lanes
and added bicycle lanes.
mISSOUrI: cOLUmBIa
Providence & Stewart roads
Improved turn lanes, pedestrian crossing
signals, new sidewalks, and trail access; added
new lighting and drainage enhancements; and
added striping and markings for bicycle and
pedestrian safety.
mISSOUrI: cOLUmBIa
Windsor & ash streets
Built a bicycle boulevard linking two residential
neighborhoods and helping bicyclists safely
access downtown columbia.
mISSOUrI: GraNDVIEW
main Street
Improved pedestrian features along several
blocks to help reinvigorate main Street.
Cambridge, MANormal, IL
Up
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mISSOUrI: LEE’S SUmmIT
third Street
Improved sidewalks, new lighting, and street
trees to calm traffic and encourage more people
walking in the town’s downtown district.
NEVaDa: rENO
Wells avenue
converted four travel lanes to two, added bike
lanes and widened sidewalks along a key one-
mile segment.
NEW mEXIcO: aLBUQUErQUE
central avenue
converted four travel lanes to three, and added
two dedicated bike lanes and on-street parking
to this historic tourist destination.
NEW YOrK: hamBUrG
route 62
added two roundabouts, narrower travel lanes,
bicycle lanes, curb extensions, street trees, and
marked pedestrian crossings.
NEW YOrK: NEW YOrK
columbus avenue
reduced lane widths and added street trees,
pedestrian islands, and a bike lane.
NOrTh carOLINa: charLOTTE
east Boulevard
converted four travel lanes to three and added
bike lanes on both sides of the street, pedestrian
refuge medians, wheelchair ramps, and
landscaping.
NOrTh carOLINa: charLOTTE
Selwyn avenue
converted four travel lanes to three, added
a center turn lane and bicycle lanes in each
direction.
NOrTh carOLINa: raLEIGh
Hillsborough Street
Widened sidewalks, built a median, reduced
the four-lane road to two lanes with on-street
parking, and constructed a roundabout at the
corridor’s entrance.
Hamburg, NY
New York, NY
Reno, Nv
Charlotte, NC
Ne
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6
NOrTh carOLINa: WEST JEFFErSON
Downtown streetscape
Replaced two traffic lights with four-way stops,
added diagonal parking, curb extensions, better
crosswalks and streetscaping in the historic
downtown.
OhIO: cLEVELaND
euclid avenue
Created the city’s first bike lane, repaired
sidewalks, added streetlights and bus shelters,
and planted 1,500 trees along the “healthLine.”
OrEGON: EUGENE
alder Street
added a two-way buffered bike lane and
bike signal, and widened sidewalks near the
University of Oregon campus.
OrEGON: POrTLaND
ne multnomah Street
converted four travel lanes to two, added
protected bike lanes and made crossing the street
safer for pedestrians in Portland’s Lloyd District.
PENNSYLVaNIa: PhILaDELPhIa
Spruce & Pine streets
created 3.7 miles of buffered bike lanes along
these two one-way streets.
WaShINGTON: SEaTTLE
nickerson Street
converted four travel lanes to two, added a two-
way turning lane, bicycle lanes, and two new
crosswalks.
WaShINGTON: SEaTTLE
ne 125th Street
converted four travel lanes to two, with a center
left turn lane and bicycle lanes.
WaShINGTON: SEaTTLE
Stone Way n
converted four lanes to two, added a two-way
turning lane, bike lanes, sharrows, and updated
crosswalks.
West Jefferson, NC Cleveland, OH
Seattle, WA
EM
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7
Project outcomes
WHAT WERE THE OuTCOMES associated with these 37 projects? How did the streets
perform on safety, traffic, and economic measures before and after the projects? What did
these communities get for their investment in Complete Streets?
To answer these questions we asked local transportation and economic development
agencies for before-and-after data on the street in question. We analyzed most of this data
using a straightforward before-and-after comparison. In addition, where methodologically
sound and where data were available, we also compared the Complete Streets project to
an unimproved “control” corridor as well as citywide trends. Here is what the data show.
Complete Streets projects tended to make streets
safer for everyone. Specifically, the majority of roads
with Complete Streets features had fewer collisions
and fewer injuries after their retrofits than before.
About 70 percent of projects experienced a
reduction in collisions, and in many cases the
reduction amount was significant (see Figure 1).4
Approximately 56 percent of projects experienced
a reduction in injuries.5 In some projects where
collisions and injuries went down, automobile
volumes were essentially unchanged or increased,
while pedestrian and bicycle traffic increased—
meaning the rates of collision and injury dropped
the same or more than the absolute change.
Some communities also looked at speeding as an
important metric related to reducing collisions
and injuries.
In many of the projects where collisions or injuries
increased, travel across modes also increased by
a large percentage. In many instances, the rate (as
opposed to the absolute number) of crashes or
injuries (or both) fell. For example, in Porter Square
in Cambridge, MA, bicycle collisions increased 150
percent after the Complete Streets improvements—
but bicycle volumes increased 929 percent. The rate
of collision among bicyclists decreased from 2.5 to
0.6 collisions per 100 bicycle trips after the Complete
Streets changes.
Safer streets
8
Route 62, Hamburg, NY. collisions decreased 57 percent after completion.
Collisions went down.
About 70 percent of projects saw a reduction in the number
of collisions after their Complete Streets improvements.
Of those, many saw declines that were significant.
Fig. 1
case stUdY
Fewer collisions and injuries in Seattle, WA
Three projects included in this study are located in Seattle, WA: Nickerson Street, NE
125th Street, and Stone Way N. All three projects aimed to reduce speeding and make
the street more inviting for people walking or bicycling. All three projects used similar
design changes to achieve these goals: reducing the number of travel lanes from four to
two, adding a center turn lane, bike lanes, and new crosswalks.
In all three cases, speeding, collisions, and injuries decreased after the projects’
completion.
On Nickerson Street, speeding fell by two-thirds after the Complete Streets
improvements and total collisions fell by 23 percent.
On NE 125th Street, the number of drivers “speeding excessively” decreased by 11
percent, collisions fell by 10 percent, and collisions resulting in injuries fell by 17 percent.
On Stone Way N, speeding drivers decreased 75 percent, total collisions fell 14
percent while collisions involving pedestrians declined by 80 percent, and collisions
resulting in injuries fell 33 percent.
The Seattle Department of Transportation (SDOT) completed all three projects, which are
part of a citywide effort to implement its 2007 Complete Streets ordinance. That policy
vision, as well as a Complete Streets checklist within the Department, have helped SDOT
remain focused on these goals. “Not only does redesigning our streets make them safer,”
SDOT explains, “it keeps people and goods moving.”6
NE 125th Street in Seattle, WA before (left) and after (right) Complete Streets improvements.
9
Saving money through safety
Each collision that a safer street helps to avert
represents potential costs from emergency room
visits, hospital charges, rehabilitation, and doctor
visits, as well as the cost of property damage. Within
our sample, Complete Streets improvements
collectively averted $18.1 million in total collision
costs in just one year. 7 We rely on standard estimates
and methodology from the U.S. Department of
Transportation to calculate these costs. For more
information see Appendix A on page 27.
Comparing total averted costs for one year to the
total cost of 34 projects in this survey (excluding
Euclid Avenue, which is an outlier in terms of
cost), these projects would pay for themselves in
less than 8 years. Every year after that, the savings
are unencumbered as the Complete Streets
improvements continue to keep travelers safe.
In some of these cases, the averted cost of collisions
in the first year is much larger than the original
project cost. Along Wells Avenue in Reno,
NV, for example, 128 collisions occurred before
the Complete Streets improvements, and 47 of
those collisions involved injuries. After the city
added bike lanes in each direction and widened
sidewalks, collisions fell by about 45 percent—to 71
collisions following the improvements, with 18 of
those involving injuries. The value of Reno’s safer
conditions within one year’s time ($5.8 million) is
more than its entire project cost ($4.5 million).
In West Jefferson, NC, the value of safer streets
equaled more than $2.7 million in the first year, or 9
times the total cost of the town’s Complete Streets
improvements ($300,000).
The averted costs described here are enormously
important to the individuals and families who avoid
them. However, these numbers are dwarfed by the
total cost of unsafe streets in the United States:
Nationwide, the cost of automobile collisions and
injuries is in the billions of dollars. The 37 projects
in our sample represent just 44 miles of road; the
entire U.S. paved roadway network is about 2.7
million miles.8 If a Complete Streets approach
was used strategically on even a small fraction of
this total, the savings over time could run into the
hundreds of millions or billions of dollars.
10
COMPLETE STREETS PROJECTS can make streets safer for everyone who uses them,
and this yields tangible financial benefits for individuals and families.
11
Encouraging multimodal travel
FROM A TRANSPORTATION PERSPECTIvE, a good way to understand a corridor’s travel
value is to look at the number of people it accommodates in cars, on bikes, on foot, and
by transit. unfortunately, very few places have all of these data points. This study found
nine projects that had before-and-after data for pedestrians, bicycles, and automobiles (the
number of places with transit data are sufficiently few that we treat them separately).
Of the nine projects with bicycle, walking, and
automobile counts, three showed increases in
trips by all three modes. In three projects the data
showed a decrease in the total number of car trips,
while the total number of bicycle and pedestrian
trips increased. In the remaining three projects, the
results were mixed: The Providence and Stewart
project in Columbia, MO showed no change in
automobiles trips while bike and pedestrian trips
increased. Foot traffic went up in Albuquerque,
while bicycling and automobile traffic fell. In the
Millwork District, people on foot decreased. At
the same time, the area experienced significant
increases in cycling (273 percent) and automobiles
(1,416 percent).
A greater number of projects, including the nine
above, measured the change in travel by individual
modes. Looking separately at the projects’ modal
outcomes, the data showed that the Complete
Streets projects nearly always supported more
biking and walking trips. In 12 of 13 projects with
pedestrian counts, trips by foot increased after
the Complete Streets improvements (see Figure
2). In 22 of 23 projects with bicycle counts, bicycle
trips increased (see Figure 3). Of 33 projects with
The health benefits
of multimodal travel
More people walking and bicycling can
improve a street’s throughput without
increasing traffic, and that’s a great
outcome for transportation professionals.
These active options also come with big
public health benefits. By making walking
and biking safe and convenient, we can
make it much easier for people to build
routine physical activity into their daily lives.
automobile counts, 13 projects carried more
automobile trips than before, and in one instance
automobile counts did not change (see Figure 4).
The remaining 19 projects carried fewer cars, which
was a design goal in some projects. For instance, the
installation of a bicycle boulevard along Windsor
and Ash streets in Columbia, MO aimed to move
More walking trips.
Thirteen projects collected pedestrian counts. Of those, pedestrian activity
increased in 12 projects after their Complete Streets improvements.
This figure shows the amount of change in walking trips in each place.
12
vehicles to a parallel street. As a result, automobile
traffic fell by nearly half, even as automobiles traveled
along the street in less time. The neighborhood
street became quieter, and bicycling increased 124
percent along this 1.5-mile connection between two
neighborhoods.
100%
80%
60%
40%
20%
1,000%
(no change)
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FIG. 2
As the following figures show, Complete Streets projects were associated with increases in the
number of people bicycling and walking on the Complete Streets corridor, supporting travel by
more modes than previously.
13
FIG. 3 More bicycle trips.
Twenty-three projects collected bicycle counts. Of those, bicycling
increased in 22 projects after their Complete Streets improvements.
This figure shows the amount of change in bicycle trips in each place.
14
Change in automobile trips after
Complete Streets improvements.
Fig. 4
We also found that Complete Streets projects
supported more trips on public transportation.
Of the 37 projects we examined, 7 reported transit
ridership information at stops along these corridors.
Of those, ridership increased in six projects and
decreased in one (see Figure 5).
15
Completing “the last mile”
Walking is the most common way to access public transportation: 60 percent of people
walk to transit stops.9 Yet even if these stops are close by, walking to them can often be
inconvenient or even dangerous.
A Complete Streets approach creates critical first- and last-mile connections to transit stops
and improves the overall connectivity of a transportation network. This is especially vital for
households without access to a car, who rely on public transportation to get to work, school,
doctors’ offices, and more. Helping people complete the first or last part of their trip safely
and conveniently makes these trips possible.
More bicycle trips.
Twenty-three projects collected bicycle counts. Of those, bicycling
increased in 22 projects after their Complete Streets improvements.
This shows the amount of change in bicycle trips in each place.
More trips by public transit.Fig. 5
Of the 37 projects we examined, seven reported transit ridership information.
Of those, 6 measured increased ridership. This figure shows the amount of
change in trips by transit in each place.
16
Low costs, big results
THIS STuDY ASKS fundamentally, are Complete Streets projects a good transportation
investment? The answer depends on both the outcomes and costs of these projects.
Of the 37 projects in this survey, 31 had construction costs available.10 This data was
collected and supplied by departments of transportation and public works. And one thing
was clear from their responses: Compared to most conventional transportation projects,
Complete Streets projects are cheap.
The surveyed Complete Streets projects include
a full spectrum of design elements, from simple
striping to mark a new crosswalk, to complete
reconstruction of a roadway to accommodate
heavier transit vehicles. Because so many of
the projects in our sample rely on inexpensive
upgrades within the existing right-of-way, the
average project cost was just $2.1 million—far less
than the $9 million average cost of projects in state
transportation improvement plans.11
These projects also cost less per mile than average
arterials. The Federal Highway Administration
estimates that construction of an average “normal-
cost” urban arterial costs $3.58 million per mile, and
average “high-cost” arterials cost $12.75 million
per mile. Seventy-four percent of the projects
examined here cost less than an average normal-
cost arterial, and 97 percent cost less than the
average high-cost arterial (see Figure 6). The eight
projects that cost more than an average arterial fall
into one of two categories: 1) projects that close
critical gaps in the existing pedestrian and bicycle
networks, like Porter Square in Cambridge, MA
(where changes to an intersection created better
connectivity in the city’s bicycle network); or
2) projects that were designed to achieve non-
transportation benefits, such as supporting
economic development or managing stormwater,
and included construction of additional facilities,
like in Normal, IL and Raleigh, NC.
Particularly striking are the projects achieved with
a small public investment that yielded significant
results. Portland, OR, for example, spent $95,000
to restripe and add plastic bollards and new signage
to NE Multnomah Boulevard. The project created
34 new automobile and 12 bicycle parking spaces.
Cycling along the corridor increased 44 percent,
and the number of vehicles exceeding the speed
limit fell by half. Washington, DC, spent $367,000
to add a two-way bike lane to 1.8 miles of 15th Street
NW. The project used restriping, plastic bollards,
signage, and signal timing to increase safety and
convenience for cyclists. The result? Use by cyclists
tripled and automobile volumes increased slightly.
17
Fig. 6
The cost per mile to build Complete Streets
projects vs. an average arterial road
Complete Streets projects are remarkably affordable—some of the projects in our survey cost just
a few thousand dollars. They cost less to build than an average urban arterial, yet, as explained
earlier, can still increase bicycle, pedestrian, and automobile activity.
18
“For an estimated $60 million, Portland built a 300-mile interconnected
bicycle network. For that same amount, the City could have built just one
mile of urban freeway.”
A whole network for a bargain
THE REAL vALuE OF A TRANSPORTATION SYSTEM is in creating an interconnected
network, whether designed for people in cars, on transit, walking, or bicycling. building
unconnected individual facilities without connecting them reduces their utility. What does
an investment in a Complete Streets network achieve, and what are its costs?
Several local examples illustrate just how cost-
effective Complete Streets networks can be.
The City of Portland analyzed the benefits of its
investment in a complete bicycle network.12 In the
mid-1990s, the City of Portland started building
bicycle lanes, bike boulevards and off-street paths.
For what the city called a “modest investment” of
an estimated $60 million, it built a 300-mile bicycle
network.13
From 1990 to 2008, bicycling commuting increased
by 400 percent (or 14,912 daily trips) citywide, while
driving alone declined by 4 percent. From 1990 to
2008, bicycle fatalities steadily declined and for five
years over that time period, the city reported no
bicycle fatalities. That happened again in 2010 and
2013.14 Portland’s investment in a connected bike
network helped meet growing travel demand: The
City accommodated a 12 percent increase in trips
along four key roadways almost entirely by bicycle,
keeping automobile volumes constant. For the same
investment, Portland could have built just one mile
of a four-lane urban freeway.
The results from Portland suggest a significant change
in travel behavior for a small public investment,
particularly over several years. It is interesting to
think of another use of the $60 million that could
produce the same impact on travel behavior and
safety outcomes.
We can also look at projections of future costs
and benefits to understand the value of a network
of Complete Streets. Over the next 25 years, for
example, the Washington, DC region plans to
spend $2 billion on 643 bicycle and pedestrian
projects. This amount represents less than 1 percent
of the region’s $243 billion budget for that time, but
the region plans to accommodate one million new
trips by foot or by bike—or 25 percent of all new
trips in the region.15
Between 2015 and 2025, the Southern California
region plans to spend $6.7 billion—again, 1 percent of
its budget over that time—on active transportation
projects. For that amount, the region will be able to
build 5,800 miles of bikeways, improve sidewalks, as
well as improve access to schools and parks, among
other projects. The region projects bicycle mode
share to rise as high as 4.4 percent in 2020 and 16
percent by 2035.16
Each of these projects will create entire networks of
facilities that allow millions of people to get to their
destinations safely and efficiently—for a fraction of
a region’s transportation budget.
19
A strategy for economic development
ECONOMIC GOALS OFTEN MOTIvATE communities’ Complete Streets projects as much
as transportation goals. Many communities report that a Complete Streets approach
played an integral role in neighborhood or downtown economic revitalization efforts, but
few have studied it comprehensively. Municipal transportation departments and agencies
in New York and San Francisco studied the connection between project-level street
improvements and retail sales, and in both cities found higher retail sales along improved
corridors.17 We sought to build on their work, and expand our understanding of the
economic benefits of Complete Streets projects.18
Of the 37 projects examined in this study, our
economic analysis focused on the 22 projects
that occurred in commercial areas to assess
business impacts, among other metrics.19 Fourteen
communities reported data about total private
investment, property values, and net new businesses
through primary and secondary sources. Data from
the U.S. Census Bureau provided employment and
earnings information for 11 projects.
We detail our findings below. However to provide
context for them, we start with this conclusion:
Taken together, these economic measures suggest
that Complete Streets projects were supportive of
employment, new businesses, and property values.
However, the limited availability of project-level
data and small sample size make these findings
suggestive only for these projects. Additional data
collection is needed in this area, and we encourage
more cities to measure the economic impacts of their
Complete Streets projects (and other transportation
projects) to assess how Complete Streets relate to
their economic goals.
The economic
impact of healthier
transportation options
Two-thirds of American adults and nearly
one-third of children are now considered
overweight or obese, with obesity-related
health care costs now estimated at $160
billion per year.20 Overweight adults
spend $395 more each year on health-
related expenses than adults at a healthy
weight,21 and physical inactivity costs the
United States $75 billion per year.22 Private
businesses are also impacted, through
reduced productivity, higher absenteeism,
and higher insurance premiums. Complete
Streets projects clearly supported biking
and walking, which can help reduce and
prevent obesity and its related costs.
20
“‘Putting the stop signs up, putting in islands and crosswalks—it was quieter, it was
friendlier, people felt like it was better for their customers.’”
Higher employment levels
We found that more people were employed along
Complete Streets projects after a project was
completed than before. More people were employed
along Complete Streets projects than other
unimproved comparison streets.
U.S. Census provided employment and earnings
data for 11 projects. We looked at change in
employment two years before and at least one year
after the project’s completion within 1–2 blocks
of these projects. In 7 of the 11 Complete Streets
projects, employment increased over that time.
In order to understand whether changes in
employment were related to the Complete Streets
project or the result of other factors, we compared
employment growth to “control” groups: citywide
trends in all 11 cases, and similar corridors that were
not redesigned in 9 cases. Six of the 11 projects
outperformed citywide employment growth
during the same time period. Of the nine projects
with similar corridors that were not redesigned,
six outperformed their comparison corridors.
Two showed mixed results with Urbana, IL
outperforming citywide employment growth but
not the comparison corridor, and Ingersoll Avenue
in Des Moines, IA outperforming its comparison
corridor but not the citywide average.
Four Complete Streets corridors outperformed
growth both citywide and along their comparison
corridors, and in some cases, this difference was
significant. Along West Lancaster Boulevard, for
example, employment grew by 64 percent between
2008 and 2011, while employment grew by less
than 3 percent citywide. Its comparison corridor
lost employment during that time. Since West
Lancaster Boulevard’s redesign, the city reports
more than 802 permanent jobs were added within
the BLVD district. Interestingly, the four projects
that outperformed on employment are downtown
or commercial main streets.23 Wage levels for
employment along these four corridors generally
performed well compared to their unimproved
“control” sites or citywide trends.
Net new businesses
Six communities reported data on net new
businesses following their redesigns: Orlando, FL;
Normal, IL; Lee’s Summit, MO; West Jefferson, NC;
Washington, DC; and Lancaster, CA. All six of
these communities reported increases in businesses
following their Complete Streets improvements.
In West Jefferson, NC, 10 new businesses opened
along Jefferson Avenue following the small
mountain town’s Complete Streets improvements,
adding 55 new jobs. The number of visitors to West
Jefferson’s downtown also increased an average of 14
percent since the Complete Streets work. “When we
put in four-way stops, that’s when we really started
hearing positive feedback from businesspeople,” said
Dean Ledbetter, lead engineer on this project for
the North Carolina Department of Transportation.
“The streetscaping looks nice, but putting the stop
signs up, putting in islands and crosswalks, it was
quieter, it was friendlier, people felt like it was better
for their customers.”
Of these six communities, two also noted that retail
sales increased at businesses after their redesigns. In
Lancaster, CA, retail sales shot up 96 percent in the
BLVD district, and in Normal, IL, retail sales rose
46 percent in the Uptown District. And although
net business data was not available in these two
additional projects, retail sales went up 42 percent
along Hillsborough Street in Raleigh, NC, and 20
percent along Columbus Avenue in New York City.
While the Complete Streets projects are not alone
responsible for these gains, these examples are
encouraging. Indeed, taken as a whole and keeping
in mind the small number of data points, the positive
economic trends along most corridors in our survey
suggest that Complete Streets made more desirable
places to locate and operate businesses.
Higher property values and
private investment
Property values and private investment are other
measures frequently used as benchmarks for
economic progress. They are closely related but not
the same. New private investment in buildings and
projects along a corridor can raise property values,
and vice versa. If a person buys a building and invests
$1 million in it, for example, one could measure that
as the change in property value or as the $1 million
invested in the property. The investment would
influence the property’s value in most cases, but
the measures might not be exact matches. Similarly,
investment in one property might raise the values
of surrounding properties, and these changes also
would not be reflected in a private investment
figure. In this study we report changes in both
property value and private investment where data
are available.
Ten projects reported before-and-after data for
property values. Of those ten projects, eight
reported increased property values, while the
remaining two reported no change. In six of these
ten projects, we were able to take an additional step
and compare property values along the Complete
Streets project to an unimproved corridor or to
citywide trends (or both) before and after the
project’s completion. Of those six projects, four
outpaced both the comparison and/or city. In
the two remaining projects, the differences are
negligible. Where property values did increase,
the rate was sometimes striking: In Dubuque, IA,
property values increased 111 percent.
Private investment ranged from $500,000 in West Jefferson, NC (left) to $5.8 billion in Cleveland, OH (right).
building two
kinds of equity
Complete Streets projects are related to
higher property values, and that can be a
great thing for citywide growth. However,
it can also create rent pressures for
existing businesses and residents.
Public policies that support small
businesses and entrepreneurs, encourage
first-source hiring practices and living
wages, keep housing affordable, and
reinvest projects’ value in the area
can help make sure everyone in a
neighborhoods reaps the benefits
associated with Complete Streets
improvements.
21
Ro
g
e
r
D
e
p
u
i
s
22
caSe StUDY
Safer streets make for better business
in Orlando, FL
Edgewater Drive acts as the main street for College Park, a neighborhood four miles north
of downtown Orlando, FL. When the street was scheduled to be resurfaced in 2001, the
community saw an opportunity “to reinvent Edgewater Drive into a vibrant, pedestrian-
friendly commercial district with cafés and shops.”
The City of Orlando proposed a 4-to-3 lane conversion for 1.6 miles between Par Street
and Lakeview Street, adding bicycle lanes, a center turn lane, and wider on-street parking.
With resident input, the City of Orlando devised an extensive series of performance
measures to monitor the project’s progress. These measures included travel times, traffic
volumes for all modes, and safety-related crash and injury rates, and speeding data.
The newly improved street was clearly safer than before. Total collisions dropped 40
percent, from 146 to 87 annually. The crash rate was nearly cut in half, from 1 crash every
2.5 days to 1 crash every 4.2 days. injuries fell by 71 percent, from 41 per year to 12 per
year, and instead of 1 injury every 9 days, the reconfigured street saw 1 injury every 30
days. These safety findings are particularly impressive considering that automobile traffic
only decreased 12 percent within a year following the redesign, while bicycle counts
surged by 30 percent and pedestrian counts by 23 percent.
As a result, more people want to be on Edgewater Drive. The corridor has seen 77 net
new businesses open and 560 new jobs created since 2008. Average daily automobile
traffic, which saw a slight dip following project completion, has returned to its original pre-
project level and on-street parking use has gone up 41 percent.
The most dramatic results, however, were in long-term real-estate and business
investment. Since the project was first proposed, the value of property adjacent to
Edgewater Drive has risen 80 percent, and the value of property within half a mile of the
road has risen 70 percent.24
The street was resurfaced again in 2012. No one suggested it should go back to its original
configuration.
Pedestrians, cars, and bicycles share Complete Streets improvements in Orlando, FL.
23
PRIvATE INvESTMENT along many of the Complete Streets projects was also significant. in total,
eight communities reported private investment data, primarily for investments made after the Complete
Streets projects. Private investment figures ranged from $500,000 in West Jefferson, NC, to $5.8 billion
in Cleveland, OH.
Private companies invested $160 million in the Uptown District in normal, iL, after that area’s
Complete Streets project was completed. The new roundabout that replaced a complicated
intersection now serves as the heart of the uptown District and is a place that residents of all ages
can enjoy. “People love Uptown Normal,” said Normal Mayor Chris Koos. “They ride the bus, they
bike the trail, they shop, they socialize, and they recreate in a wonderful urban center.”
Gronen Properties, a local real-estate developer in Dubuque, ia, renovated a former window
manufacturing plant building and added 72 residential units and 15,000 square feet of retail,
restaurant, and office space to the Millwork District. Other historic properties including the Novelty
Iron Works and Linseed Oil Paintworks are currently being renovated for a combined investment of
$37 million, adding another 120 apartment units and 320,000 square feet of commercial space to
the area.
both Washington, Dc, and raleigh, nc, saw new or renovated apartment buildings and hotels
built along their Complete Streets projects, totaling $63.3 million and $25.5 million, respectively.25
And in cleveland, oH—a city recovering from population loss and widespread disinvestment—
private companies invested an astonishing $5.8 billion along Euclid Avenue’s HealthLine. Several
Cleveland-based institutions, including the Cleveland Clinic and university Hospital, have built new
projects in tandem with the new bus rapid transit line making Euclid Avenue a “front door” for people
visiting the area. Cleveland’s reconstruction of Euclid Avenue, along with investment in transit, also
improved access to two employment hubs that together are home to more than 170,000 jobs.
“‘People love uptown Normal,’ said Normal Mayor Chris Koos. ‘They ride the
bus, they bike the trail, they shop, they socialize, and they recreate in a wonderful
urban center.’”
Many of the Complete Streets projects with
property values and private investment data
were part of broader public or private economic
development strategies that included additional
infrastructure upgrades, business recruitment,
branding and marketing, and event programming.
In these cases it is difficult to tell how much of
the private investment or property value gains
were attributable to the Complete Street projects.
However, it’s clear that in all cases, the retrofits were
considered a necessary component and catalyst
for these economic strategies. In addition, the
outperformance of the Complete Streets corridors
compared to the city and comparison corridors
suggests that Complete Streets projects were
instrumental in drawing investment to them.
24
What your community can do
THIS RESEARCH DETAILS how a Complete Streets approach can yield transportation
and economic benefits. Here are some ways to get started on a Complete Streets
approach in your community.
Adopt a Complete
Streets policy and strong
implementation plan
Complete Streets policies direct transportation
planners and engineers to routinely design and
operate the entire right-of-way to enable safe access
for all users, regardless of age, ability, or mode of
transportation. Passing a Complete Streets policy
creates a vision for a street network that fully
integrates the needs of people traveling by foot,
bicycle, transit or automobile into a city or town’s
transportation project development and delivery.
A strong implementation plan complements this
policy: It directs a department of transportation
(DOT) or public works to update their internal
decisionmaking guidance, build staff buy-in for
a Complete Streets approach, and measure the
results of their projects.
update design policies
and standards
By reviewing and revising existing standards
to support design flexibility, departments of
transportation and public works can advance their
community’s Complete Streets vision and support
the exploration of more cost-effective ways to
achieve their transportation goals. The American
Association of State Highway and Transportation
Officials, Institute of Transportation Engineers,
and National Association of City Transportation
Officials have all produced guidelines for how to
integrate context-sensitive, multimodal design into
transportation projects.
use existing data and
information to evaluate projects
Many departments of transportation (DOTs)
collect data and information that can be used
to build public support for and inform future
Complete Streets work. This data—mode counts,
automobile travel time or delay, and collisions—can
be used to set baselines at the beginning of projects
and evaluate the conditions after the Complete
Streets work is complete. DOTs interested in
evaluating their Complete Streets work should
start with data they already have or that they can
request from other local, regional, or state agencies.
Police departments, departments of environment,
economic development agencies, county-level
health organizations, metropolitan planning
agencies, and state DOTs are all good places to start.
25
Measure performance in ways
that account for all users and
capture the multiple benefits of
Complete Streets projects
In some cases, a transportation agency builds
a project with a specific goal in mind and then
measures only a limited set of outcomes to
understand if the project has met that specific
goal. Instead, use a broad range of metrics to assess
how the roadway changes are affecting all people
traveling on it. Consider whether auto-oriented
measures like level-of-service will be most valuable,
and consider additional factors like overall travel
speed and time for automobiles, people walking,
bicycling and riding transit, and overall comfort and
ease of travel. Also consider metrics that account
for changes beyond the right-of-way, connecting
Complete Streets work to broader community goals
like health, equity, and economic development.
Tangible, local examples of this broader connection
can help bolster community or political support for
similar transportation projects.
Collaborate directly with
residents and other
stakeholders on measuring
performance
Through public engagement during the planning
and design phases of a project, ask residents
and other stakeholders to define a successful
transportation project. Use this information to
set baselines and compare a project’s results to the
community’s definition of success. Communicate
the project’s results in straightforward, concise
ways, such as one-page summaries, that directly
relate to the community’s definition of success.
Public engagement not only makes transportation
decision-making more transparent to residents and
responsive to their needs, but also builds a body of
local evidence with tangible local examples and a
base of support to advance future projects.
For more details and resources on all of these recommendations, visit
www.smartgrowthamerica.org/completestreets.
Conclusion
WHETHER TO REDuCE COLLISIONS AND INJuRIES, encourage multimodal travel,
make the most of small investments, create a complete network for a bargain, or
support economic development, communities have gotten impressive returns for their
investments in Complete Streets.
Complete Streets projects usually made streets
safer. Streets generally had fewer collisions
and fewer injuries after their Complete Streets
improvements than before. These safer conditions
yield tangible financial benefits to individuals and
families. Collectively, the projects included in this
survey have averted $18.1 million in collision and
injury costs. These cost savings can quickly outstrip
the total cost of some projects, making them clearly
worthwhile from a personal cost perspective.
Complete Streets projects encouraged more
multimodal travel. More people walked, biked,
and took transit on streets after their Complete
Streets improvements than before. Automobile
traffic increased in 13 cases and decreased in 19
cases—and sometimes a reduction was a goal of the
project. Compared to conventional transportation
projects, Complete Streets projects are cheap and
can yield significant results. And transportation
agencies can create a whole network of streets that
work for people bicycling and walking for a small
fraction of their budgets.
For transportation professionals the clear
implication is that Complete Streets may be one of
the best transportation investments they can make.
These projects should be allowed to compete and
be evaluated against other projects on the basis of
their low costs and the benefits they provide.
The economic data available were more limited
than the transportation data. Where data were
available the results across different measures
consistently suggested that the Complete Streets
projects aided economic development efforts
for the bulk of the projects. In some cases, the
Complete Street project was an integral part
of a larger economic redevelopment effort and
some of these showed large-scale economic
gains. These projects were supportive of higher
employment rates, new businesses, and property
values. And several of the projects have seen
significant private investment since their
completion. The data available suggest that
Complete Streets projects can leverage private-
sector investment, create conditions prime for
economic development, and help to revitalize a
neighborhood or corridor.
Local officials, transportation professionals, and
economic development specialists can all learn
from these findings. Other communities have
reaped significant benefits from their investments
in Complete Streets projects. These are strategies
any community can use to improve streets, support
local economies, and get an impressive return on
their public investments.
26
27
Transportation benefits
This method tests that investments in Complete Streets achieve conventional transportation goals, such
as improving safety and encouraging multimodal travel, with a smaller public investment. Working under
the guidance of a diverse project advisory team and with the assistance of transportation professionals,
the project team at Smart Growth America identified and surveyed 100 projects planned, designed, and
constructed with specific Complete Streets goals. The project team developed a comprehensive survey
to gather qualitative and quantitative data about transportation performance at each site, such as mode
counts, LOS grades, travel time, and frequency and severity of crashes. Based on available data gathered
through these surveys, the project sample was narrowed to 37 projects. Projects with inadequate or
incomplete data were excluded from further analysis.
For the purposes of the transportation analysis, the sites in the project sample have traffic counts along
the Complete Streets project corridor for one or more of the following modes: pedestrian, bicycle, or
automobile. Selected sites also have data available on total number of crashes along the project corridor.
Additional data such as transit ridership and injury statistics is also included in our analysis for sites
when available.
The analytic method for the collected data was a straightforward before-and-after analysis, which
calculates the difference between the relevant measures before and after project completion. While the
timing of these assessments varies by project and is dependent on when individual agencies collected
data, in most cases “before” represents at least one year before the project was built, and “after”
represents at least one full year after its completion. For projects where more than one year of data was
available, we used an average of those years.
To gather this information, researchers interviewed transportation agency professionals and consultants
who worked on or had first-hand knowledge of the project. Local agencies, including departments of
transportation, planning, police, and public works, provided almost all of the data in this report. Due
to variations in the methods municipalities used to collect transportation and safety data, this study
does not calculate the total change in each measure across the project sample. Instead, it calculates and
summarizes the direction of change for all projects. The before-and-after analysis is conducted on a
project-to-project basis to limit data collection inconsistencies. Appendix B provides an overview of
individual transportation and economic results.
Economic analysis
The analysis tests the basic idea that Complete Streets investments create economic value and support
local economic development goals. The analytical methods for economic activity draw on the Missouri
Department of Transportation’s jobs analysis, which uses U.S. Census data to study changes in
employment and earnings in the vicinity of these projects.
This study uses the Center for Economic Studies at the U.S. Census Bureau’s Longitudinal Employer-
Household Dynamics (LEHD) OntheMap tool to analyze change in employment and earnings.26 To
capture localized effects, we used a 1–2 block buffer to assess change in employment on the Complete
Streets corridor, and for ease of comparison, a one-block buffer for all projects when comparing the
Appendix A: Methods
28
Complete Streets corridor to its “control” site and citywide trends.
Transportation professionals familiar with the project and local context identified the comparison
corridors—streets with similar conditions to the study corridor before its Complete Streets
improvements.27 Change in jobs and earnings were indexed to two years prior to project completion.
We reported the change for all projects at least one year after, and where data was available, two years.
Outperforming, in this study, means employment levels were higher along the Complete Streets corridor
than its control site, citywide, or both, within one block of the project.
This study also reports primary and secondary data on private investment, property values, net new
businesses, and retail sales, as available, to capture the value of corridor becoming a community
destination. It examines the before-and-after change in property values in 10 projects. For 6 projects, it
also compares property values for properties adjacent to the Complete Streets and “control” corridors
and citywide. Change in property values was indexed at least one full year prior to project completion. In
some cases, localities supplied this information for a district, where multiple Complete Streets projects
were built at the same time.
Because LEHD data is available from 2002 to 2011, jobs and earnings analysis includes 11 projects in 11
communities in 11 states that were completed between 2002 and 2010. Primary and secondary data was
collected for 14 projects in 14 communities in 10 states and reported throughout this study.
Monetizing safety benefits
To estimate the value of averted costs, we simply estimate the average costs for collisions (with and
without injuries to persons), using widely accepted standards and practices in risk analysis and following
federal guidance on economic values, and apply that value to the number of collisions avoided.28
Because fatalities rarely occurred along the projects in our sample before their Complete Streets
improvements, this analysis focuses on the value of economic benefits accrued through fewer total
collisions and collisions that result in fewer injuries. To calculate the total cost of a non-fatal collision, we
use 2.1 percent of USDOT’s “value of a statistical life,” or $193,000.29 To calculate the total cost of a non-
fatal collision that results in property damage, but not injury, we use 3.5 percent of $193,000, or $6,755.
To assess the economic value of future averted collisions, we derive the present discounted value
of benefits accrued in future years. Because Complete Streets improvements permanently change
a roadway, we treat these benefits as permanent, like a “perpetuity” (a bond with permanent fixed
payments and no principal redemption). We use the following formula to calculate present value:
Present Value = Payment/i.
In this equation, “payment” represents annual averted cost, and “i” equals the discount rate (or interest
rate). The discount rate accounts for the value of time (i.e., the difference in the value of a dollar today
versus one paid at some point in the future). It can be seen as the opportunity cost of money (i.e.,
what it could earn if invested) at reasonable levels of risk. The values chosen for the discount rates
(which incorporates the effects both of future inflation and time-value of money) affects the estimate’s
magnitude. For our analysis, we assumed 3 percent and 7 percent discount rates to generate a reasonable
range for our estimated future cost-savings, and calculated the averted costs of all projects with a 5
percent discount rate.30
ARIZONA: TEMPE
This 2-mile project along College Avenue added dedicated bike lanes in each direction, created a
link between Arizona State University (ASU) and a pedestrian/bicycle bridge over US 60; 183 cyclists
enter the bike lane near ASU each hour. It also installed streetscape improvements, including raised
medians, raised intersections, shade trees, and desert landscaping, to improve pedestrians’ experience.
The corridor experienced higher crashes and injuries after the project was completed in absolute terms.
Because before-and-after pedestrian and bicycle counts were unavailable, it is not possible to calculate
the crash rate among these users and understand how this project affected safety results along the street.
CALIFORNIA: bERKELEY/ALbANY
Marin Avenue, a 4-to-3-lane road conversion, links a residential neighborhood in Berkeley to a
commercial area in Albany. The project, aimed at encouraging bicycling and improved safety,
experienced more crashes. At the same time, automobile traffic fell by 22 percent. Without bicycle and
pedestrian counts and collision data for these modes, it’s difficult to determine if Marin Avenue met its
stated goals. The project, completed in 2005, cost $520,000.
CALIFORNIA: LANCASTER
Narrowing nine blocks of West Lancaster Boulevard from four to two travel lanes, installing a rambla (a
tree-lined median for gathering and parking), widening sidewalks and landscaping created a retail and
entertainment destination and a hub for community events, known as the BLVD. The City of Lancaster
estimates its $11.6 million public investment in the project spurred $125 million in private investment
and more than $273 million in total economic output, including 48 businesses and 1,902 new jobs (1,100
construction and 802 permanent jobs). In 2012, sales tax revenue was 96 percent greater than 2007 pre-
construction revenue. By 2013, three years after project completion, total collisions fell by nearly one-
third, and injuries among all users decreased by 67 percent. LOS went from D to E.
CALIFORNIA: LONG bEACH
In 2011, the City of Long Beach added mile-long cycle tracks along two one-way streets, Broadway &
Third avenues, in its downtown. The project replaced one travel lane with a protected bike lane, and
modified a total of 23 signals to add bike signals and left-turn signalization. Both streets now carry two
lanes of traffic, parking on both sides of the street, and a bike lane. One year after construction, bicycle
volumes increased 33 percent; the number of cyclists traveling on sidewalks fell; and bicycle crashes
decreased (from 6 to 3). Pedestrian activity also increased by about 13 percent. Average daily traffic
volumes fell by 13 percent. Collisions fell by 27 percent, with pedestrians and bicyclists involved in fewer
collisions.
CALIFORNIA: NOvATO
The Grant Avenue project reconstructed 11 blocks of Novato’s main commercial street, installing
improved sidewalks, streetscaping, bulb-outs, and bicycle racks. Although automobile traffic fell by 20
percent, the street benefited from a 55 percent decrease in total collisions and 67 percent decrease in total
injuries. The $7.2 million project included an overhaul of the street’s pavement structure, irrigation, and
drainage system, taking advantage of needed upgrades to create a more pedestrian-friendly corridor.
Appendix b: Project descriptions
29
DISTRICT OF COLuMbIA: WASHINGTON
The cycle track on 15th Street NW, a project completed in 2010, provides 1.8 miles of two-way bike lanes
separated from traffic by on-street parking or a 3-foot painted buffer and flex posts. Previously, bikes
shared the road with automobiles. The improvements, which connect to the District’s growing network
of separated bikeways, included pavement markings, flex posts, signs, and signal timing changes. The
total cost of the improvements was about $367,000.
After the cycle track was added, cycling volumes at two intersections in the corridor increased by 229
percent on average. Automobile volumes at three intersections increased by 4 percent on average.
Overall, vehicle speeds increased slightly, with an average increase (during AM peak hours northbound,
and mid-day peak hours in both directions) of 1.17 mph and an average decrease (during AM peak
southbound, and PM peak in both directions) of 0.97 mph. Crashes increased by 10 percent overall, from
131.3 per year to 144 per year along the length of the corridor. Crashes involving pedestrians increased by
14 percent, while crashes involving cyclists decreased by 10 percent.
DISTRICT OF COLuMbIA: WASHINGTON
In 2010 the District Department of Transportation (DDOT) made improvements to the six-way
intersection, which includes 16th Street, U Street, and New Hampshire Avenue to make bike traffic more
visible to cyclists and drivers. The changes to the intersection included approximately two blocks of
lane restriping, eight flex posts, instructional signs, and a new signal head. After the improvements were
installed in 2012, bicycle volumes increased by 133 percent during AM peak hours and 187 percent during
PM peak hours. Traffic volumes slightly decreased (by 1 percent), while the intersection’s LOS grade did
not change. Crashes at the intersection increased by 13 percent, with no crashes involving pedestrians (a
reduction from 1.3 per year) and 1.6 per year involving cyclists (a slight increase from 1.3 per year).
FLORIDA: ORLANDO
Edgewater Drive, a 2001 road conversion completed by the City of Orlando, calmed traffic and
encouraged pedestrian activity in the College Park neighborhood. The percentage of vehicles
traveling at excessive speeds (over 36 miles per hour) fell by 19 percent. Slower speeds encouraged safer
conditions and more activity among people traveling on foot and by bike (increases of 23 and 30 percent,
respectively). The redesign also resulted in fewer crashes (40 percent) and injuries (71 percent), especially
for pedestrians and cyclists. Immediately following the redesign, property values within the College Park
neighborhood kept pace with property values in Orange County, where the annual growth rate among
residential properties was 8–10 percent and 1–2 percent among commercial properties.
ILLINOIS: CHICAGO
Chicago’s first protected bike lanes were installed along a one-half-mile stretch of Kinzie Street,
providing cyclists with east –west access in and out of downtown. The 4-to-2 lane conversion created
space for cyclists on each side of the two-way street and quickly proved popular. Morning rush hour
bicycle traffic increased 65 percent. At the same time, automobiles experienced just a modest 11-second
average travel time increase during peak hours. On safety, overall collisions fell by 11 percent, but injuries
increased from 6 before to 15 after. Still, 49 percent of surveyed cyclists say that motorist behavior is
improving and 41 percent claim that they are newcomers to the corridor. Protected lanes have made
Kinzie Street a preferred choice for accessing downtown jobs, retail, and entertainment by bike.
30
ILLINOIS: uRbANA
Philo Road, a $495,000 street resurfacing project that enhanced two bus stops with real-time signage
and the streetscape in Urbana, IL, encouraged higher ridership on its local bus system, CUMTD.
Ridership increased by 24 percent within two years of the changes. The project has improved the curb
appeal of the area, too. The city’s Director of Community Development called the beautification of the
roadway “stunning.” Fewer automobiles used the roadway after the redesign, where its LOS grade fell
from B to C. Because before-and-after pedestrian and bicycle counts were unavailable, it is impossible
to calculate the crash rate among these users and understand how this project affected safety outcomes
along the street.
ILLINOIS: NORMAL
Normal upgraded its transportation system throughout the Uptown District, the heart of the 52,497
person–town in central Illinois, spending $47.4 million, including a $22 million 2010 TIGER grant. As
the centerpiece of its 1999 Uptown Renewal Plan, these improvements included sidewalk widening and
repairs; reconstruction of Constitution Boulevard; a new traffic circle; and Uptown Station, a multimodal
transportation center. The city experienced an increase in all modes traveling in the district, with more
than 40 percent of all trips by foot or bike. It also benefited from higher property values (16 percent
increase over pre-construction values) and new private investment ($160 million). Increased activity in
the Uptown District and newly configured traffic patterns caused crashes to peak after the initial changes.
IOWA: DES MOINES
Ingersoll Avenue, a two-phase streetscaping and road conversion project completed in 2007–2008
and 2010, functions as an important bus and commuter route in the capital city of Iowa. Even though
Ingersoll Avenue’s LOS grade fell from B to C, the roadway handled 6 percent more automobiles daily.
After the Complete Streets changes, crashes fell by 57 percent (49 to 21) and injuries fell by 59 percent (22
to 9). The conversion accomplished in-house, with paint, cost $10,000, while the construction costs of
the streetscaping project totaled $292,772. The corridor experienced significant redevelopment over past
several years, including several renovations and the siting of a $15 million grocery store.
IOWA: DubuquE
The City of Dubuque used several Complete Streets projects to complement redevelopment of the
Millwork District, home to former warehouses and industrial buildings that are being redeveloped as part
of a reinvigoration of the downtown economy. Primary work included construction of an off-road, multi-
use trail along two blocks of a highway viaduct, and streetscaping and reconstruction of 4,050 linear feet
of roadway along four different streets: Jackson, Washington, 9th, and 10th streets. All of the streetscape
projects included sidewalk replacement, pedestrian bulb-outs, mid-block crossings, new pedestrian
lighting, and narrowed streets with sharrows. The city also replaced century-old water mains and storm
and sanitary sewers at the same time.
Within a year, cycling increased 273 percent. Automobile volumes increased by 1,416 percent. City
officials note that many of the repurposed warehouses and retail uses had not yet opened when these
measurements were taken in 2013, and they expect foot traffic to increase.
Coupled with these public investments, early signs suggest the redevelopment efforts within the district
have also been successful: More than $34 million in new private investment has been made, with another
$150 million in real-estate investment in the pipeline. The first warehouse to be redeveloped now is
leasing 72 residential units; 39,000 square feet of retail and commercial space; and 20,000 square feet for
an incubator for arts and nonprofit organizations.
31
LOuISIANA: NEW ORLEANS
The major mixed-use corridor of South Carrollton Avenue, which includes a branch of New Orleans’
historic streetcar system, underwent a 4-to-2 lane conversion in 2010. The project cost $3.4 million and
added bicycle lanes, landscaping, and improved crosswalks and sidewalks. Following this investment,
the street saw a dramatic 676 percent increase in bicycle traffic while accommodating 20 percent more
automobiles. Although collisions increased 3 percent and injuries spiked 118 percent, the crash rate along
the street improved. The rate of collision among bicyclists, for example, decreased slightly from 0.63 to
0.54 collisions per 100 bicycle trips following the project’s completion.
LOuISIANA: NEW ORLEANS
Esplanade Avenue, a street comparable in scale to South Carrollton Avenue, saw a similar 4-to-2 lane
conversion to increase pedestrian and bicycle use. This $1.9 million project resulted in 62 percent more
pedestrians and 123 percent more bicyclists along the corridor. Total collisions decreased 10 percent;
however, the increased severity of those collisions saw total injuries jump 300 percent.
LOuISIANA: NEW ORLEANS
Decatur Street, cutting through the French Quarter along the Mississippi River, is one of the busiest
routes for both tourists and locals in the city’s historic center. This $1.5 million project improved
pedestrian intersections while adding sharrows in one direction and a bike lane in the other to
accommodate bicyclists. Like Esplanade Avenue, the street saw improved pedestrian (37 percent) and
bicycle (13 percent) counts but had mixed safety results—collisions fell 7 percent while injuries rose 212
percent.
MASSACHuSETTS: CAMbRIDGE
Porter Square is an historic retail center and home to a shopping center, commuter and subway rail
station, and moderate-density retail and residential uses along one-quarter mile of Massachusetts
Avenue. A citizen committee worked with the City of Cambridge to develop several project goals,
including improving conditions for pedestrians, bicyclists and transit users; reducing cut-through and
shopping center–related vehicular traffic on neighboring residential streets, improving the streetscape
and creating a sense of place in Porter Square; and improving traffic safety. To achieve these goals, the
project, completed in 2007, added marked crossings, reconfigured traffic lanes to simplify pedestrian and
bicycle crossings and turn movements, combined pedestrian islands to create a single pedestrian plaza,
added bike lanes and a signalized bike crossing, coordinated vehicular signal timing, and widened a
portion of the sidewalk.
Cycling increased by 929 percent, automobile traffic decreased by 11 percent, and daily subway ridership
increased slightly, mirroring similar citywide trends. After the project, crashes decreased 12 percent (from
34 to 30). Crashes involving pedestrians remained constant at 1.5 per year, while the average number of
crashes involving cyclists increased from 2 to 5, although the rate of crashes involving cyclists fell.
MINNESOTA: MINNEAPOLIS
To improve bicycle access and safety, this $28 million Complete Streets project narrowed Franklin
Avenue for one half mile, including over the Franklin Avenue Bridge, from four to three lanes and added
bicycle lanes. While automobile traffic fell slightly (3 percent) after the redesign, bicyclist and pedestrian
activity increased 20 and 36 percent respectively. The project made traveling safe for everyone using the
roadway: Crashes decreased by 38 percent, and injuries decreased by 37 percent.
32
MISSOuRI: COLuMbIA
The intersection at Providence and Stewart roads acts as a central crossroads, connecting the 8.5-mile
multi-use MKT Nature and Fitness Trail, residential neighborhoods, the University of Missouri campus,
and Columbia’s downtown area. Improvements to this area included changing the geometry of turn
lanes, installing pedestrian crossing signals, constructing new sidewalks, improving trail access and
connections, adding lighting and drainage enhancements, modifying signals, and adding striping and
markings for bicycle and pedestrian safety. The upgrades also created a plaza where the MKT Trail meets
the Providence/Stewart intersection. Total project cost was $396,000.
On average, pedestrian volumes at the intersection increased by 74 percent while cycling volumes
increased by 51 percent. There was no change in automobile volumes. Crashes were largely unaffected:
Annual average crashes fell by 0.5 percent overall, with no change to pedestrian- or bicycle-involved
crashes (1 and 0 per year, respectively). Injuries increased slightly, from 1 per year to 3.
MISSOuRI: COLuMbIA
The Windsor & Ash bicycle boulevard links two residential neighborhoods for approximately one-
half–mile. It provides a critical connection in an area without many safe east–west options, helping
bicyclists to bypass two busy streets and access downtown Columbia, parks, and retail centers. Modifying
an existing low-volume residential street created the bicycle boulevard. These modifications included
diverting through vehicle traffic to a parallel street; creating six-foot “advisory” bicycle lanes in the center
of street with a yellow center line and white dashed lines; adding shared lane markings in the bicycle
lane; installing a new “safety island” for bicyclists and pedestrians at street crossings; and painting street
murals at two intersections, signaling the start of the bike boulevard. The total project cost was about
$37,000.
One year after project completion, cycling increased by 124 percent. While traffic decreased by 47
percent—an intentional outcome of this project—automobile travel time was 7 percent faster. Total
crashes fell from 7.5 per year to 1.5 per year, with a slight increase in pedestrian-involved crashes (from 0.5
per year to 1) and a slight decrease in cyclist-involved crashes (0.5 to 0).
MISSOuRI: GRANDvIEW
A three-phase, $3.1 million project to reinvigorate Main Street, improved capacity and the quality
of environment for pedestrians along several blocks. The number of people traveling in the area by
all modes increased: Pedestrians by 900 percent; bicyclists by 40 percent; automobiles by 20 percent,
although its level-of-service grade (B) did not change. It was also safer, as evidenced by 90 percent fewer
crashes after the changes. Residents responded positively to the new street design, with 85 percent of
surveyed residents reported being satisfied or very satisfied with it.
MISSOuRI: LEE’S SuMMIT
Lee’s Summit reconstructed several streets within its downtown district, improving sidewalks and
adding lighting and street trees, to calm traffic and encourage more pedestrian activity. The city improved
sidewalks and added bump-outs, streetlights, benches, and planters. Along Lee’s Summit main street,
Third Street, automobile traffic increased (13 percent), as did crashes in absolute terms by 6 percent.
Crashes involving injuries, however, fell by 33 percent. Acting a catalyst for redevelopment, Downtown
Lee’s Summit estimates 10 net new business, 58 net new jobs, and nearly $3.5 million in private investment
has occurred since the changes. The total cost of the project was $10.5 million, which included utility
upgrades.
33
NEvADA: RENO
A $4.5 million, 4-to-2 lane conversion of Wells Avenue improved safety and accessibility in downtown by
adding bike lanes and wider sidewalks along a key one-mile segment. The project resulted in a much safer
roadway—total collisions decreased 45 percent while total injuries decreased 62 percent. These safety
benefits were realized across modes, with pedestrian collisions dropping from 6 to 0 and bicycle collisions
remaining steady at 3 incidents. Pedestrian and bicycle counts were unavailable, while automobile traffic
experienced a 10 percent drop.
NEW MEXICO: ALbuquERquE
Central Avenue, which connects Albuquerque’s downtown business district to Old Town, the oldest
area of the city and a tourist destination, became much safer after a road conversion. The conversion
narrowed the roadway from 4 to 3 lanes with two dedicated bike lanes and on-street parking. After the
redesign, crashes fell by 38 percent and injuries fell by 44 percent. Walking increased by 16 percent,
whereas automobile traffic decreased by 4 percent. The project cost $67,792.
NEW YORK: HAMbuRG
The reconstruction of Route 62 through downtown Hamburg, NY, involved significant changes to the
streetscape and traffic controls—all with the goal of creating a more attractive place for people to linger and
shop. Collaborating with the New York State Department of Transportation (NYSDOT), the village and
its residents worked to develop design solutions to meet their goals, as well as accommodate truck traffic.
The NYSDOT installed two roundabouts, along with narrower travel lanes, bicycle lanes, curb extensions,
street trees, and marked pedestrian crossings. Route 62 became safer as a result of these changes: During the
year after the project was completed, there were 33 crashes, 66 percent fewer than the two-year average prior
to the project. The total cost of the 1.2-mile project was approximately $23 million.
The project also helped Route 62 act as a true gathering place for village residents, meeting one of the
village’s goals for the roadway. An additional $3 million of private funds were invested into the buildings
lining the streets. Residents participate in civic activities along the street, including a soapbox derby and
street-music festival.
NEW YORK: NEW YORK
Before 2010, New York City’s Columbus Avenue between 96th and 77th streets carried three 12-foot
travel lanes and two curbside parking lanes. In order to add a protected bike lane in the existing right-
of-way, the city reduced lane widths and added street trees and pedestrian islands to buffer the bike lane
and reduce pedestrian crossing distances. The total cost of the one-mile project was $625,000. In 2014, the
city reported that bicycle volumes along the improved portion increased by 51 percent, with a 27 percent
reduction in crashes with injuries.31 There was a slight overall decrease in traffic volumes and travel time
during morning peak hours.
NORTH CAROLINA: CHARLOTTE
To calm traffic and create a more pedestrian-friendly environment, Charlotte Department of
Transportation (CDOT) implemented a three-phase project along East Boulevard. In the second phase,
CDOT narrowed eight blocks of the thoroughfare from four to three lanes, added bike lanes on both
sides of the street, and installed pedestrian refuge medians, wheelchair ramps, and landscaping. The
project, which completed a nearly seamless on-street bicycle lane for 1.5 miles, created safer conditions
for all users: Crashes decreased by 6 percent and crashes with injuries fell by 39 percent (23 to 14), even
though automobile traffic along the corridor increased slightly by 2 percent. Phase II’s construction costs
were $550,000.
34
Charlotte experienced similar results after its road conversion of Selwyn Avenue from four to three
lanes, with a center turn lane and bicycle lanes in each direction. Crashes fell by 15 percent, even as the
roadway carried 5 percent more automobiles daily.
NORTH CAROLINA: RALEIGH
Hillsborough Street is a half-mile road diet and streetscape project meant to improve pedestrian
safety and spur investment in the area around NC State University. Occurring in two phases, the
project cost $7.5 million. Phase I of the project widened sidewalks, built a median, reduced the 4-lane
roadway to 2 lanes with on-street parking, and constructed a roundabout at the corridor’s entrance,
and was completed in 2010. Despite a 5 percent increase in pedestrians, a Phase II became necessary to
replace what proved to be a crash-prone roundabout. Prior to Phase II, collisions were up 269 percent
and injuries up 38 percent, even while automobile traffic saw a 21 percent decrease. The redesigned
roundabout, completed in 2012, addressed these issues with a simpler, single-lane roundabout that can
better achieve the project’s safety goals. This project has had a significant economic impact as well:
Following this redesign, the street has added $25.5 million in real-estate projects, with several more in the
works, and experienced a 42 percent increase in food and beverage tax.
NORTH CAROLINA: WEST JEFFERSON
In partnership with the North Carolina Department of Transportation (NCDOT), the town of
West Jefferson improved the streetscape along 3 blocks of its historic downtown, with a bulk of the
improvements along Jefferson Avenue. In order to calm traffic and make the area more welcoming to
pedestrians, NCDOT replaced 2 signalized intersections with 4-way stops, added diagonal parking, curb
extensions, high-visibility mid-block crossings, and street furniture.
The $300,000 reconfiguration dramatically changed the feeling of downtown, with a NCDOT engineer
reporting that people perceive slower speeds but the roadway has maintained consistent travel times. No
crashes have occurred at intersections in this area—once considered among the state’s most dangerous—
contributing to a 24 percent reduction in crashes and 53 percent reduction in injuries district-wide. At
the same time, automobile volumes increased slightly (by 1 percent). Local leaders specifically credit the
slower traffic and improved pedestrian environment with bringing 10 new businesses, 55 new jobs and
$500,000 worth of investment to Jefferson Avenue.
OHIO: CLEvELAND
Cleveland transformed seven miles of Euclid Avenue from an uninviting street to a thriving cultural
and employment center, striping the city’s first bike lane, repairing sidewalks, installing streetlights
and bus shelters, and planting 1,500 trees. A bus rapid transit project, christened the HealthLine, takes
people from Public Square to University Circle in 20 minutes. Since the new transit service, ridership
increased 61 percent, while crashes and injuries among users fell by 24 and 25 percent, respectively. The
$200 million public investment, including a $82.2 million federal grant, attracted more than $5.8 billion in
private investment through more than 110 projects.
OREGON: EuGENE
Alder Street, a $2.3 million project that installed a two-way buffered bike lane and bike signal and
widened sidewalks near the University of Oregon campus, encouraged more cycling within the city of
156,000 people. Cyclists using the street increased by 68 percent, while people on foot increased by 8
percent after the Complete Streets project. Crashes in absolute terms increased by 53 percent, although
accounting for the increase in cycling in particular, the crash rate decreased from 2.39 incidents per 100
cyclists to 1.77 per 100 cyclists. Transportation professionals in Eugene credit the changes to an uptick in
“social riding” and more entrepreneurship along the street’s sidewalks.
35
OREGON: PORTLAND
Northeast Multnomah Street runs through Portland’s Lloyd District, an area anticipating new residential
development and a streetcar extension in the next few years. Two of the four existing travel lanes were
converted to bike lanes using a combination of paint, traffic wands, concrete planters, and on-street
parking to delineate and buffer a curb-tight bike lane. The project added 34 new on-street parking spaces
for automobile and 12 bicycle parking spaces in a bike corral. The reduction in travel lanes also decreased
crossing distance for pedestrians. Since 2013, when the project was completed, bicycle volumes increased
by 44 percent. Automobile traffic decreased by 23 percent and travel time fell by 33 percent—results
that may be related to construction in the area. Total crashes fell by 6 percent, with pedestrian-involved
and cyclist-involved crashes both increasing by 1 (from 1 to 2 and from 2 to 3, respectively) following the
improvements.
PENNSYLvANIA: PHILADELPHIA
In 2009 Philadelphia created bike lanes along a pair of one-way streets—Spruce and Pine streets—in
Center City Philadelphia. Pine and Spruce streets had constrained rights-of-way with mature trees and
sidewalks abutting buildings (largely multifamily residences); these conditions created a need to consider
how to use the existing space differently. The city painted 3.7 miles of buffered bike lanes along these
streets, replacing a travel lane with bike lanes while maintaining one travel lane and on-street parking
along one side of the street. Average hourly cycling volumes increased by an average of 131 percent, while
daily automobile traffic was largely unaffected: It increased by less than 1 percent.
WASHINGTON: SEATTLE
In 2007, the Seattle Department of Transportation narrowed Stone Way N, a 1.2 mile stretch connecting
the Fremont and Wallingford neighborhoods with several nearby schools and parks, from four lanes
to two general travel lanes with a two-way left turn lane and added bike lanes, sharrows, and updated
crosswalks. After the improvements, total collisions fell 14 percent (159 to 137); collisions resulting in
injuries fell 33 percent (52 to 35); and collisions involving pedestrians declined by 80 percent (from 5 to 1).
After its changes, speeding automobiles (i.e., traveling at 10 mph above the posted speed limit of 30 mph)
fell by 75 percent (from 150 to 75 vehicles per day). This project, completed as part of routine repaving,
cost approximately $300,000.
WASHINGTON: SEATTLE
To create safer pedestrian conditions, the Seattle Department of Transportation (SDOT) rechanneled
1.2 miles of Nickerson Street, turning its four lanes into two travel lanes, two-way left turn lane, and
bicycle lanes. SDOT also installed two new crosswalks. After the redesign, speeding drivers fell by 90
percent, with drivers exceeding the street’s 85th percentile speed declining by two-thirds. Average annual
collisions fell by 23 percent, from 33.6 to 26 incidents. Average weekday traffic fell by 1 percent, even as
freight vehicle use increased slightly. This project, funded through Seattle’s Bridging the Gap levy, cost
$241,973.
WASHINGTON: SEATTLE
To improve safety and access for pedestrian and cyclists, the Seattle Department of Transportation (SDOT)
converted four travel lanes to two lanes, one center left turn lane, and bicycle lanes along 1 mile of NE 125th
Street. After the improvements, speeding drivers decreased by 11 percent, with drivers exceeding the 125th
Street’s posted speed limit of 30 mph by 10 mph declining by 69 percent. The collision rate fell by 10 percent
(5.83 per million vehicles to 5.24 per million vehicles), with fewer collisions resulting in injuries (2.41 per
million vehicles to 1.99 per million vehicles, a change of 17 percent). Pedestrian activity along NE 125th Street
increased 105 percent (from 330 to 676 persons on foot). This project cost approximately $60,000.
36
Endnotes
37
1. Brennan-Ramirez, Laura K. et al. (2006). “Indicators of Activity-Friendly Communities: An Evidence-
Based Consensus Process.” American Journal of Preventive Medicine, Volume 31, Issue 6. Powell, K.E.,
Martin, L., & Chowdhury, P.P. (2003). “Places to walk: convenience and regular physical activity.”
American Journal of Public Health, 93, 1519-1521. Giles-Corti, B., & Donovan, R.J. (2002). “The relative
influence of individual, social, and physical environment determinants of physical activity.” Social
Science & Medicine‒ 54 1793-1812. Sallis, James F., et al. (2009). “Neighborhood built environment and
income: Examining multiple health outcomes.” Social Science and Medicine 68:1285‒1293.
2. Besser, L. M. and A. L. Dannenberg. (2005). “Walking to public transit steps to help meet physical
activity recommendations.” American Journal Of Preventive Medicine 29(4): 273‒280.
3. Active Living Research. (2015, January). “Active Education: Growing Evidence on Physical Activity
and Academic Performance.”[Research brief]. Available at activelivingresearch.org/sites/default/files/
ALR_Brief_ActiveEducation_Jan2015.pdf.
4. 37 projects included in the study had collision data available. Of those, 25 projects saw a reduction in
collisions.
5. 34 projects had injury data available. Of those, 19 saw a reduction in injuries and 2 did not change.
6. Seattle Department of Transportation. “Designing Safer Streets.” Available at www.seattle.gov/
transportation/docs/SaferStreetsFlyer_FINAL.pdf.
7. Of the 37 projects included in this study, 34 reported both the number of collisions and injuries. Of
those, 21 projects saw cost-savings after the Complete Streets improvements. For the most part, these
averted costs are the result of fewer total collisions. In some instances, these averted costs are the
result of less severe collisions, resulting in fewer injuries, rather than fewer total collisions.
8. U.S. Department of Transportation Bureau of Transportation Statistics. (2012). Full table available
here: www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/
html/table_01_04.html.
9. American Public Transportation Association. (2007, May). “A Profile of Public Transportation
Passenger Demographics and Travel Characteristics Reported in On-Board Surveys.” Available at
www.apta.com/resources/statistics/Documents/transit_passenger_characteristics_text_5_29_2007.pdf.
10. We compared these per-mile costs with two per-lane-mile costs for urban arterial construction derived
from the Federal Highway Administration’s Highway Economic Requirements System (HERS) model.
In the HERS model, adding a lane-mile to the average urban arterial is estimated to cost between $2.5
million and $19.4 million. The range used here, $3.58 million (normal-cost) and $12.75 million (high-
cost), is the average of normal-cost and high-cost estimates of urban and other principal arterials and
urban minor arterials and collectors, respectively. All figures are adjusted to 2013 dollars.
11. Advocacy Advance. (2014). Lifting the Veil on Bicycle and Pedestrian Spending, page 40. Available at www.
advocacyadvance.org/docs/LiftingTheVeil_Report.pdf.
12. Gellar, R. (2011). “Build It and They Will Come: Portland Oregon’s experience with modest
investments in bicycle transportation.” Retrieved October 30, 2014, from www.portlandoregon.gov/
transportation/article/370893.
13. In 2008 dollars.
14. Andersen, M. (2013, December). The Four Biggest Portland Bike Stories Nobody Wrote about in 2013. [Blog
post]. Available at http://bikeportland.org/2013/12/31/the-4-biggest-portland-bike-stories-nobody-
wrote-in-2013-99291.
15. This $2 billion investment includes more than 2,000 miles of bike lane, 31 pedestrian intersection
improvements, and 27 streetscaping projects in the District of Columbia, Maryland, and Virginia. It
aims to accommodate one million daily trips by foot or bike by 2040, or about 25 percent of all new
trips in the region. See National Capital Region Transportation Planning Board. (2014). Bicycle and
Pedestrian Plan for the National Capital Region. Available at www.mwcog.org.
16. This $6.7 billion will buy the Southern California region more than 5,800 miles of bikeways (from
4,315 to 10,122 miles), bringing sidewalks into ADA-compliance, and improving access to schools and
parks, among other community destinations. Through these improvements, Southern California
Association of Governments (SCAG) posits it will improve access to bikeways by 50 percent, with
bicycle mode share as high as 4.4 percent in 2020 and 16 percent by 2035. By converting two-thirds
of all trips less than 3 miles to active transportation modes, SCAG estimates the region will save
more than 7.8 million vehicle miles traveled (VMT) by 2020 and 20.4 million VMT by 2035. See
Southern California Association of Governments. (2012, April). 2012–2025 Regional Transportation
Plan/Sustainable Communities Strategy. Available at http://rtpscs.scag.ca.gov. And Southern California
Association of Governments. (2012, April). Active Transportation Appendix, 2012–2025 Regional
Transportation Plan/Sustainable Communities Strategy. Available http://rtpscs.scag.ca.gov. This figure
reflects regionally funded projects and does not include any locally funded projects; SCAG estimates
regional spending that includes locally funded projects total $10 billion. Prior to adoption, the Los
Angeles County Health Department further analyzed the cost necessary to build and maintain an
active transportation network over 25 years, concluding the region would need to invest $40 billion.
For more information, see http://saferoutescalifornia.org/2012/01/24/dph_regional_need_40b.
17. New York City Department of Transportation. (2013). The Economic Benefits of Sustainable Streets.
Available at www.nyc.gov/html/dot/downloads/pdf/dot-economic-benefits-of-sustainable-streets.pdf.
Latterman, D. and Anttila-Hughes, J. (2014). “Using retail tax revenue data and other business metrics
to determine the effect of streetscape improvements on businesses and business corridors in San
Francisco.” Paper prepared for the San Francisco Municipal Transportation Agency.
18. This analysis builds on the lessons and methods of similar analyses for the San Francisco Municipal
Transit Agency and New York City Department of Transportation, particularly in choosing
timeframes and analogs for comparison. By comparing outcomes of Complete Streets projects to their
unimproved analogs and citywide trends, this research aims to demonstrate that outcomes are related
to the Complete Streets improvements more than other factors occurring across a locality. This
analysis couples the economic analysis with before-and-after data on the transportation performance,
creating a richer understanding of how Complete Streets investments affect private investment,
employment, earnings, safety, and multimodal travel.
19. The initial economic analysis method tried to systematically assess how the real-estate market
38
responds to Complete Streets projects within one to two years of completion. Using national real-
estate datasets, we analyzed 10 projects, examining changes in measures such as vacancy, rent per
square foot, net absorption, and median sales. Using nationally available datasets, this analysis
yielded no clear trends suggesting that the real-estate market quickly responds to Complete Streets
improvements. As part of the revised methods, we eliminated 15 primarily residential streets and relied
on local data sources to analyze property and business impacts.
20. Partnership for Active Transportation. “Making the Case.” Available at: www.partnership4at.org/
why/case.
21. Finkelstein, E. et al. (2003). “National Medical Spending Attributable To Overweight And Obesity:
How Much, And Who’s Paying.” Health Affairs: doi: 10.1377/hlthaff.w3.219.
22. Centers for Disease Control and Prevention. (2011). “Nutrition and Physical Activity.” www.cdc.gov/
chronicdisease/resources/publications/aag/pdf/2011/nutrition-and-phys-activity-aag_web_pdf.pdf
23. The terms and the definitions used to describe Complete Streets projects draws on the street types
outlined in the City of Boston’s Complete Streets Guidelines. According to the City of Boston’s
Complete Streets Guidelines, downtown commercial streets with dense commercial uses “play key roles
in the regional movement of people and designs must support extremely high user volumes.” Main
Streets function as the heart of neighborhood or local economies, typically characterized by dense,
single-floor commercial and retail uses. They need to accommodate both through traffic and support
gatherings and community events.
24. Between 2000 and 2012.
25. The Washington DC Economic Partnership provided real-estate projects and their value for this
figure.
26. This analysis uses LEHD data for “All jobs” for “All Workers,” meaning data reflect characteristics of
the workers with jobs in the Census blocks along each corridor and citywide. In other words, residents
outside the municipality with the Complete Streets project could hold these jobs. Analyzing the
complex interplay of commuting patterns between municipalities to determine this distinction goes
beyond the scope of this report.
27. These transportation professionals were asked to consider the following factors in making this
determination: presence of traffic control devices; functional classification; traffic volumes;
surrounding land-use mix; levels of business activity; and demographic characteristics of residents in
the area. The study and comparison corridors vary in length, although this variation is consistent with
similar analyses.
28. For an example of this technique, see Cambridge Systematics. (2011). “Crashes versus Congestion:
What’s the Cost to Society?” Report prepared for AAA. Special thanks to Eric Tang of Cambridge
Systematics for his guidance in replicating this technique as part of this study.
29. To estimate the cost of a crash, we use USDOT’s “Value of a Statistical Life,” which is $9.2 million
in the most recent guidance. Focusing only on non-fatal crashes produces a conservative bias to
our estimates. With a more robust data set over a greater period of time, it would be possible to
incorporate an estimate of the economic values derived from fewer fatalities—where a small reduction
in fatal collisions would yield large economic savings. For more information, see U.S. Department of
39
Transportation. (2014, June). “Guidance on Treatment of the Economic Value of a Statistical Life.”
Available at www.dot.gov/office-policy/transportation-policy/guidance-treatment-economic-value-
statistical-life.
30. The U.S. Environmental Protection Agency (EPA) issued guidance to calculate net present value
using a “bounding exercise,” with the lower bound as the “private consumption rate of interest,”
about 3 percent, and the upper bound as the return on private capital, about 7 percent. For more
information, please see U.S. EPA, National Center for Environmental Economics, Office of Policy
(2014, May). “Guidelines for Preparing Economic Analyses.” Available at http://yosemite.epa.gov/ee/
epa/eed.nsf/webpages/homepage.
31. New York City Department of Transportation. (September 2014).“Protected Bicycle Lanes in NYC.”
Available at www.nyc.gov/html/dot/downloads/pdf/2014-09-03-bicycle-path-data-analysis.pdf.
40
United City of Yorkville
Downtown ExteriorImprovement Grant Program
Downtown Historic Commercial CoreMatching Grant
Program Description and Application
800 Game Farm Road
Yorkville, IL 60560
(630) 553‐4350
DRAFT
PURPOSE:
The Downtown Exterior Improvement Grant Program is intended to encourage architecturally
appropriate improvements to commercial buildings in the Downtown Historic Commercial Core (see
map). The goal is to promote the attraction and retention of business operations and enhance the interest
in visiting the downtown area. The image, appearance, and environment of the downtown are important
factors in attracting consumers and maintaining a healthy economy.
ASSISTANCE AVAILABLE:
The financial assistance is a matching grant of 50% of the total project cost, up to $15,000. Applicants
must install at least $1,000 of improvements to qualify for the program. The amounts may vary by project
and each application is reviewed on a case‐by‐case basis. The amount may increase depending on the
scope of the work and the need for improvement.
QUALIFICATIONS:
Projects must be within the Downtown Historic Commercial Core (see map)
Projects must have a minimum budget of $1,000.00.
Building owners and tenants (with written consent from the building owner for all proposed
improvements) are eligible to participate in the Program.
All improvements must conform to the City’s regulations including, but not limited to, the Zoning
and Building Codes. The municipal code is available online www.yorkville.il.us.
Projects are required to comply with the Illinois Prevailing Wage Act (820 ILCS 130/0.01 et. seq.).
By submitting an application for these grants, applicant acknowledges and agrees that they will
comply with the provisions of the Act.
Project location property taxes must be current and no other debts outstanding to the City.
ELIGIBLE COSTS:
Façade Renovations
Windows
Exterior doors
Exterior lighting
Signs or awnings
Screening of unsightly utilities
Stairs
Porches
Railings
Restoration of original architectural features
Parking Facilities (structures and lots)
Landscaping
INELIGBLE COSTS:
Consultant fees
Advertising
Payroll
Day‐to‐day operational costs (i.e. utilities, taxes)
Refuse management
Production equipment
Any interior improvements
Work completed before any program funds are approved
AREA MAP:
The Downtown Historic Commercial Core is defined by Fox River to the north, Fox Street to the
South, Main Street to the west and Mill Street to the east.
Map to be placed here or separate attachment dependent on size.
Temporary illustration below:
APPLICATION REQUIREMENTS:
1. Completed application (attached)
2. Letter of consent from the property owner if the applicant is a tenant
3. Copies of three (3) estimate sheets for each aspect of the proposed work
4. Drawings and plans
Building Alterations:
Site plan with building outline and proposed changes to site
Façade elevations, including height, length, and width measurements
Site plan with building outline and proposed changes, where applicable
Color scheme of the proposed addition or alteration
Building material samples (roof, siding, chimneys, etc.) if applicable
Cut sheets for proposed doors and windows, if applicable.
Landscape/or other site improvements:
Site plan with building outline and proposed changes to site (e.g. access, driveway
consolidation, etc) ; or
Landscape plan, if applicable
Sign/awning/canopy improvements:
Color drawing of the sign/awning including measurement
Façade elevation showing sign/awning placement, if applicable
If free‐standing sign, site plan showing sign location
5. Current digital photos of all building facades or areas which will receive improvements
APPLICATION AND APPROVAL PROCESS:
1. Contact the Community Development Department for program information and to determine
project eligibility
2. Submit an application along with all other require documents.
3. The Community Development Department will evaluate the application for compliance with
program regulations. Upon completion, the City may request revisions to the application. When
the required revisions have been made, the application will be forwarded to the City Council for
their consideration. Total review by City Staff and approval by the City Council is a 15‐30 day
timeline.
4. Application is considered by the City Council. Applicant’s attendance is required at the
City Council meeting as part of the application review process. The City Council typically meets the
2nd and 4th Tuesday evenings of every month.
5. Sign agreement with the City
6. Proposed improvements must be completed and the business must be operational within one year
of award approval by the City Council.
SELECTION CRITERIA:
Projected impact on the value of the subject property, especially with respect to the value of the
particular improvement for a future occupant of the unit or building.
Extent to which the improvements are eligible for the program.
Condition of building façade and signage and need for renovation.
Extent to which proposed improvements restore, maintain or enhance the aesthetic character of
the downtown.
Design Guidelines or Standards
TERMS:
The improvements must be completed within twelve (12) months from the date of the grant
approval.
Grant is issued in the form of a reimbursement of eligible expenses after the completion of the
project (receipts or other acceptable proof of payment are required).
Award limit of 50% of the total project cost or $15,000, whichever is less
Failure to abide by the terms and conditions of this program will result in forfeiture of program
funding. In the event of a default by the applicant, the United City of Yorkville reserves the right to
require repayment of any grant funds disbursed to the applicant.
FURTHER INFORMATION:
For more information regarding the Downtown Exterior Improvement Grant Program, please contact the
United City of Yorkville:
Krysti‐Barksdale Noble, Director of Community Development
800 Game Farm Road, Yorkville, IL 60560
Phone: 630‐553‐8573
Email: knoble@yorkville.il.us
Bus. Home
Bus. Home
DOWNTOWN EXTERIOR IMPROVEMENT PROGRAM
United City of Yorkville
800 Game Farm Rd. Yorkville, IL 60560 630-553-8545 Fax. 630-553-7575
Date Received Date Granted or Denied
Site Address Parcel #
Lot / Unit Name of Business
Applicant Information Please check below whether Business or Home/Personal
City / State / Zip Fax
Property Owner Information Please check below whether Business or Home/Personal
Name
City / State / Zip Fax
Address
Name
Address
Bus. Home
Phone
E-mail
Bus. Home
Phone
E-mail
APPLICATION FOR GRANT
Written Project Description
_________________________________________________________________________________________
_________________________________________________________________________________________
_________________________________________________________________________________________
_________________________________________________________________________________________
_________________________________________________________________________________________
Preliminary Cost Estimate: $_____________________ City Grant Amount: $_______________________
Additional Documentation Checklist
Letter of consent from property owner if tenant applying
Copies of three estimates sheets for each aspect of the proposed work
Drawings and plans
Current Digital Photos
REVIEW CONCLUSIONS
Community Development Reviewed by:________________________ Date:__________________________
A. I agree to comply with the guidelines and procedures of the Downtown Exterior Improvement Program.
B. I understand that I must submit detailed cost documentation, copies of bids, contracts, invoices, receipts, and contractor's final waivers of lien upon
completion of the approved improvements.
C. I understand that work done before a Downtown Exterior Improvement Agreeement is approved by the City Council is not eligible for a grant
Signature________________________________________________Date_____________________________
Ordinance No. ~OCt..,.·,-\ ~
AN ORDINANCE
OF THE UNITED CITY OF YORKVILLE, KENDALL COUNTY, ILLINOIS,
APPROVING THE UNITED CITY OF YORKVILLE'S
DOWNTOWN YORKVILLE TAX INCREMENT FINANCING REDEVELOPMENT
PROJECT AND PLAN AND UNITED CITY OF YORKVILLE'S
DOWNTOWN YORKVILLE TAX INCREMENT FINANCING REDEVELOPMENT
PROJECT AREA
WHEREAS, the Mayor and City Council (the "C01porate Authorities") of the United
City of Yorkville, Kendall County, Illinois (the "Municipality"), have heretofore determined that
the stable economic and physical development of the Municipality is endangered by the presence
of blighting factors as often manifested by progressive and advanced deterioration of structures,
by a lack of physical maintenance of such structures, by obsolete and inadequate infrastructure,
by obsolete platting, and by deleterious land use and layout, with a resulting decline of the
Municipality which impairs the value of private investments and threatens the sound growth and
the tax base of the Municipality and the taxing districts having the power to tax real property in
the Municipality (the "Taxing Districts") and threatens the health, safety, morals and welfare of
the public; and,
WHEREAS, the Corporate Authorities have heretofore determined that in order to
promote and protect the health, safety, morals and welfare of the public, blighted conditions in
the Municipality need to be eradicated and redevelopment of the Municipality be undertaken in
order to remove and alleviate adverse conditions, encourage private investment, and, restore and
enhance the tax base of the Municipality and the Taxing Districts; and,
WHEREAS, the Municipality has heretofore caused to be conducted an eligibility study
to determine whether the proposed United City of Yorkville's Downtown Yorkville Tax
ASTATE... I LLI NOiS ",OUNT' KENDALL o
JUN '} I) L ,)
Increment Financing Redevelopment Project and Plan and United City of Yorkville's Downtown
Yorkville Tax Increment Financing Redevelopment Project Area (the "Proposed Area") qualifies
as a "redevelopment project area" pursuant to the fllinois Tax Increment Allocation
Redevelopment Act, as amended (the "Act"), 65 ILCS 5/11-74.4-1 et seq.; and,
WHEREAS, the Municipality has heretofore evaluated various lawfully available
programs to provide such assistance and has determined that the use of tax increment allocation
financing is necessary to achieve the redevelopment goals of the Municipality for the Proposed
Area; and,
WHEREAS, the Municipality held a public meeting on February 13,2006, to advise the
public taxing districts, taxpayers and residents in the Proposed Area of the Municipality's intent
to prepare a redevelopment plan and designate a redevelopment project area (the "Community
Meeting"); and,
WHEREAS, due notice in respect to the Community Meeting was given pursuant to
Section 11-74.4-6 of the TIF Act, said notice was sent by certified mail to the Taxing Districts on
January 25,2006, and by mail to each residential address and taxpayer within the Proposed Area
on or about January 25, 2006; and,
WHEREAS, at the Community Meeting, any interested person or affected taxing district
was permitted to file with the Municipality written objections and was heard orally in respect to
any issues pertaining to the Proposed Area; and,
WHEREAS, the Municipality was advised on March 17, 2006, that the Proposed Area
qualifies as a "redevelopment project area" under Section 11-74.4-3 ofthe Act; and,
WHEREAS, it is therefore concluded by the Corporate Authorities that the Proposed
Area remains qualified as a "redevelopment project area" under Section 11-74.4-3 of the Act as
of the date hereof; and,
WHEREAS, the Municipality has further caused the preparation of and made available
for public inspection a proposed redevelopment project and plan ("Project and Plan") for the
Proposed Area; and,
WHEREAS, the Project and Plan sets forth in writing the program to be undertaken to
accomplish the objectives of the Municipality and includes estimated redevelopment project
costs proposed for the Proposed Area, evidence indicating that the Proposed Area on the whole
has not been subject to growth and development through investment by private enterprise, an
assessment of the financial impact of the Proposed Area on or any increased demand for services
from any taxing district affected by the Plan and any program to address such financial impact or
increased demand, the sources of funds to pay costs, the nature and term of the obligations to be
issued (if any), the most recent equalized assessed valuation of the Proposed Area, an estimate as
to the equalized assessed valuation after redevelopment, the general land uses to apply in the
Proposed Area, and a commitment to fair employment practices and the Project and Plan
accordingly complies in all respects with the requirements of the Act; and,
WHEREAS, pursuant to Section 11-74.4-5 of the Act, the Corporate Authorities by a
Resolution adopted the 28 th day of March, 2006, called a public hearing (the "Hearing") relative
to the Project and Plan and the designation of the Proposed Area as a redevelopment project area
under the Act and fixed the time and place for such Hearing, being the 23 rd day of May, 2006 at
7:00 p.m., at the City Hall, 800 Game Farm Road, Yorkville, Illinois; and,
WHEREAS, pursuant to Section 11-74.4-5 of the TIF Act, due notice of the availability
of the Redevelopment Plan and Eligibility Report was mailed on or about April 12, 2006, to all
residential addresses that, after a good faith effort, the municipality determined were located
within 750 feet outside of the boundaries of the proposed redevelopment project area.
WHEREAS, due notice in respect to such Hearing was given pursuant to Sections 11-
74.4-5 and 11-74.4-6 of the Act, said notice, together with a copy of the Project and Plan, was
sent to the Taxing Districts and to the Department of Commerce and Economic Opportunity of
the State of Illinois by certified mail on April 5, 2006; by pUblication on May 4, 2006 and May
11,2006; and, by mail to taxpayers within the Proposed Area on May 11,2006; by certified mail
to taxpayers within the Proposed Area on May 5, 2006; and to each residential address located
within the Proposed Area on May 5, 2006; and,
WHEREAS, the Municipality has heretofore convened a Joint Review Board as required
by and in all respects in compliance with the provisions of the Act; and,
WHEREAS, the Joint Review Board has met at the times and as required by the Act and
has reviewed the public record, planning documents and a form of proposed ordinance approving
the Project and Plan; and,
WHEREAS, the Joint Review Board has adopted by a majority vote an advisory, non-
binding recommendation that the Municipality proceed to implement the Project and Plan and to
designate the Proposed Area as a redevelopment project area under the Act; and,
WHEREAS, the Joint Review Board based its decision to approve the proposal on the
basis of the Proposed Area and Project and Plan satisfying the Plan requirements, the eligibility
criteria defmed in Section 11-74.4-3 of the Act, and the objectives of the Act; and,
WHEREAS, the Municipality held the Hearing on May 23, 2006, at the City Hall, 800
Game Fann Road, Yorkville, Illinois; and
WHEREAS, at the Hearing, any interested person or Taxing District was permitted to
file with the Municipal Clerk written objections and was heard orally in respect to any issues
embodied in the notice of said Hearing, and the Municipality heard and determined all protests
and objections at the Hearing; and,
WHEREAS, the Hearing was adjourned on the 23 rd day of May, 2006; and,
WHEREAS, the Project and Plan set forth the factors which cause the Proposed Area to
be blighted, and the Corporate Authorities have reviewed the information concerning such
factors presented at the Hearing and have reviewed other studies and are generally informed of
the conditions in the Proposed Area which could cause the area to be a "conservation area" as
defined in the TIF Act; and,
WHEREAS, the Corporate Authorities have reviewed evidence indicating that the
Proposed Area on the whole has not been subject to growth and development through investment
by private enterprise and have reviewed the conditions pertaining to lack of private investment in
the Proposed Area to determine whether private development would take place in the Proposed
Area as a whole without the adoption of the proposed Project and Plan; and,
WHEREAS, the Corporate Authorities have reviewed the conditions pertaining to real
property in the Proposed Area to determine whether contiguous parcels of real property and
improvements thereon in the Proposed Area would be substantially benefitted by the proposed
Project improvements; and,
WHEREAS, the Corporate Authorities have made an assessment of any financial impact
of the Proposed Area on or any increased demand for services from any taxing district affected
by the Project and Plan and any program to address such financial impact or increased demand;
and,
WHEREAS, the Corporate Authorities have reviewed the proposed Project and Plan and
also the comprehensive plan for development of the Municipality as a whole to determine
whether the proposed Project and Plan conform to the comprehensive plan of the Municipality.
NOW, THEREFORE, BE IT ORDAINED by the Mayor and City Council of the
United City of Yorkville, Kendall County, Illinois, as follows:
Section 1. Findings. The Corporate Authorities hereby make the following findings:
(a) The Proposed Area is legally described in Exhibit A attached hereto and
incorporated herein as if set out in full by this reference. A map showing
the street location for the Proposed Area is depicted in Exhibit B attached
hereto and incorporated herein as if set out in full by this reference.
(b) There exist conditions which cause the Proposed Area to be subject to
designation as a redevelopment project area under the Act and to be
classified as a "blighted" area as defined in Section 11-74.4-3 of the Act.
(c) The Proposed Area on the whole has not been subject to growth and
development through investment by private enterprise and would not be
reasonably anticipated to be developed without the adoption of the Project
and Plan.
(d) The Project and Plan confonn to the comprehensive plan for the
development of the Municipality as a whole.
(e) As set forth in the Project and Plan and in the testimony at the public
hearing, the estimated date of completion of the Project is no later than
December 31, 2029, and the estimated date of the retirement of any
obligation incurred to fmance redevelopment project costs as defined in
the Project and Plan is no later than the year 2030.
(f) The parcels of real property in the Proposed Area are contiguous, and only
those contiguous parcels of real property and improvements thereon which
will be substantially benefitted by the proposed Project and Plan
improvements are included in the Proposed Area.
Section 2. Exhibits Incorporated by Reference. The Project and Plan which were the
subject matter of the public hearing held on the 23 rd day of May, 2006, are hereby adopted and
approved. A copy of the Project and Plan is set forth in Exhibit C attached hereto and
incorporated herein as if set out in full by this reference.
Section 3. Invalidity of Any Section. If any section, paragraph or provision of this
Ordinance shall be held to be invalid or unenforceable for any reason, the invalidity or
unenforceability of such section, paragraph or provision shall not affect any of the remaining
provisions of this Ordinance.
Section 4. Superseder and Effective Date. All ordinances, resolutions, motions or
orders in conflict herewith be, and the same hereby are, repealed to the extent of such conflict,
and this Ordinance shall be in full force and effect immediately upon its passage by the
Corporate Authorities and approval as provided by law.
ADOPTED this ~ day of ~ UN E , 2006.
APPR .. OVED: /}.
J ,;1/ / U .. .-::/ ... ? /1 C:/( 7f:z;;:t4
Mayor /'
AYES: " ---=---
NAYS: __ _
ABSENT:_l_
Attest: .
U1k;V~ tEPIliY City Clerk
yorkvilleitifS.ord
Exhibit A
Legal Description
10
JAMES Itt. OLSON ASSOCIATES, LTD.
Illinois Professional Land SUl'V&yors
Land SUNByors & Land Planners
107 West Madison str98t
Yorkville, illinois 60560
Phon9: 630-5~050 Fax: 630-553-0964
Legal Description for City of Yorlwille
Downtown TIF District
March 24, 2006
(fA II EX-MI il
That part of Section 32 and part of the West f:/alf of Section 33, Township 37
North, Range 7 East of the Third Principal Meridian described as follows: Commencing
at the Northwest comer of the Northeast Quarter of Section 4, Township 36 North,
Range 7 East of the Third Principal Meridian; thence North 01°11'52" East parallel with
the East line of the Southwest Quarter of said Section 33, a distance of 1356.81 feet to
a point on the South line of a tract described in 8 Quit Claim Deed fro'!1 Palos Bank and
Trust Company, Trust No. 1-1620 to Bruce O. and Virginia J. Buhnnsstef, his wife,
recorded as Document No. 83-5890 on Decembei"23, 1983 which is 45.43 feet
westerly, as measured along said South line, of the Southeast comer of said tract;
thence South BfJ048'09 u East 45.43 feet to said southeast comer; thence North
88°48'09" West along said South line 415.06 feet to a westerly line of s~id tract; thence
North 01°11 '52" East along said westerly line 246.0 feet to a southerly line of said tract;
thence North 8S048'09" West along said southerly line to the West line of the Fonner
Fox and Illinois Union Railway Company right-of-way; thence North OEJ010'52" East
along said West line to an "old claim linen drawn southeasterly from the Southeast
comer of Price's First Addition to Yorkville; thence northwesterly along said "old claim
linen 486.54 feet to the Southeast comer of said Prices' Addition; thence northerly along
the East line of said Price's Addition 367.63 feet to the Northeast comer thereof; thence
westerly along the North line of said Price's Addition 526.3 feet to the midpoint on the
South linr:: of Block 13 of Black's Addition to Yorkville; thence northerly 297.85 feet to
the midpoint on the North line of said Block 13; thence westerly along the South line of
VanEmmon Street 119.50 feet to the East line of Mill street; thence southerly along
said East line to the South line of Lot 6 in "Ter-Jac Subdivision" extended easterly;
thence westerly along said extended South line, said South line and said South line
extended westerly 164.5 feet to the West line of the East 6 feet of Lot 1 in said "Ter-Jac
Subdivision": thence southerly along said West line 84.11 feet to the South line of said
Lot 1: thence westerly along said South line of Lot 1 a distance of 190.0 feet to the
West line of Heustis street; thence northerly along said West line to a point which is
JAMES M. OLSON ASSOCIATES. LTO.
Illinois Professional Land Surveyors
Land Surveyors & Land Pfanners
107 West Madison Street
Y~n~.lmno~ 60560
Phone: 63(}"553..005D Fax: 630-553-0964
234.30 feet southerly of, as measured along said West line, the South line of
VanEmmon Street; thence westerly along a line which forms an angle of 92°16' with the
last described course, measured clockwise therefrom, 175.0 feet; thence southerly
parallel with said West line of Heustis Street 80.0 feet; thence westerly parallel with the
penultimate course 52.0 feet; thence southerly along a line which fonns an angle of
8S023' with the last described course, measured clockwise therefrom, 263.50 feet;
thence westerly along a line which forms an angle of 88"44' with the last described
course, measured counterclockwise therefrom, 188,0 feet to the East line of Bell street;
thence southerly along said East line 259.04 feet to the South line of Fox Street; thence
westerly along said South line of Fox Street to the East Line of fIIinois State Route No. '
47; thence southerly along said East line to the South line of Lot 6 in Block 5, Mason's
Addition to Yorkville m thence westerly along the South line of Lots 6 and 7 in said
Mason's Addition to the West line of said Route No. 47; thence southerly along said
West line to the South line. of a tract of land described in a deed recorded January 28.
1988 as Document 880498; thence westerly along the south line of said tract and the
south line of a tract described in a deed recorded February 6, 1990 as Document
900871 to the west line of Lot 5 in Block 11 of the Original Village of Yorkville extended
southerly; thence northerly along the West line of Lots 5 and 4 in said Block 11 to the
Southeast comer of Lot 2 in 'said Block 11; thence westerly along the South line of said
Lot 2 and said South line extended to the West line of South Main Street; thence
northerly along said West line to the South line of VanEmmon Street; thence westerly
along said South line to the East line extended southerly of Lot 3 in Block 4 of Black's
Addition to Yorkville extended southerly; thence northerly along said extended East line
and said East line to the Northeast comer of said Lot 3; thence northerly along the East
line of Lot 4 in said Addition 40.30 feet; thence easterly along a line which fonns an
angle of 89"15' with the last described course, measured counterclockwise therefrom,
38.8 feet; thence northeasterly along a line which fonns an angle of 13S000' with the
last described course, measured clockwise therefrom, 14. 1 feet; thence n.ortherly along
a line which forms an angie of 220057' with the last described course, measured
counterclockwise therefrom 32.0 reet; thence easterly along a line which fonns an angle
of 10EP53' with ttie last described course, measured counterclockwise therefromJ 64.33
feet to the West line of Adams Street; thence northerly along said West line 27.0 feet to
the North line of said Block 4; thence westerly along said North line 223.82 feet to the
JAMES M. OLSON ASSOCIATES, L TO.
Illinois Promssional Land Surveyors
Land Surveyors & Land Planners .
107 West Madison Street
Yorkville, tllinois 60560
Phone: 630-55:J..OO50 Fax: 630-553-0964
East lins of Morgan Street; thence southerly along said cast /ins 240.55 feet to the
center line of VanEmmon Street; thence westerly along said center line and the cenier
line of vacated VanEmmon street and said center line extended westarty to the East
line of Lot 3 in Block 24 of said Black's Second Addition; thence northerly along said
east line to the south line of the north 143.0 feet to said Lot 3; thence westerly along the
south line of the norlherly 143.0 feat of Lots 3 and 4 in said Block 24 to the west line of
said Lot 4; thence southerly alorig said west line to the north line of Madison Court;
thence westerly along said north line to the west line of Madison Courl; thence
southerly to the Northeast comer of Block 23 in said Black's Second Addition; thence
westerly along the North line of said B/ock 23 a distance of 198.0 feet to the Northwest
comer thereof; thence southerly along the West line of said Block 23 a distance of
190.0 feet to the South line of Madison street extended westerly; thence westerly along
said extended South line 58.22 feet to a line drawn parallel with and 100.0 feet westerly
of the West line of Lot 7 in Block 21 in said Black's Second Addition; thence southerly
along said parallel line 99.91 feet to the South line extended westerly of said Lot 7;
thence westerly along said extended South line 172.07 feet to the East line of White
Oak Fann Unit 1; thence norlherly along said East line, said East line extended and the
East line of White Oak Farm Unit 2 to the southerly bank of the Fox River; thence
easte~y along said southerly bank to a line drawn South from the connuence of
Blaokberry Creek; thenoe North along said line to the North bank of the Fox River;
thence easterly along said Norlh bank to the eastern corporate limits of the United City
of Yorkville, thence southerly along said corporate/ina to the East line of the Southeast
Quarter of said Section 33; thence southerly along said East line to the point of
beginning in the United City of Yorkville, Kendall County, lIIinois_
Exhibit B
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Exhibit C
Project and Plan
EX-Hl6JT (( J)
DOWNTOWN YORKVILLE
TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AND PLAN
UNITED CITY OF YORKVILLE, ILLINOIS
March 24, 2006
Prepared by:
Ehlers & Associates, Inc.
DOWNTOWN YORKVILLE
TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AND PLAN
UNITED CITY OF YORKVILLE, ILLINOIS
This Redevelopment Plan is subject to review
and comment and may be revised
after comment and hearing.
March 24, 2006
Prepared by:
Ehlers & Associates, Inc.
TABLE OF CONTENTS
I. INTRODUCTION ................................................................................................................................ 1
A. Tax Increment Financing .............................................................................................................. 4
B. Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan ..................... 5
II. LEGAL DESCRIPTION ..................................................................................................................... 7
III. PROJECT AREA ELIGIBILITY CONDITIONS ........................................................................... 8
A. Surveys and Analyses Conducted ................................................................................................. 8
B. Summary of Findings .................................................................................................................... 8
IV. REDEVELOPMENT GOALS AND POLICIES ........................................................................... 10
A. General Goals .............................................................................................................................. 10
B. Redevelopment Objectives .......................................................................................................... 11
V. REDEVELOPMENT PROJECT ..................................................................................................... 12
A. Overall Redevelopment Concept ................................................................................................ 12
B. Generalized Land Use Plan .......................................................................................................... 12
C. Development and Design Objectives .......................................................................................... 13
D. Redevelopment Improvements and Activities ............................................................................. 15
E. Redevelopment Project Costs ...................................................................................................... 18
F. Sources of Funds to Pay Redevelopment Project Costs .............................................................. 23
G. Issuance of Obligations ............................................................................................................... 23
H. Valuation of the Project Area ...................................................................................................... 25
VI. LACK OF GROWfH AND DEVELOPlVIENT THROUGH INVESTlVIENT BY PRIVATE
ENTERPRISE .................................................................................................................................... 28
VII. FINANCIAL IMPACT ...................................................................................................................... 29
VIII. DEMAND ON TAXING DISTRICT SERVICES .......................................................................... 30
IX. CONFORMITY OF THE REDEVELOPlVIENT PLAN AND PROJECT TO THE
COMPREHENSIVE PLAN FOR THE DEVELOPMENT OF THE CITY
AS A WHOLE .................................................................................................................................... 32
X. PHASING AND SCHEDULING ...................................................................................................... 33
XI. PROVISIONS FOR AMENDING THE REDEVELOPMENT PLAN ....................................... 34
XII. COMMITMENT TO FAIR EMPLOYMENT PRACTICES AND AFFIRMATIVE ACTION
PLAN ................................................................................................................................................... 35
XIII. IMPACT ON INHABITED RESIDENTIAL UNITS .................................................................... 36
FIGURES, TABLES AND EXHIBITS
FIGURE 1: PROJECT AREA BOUNDARY ...................................................................................... 2
TABLE 1 : TOTAL ESTIMATED REDEVELOPMENT PROJECT COSTS .......................... 22
TABLE 2: PROJECT AREA TOTAL EA V BY TAX PARCEL (PIN) .................................... 26
EXHIBIT I DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
ELIGIBILITY STUDY
EXHIBIT II DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
HOUSINGINWACTSTUDY
EXHIBIT III DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
LEGAL DESCRIPTION
I. INTRODUCTION
This document, entitled Downtown Yorkville Tax Increment Financing Redevelopment Project and
Plan, is to serve as a redevelopment plan (the "Redevelopment Plan") for the historic central
business district ("Downtown") of the United City of Yorkville, Kendall County, Illinois (the
"City"). The redevelopment project area encompasses most of Downtown Yorkville and generally
includes the north and south frontage of Hydraulic Street from the corporate boundary on the east
to the White Oak subdivision on the west; the northern frontage of Van Emmon Street from Adams
Street on the west to the corporate boundary on the east; the southern frontage of Van Emmon
Street from Main Street on the west to the corporate boundary on the east; the frontage of Bridge
Street from the Fox River on the n0l1h to Fox Street on the south; and the eastern frontage of Main
Street from the Fox River on the nOlih to Fox Street on the south. The area is subsequently referred
to in this document as the Downtown Yorkville Tax Increment Financing Redevelopment Project
Area (the "Project Area"). The Project Area is illustrated in Figure 1 (Project Area Boundmy) and
legally described in Exhibit III to this Redevelopment Plan.
The United City of Yorkville
The United City of Yorkville is located in the Fox River Valley of Kendall County approximately
50 miles southwest of Chicago. The City includes land on both sides of the Fox River and is
generally bounded by unincorporated p0l1ions of Kendall County with the neighboring
communities of MontgomelY to the n0l1h, Oswego to the east, and Plano to the west. Yorkville was
originally settled south of the Fox River in 1832 as an agricultural business center with a downtown
district along the Fox River. Growth of the community was reinforced by the county seat
designation in 1859, the Chicago Burlington and Quincy railroad route established through
Yorkville in 1870, and the incorporation of the town in 1887. Based on shared circumstances and
vision, the towns of Yorkville and Bristol (the town to the north of the Fox River) combined to
fOlm the United City of Yorkville in 1957.
Since 1960, the City has steadily grown to a current population of approximately 12,000 persons
and is poised for substantial future growth-projected at nearly 35,000 by 2010. The City is
primarily a residential community with attractive homes, a traditional Downtown area and growing
residential neighborhoods, commercial corridors and industrial areas. The Fox River is a major
asset as a natural resource and recreational amenity. As regional growth of the Chicago
metropolitan area proceeds southwestward, the City has focused its planning eff0l1s on guiding
development to assure a compatible and efficient balance of land uses reflective of the City's small
town heritage but also responsive to contemporary development opportunities.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page I
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Downtown Yorkville Tax Increment Financing Redevelopment Project Area
The Project Area encompasses some of the oldest propeliies of Yorkville and constitutes a
significant pOliion of the City's historic Downtown area. The Project Area contains several
buildings, sites and groupings of propeliies that are considered historically or architecturally
significant, including Bridge Street frontage and the historic Kendall County COUlihouse. Several
buildings date from the late 1800s and early 1900s and only a few commercial buildings were built
after 1970. The Downtown is generally an active mixed-use area with a range of commercial and
retail uses, restaUl'ants/pubs, residential uses, some public and civic uses and several industrial uses
that reflect the past dependence on the Fox River and freight rail line at this location for commerce.
Yorkville's Downtown was the only business district in the City up until the early 1970s when the
City annexed a large area at the intersection of US Route 34 and IL Route 47 known as
Countryside Center. Over the past three decades, Countryside Shopping Center and additional
retail and commercial businesses have been developed along the intersecting con1dors of US Route
34 and IL Route 47 in a pattem that has been traditionally auto-0l1ented to include Sh1P retail
centers, big box uses and businesses with d11ve-thm facilities. Over this same pe110d, the core
retail and commercial functions of the Downtown have diminished significantly. In ShOli, while
the outer edges and previously undeveloped areas of the City have benefited from much growth
and development, the Project Area has generally lacked new p11vate investment.
As a result of these commercial development and general market changes, the City's historic
Downtown cUl1'ently faces a number of challenges and concems. While the Downtown remains
active as a mixed-use area and some limited development and improvements to buildings have
occUlTed in a few blocks, the Project Area as a whole has not benefited from new p11vate
investment to revitalize the Project Area on a systematic or significant level. POliions of the
Downtown, including the Project Area, show signs of decline, deteriorating physical conditions,
vacant and/or underdeveloped sites, sub-optimal land uses, obsolescent buildings, and constrained
building and site layouts. These changing conditions and needs must be addressed to ensure the
10ng-telID health and viability of the Project Area, the Downtown and the community as a whole.
The City recognizes the changing needs and oppOliunities for growth and development of the
Project Area and the incumbent responsibility to plan for such needs and changes on a coordinated
and comprehensive basis. Recent planning effOlis which address this concem include the United
City of Yorkville 2002 Comprehensive Plan, United City of Yorkville Comprehensive Plan Update
(February 22, 2005) and United City of Yorkville Downtmvn Vision Plan (December 2005). These
plans set fOlih recommendations for development and redevelopment of the Project Area and form
the basis for many of the recommendations presented in this Redevelopment Plan.
As part of its strategy to revitalize the Downtown and stimulate private investment in new
development, redevelopment and rehabilitation, the City engaged Ehlers & Associates, Inc.
("Ehlers) to investigate whether the Project Area qualifies as a "conservation area" under the
Illinois Tax Increment Allocation Redevelopment Act (the "AcC).
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24,2006
page 3
Ehlers surveyed the area identified by the City and refelTed to as the Project Area to document any
conservation area factors that may exist within the Project Area. Ehlers documented these factors in
a study entitled, "Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Eligibility Study" (the "Eligibility Study"), which is included as Exhibit I to this report.
Characteristic conditions in the Project Area include vacant sites and buildings, deteriorated
buildings and site improvements, obsolescence due to size and layout, declining or lagging growth
in propelty valuation, inadequate utilities and a general lack of community planning. Overall, the
Project Area has not been subject to growth and development through investment by private
enterprise and is not reasonably anticipated to be redeveloped without the eff0l1s and leadership of
the City. Redevelopment, revitalization and improvement of the Project Area will be a complex
undertaking requiring a well-organized development and revitalization strategy to bring about
interest and investment on a coordinated basis. Realization of the goals and objectives of the
Downtown Vision Plan will require commitment from the City, propelty owners, residents and
developers, as well as a long-telm financial plan and commitment.
This Redevelopment Plan summarizes the analyses and fmdings of Ehlers' work, which, unless
othelwise noted, is the responsibility of Ehlers. The City is entitled to rely on the fmdings and
conclusions of this Redevelopment Plan in designating the Project Area as a redevelopment project
area under the Act. Ehlers has prepared this Redevelopment Plan and the Eligibility Study with the
understanding that the City would rely: I) on the fmdings and conclusions of the Redevelopment
Plan and the related Eligibility Study in proceeding with the designation of the Project Area and the
adoption and implementation of the Redevelopment Plan, and 2) on the fact that Ehlers has
obtained the necessary infOlmation so that the Redevelopment Plan and the related Eligibility
Study will comply with the Act.
A. Tax Increment Financing
In Januaty 1977, tax increment fmancing ("TIF") was made possible by the Illinois General
Assembly through passage of the Tax Increment Allocation Redevelopment Act. The Act is found
in Illinois Compiled Statutes, Chapter 65, Act 5, Section 11-74.4-1 et seq., as amended. The Act
provides a means for municipalities, after the approval of a redevelopment plan and project, to
redevelop blighted, conservation, or industrial park conservation areas and to finance
redevelopment project costs (sometimes refelTed to as "Project Costs" or "Redevelopment Project
Costs") with incremental propelty tax revenues. "Incremental Property Tax" or "Incremental
Propelty Taxes" are derived from the increase in the CUlTent equalized assessed valuation (ilEA V")
of real propelty within the Project Area over and above the "Ce11ified Initial EA V" of the real
property. Any increase in EA V is then multiplied by the CUlTent tax rate which results in
Incremental Propelty Taxes. A decline in CUlTent EA V does not result in a negative Incremental
Propelty Tax.
To finance Project Costs, a municipality may issue obligations secured by estimated Incremental
Propelty Taxes to be generated within the Project Area. In addition, a municipality may pledge
towat'ds payment of such obligations any pat1 or any combination of the following: (a) net revenues
of all or pat1 of any redevelopment project; (b) taxes levied and collected on any or all property in
the municipality; (c) the full faith and credit of the municipality; (d) a m0l1gage on part or all of the
Downtown Yorkville TeL,( Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 4
redevelopment project; or (e) any other taxes or anticipated receipts that the municipality may
lawfully pledge.
Tax increment fmancing does not generate tax revenues by increasing tax rates. This fmancing
mechanism allows the municipality to capture, for a celiain number of years, the new tax revenues
produced by the enhanced valuation ofpropeliies resulting from the municipality's redevelopment
program, improvements and activities, various redevelopment projects, and the assessment and
reassessment of propeliies. All taxing districts continue to receive propeliy taxes levied on the
initial valuation of properties within the redevelopment project area. Additionally, taxing districts
can receive distributions of excess Incremental Propeliy Taxes when annual Incremental Property
Taxes received exceed principal and interest obligations for that year and redevelopment project
costs necessary to implement the redevelopment plan have been paid and such excess amounts are
not otherwise pledged, emmarked or designated for future usage on other redevelopment projects.
Taxing districts also benefit from the increased propeliy tax base after redevelopment project costs
and obligations are paid and the Project Area's telm has expired or has been telminated.
B. Downtown Yorkville Tax Increment Financing Redevelopment Project
and Plan
As evidenced in Section VI, the Project Area as a whole has not been subject to growth and
development through private investment. FUlihelmore, it is not reasonable to expect that the Project
Area will be redeveloped without the use ofTIF.
This Redevelopment Plan has been prepared in accordance with the provisions of the Act and is
intended to guide improvements and activities within the Project Area in order to stimulate private
investment. The goal of the City, through the implementation of this Redevelopment Plan, is that
the entire Project Area be revitalized on a comprehensive and planned deVelopment basis in order
to ensure that private investment in rehabilitation and new development occurs:
1. On a coordinated rather than piecemeal basis to ensure that the land use, pedestrian access,
vehicular circulation, parking, service and urban design systems m'e functionally integrated
and meet present-day principles and standards;
2. On a reasonable, comprehensive and integrated basis to ensure that conservation area
factors are prevented or eliminated; and
3. Within a reasonable and defmed time period so that the area may contribute productively to
the econOlnic vitality of the City.
The Redevelopment Plan sets forth the overall Redevelopment Project to be undertaken to
accomplish the above-stated goal. During the implementation of the Redevelopment Project, the
City may, from time to time, (i) undeliake or cause to be undertaken public improvements and
activities as described in Section V of this Redevelopment Plan and (ii) enter into redevelopment
agreements with private entities to construct, rehabilitate, renovate or restore private improvements
on one or several parcels (collectively refen-ed to as "Redevelopment Project").
This Redevelopment Plan specifically describes the Project Area and sets fOlih the conservation
factors that qualifY the Project Area for designation as a conservation area as defmed in the Act.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 5
Section II of the Redevelopment Plan contains the Project Area description of the boundaries of the
Project Area.
Successful implementation of this Redevelopment Plan requires that the City utilize Incremental
Property Taxes and other resources in accordance with the Act to stimulate the comprehensive and
coordinated development of the Project Area. Only through the utilization of TIF will the Project
Area develop on a comprehensive and coordinated basis, thereby eliminating the conservation area
factors, which have precluded development of the Project Area by the private sector. The use of
Incremental Property Taxes will permit the City to direct, implement, and coordinate public
improvements and activities to stimulate private investment within the Project Area. These
improvements, activities and investments will benefit the City, its residents, and all taxing districts
having jurisdiction over the Project Area. The anticipated benefits include:
• A revitalized Downtown which exemplifies the City's identity and character and serves
more effectively as a central location for a core mix of community activities including
shopping, business, living, enteliainment, recreation, and civic and community gatherings.
• The creation of new high-quality multi-family and mixed-use housing opportunities to
suppOli the local population, attract new residents and enhance the overall quality and
character of the community.
• New and improved waterfront features and amenities along and near the Fox River that
improve public access, stimulate activity, and integrate with adjacent Downtown
development and infrastlUcture.
• The constlUction of several new public and civic uses (including a City hall and City green)
that help to re-establish and reinforce the Project Area and the Downtown as a civic and
cultural center of the community.
• Enhanced streetscape features and improved parking and infrastlUcture that improve public
access, serve and stimulate activity, and integrate with key Downtown locations.
• Adaptive reuse and rehabilitation of historically significant or architecturally uruque
stlUctures.
• An increased property tax base ansmg from rehabilitated buildings and new private
development;
• An increased sales tax base arising from rehabilitated and new private development for
contemporalY retail uses;
• An increase in constlUction, pati-time, and full-time employment oppOlwnities for residents
of the City; and
• Elimination of problem conditions in the Project Area as well as general physical
improvement and upgrading of properties.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24,2006
page 6
II. LEGAL DESCRIPTION
The boundaries of the Project Area have been carefully drawn to include only real propel1y and
improvements substantially benefited by the proposed Redevelopment Project to be undertaken as
part of this Redevelopment Plan. The Project Area generally encompasses most of Downtown
Yorkville and generally includes the nOlih and south frontage of Hydraulic Street from the
corporate boundmy on the east to the White Oak subdivision on the west; the northern frontage of
Van Emmon Street from Adams Street on the west to the corporate boundmy on the east; the
southern frontage of Van Emmon Street from Main Street on the west to the corporate boundmy on
the east; the frontage of Bridge Street from the Fox River on the n0l1h to Fox Street on the south;
and the eastern fi'ontage of Main Street fi'om the Fox River on the n0l1h to Fox Street on the south.
The Project Area boundaries are shown in Figure I, Project Area Boundary, and legally described
in Exhibit III.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plall
United City of Yorkville, Illinois
March 24, 2006
page 7
III. PROJECT AREA ELIGIBILITY CONDITIONS
The conditions summarized in this section are described in detail in a separate repOli, entitled
Dmvntown Yorkville Tax Increment Financing Redevelopment Project Area Eligibility Study (the
"Eligibility Study"). The Eligibility Study, prepared by Ehlers, presents the definition, application
and extent of the conservation area factors in the Project Area. The Eligibility Study is attached as
Exhibit I to this Redevelopment Plan.
The Project Area conditions documented in this section are based on surveys and analyses
conducted for the City by Ehlers. Based on the definitions set forth in the Act, the Project Area is
found to be eligible for (i) classification as a "conservation area" and (ii) designation as a
redevelopment project area.
A. Surveys and Analyses Conducted
The summaty of [mdings for the Project Area is based upon surveys and analyses conducted by
Ehlers. The surveys and analyses conducted include:
1. Exterior survey of the condition and use of each building;
2. Field survey of environmental conditions covering streets, sidewalks, lighting, traffic,
parking facilities, landscaping, fences and walls, and general property maintenance;
3. Analysis of existing uses and their relationships to the sUl1'0undings;
4. Comparison of CUlTent land use to the CUl1'ent zoning ordinance and the CUlTent zoning map;
5. Comparison of surveyed buildings to existing codes ofthe City;
6. Analysis of original and CUlTent platting and building size and layout;
7. Analysis of vacant portions of sites and buildings;
8. Analysis of original and CUl1'ent platting, air photos and building size and layout;
9. Review of previously prepared plans, studies and data; and
10. Review of Kendall County Assessor records for assessed valuations and equalization
factors for the Project Area for assessment years 1999 to 2004.
B. Summary of Findings
To meet the requirements under the Act for designation as a "conservation area," the area must
meet the prerequisite that 50 percent or more of the structures in the area must be 35 years of age or
more. In addition, a minimum of 3 factors from a total of 13 factors must be present in the area.
Based on smveys, inspections and analyses of the Project Area as identified above, the Project
Area qualifies as a conservation area. The conservation area [mdings are summarized as follows:
• The Project Area is over 1.5 acres in size.
• Of the 114 buildings within the Project Area, 83 percent are 35 years of age or older.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 8
• Five of the thit1een factors set f0l1h in the Act for a conservation area are present to a
meaningful extent and reasonably distributed in the Project Area, including "obsolescence,"
"deterioration," "inadequate utilities," "lack of community planning," and "declining or
lagging equalized assessed valuation."
• An additional five factors, including "dilapidation," "excessive vacancies," "structures
below minimum code standards," "excessive land coverage and overcrowding of
community structures," and "deleterious land use or layout" are present to a more limited
extent but supp0l1 the overall finding of eligibility as a conservation area.
• All blocks within the Project Area show the presence of conservation area factors.
• The Project Area includes only real propeliy and improvements thereon substantially
benefited by the proposed redevelopment project activities and improvements.
Downtown Yorkville Tax increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 9
IV. REDEVELOPMENT GOALS AND POLICIES
Comprehensive and coordinated investment in new public and private improvements and facilities
is essential for the successful redevelopment of the Project Area and the elimination of conditions
that have impeded redevelopment of the Project Area in the past. Redevelopment of the Project
Area will benefit the City through improvements in the physical environment, an increased tax
base, new residential and commercial opportunities, new jobs and job training oppOliunities and an
increase in the vitality of the Project Area.
This section identifies the general goals and objectives for redevelopment of the Project Area.
Section V of this Redevelopment Plan describes the overall redevelopment concept for the Project
Area, specific design and development goals and redevelopment activities that the City intends to
undeliake to achieve the redevelopment goals and objectives presented in this Section.
A. General Goals
Listed below are the general goals for redevelopment of the Project Area. These goals provide
overall focus and direction for this Redevelopment Plan.
• An environment that will contribute more positively to the health, safety and general welfare of
the Project Area, the City and sUlTounding communities.
• Elimination of the factors that qualified the Project Area as a conservation area.
• New investment and development that will preserve or enhance the value of propelties within
and adjacent to the Project Area, improving the real estate and sales tax base of the City and
other taxing districts having jurisdiction over the Project Area.
• A strong, vital Downtown achieved through the addition of new destination locations, anchor
components, developments and improvements.
• Attraction of new high-quality commercial, retail, and residential development that strengthens
Downtown as an exciting and diverse mixed-use area.
• Improved street, utility and parking infrastmcture and an enhanced streetscape environment.
• Enhancement and expansion of community facilities in the Project Area, potentially including,
but not limited to, a City Hall and City green, a senior center, community center, performing
mis center, and new recreational facilities.
• Improved access and amenities related to the Fox River.
• Preservation and enhancement of historic or architecturally significant buildings.
• A strong, positive visual image of the Project Area through attractive and high-quality building
design and site improvements.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville. Illinois
March 24, 2006
page 10
B. Redevelopment Objectives
Listed below are the redevelopment objectives which will guide planning decisions regarding
redevelopment within the Project Area.
• Reduce or eliminate those conditions that qualify the Project Area as a conservation area as
documented in the Eligibility Study.
• Strengthen the economic well-being of the Project Area and the City by returning vacant or
underutilized prope11ies to the tax rolls.
• Encourage a high-quality appearance of buildings, rights-of-way, and open spaces and
encourage high standards of design.
• Encourage coordinated development of parcels and structures in order to achieve efficient
building design and off-street parking and service facilities.
• Create an environment and provide incentives that stimulate private investment in the
upgrading of buildings and/or expansion of existing businesses and new construction.
• Provide needed improvements or facilities in proper relationship to the projected demand
for such facilities and in accordance with present-day design standards for such facilities.
• Upgrade utilities and infi'astructure to provide for contemporary development.
• Assemble or encourage the assembly of land into parcels of appropriate shape and
sufficient size for redevelopment in accordance with this Redevelopment Plan.
• Provide safe and efficient vehicular, bicycle and pedestrian circulation systems which will
enable adequate access to, movement within and connections throughout the Project Area.
• Where possible, provide for consolidated off-street loading and service facilities which are
screened and buffered from adjacent development areas and public streets.
• Provide an overall system of signage that will establish visual continuity, understandable
way-finding routes, and promote a positive overall image for the Project Area.
• Unde11ake landscaping, lighting and signage improvements to upgrade the appearance of
public rights-of-way within and adjacent to the Project Area.
Downtown Yorkville Ta;..: Increment Financing Redevelopment Project and Plan
United City o.fYorkville. Illinois
March 24. 2006
page 11
V. REDEVELOPMENT PROJECT
This section presents the Redevelopment Project anticipated to be undertaken by the City and by
private entities in furtherance of this Redevelopment Plan. The Redevelopment Project described in
this Redevelopment Plan and pursuant to the Act includes:
• the overall redevelopment concept and goals;
• the land use plan;
• development and design objectives;
• a description of redevelopment improvements and activities;
• estimated redevelopment project costs;
• a description of sources of funds to pay estimated redevelopment proj ect costs;
• a description of obligations that may be issued; and
• identification of the most recent EA V of propelties in the Project Area and an estimate of
future EA V.
A. Overall Redevelopment Concept and Land Use Plan
The Project Area should be revitalized and redeveloped as a cohesive, distinctive and active mixed-
use area that exemplifies the City's identity and character and serves more effectively as a central
location for shopping, business, living, enteltainment, recreation, and civic and community
gatherings.
The Project Area should consist of (i) retail and commercial uses, offering a range of site
development oppOltunities for contempormy retail and office uses; (ii) residential uses, including
single fmnily homes, a mix of multi-family housing styles as well as buildings with a mixture of
residential and commercial uses; (iii) recreational, enteltainment and cultural uses; and (iv) a range
of public and community facilities (including a new City Hall and City green, community center,
senior center, and performing mts center), open space, and pedestrian amenities. Industrial uses
generally are not appropriate.
Improvement projects should include: rehabilitation and reuse of existing retail, office, residential,
and commercial buildings, especially if identified by the City as architecturally or historically
significant; land consolidation for development of new retail, office, residential, commercial and
mixed-use constmction-pmticularly in vacant or undemtilized propelties within the Project Area;
retention and enhancement of viable existing businesses; improvements to streets, utilities and
infrastmcture; creation of new and upgrading of existing open space, landscaping features and Fox
River mnenities; enhancement or addition of streetscaping treatments and pedestrian amenities; and
the provision of new amenities which enhance the overall social, cultural, and aesthetic atmosphere
of the Project Area. The Project Area should be served by a street system, parking facilities, access
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 12
points and public infrastructure that provide safe and convenient access to and circulation within
the Project Area for vehicles, pedestrians and bicycles, as appropriate. The Project Area should
also be characterized by cohesive urban design features that organize and provide focus to the
Project Area, including quality building materials; pedestrian amenities; distinctive lighting,
signage and landscaping; and other appropriate amenities.
The Redevelopment Plan and the Redevelopment Project described herein confOim to the land-use
development policies and standards for the City as set fOith in the City's 2002 Comprehensive
Plan, the 2005 Update to the Comprehensive Plan and the 2005 Downtown Vision Plan.
The Land Use Plan to be in effect upon adoption of this Redevelopment Plan designates the Project
Area in total as a "Mixed Use District: Residential, Commercial, Public, Institutional, Open Space
and Recreational Uses." The permitted uses and development guidelines generally include those
intended for the "Commercial," "Urban Neighborhood," "Traditional Neighborhood," "Pub-
lic/Quasi Public," and "Park/Open Space" land use areas described in the 2002 Comprehensive
Plan, as well as any other use not in conflict with existing or future ordinances of the City.
B. Development and Design Objectives
Listed below are specific development and design objectives that will assist the City in directing
and coordinating public and private improvement and investment within the Project Area in order
to achieve the general goals and objectives identified in Section IVofthis Redevelopment Plan.
Land Use
• Promote comprehensive, area-wide redevelopment of the Project Area, allowing a wide
range of business, residential, retail, commercial service, entertainment, open space,
recreational, public and institutional uses, that benefits the larger Yorkville community.
• Promote quality new residential, commercial and mixed-use developments in the Project
Area.
• Encourage the clustering of similar and suppOiting commercial uses to promote cumulative
attraction and multi-stop shopping.
• Establish a range and pattern of compatible uses alTanged to maximize operational and
economic relationships.
Transportation, Infrastructure, and Parking
• Ensure safe, efficient, and convenient access to and circulation within the Project Area for
pedestrians, bicyclists, autos, trucks and public transpOitation.
• Where feasible and appropriate, improve street surface conditions, sidewalks, and natural
water drainage, street lighting, and traffic signalization.
Downtown Yorkville TCD': increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 13
• Alleviate traffic congestion through limited driveways, shared loading zones, efficient bus
stop locations and traffic management improvements.
• Upgrade public utilities and infrastructure as required.
• Ensure that all commerciaVretail businesses are served by an adequate supply of
conveniently located parking, to be located to the side or rear of buildings or in parking
structures.
• Promote shared parking through cooperative alTangements between businesses which
would pelTnit existing parking lots to be used by neighboring businesses dUling off-peak
periods.
• Ensure that parking lots are attractively designed and adequately maintained.
Building and Site Development
• Preserve, rehabilitate or adaptively reuse buildings and/or sites with historic and/or
architectural value where appropriate.
• Where feasible, repair and rehabilitate existing buildings in poor condition.
• Where rehabilitation is not feasible, demolish deteriorated existing buildings to allow for
new development.
• Reuse vacant buildings in serviceable condition for new businesses, residential uses, or
mixed-use development.
• Ensure that the design of new buildings is compatible with the sUlTounding building context
with regard to height, placement, orientation, bulk, architectural style, building materials,
signs, etc.
• Locate building service and loading areas away from front entrances and major streets
where possible.
• Encourage parking, service, loading and support facilities that can be shared by multiple
businesses.
• Encourage retail, entertainment, and restaurants on the first floor of buildings to contribute
to a pedestrian-oriented environment.
• Improve the design and appearance of commercial storefronts, including facade treatment,
color, materials, awnings, canopies, and signage.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page I4
Urban Design, Landscaping and Open Space
• Establish a distinctive and cohesive visual identity for the Project Area.
• Ensure high quality and hannonious architectural and landscape design throughout the
Project Area.
• Provide new pedestrian-scale lighting in areas with intense pedestrian activity.
• Provide new street trees and accent lighting where space permits.
• Promote the use of landscaping and attractive fencing to screen dumpsters, waste collection
areas, loading and service areas, and the perimeter of parking lots and other vehicular use
areas.
• Promote a coordinated landscape plan for streetscapes, gateway locations and public plazas.
• Promote the development of shared open spaces within the Project Area, including
courtyards, eating areas, recreational areas, etc.
• Ensure that all open spaces are designed, landscaped and lighted to achieve a high level of
security.
C Redevelopment Improvements and Activities
The City proposes to achieve its redevelopment goals and objectives for the Project Area through
the use of public fmancing techniques including, but not limited to, tax increment financing, to
undertake some or all of the activities and improvements authorized under the Act, including the
activities and improvements described below. The City also maintains the flexibility to undertake
additional activities and improvements authorized under the Act, if the need for activities or
improvements changes as redevelopment occurs in the Project Area.
The City may enter into redevelopment agreements with public or private entitles for the
furtherance of this Redevelopment Plan. Such redevelopment agreements may be for the
assemblage of land; the constmction, rehabilitation, renovation or restoration of improvements or
facilities; the provision of services; or any other lawful purpose. Redevelopment agreements may
contain tenns and provisions, which are more specific than the general principles set f0l1h in this
Redevelopment Plan
1. Analysis, Administration, Studies, Surveys, Legal, Marketing, etc.
The City may undertake or engage professional consultants, engineers, architects,
attomeys, etc. to conduct various analyses, studies, surveys, administration or legal
services to establish, implement and manage the Redevelopment Plan. The City may also
unde11ake the cost of marketing sites within the Project Area to prospective businesses,
developers and investors.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 15
2. Property Assembly, Site Preparation and Environmental Remediation
Property acquisition and land assembly by the private sector or public entities in accor-
dance with this Redevelopment Plan will be encouraged by the City. To meet the goals
and objectives of this Redevelopment Plan, the City may acquire and assemble any and
all property within the Project Area. Land assemblage by the City may not be by emi-
nent domain, except for cases of life safety conditions or issues. Land assemblage by the
City may be by purchase, exchange, donation, lease, and may be for the purpose of: (a)
sale, lease or conveyance to private developers or other public bodies; or (b) sale, lease,
conveyance or dedication for the conshuction of public improvements or facilities. Fur-
thermore, the City may require written redevelopment agreements with developers be-
fore acquiring any properties. As appropriate, the City may devote acquired property to
temporary uses until such propelty is scheduled for disposition and development. Prop-
elty assembly may also include demolition of buildings, site preparation, and site im-
provements that serve as an engineered batTier to ground level or below ground level en-
vironmental contamination.
3. Provision of Public Works or Improvements
The City may provide public improvements and facilities that are necessaty to service the
Project Area in accordance with the Redevelopment Plan and the Comprehensive Plan.
Public improvements and facilities may include, but are not limited to, municipal
buildings as permitted by the Act, improvements to streets, sidewalks, utilities and h'affic
control infi·astmcture.
4. Relocation
Relocation assistance may be provided to facilitate redevelopment of portions of the Pro-
ject Area and to meet other City objectives. Business or households legally occupying
properties to be acquired by the City subsequent to this Redevelopment Plan may be pro-
vided with relocation advisOlY and fmancial assistance as determined by the City. In the
event that the implementation of the Redevelopment Plan results in the removal of resi-
dential housing units in the Project Area occupied by low-income households or velY
low-income households, or the displacement of low-income households or very low-
income households from such residential housing units, such households shall be pro-
vided affordable housing and relocation assistance not less than that which would be pro-
vided under the federal UnifOlID Relocation Assistance and Real Propelty Acquisition
Policies Act of 1970 and the regulations thereunder, including the eligibility criteria. Af-
fordable housing may be either existing or newly constmcted housing. The City shall
make a good faith effort to ensure that this affordable housing is located in or near the
Project Area.
As used in the above paragraph "low-income households", "very low-income
households" and "affordable housing" shall have the meanings set fOlth in Section 3 of
the Illinois Affordable Housing Act, 310 ILCS 65/3. As of the date of this
Redevelopment Plan, these statutory terms are defined as follows: (i) "low-income
household" means a single person, family or unrelated persons living together whose
adjusted income is more than 50 percent but less than 80 percent of the median income of
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 16
the area of residence, adjusted for family size, as such adjusted income and median
income are determined from time to time by the United States Department of Housing
and Urban Development ("HUD") for purposes of Section 8 of the United States Housing
Act of 1937; (ii) "very low-income household" means a single person, family or unrelated
persons living together whose adjusted income is not more than 50 percent of the median
income of the area of residence, adjusted for family size, as so detennined by HUD; and
(iii) "affordable housing" means residential housing that, so long as the same is occupied
by low-income households or velY low-income households, requires payment of monthly
housing costs, including utilities other than telephone, of no more than 30 percent of the
maximum allowable income for such households, as applicable.
5. Job Training and Related Educational Programs
Programs designed to increase the skills of the labor force that would take advantage of
the employment oppOltunities within the Project Area may be implemented.
6. Building Rehabilitation
The City may reimburse all or a portion of the costs incutTed by propeity or business
owners that undeliake building rehabilitation projects in futiherance of the objectives of
this Redevelopment Plan.
7. Interest Subsidies and/or Affordable Housing
Funds may by provided to developers for a pOliion of costs associated with affordable
housing constmction, renovation or rehabilitation.
Funds may be provided to redevelopers for a pOliion of interest costs incutTed by a rede-
veloper related to the constmction, renovation or rehabilitation of a redevelopment project
provided that:
(a) such costs are to be paid directly from the special tax allocation fund established pur-
suant to the Act;
(b) such payments in anyone year may not exceed 30 percent of the annual interest
costs incurred by the redeveloper with respect to the redevelopment project during
that year;
(c) if there are not sufficient funds available in the special tax allocation fund to make an
interest payment, then the amounts so due shall accme and be payable when suffi-
cient funds are available in the special tax allocation fund;
(d) the total of such interest payments paid pursuant to the Act may not exceed 30 per-
cent of the total (i) cost paid or incurred by a redeveloper for a redevelopment project
plus (ii) redevelopment project costs excluding any property assembly costs and any
relocation costs incurred by the City pursuant to the Act; and
(e) the cost limits set fOlth in this paragraph in subparagraphs (b) and (d) above shall be
modified to pelTnit payment of up to 75 percent of interest costs incUlTed by a rede-
veloper for the fmancing of rehabilitated or new housing units for low-income house-
holds and very low-income households, as defined in Section 3 of the Illinois Afford-
able Housing Act.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville. Illinois
March 24. 2006
page 17
D. Redevelopment Project Costs
The various redevelopment expenditures which are eligible for payment or reimbursement under
the Act are reviewed below. Following this review is a list of estimated redevelopment project
costs that are deemed necessaty to implement this Redevelopment Plan (the "Redevelopment
Project Costs").
Eligible Redevelopment Project Costs
Redevelopment Project Costs include the sum total of all reasonable or necessaty costs incun'ed,
estimated to be incun'ed, and any costs incidental to this Redevelopment Plan pursuant to the Act.
Such costs may include, without limitation, the following:
( 1) Costs of studies, surveys, development of plans and specifications,
implementation and administration of the redevelopment plan including but not
limited to, staff and professional service costs for architectural, engineering, legal,
fmancial, planning or other services, provided that no charges for professional
services are based on a percentage of the tax increment collected except that on
and after November 1, 1999, no contracts for professional services, excluding
architectural and engineering services, may be entered into if the telms of the
contract extend beyond a period of 3 years. In addition, "redevelopment project
costs" shall not include lobbying expenses;
(2) The cost of marketing sites within the redevelopment project area to prospective
businesses, developers, and investors;
(3) Property assembly costs, including but not limited to, acquisition ofland and other
propelty, real or personal, or rights or interests therein, demolition of buildings,
site preparation, site improvements that serve as an engineered batTier addressing
ground level or below ground environmental contamination, including, but not
limited to parking lots and other concrete or asphalt baniers, and the clearing and
grading of land;
(4) Costs of rehabilitation, reconstmction or repair or remodeling of existing public or
private buildings, fixtures, and leasehold improvements; and the cost of replacing
an existing public building if pursuant to the implementation of a redevelopment
project the existing public building is to be demolished to use the site for private
investment or devoted to a different use requiring private investment;
(5) Costs of the constmction of public works or improvements; except that on and
after November 1, 1999, redevelopment project costs shall not include the cost of
constmcting a new municipal public building principally used to provide offices,
storage space, or conference facilities or vehicle storage, maintenance, or repair
for administrative, public safety, or public works personnel and that is not
intended to replace an existing public building as provided under paragraph (3) of
subsection (g) of Section 11-74.4-3 unless either (i) the constmction of the new
municipal building implements a redevelopment project that was included in a
redevelopment plan that was adopted by the municipality prior to November 1,
1999 or (ii) the municipality makes a reasonable detelmination in the
redevelopment plan supported by infOlmation that provides the basis for that
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville. Illinois
March 24. 2006
page 18
determination, that the new municipal building is required to meet an increase in
the need for public safety purposes anticipated to result from the implementation
of the redevelopment plan;
(6) Costs of job training and retraining projects, including the cost of "welfare to
work" programs implemented by businesses located within the redevelopment
project area;
(7) Financing costs including, but not limited to, all necessary and incidental expenses
related to the issuance of obligations and which may include payment of interest
on any obligations issued hereunder including interest acclUing during the
estimated period of constmction of any redevelopment project for which such
obligations are issued and for a period not exceeding 36 months following
completion and including reasonable reserves related thereto;
(8) To the extent the municipality by written agreement accepts and approves the
same, all or a pOltion of a taxing district's capital costs resulting from a
redevelopment project necessarily incUlTed or to be incuned in fiutherance of the
objectives of the redevelopment plan and project;
(9) Relocation costs to the extent that a municipality detennines that relocation costs
shall be paid or is required to make payment of relocation costs by federal or state
law;
(10) Payment in lieu of taxes as defmed in the Act;
(11) Costs of job training, retraining, advanced vocational education or career
education, including but not limited to courses in occupational, selni-technical or
technical fields leading directly to employment, incuned by one or more taxing
districts, provided that such costs (i) are related to the establishment and
maintenance of additional job training, advanced vocational education or career
education programs for persons employed or to be employed by employers located
in a redevelopment project area; and (ii) when incUlTed by a taxing district or
taxing districts other than the municipality, are set forth in a written agreement by
or among the municipality and the taxing district or taxing districts, which
agreement describes the program to be undeltaken including but not limited to, the
number of employees to be trained, a description of the training and services to be
provided, the number and type of positions available or to be available, itemized
costs of the program and sources of funds to pay for the same, and the tenn of the
agreement. Such costs include, specifically, the payment by community college
districts of costs pursuant to Sections 3-37, 3-38, 3-40, and 3-40.l of the Public
Community College Act (as cited in the Act) and by school districts of costs
pmsuant to Sections 1O-22.20a and 10-23.3a of the School Code (as cited in the
Act);
(12) Interest costs incuned by a redeveloper related to the constlUction, renovation or
rehabilitation of a redevelopment project provided that:
a) such costs are to be paid directly from the special tax allocation fund estab-
lished pursuant to the Act;
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24,2006
page 19
b) such payments in anyone year may not exceed 30 percent of the annual inter-
est costs incuned by the redeveloper with regard to the redevelopment project
during that year;
c) if there are not sufficient funds available in the special tax allocation fund to
make the payment pursuant to this provision, then the amounts so due shall
accrue and be payable when sufficient funds are available in the special tax al-
location fund;
d) the total of such interest payments paid pursuant to the Act may not exceed 30
percent of the total: (i) cost paid or incUlTed by the redeveloper for such rede-
velopment project, plus (ii) redevelopment project costs excluding any prop-
el1y assembly costs and any relocation costs incuned by a municipality pursu-
ant to the Act; and
e) Up to 75 percent of the interest cost incuned by a redeveloper for the financ-
ing of rehabilitated or new housing units for low-income households and very
low-income households, as defined in Section 3 of the Illinois Affordable
Housing Act.
(13) Unless explicitly provided in the Act, the cost of construction of new privately-
owned buildings shall not be an eligible redevelopment project cost;
(14) A library district's or an elementmy, secondary, or unit school district's increased
costs attributable to assisted housing units will be reimbursed as provided in the
Act; and
(15) Up to 50 percent of the cost of construction, renovation and/or rehabilitation of all
low-and velY low-income housing units (for ownership or rental) as defined in
Section 3 of the Illinois Affordable Housing Act. If the units are part of a
residential redevelopment project that includes units not affordable to low-and
very low-income households, only the low-and very low-income units shall be
eligible for benefits under the Act.
(16) After November 1, 1999, none of the redevelopment project costs enumerated in
this subsection shall be eligible redevelopment project costs if those costs would
provide direct financial support to a retail entity initiating operations in the
redevelopment project area while tenninating operations at another Illinois
location within 10 miles of the redevelopment project area but outside the
boundaries of the redevelopment project area municipality. For purposes of this
paragraph, tennination means a closing of a retail operation that is directly related
to the opening of the same operation or like retail entity owned or operated by
more than 50% of the original ownership in a redevelopment project area but it
does not mean closing an operation for reasons beyond the control of the retail
entity, as documented by the retail entity, subject to a reasonable fmding by the
municipality that the cunent location contained inadequate space, had become
economically obsolete, or was no longer a viable location for the retailer or
serVIceman.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 20
If a special service area has been established pursuant to the Special Service Area Tax Act, [35
ILCS 235/0.01 et. seq.] then any tax increment revenues derived from the tax imposed pursuant to
the Special Service Area Tax Act may be used within the redevelopment project area for the
purposes permitted by the Special Service Area Tax Act as well as the purposes permitted by the
Act.
Estimated Redevelopment Project Costs
A range of redevelopment activities and improvements will be required to implement this
Redevelopment Plan. The activities and improvements and their estimated costs are set f0l1h in
Table 1 of this Redevelopment Plan. All estimates are based on 2006 dollars. Funds may be
moved from one line item to another or to an eligible cost category desctibed in this Redevelop-
ment Plan at the City's discretion. To the extent that municipal obligations have been issued to pay
for such Redevelopment Project Costs prior to, and in anticipation of, the adoption ofTIF, the City
shall be reimbursed fi'om Incremental Propelty Taxes for such Project Costs.
Redevelopment Project Costs described in this Redevelopment Plan are intended to provide an
upper estimate of expenditures. Within this upper estimate, adjustments may be made in line items
without amending this Redevelopment Plan.
In the event the Act is amended by the General Assembly after the date of the approval of this
Redevelopment Plan by the City to (a) include new eligible redevelopment project costs, or (b)
expand the scope or increase the amount of existing eligible redevelopment project costs (such as,
for example, by increasing the amount of incUlTed interest costs that may be paid under 65 ILCS
511-74.4-3(q)(11)), this Redevelopment Plan shall be deemed to incorporate such additional,
expanded or increased eligible redevelopment project costs under the Redevelopment Plan to the
extent pemntted by the Act. In the event of such amendment(s) to the Act, the City may add any
new eligible redevelopment project costs as a line item in Table 1 or otherwise adjust the line items
in Table 1 without amendments to this Redevelopment Plan, to the extent permitted by the Act.
Increases in estimated total Redevelopment Project Costs of more than five percent, after adjust-
ment for inflation from the date of the Redevelopment Plan adoption, are subject to the Redevel-
opment Plan amendment procedures as provided under the Act.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville. Illinois
March 24. 2006
page 21
TABLE 1: Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Estimated Redevelopment Project Costs
ELIGIBLE EXPENSE ESTIMATED COST
Analysis, Administration, Studies, Surveys,
Legal, Marketing etc. $500,000
Property Assembly including Acquisition, Site Prep
and Demolition, Environmental Remediation $10,000,000
Public Works & Improvements, including streets and utilities
and public facilities or capital costS[I] $15,000,000
Rehabilitation of existing buildings, fixtures and leasehold
improvements $10,000,000
Interest Subsidies and/or Affordable Housing Incentives $1,000,000
Relocation Costs $500,000
Job Training and Vocational Education $500,000
TOTAL REDEVELOPMENT PROJECT COSTS $37,500,000 [2][3]
[I] This category may also include paying for or reimbursing (i) an elementary, secondary or unit school district's
increased costs attributed to assisted housing units, and (ii) capital costs of taxing districts impacted by the redevel-
opment of the Project Area. As permitted by the Act, to the extent the City by written agreement accepts and ap-
proves the same, the City may pay, or reimburse all, or a portion of a taxing district's capital costs resulting from a
redevelopment project necessarily incurred or to be incurred within a taxing district in furtherance of the objectives
of the Redevelopment Plan.
[2J Total Redevelopment Project Costs exclude any additional financing costs, including any interest expense, capi-
talized interest and costs associated with optional redemptions. These costs are subject to prevailing market condi-
tions and are in addition to Total Redevelopment Project Costs.
[3J Increases in estimated total Redevelopment Project Costs of more than five percent, after adjustment for inflation
from the date of the Redevelopment Plan adoption, are subject to the Redevelopment Plan amendment procedures
as provided under the Act.
The amount of the total Redevelopment Project Costs that can be incurred in the Project Area will be reduced by
the amount of redevelopment project costs incurred in contiguous redevelopment project areas, or those separated
from the Project Area only by a public right-of-way, that are permitted under the Act to be paid, and are paid, from
Incremental Property Taxes generated in the Project Area, but will not be reduced by the amount of redevelopment
project costs incurred in the Project Area which are paid from Incremental Property Taxes generated in contiguous
redevelopment project areas or those separated from the Project Area only by a public right-of-way.
Total Redevelopment Project Costs listed above are expected to be paid for with Incremental Property Taxes, how-
ever, additional funding from other sources such as federal, state, county, or local grant funds may be utilized to
supplement the City's ability to finance Redevelopment Project Costs identified above.
Downtown Yorkville Ta.:" Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 22
E. Sources of Funds to Pay Redevelopment Project Costs
Funds necessmy to pay for Redevelopment Project Costs and secure municipal obligations issued
for such costs are to be derived primarily from Incremental Property Taxes. Other sources of funds
which may be used to pay for Redevelopment Project Costs or secure municipal obligations are
land disposition proceeds, state and federal grants, investment income, private financing and other
legally permissible funds the City may deem appropriate. The City may incur Redevelopment
Project Costs, which are paid for from funds of the City other than Incremental Propelty Taxes, and
the City may then be reimbursed for such costs from Incremental Property Taxes. Also, the City
may pennit the utilization of guarantees, deposits and other fonus of security made available by
private sector developers. Additionally, the City may utilize revenues, other than State sales tax
increment revenues, received under the Act from one redevelopment project area for eligible costs
in another redevelopment project area that is either contiguous to, or is separated only by a public
right-of-way from, the redevelopment project area from which the revenues are received.
The Project Area may, in the future, be contiguous to or separated by only a public right-of-way
from other redevelopment project areas created under the Act. The City may utilize net Incremental
Propelty Taxes received from the Project Area to pay eligible redevelopment project costs, or
obligations issued to pay such costs, in other contiguous redevelopment project areas or redevel-
opment project m'eas separated only by a public right-of-way, and vice versa. The amount of
revenue from the Project Area, made available to support such contiguous redevelopment project
m'eas, or those separated only by a public right-of-way, when added to all amounts used to pay
eligible Redevelopment Project Costs within the Project Area, shall not at any time exceed the total
Redevelopment Project Costs described in this Redevelopment Plan.
The Project Area may become contiguous to, or be separated only by a public right-of-way from,
redevelopment project areas created under the Industrial Jobs RecovelY Law (65 ILCS 5/11-74.6-1,
et seq.). If the City finds that the goals, objectives and financial success of such contiguous
redevelopment project areas or those separated only by a public right-of-way are interdependent
with those of the Project Area, the City may detennine that it is in the best interests of the City and
in furtherance of the purposes of the Redevelopment Plan that net revenues from the Project Area
be made available to supp0l1 any such redevelopment project areas. The City therefore proposes to
utilize net incremental revenues received from the Project Area to pay eligible redevelopment
project costs (which m'e eligible under the Industrial Jobs Recovery Law referred to above) in any
such areas and vice versa. Such revenues may be transferred or loaned between the Project Area
and such areas. The alllount of revenue from the Project Area so made available, when added to all
amounts used to pay eligible Redevelopment Project Costs within the Project Area or other areas as
described in the preceding paragraph, shall not at any time exceed the total Redevelopment Project
Costs described in Table 1 of this Redevelopment Plan.
F. Issuance of Obligations
The City may issue obligations secured by Incremental Property Taxes pursuant to Section 11-
74.4-7 of the Act. To enhance the security of a municipal obligation, the City may pledge its full
Downtown Yorkville Tax Increment Financing Redevelopment Project alld Plan
United City of Yorkville, Illinois
March 24,2006
page 23
faith and credit through the issuance of general obligation bonds. Additionally, the City may
provide other legally permissible credit enhancements to any obligations issued pursuant to the Act.
All obligations issued by the City pursuant to this Redevelopment Plan and the Act shall be retired
within twenty (20) years of their date of issuance, and no later than December 31 of the year in
which the payment to the municipal treasurer is to be paid with respect to ad valorem taxes levied
in the twenty-third calendar year after the year in which the ordinance approving the Project Area
and the Redevelopment Plan was adopted, such ultimate retirement date occUlTing on December
31,2030.
In addition to paying Redevelopment Project Costs, Incremental Propelty Taxes may be used for
the scheduled retirement of obligations, mandatory or optional redemptions, establishment of debt
service reserves and bond sinking funds and any other lawful purpose. To the extent that
Incremental Property Taxes are not needed for these purposes, any excess Incremental Property
Taxes shall then become available for distribution annually to taxing districts having jurisdiction
over the Project Area in the manner provided by the Act.
Downtown Yorkville TeL>: Increment Financing Redevelopment Project and Plan
United City of Yorkville, l/linois
March 24, 2006
page 24
G. Valuation of the Project Area
1. Most Recent EAV of Properties in the Project Area
The most recent EAV of the Project Area is estimated to total $5,500,355. This EA V is
based on the 2004 assessed valuation and is subject to verification by the County Clerk.
After verification, the [mal figure shall be ce11ified by the County Clerk of Kendall
County, Illinois. This ce11ified amount shall become the Ce11ified Initial EA V £i'om which
all Incremental Propeliy Taxes in the Project Area will be calculated by Kendall County.
The Project Area's EA V by tax parcel is presented in Table 2 on the next page.
2. Anticipated Equalized Assessed Valuation
By the year 2030 and following the completion of the Redevelopment Plan and Project,
the EAV of the Project Area is estimated to range from $31 million to $37 million. This
estimate is based on several key assumptions, including: 1) redevelopment of the Project
Area will occur in a timely manner over the next 15 to 20 years; 2) constmction of
approximately 150,000 square feet of new commercial space, 3) remodel of
approximately 8,000 of retail space; 4) constmction of approximately 80,000 s.f. of tax-
exempt facilities; 5) constmction of approximately 360 housing units in a combination of
condominium, townhome and senior housing buildings; 6) the EA V of the Project Area
will grow at the rate of2.0 percent per annum; and 4) a state equalization factor of 1.0000
is used in all years to calculate estimated EA V.
Downtown Yorkville Tee.: Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 25
Table 2: Project Area EAV by Tax Parcel
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
PIN
05-39-151-00 1/02-
33-151 -001 *
05-39-152-001/02-
33-152-001 *
05-38-251-001
05-38-252-001
05-38-252-003
05-38-252-004
05-38-252-005
05-38-252-006
05-38-252-007
05-38-252-009
05-38-276-001/02-
32-276-001*
05-38-277-001
05-38-278-001
05-38-278-002
05-38-278-004
05-38-278-005
05-38-278-007
05-38-278-008
05-38-278-009
05-38-278-0 10
05-38-278-011
05-38-278-012
05-38-279-00 1
05-38-279-002
05-38-279-003
05-38-279-004
05-38-279-005
05-38-279-006
05-38-279-007
05-38-279-008
05-38-280-002
05-38-280-003
05-38-281 -001
05-38-281 -002
05-38-281-003
05-38-281-006
05-38-281 -007
05-38-282-001
05-38-282-003
05-38-282-004
2004 EAV
$ -
$ 118,621
$ 5,706
$ 88,949
$ 45,142
$ 57,988
$ 102,611
$ 39,119
$ 100
$ -
$ 100
$ -
$ 2,268
$ -
$ 11,580
$ 83,885
$ 62,997
$ 100
$ -
$ 9,256
$ 77,994
$ 2,927
$ 8,759
$ 28,760
$ 56,091
$ 58,306
$ 17,054
$ 36,207
$ 35,145
$ 50,074
$ 29,560
$ 37,573
$ 42,964
$ 39,961
$ 26,635
$ 36,157
$ 55,607
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
05-38-282-005
05-38-282-006
05-38-283-00 1
05-38-283-002
05-38-283-003
05-38-283-004
05-38-283-005
05-38-283-006
05-38-283-007
05-38-283-008
05-38-283-009
05-38-283-010
05-38-283-011
05-38-283-012
05-38-283-013
05-38-287-001
05-38-287-002
05-38-287-003
05-38-287-004
05-38-287-005
05-38-287-006
05-38-291-001
05-38-292-001
05-38-429-001
05-38-429-002
05-38-429-003
05-38-429-004
05-38-429-005
05-38-429-006
05-38-430-002
05-38-433-001
05-38-433-007
05-38-433-011
05-38-433-01 2
05-39-153-003
05-39-153-004
05-39-153-005
05-39-153-006
05-39-153-007
05-39-153-008
05-39-153-009
05-39-153-011
05-39-153-013
05-39-154-001
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
$ 31,398
$ 31,647
$ 169,088
$ 35,735
$ 41,023
$ 10,876
$ 35,921
$ 30,508
$ 41,805
$ -
$ -
$ 17,890
$ 35,916
$ 35,998
$ 45,292
$ -
$ 44,199
$ 16,600
$ 60,327
$ 62,589
$ 8,335
$ -
$ 51,454
$ -
$ 47,868
$ 10,000
$ 37,139
$ 10,000
$ 24,400
$ 122,513
$ 37,338
$ 88,775
$ 31,979
$ 57,537
$ 46,989
$ 29,763
$ 16,660
$ -
$ 11,003
$ -
$ -
$ -
$ -
$ 51,417
page 26
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
05-39-154-002
05-39-154-003
05-39-154-006
05-39-154-007
05-39-154-008
05-39-154-009
05-39-154-0 1 3
05-39-154-0 14
05-39-154-0 15
05-39-154-0 17
05-39-154-0 1 8
05-39-154-0 19
05-39-154-020
05-39-154-021
05-39-154-022
05-39-154-023
05-39-154-024
05-39-155-003
05-39-155-005
05-39-155-006
05-39-155-008
05-39-156-004
05-39-156-005
05-39-156-006
05-39-156-007
05-39-156-008
05-39-156-009
05-39-156-0 10
05-39-156-013
05-39-156-0 14
05-39-156-015
05-39-156-016
05-39-156-0 17
05-39-157-001
05-39-157-004
05-39-157-006
05-39-157-007
05-39-157-008
05-39-158-001
05-39-158-002
05-39-158-003
05-39-158-004
05-39-176-001
05-39-176-002
05-39-176-004
05-39-176-005
05-39-176-006
05-39-177-001
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
19,975
17,828
32,622
41,838
31,929
63
55,975
68,358
16,789
24,871
1,153
5,077
-
42,274
-
40,445
4,647
12,087
14,832
5,107
8,964
7,776
30,024
24,343
38,011
8,600
42,780
38,008
1,262
10,500
69,780
8,550
2,780
409,109
13,844
7,681
41,510
33,193
82,732
11,087
95,637
89,076
-
40,142
51,554
34,303
49,888
65,847
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
05-39-177-002
05-39-177-004
05-39-177-005
05-39-177-006
05-39-177-008
05-39-177-009
05-39-177-011
05-39-177-01 2
05-39-177-01 3
05-39-177-014
05-39-177-01 5
05-39-177-01 6
05-39-177-017
05-39-178-00 1
05-39-178-002
05-39-178-003
05-39-178-004
05-39-301-001
05-39-304-001
05-39-307-002
05-39-307-003
05-39-307-004
05-39-307-005
05-39-326-004
05-39-326-006
05-39-326-007
05-39-326-008
05-39-376-010
05-39-376-014
05-39-376-015
60-04-003-001
60-04-003-002
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
Total $
7,702
80,306
51,273
1,491
49,573
34,380
37,201
27,492
4,487
-
1,855
15,436
4,173
51,790
3,705
3,705
3,705
136,236
115,968
52,516
47,482
46,010
44,893
2,504
35,566
75,737
42,977
2,427
528
71
50,053
18,084
5,500,355
*These parcels are awned by the State of Illinois and are
located in the Fax River at the boundmy line between Bristol
and Kendall Townships. Kendall County records could nat
confirm township and section numbers tied to black and
parcel nllmbers for these parcels so bath Kendall and Bristol
Township numbers are shawl!.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
page 27
March 24, 2006
VI. LACK OF GROWTH AND DEVELOPMENT THROUGH
INVESTMENT BY PRIVATE ENTERPRISE
As described in Section III of this Redevelopment Plan, the Project Area as a whole is adversely
impacted by the presence of numerous conservation area factors, which represent impediments to
sound growth and development. Specific findings regarding lack of growth and development
through investment by private enterprise include:
• Of the 114 buildings in the Project Area, 95 (83 percent) are 35 years of age or older-which
means that only 19 buildings (17 percent) were built since 1971.
• Of the 114 buildings in the Project Area, 61 are characterized as deteriorated and require
improvements beyond normal maintenance (6 of these buildings are dilapidated or in substan-
dard condition and another 18 of these buildings contain major defects in at least one primaty
component or a combination of secondary components).
• In addition to "deterioration," and "dilapidation", other conservation area factors present in the
Project Area that indicate a lack of private investment include "excessive vacancies" "stmc-
tures below minimum code standards," and "obsolescence".
• In each of the years fi:om 1999 to 2004, the annual growth rate of the total Equalized Assessed
Valuation ("EAV") ofthe Project Area has lagged behind that of the balance of the United City
of Yorkville.
• Between 1999 and 2004, the EAV of the Project Area increased by an average of 4.4% per
year. In comparison, the EA V of the balance of the City of Yorkville increased at an annual
average rate of 17.1 o/o-a rate nearly four times that ofthe Project Area.
• Despite City economic development and incentive programs, improvements and redevelopment
projects in the Downtown have been limited to a couple of blocks. Several similarly situated
communities in Illinois and along the Fox River have been successful in achieving major rede-
velopment and revitalization of their downtowns only through the adoption of a comprehen-
sive, coordinated and long-term tax increment fmancing redevelopment project and plan.
In summary, the Project Area as a whole is eligible as a redevelopment project area, based on
eligibility for a conservation area. The meaningful presence and reasonable distribution of
conservation area conditions are detrimental to the public safety, health, and welfare of the City and
provide evidence to support the finding that the Project Area on the whole has not been subject to
growth and development through investment by private enterprise and would not reasonably be
anticipated to be developed without the adoption of tax increment financing and this Redevelop-
ment Plan for the Project Area.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 28
VII. FINANCIAL IMPACT
Without the adoption of this Redevelopment Plan and TIF, the Project Area is not reasonably
expected to be redeveloped by private enterprise. In the absence of City-sponsored redevelopment
initiatives there is a prospect that conservation area conditions will continue to exist and spread,
and the Project Area on the whole and adjacent properties will become less attractive for new
development, redevelopment and rehabilitation of existing buildings. In the absence of City-
sponsored redevelopment initiatives, erosion of the assessed valuation of propel1y in and outside of
the Project Area could lead to a continued reduction of real estate tax revenue to all taxing districts.
Section V of this Redevelopment Plan describes the comprehensive Redevelopment Project
proposed to be undeliaken by the City to create an environment in which private investment can
occur. The Redevelopment Project will be staged over a period of years consistent with local
market conditions and available financial resources required to complete the various redevelopment
improvements and activities as well as the Redevelopment Project set fOlih in this Redevelopment
Plan. Successful implementation of this Redevelopment Plan is expected to result in new private
investment in rehabilitation of viable existing buildings and new construction on a scale sufficient
to elilninate deteriorating problem conditions and to retum the area to a long-telm sound condition.
The Redevelopment Project is expected to have both ShOli-and long-telm positive fmancial
impacts on the taxing districts affected by the Redevelopment Plan. In the shOli-tenn, the City's
effective use of TIF can be expected to stabilize existing assessed values in the Project Area,
thereby stabilizing the existing tax base for local taxing agencies. In the long-telm, after the
completion of all redevelopment improvements and activities, the Redevelopment Project and the
payment of all Redevelopment Project Costs and municipal obligations, the taxing districts will
benefit from any enhanced tax base which results fi'om the increase in EA V caused by the
Redevelopment Project.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 29
VIII. DEMAND ON TAXING DISTRICT SERVICES
The following taxing districts or agencies cunently levy taxes against properties located within the
Project Area: Kendall County, Kendall Township, Bristol Township, Kendall County Forest
Preserve District, Yorkville School District 115, United City of Yorkville (including Libraty Fund),
Waubonsee Community College District 516, Bristol-Kendall Fire Protection District and
Yorkville-Bristol Sanitaty District.
The Redevelopment Plan provides primarily for public improvements as well as residential,
commercial and mixed-use development activity within the Project Area. The number and type of
new development is not known at this time. It is anticipated that redevelopment projects
implemented as part of the Redevelopment Project and Plan will cause increased demand for
services or capital improvements on some of the taxing districts.
Since the tluust of this Redevelopment Plan is on residential, commercial redevelopment, and
mixed-use development, an increased demand for services or capital improvements to be provided
by School District 115, Waubonsee Community College District 516, Bristol-Kendall Fire
Protection District, Yorkville-Bristol Sanitmy District and the City may be expected. The
redevelopment of underutilized sites or replacement of vacant buildings and sites with active uses
will likely result in additional demand for services and facilities of these taxing districts. For
example, United City of Yorkville services, such as police protection, librmy services, sanitmy
collection, water distribution, etc., are likely to be impacted. However, it is expected that any
increase in demand for the City and other impacted taxing districts' services can be adequately
handled by the existing services and facilities or substantially fmanced by incremental propeliy tax
revenues derived fi'om new improvements in the Project Area.
Over the next ten to fifteen years, the estimated potential residential development program for the
Project Area, based on the 2005 Downtown Vision Plan, includes the phased development of up to
approximately 360 new attached housing units (ranging in size from one to tlu'ee bedrooms) in the
Project Area. This includes senior housing as well as condominiums and townhomes. Based on
Ehlers (fOlmerly Illinois School Consulting Services) methodology for estimating school age
children, this development could result in an additional population of approximately 635 persons,
including 564 adults, 9 high school-aged children, 38 elementmy and middle school-aged children,
and 24 pre-school-aged children. Given the phased nature of potential development and the
proposed housing type, the total increase in the demand for services Yorkville School District 115
is not anticipated to be significant-pm1icularly in relation to the community's overall size and
growth. FUl1helmore, the Act provides a method for reimbursing school districts for any increase
in annual costs to a school district attributable to housing units located within the Project Area for
which a developer or redeveloper receives fmancial assistance tlu'ough an agreement with the
municipality or because the municipality incurs the cost of necessary infrastructure improvements
within the boundaries of the assisted housing sites necessary for the completion of that housing as
authorized by the Act.
It is expected that any increase in demand for Kendall County, Kendall County Forest Preserve
District, Kendall Township, Bristol Township services and programs associated with the Project
Area can be adequately handled by existing services and programs maintained and operated by
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 30
these taxing districts. Therefore, at this time, no special programs are proposed for these taxing
districts.
Should demand increase beyond existing service and program capabilities for any taxing district,
the City will work with the affected taxing district to detennine what, if any, program is necessrny
to provide adequate services (which would be separate from consideration of any taxing district's
capital facilities within the Project Area). The City may enter into intergovernmental agreements
with taxing districts where TIP revenues can be used for all or a pOliion of various improvements
to the applicable capital facilities, to the extent that such increased capital needs result from
redevelopment projects incurred in fi.lliherance of the objectives of this Redevelopment Plan.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 31
IX. CONFORMITY OF THE REDEVELOPMENT PLAN AND
PROJECT TO THE COMPREHENSIVE PLAN FOR THE
DEVELOPMENT OF THE CITY AS A WHOLE
This Redevelopment Plan and the Redevelopment Project described herein confOlID to the
comprehensive plan for the City as a whole as set forth in the City's 2002 Comprehensive Land and
2005 Comprehensive Plan Update.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 32
X. PHASING AND SCHEDULING
A phased implementation strategy will be utilized to achieve comprehensive and coordinated
redevelopment of the Project Area.
It is anticipated that City expenditures for Redevelopment Project Costs will be carefully staged on
a reasonable and propOltional basis to coincide with Redevelopment Project expenditures by
private developers and the receipt of Incremental Propeliy Taxes by the City.
The estimated date for completion of Redevelopment Projects is no later than December 31 of the
year in which the payment to the City treasurer as provided in the Act is to be made with respect to
ad valorem taxes levied in the twenty-third calendar year following the year in which the ordinance
approving the Project Area is adopted (i.e., assuming City Council approval ofthe Project Area and
Redevelopment Plan in 2006, by December 31, 2030).
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 33
XI. PROVISIONS FOR AMENDING THE REDEVELOPMENT
PLAN
This Redevelopment Plan may be amended pursuant to the Act.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City o/Yorkville, Illinois
March 24,2006
page 34
XII. COMMITMENT TO FAIR EMPLOYMENT PRACTICES
AND AFFIRMATIVE ACTION PLAN
The City is committed to and will affirmatively implement the following principles with respect to
the Redevelopment Plan:
A) The assurance of equal oppOliunity in all personnel and employment actions with
respect to the Redevelopment Plan, including, but not limited to: hiring, training,
transfer, promotion, discipline, fringe benefits, salaty, employment working
conditions, termination, etc., without regard to race, color, religion, sex, age,
handicapped status, national origin, creed or ancestly.
B) This commitment to affinnative actions will ensure that all members of the
protected groups are sought out to compete for all job openings and promotional
oppOliunities.
In order to implement these principles for this Redevelopment Plan, the City shall require and
promote equal employment practices and affilmative action on the part of itself and its contractors
and vendors. In patticular, patties engaged by the City shall be required to agree to the principles
set fOlth in this section.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 35
XIII. IMPACT ON INHABITED RESIDENTIAL UNITS
As set f0l1h in the Act, if the redevelopment plan for a redevelopment project area would result in
the displacement of residents from 10 or more inhabited residential units, or if the redevelopment
project area contains 75 or more inhabited residential units and a municipality is unable to certifY
that no displacement will occur, the municipality must prepare a housing impact study and
incorporate the study in the redevelopment project plan.
The Project Area contains 143 residential units (140 of which are estimated to be inhabited). This
Redevelopment Plan provides for the development or redevelopment of several p0l1ions of the
Project Area that may contain occupied residential units. As a result, it is possible that by
implementation of this Redevelopment Plan, the displacement of residents from 10 or more
inhabited residential units could occur.
The results of the housing impact study section are described in a separate rep0l1 which presents
certain factual infOimation required by the Act. The report, prepared by Ehlers, is entitled
"Downtown Yorkville Tax Increment Financing Redevelopment Project Area Housing Impact
Study," and is attached as Exhibit II to this Redevelopment Plan.
Downtown Yorkville Tax Increment Financing Redevelopment Project and Plan
United City of Yorkville, Illinois
March 24, 2006
page 36
EXHIBIT I:
DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
ELIGIBILITY STUDY
DOWNTOWN YORKVILLE
TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
ELIGIBILITY STUDY
United City of Yorkville, Illinois
Prepared by
Ehlers & Associates, Inc.
March 17,2006
TABLE OF CONTENTS
I. EXECUTIVE SUMMARY ......................................................................................................... 1
II. BASIS FOR REDEVELOPMENT ............................................................................................. 6
III. THE PROJECT AREA ......... ....................... ............ .......................... ........ ...................... .......... 8
IV. ELIGIBILITY SURVEY AND ANALySIS ............................................................................... 9
V. ELIGIBILITY CONCLUSIONS ............................................................................................... 19
FIGURES AND TABLES
Figure 1. Project Area BoundalY .......................................................................................................... 4
Figure 2. Existing Land Use ................................................................................................................. 5
TABLE 1. SUMMARY OF BUILDING DETERIORATION ................................................................................. 14
TABLE 2. GROWTH OF THE PROJECT AREA VS. CITY OF yORKVILLE ......................................................... 18
TABLE 3. DISTRIBUTION OF CONSERVATION AREA FACTORS ................................................................... 20
I. EXECUTIVE SUMMARY
The purposes of this repo11 entitled Downtown Yorkville Tax Increment Financing Redevelopment
Project Area Eligibility Study (the "Eligibility Study") are to: (i) document the conservation factors
that are present within the Downtown Yorkville Redevelopment Project Area (the "Project Area")
in the United City of Yorkville, Kendall County, Illinois (the "City" or "Yorkville"), and (ii)
conclude whether the Project Area qualifies for designation as a conservation area within the
definitions set f0l1h in the Tax Increment Allocation Redevelopment Act (the "Act"). The Act is
found in Illinois Compiled Statutes, Chapter 65, Act 5, Section 11-74.4-1 et. seq., as amended.
The fmdings and conclusions contained in this Eligibility Study are based on surveys,
documentation, and analyses of physical conditions within the Project Area. The City is entitled to
rely on the findings and conclusions of this Eligibility Study in designating the Project Area as a
redevelopment project area under the Act. Ehlers & Associates ("Ehlers") has prepared this
Eligibility Study and the related Downtown Yorkville Tee( Increment Financing Redevelopment
Project and Plan (the "Redevelopment Plan") with the understanding that the City would rely on
(i) the findings and conclusions of this Eligibility Study and the related Redevelopment Plan in
proceeding with the designation of the Project Area as a redevelopment project area under the
Act, and (ii) the fact that Ehlers has obtained the necessary information so that the Eligibility
Study and the related Redevelopment Plan will comply with the Act. The determination of
whether the Project Area qualifies for designation as a conservation area pursuant to the Act is
made by the City after careful review and consideration of the conclusions contained in this
Eligibility Study.
The Project Area
The Project Area is an il1'egularly shaped area that encompasses most downtown Yorkville plus
an adjacent p0l1ion of the Fox River to the north. The Project Area generally includes the n0l1h
and south frontage of Hydraulic Street from the corporate boundaty on the east to the White Oak
subdivision on the west; the northern frontage of Van Emmon Street from Adams Street on the
west to the corporate boundary on the east; the southern frontage of Van Emmon Street from
Main Street on the west to the corporate boundary on the east; the frontage of Bridge Street from
the Fox River on the north to Fox Street on the south; and the eastern frontage of Main Street
from the Fox River on the n0l1h to Fox Street on the south. The boundaries of the Project Area
are shown on Figure 1, Project Area Boundary.
The Project Area contains 114 buildings located within all or p0l1ions of 33 tax blocks (for the
purposes of analysis in this report, several of these tax blocks are combined). The Project Area is
approximately 200 acres-a significant portion of which consists of street rights-of-way, rail
rights-of-way and the Fox River. The Project Area encompasses most of Downtown Yorkville
which remains generally active as a central mixed-use district with a variety of uses, including
retail, commercial service, offices, buildings with mixed commercial and residential activity, a
variety of residential buildings, public and semi-public uses and industrial uses. All blocks,
except for one, contain residential buildings in either single-family, multi-family or in mixed-use
buildings. Public and semi-public uses are scattered throughout the Project Area, including:
Bicentennial Rivelfront Park, Van Emmon Mem0l1al Park and other open spaces along the Fox
Downtown Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March 17, 2006
Exhibit L page 1
River; City public works and parks/recreations buildings; Kendall County Offices, Clerk and
Education Department buildings; and a U.S. Post Office facility. Existing land uses are
illustrated in Figure 2, Existing Land Use.
While some limited development and improvements to buildings have occurred in a few blocks
of the Downtown in recent years, the Project Area as a whole has not benefited from new private
investment to revitalize the area on a systematic or significant level. The Project Area as a whole
is characterized by aging and deteriorating properties, stlUctures below minimum code standards,
obsolescent buildings and sites, declining or lagging growth in property valuation, vacant
buildings and spaces within buildings, sites/parcels of irregular shape and size, incompatible
land use relationships and deteriorating or obsolete infrastlUcture.
These conditions, combined with the general lack of private investment in the area have led the
City to initiate the Eligibility Study. The City engaged Ehlers to analyze conditions in the Project
Area to determine whether the Project Area qualifies for designation as a "redevelopment project
m'ea" based on criteria for a "conservation area" contained in the Act.
Eligibility Evaluation
The approach taken to evaluate the presence of eligibility factors within the Project Area is listed
below.
• Survey the Project Area to document the physical conditions of buildings and site
improvements.
• Document and analyze existing land uses and their relationships with one another, and the
size, configuration and layout of buildings and parcels.
• Review suppOlting secondmy and previously prepared plans and documents.
• Tabulate and map the extent and distribution of conservation factors that exist within the
Proj ect Area.
• Evaluate the extent and distribution of eligibility factors within the Project Area, and
conclude whether the extent and distribution of the factors are sufficient to qualify the area
for designation as a redevelopment project area.
Summary Eligibility Conclusions
Based on the definitions set fOlth in the Act, the Project Area is found to be eligible for (i)
classification as a "conservation area" and (ii) designation as a redevelopment project area.
Specifically,
• The Project Area is over 1 Yz acres;
• 83% of the stlUctures within Project Area are 35 years of age or older (50% is the threshold
required for a conservation area);
• Five of the 13 conservation area factors (three are required), including
"obsolescence," "deterioration," "inadequate utilities," "lack of community
DOlVntolVn Yorkville Redevelopment Project Area Tw:: Increment Financing Eligibility Study
Yorkville, Illinois -March 17,2006
Exhibit I, page 2
planning" and "declining or lagging equalized assessed valuation," are present to a
meaningful extent and are reasonably distributed throughout the Project Area;
• Five additional conservation area factors, "dilapidation," "excessive land coverage
and overcrowding of community stmctures," "stmctures below minimum code
standards," "deleterious land use or layout" and "excessive vacancies" are present
to a more limited extent and supp0l1 the overall conservation area finding; and
• The Project Area includes only real property and improvements thereon
substantially benefited by the proposed redevelopment project improvements.
These conclusions are made on the basis that conservation area factors are (i) present to a
meaningful extent and (ii) reasonably distributed tru'oughout the Project Area. While it may be
concluded that the mere presence of the minimum number of the stated factors may be sufficient
to make a finding as a conservation area, this evaluation was made on the basis that the
conservation area factors must be present to a meaningful extent and must be reasonably
distributed throughout the Project Area so that basically good areas are not arbitrarily included in
the Project Area simply because of proximity to areas that qualify as a conservation area.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March /7,2006
Exhibit L page 3
IUVBIl
.,.1
o EHLERS
& ASSOCIATES INC
NORTH
t Ti&tm& T
Downtown Yorkville
Tax Inc,oclIlcnt Financing
Reden~lopmcnt Pmject AIOc"
Figu.oc 1 : Project Aloea Boundary
@
....
@ I' ....
...,
@
--....
c:=:J S ingl e -Fa mil y Re s ide nti a l
C] Multi-Fa mily o r Mi xed-Use Res ident i al
c=J Comm ercia l
G::irJ Indu s tr ia l
_ Pub li c , P ark o r Vacant L and
~vacan t Buil d i ng or Fl oo r Are-
., EHLERS NORTH
& ~SSOCI~TES INC !TWa.fIr T
Downtown Yorkville
Tax Increment Financing
Redevelopment Project Area
Figure 2: Existing Land Use
---------------------
*
r ~~-_l_ .. ,.
,r ~.L ....j ..
....,
II. BASIS FOR REDEVELOPMENT
A. Introduction
The Illinois General Assembly made two key findings in adopting the Real Property Tax Increment
Allocation Redevelopment Act:
1. That there exist in many municipalities within the State blighted and conservation areas; and
2. That the eradication of blighted areas and the treatment and improvement of conservation areas
by redevelopment projects are essential to the public interest.
These findings were made on the basis that the presence of blight or conditions which lead to blight
are detrimental to the safety, health, welfare and morals of the pUblic. To ensure that the exercise of
these powers is proper and in the public interest, the Act also specifies certain requirements which
must be met before a municipality can proceed with implementing a redevelopment project. One of
these requirements is that the municipality must demonstrate that each prospective redevelopment
project qualifies either as a "blighted area" or as a "conservation area" or combination thereof,
within the defmitions set forth in the Act (Section 11-74.4-3, as amended). The definitions
peltaining to conservation areas are paraphrased below.
B. Eligibility of a Conservation Area
A conservation area is an improved area in which 50 percent or more of the stmctures in the area
have an age of 35 years or more and there is a presence of a combination of three or more of the
thirteen factors defined in the Act and listed below. Such an area is not yet a blighted area, but
because of a combination of three or more of these factors, the area may become a blighted area.
• Dilapidation
• Obsolescence
• Deterioration
• Illegal use of individual stmctures
• Presence of stmctures below minimum code standards
• Excessive vacancies
• Lack of ventilation, light, or sanitmy facilities
• Inadequate utilities
• Excessive land coverage and overcrowding of stmctures and community facilities
• Deleterious land-use or layout
• Lack of community planning
• Environmental remediation costs have been inculTed or moe required
• Declining or lagging rate of growth of total equalized assessed valuation
For conservation areas, the Act does not describe what constitutes the extent of presence
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, lllinois -March 17, 2006
Exhibit l, page 6
necessary to make a finding that a factor exists. However, Ehlers, in preparing this Eligibility
Study, has applied the following principles:
• The minimum number of factors must be present to a meaningful extent and the presence of
each must be documented;
• For a factor to be found present, it should be present to a meaningful extent so that a local
goveming body may reasonably fmd that the factor is clearly present within the intent of the
Act; and
• The factors should be reasonably distributed throughout the redevelopment project area.
It is also important to note that the test of eligibility is based on the conditions of the area as a
whole; it is not required that eligibility be established for each and every property or tax parcel in
the Project Area.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville. Illinois -March 17.2006
Exhibit l, page 7
III. PROJECT AREA
The Project Area encompasses the City's central business district refelTed to as "Downtown" and
is an inegularly-shaped area consisting primarily of blocks along Bridge Street (IL Route 47),
Hydraulic Avenue, Van Emmon Street and Main Street. A freight rail line bisects the area in an
east/west direction and the Fox River constitutes the Project Area's northem boundary. The
Project Area generally includes the north and south frontage of Hydraulic Street from the
corporate boundary on the east to the White Oak subdivision on the west; the nOlthem frontage
of Van Emmon Street from Adams Street on the west to the corporate boundaty on the east; the
southem frontage of Van Emmon Street from Main Street on the west to the corporate boundaty
on the east; the frontage of Bridge Street from the Fox River on the north to Fox Street on the
south; and the eastem frontage of Main Street from the Fox River on the nOlth to Fox Street on
the south. The boundaries of the Project Area are shown on Figure 1, Project Area BOllndary
and existing land uses within the Project Area are shown in Figure 2.
The Project Area contains 114 buildings located within 33 full andlor pattial tax blocks. The
Project Area encompasses approximately 200 acres, including a significant amount of area
dedicated to street, alley and rail rights-of-way as well as the Fox River. Downtown Yorkville is
the historic center of the City and includes a variety of uses, including retail, commercial service,
offices, buildings with mixed commercial and residential activity, a variety of residential
buildings, public and semi-public uses and industrial uses. All blocks, except for one, contain
residential buildings in either single-family, multi-family or in mixed-use buildings. Public and
semi-public uses are scattered throughout the Project Area, including: Bicentennial Riverfront
Park, Van Emmon Memorial Park and other open spaces along the Fox River; City public works
and parks/recreations buildings; Kendall County Offices, Clerk and Education Depattment
buildings; and a U.S. Post Office facility.
While some limited development and improvements to buildings have OCCUlTed in a few blocks
of the Downtown over recent years, the Project Area as a whole has not benefited from new
private investment to revitalize the area on a systematic or significant level. The Project Area as
a whole is characterized by aging and deteriorating properties, structures below minimum code
standards, obsolescent buildings and sites, declining or lagging growth in propelty valuation,
vacant buildings and spaces within buildings, sites/parcels of inegular shape and size,
incompatible land use relationships and deteriorating or obsolete infrastructure.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March 17, 2006
Exhibit I, page 8
IV. ELIGIBILITY SURVEY AND ANALYSIS FINDINGS
Ehlers completed an analysis of each of the conservation area factors listed in the Act to
detennine whether each or any are present in the Project Area, and if so, to what extent and in
what locations. Surveys and analyses conducted by Ehlers included:
• Exterior survey of the condition and use of all buildings and sites;
• Field survey of environmental conditions covering streets, sidewalks, curbs and gutters,
lighting, traffic, parking facilities, landscaping, fences, and general property maintenance;
• Analysis of the existing uses within the Project Area and their relationships to the
sUlToundings;
• Comparison of CUlTent land use to CUlTent zoning ordinance and the CUlTent zoning map;
• Analysis of original and CUlTent platting and building size and layout;
• Analysis of vacant portions of the sites and buildings;
• Analysis of building floor area and site coverage;
• Review of City engineer utility analysis;
• Review of previously prepared plans, studies and data; and
• Analysis of Kendall County Assessor records for equalized assessed valuations for tax
parcels in the Project Area for assessment years 1999 to 2004.
A. Building Condition Analysis
In December 2005, Ehlers documented physical conditions by means of an exterior survey of all
buildings and prope11ies. Noted during the inspections were stmctural deficiencies and occupancies
of individual buildings and related environmental deficiencies in the Project Area. Summarized
below is the process used for assessing building conditions in the Project Area, the standards and
criteria used for evaluation, and the findings as to the existence of dilapidation or deterioration of
structures. A copy of the Building Condition Sun!ey Manual: Methods and Criteria for Evaluating
Structures, which details the methodology used when completing the field survey work, will be
provided to the City and filed with the official document.
1. Building Components Evaluated
During the field survey, each component of a subject building was examined to determine whether
it was in sound condition or had minor, major or critical defects. Building components examined
were of two types:
Primmy Stmctural
These include the basic elements of any building: foundation walls, load bearing walls and
columns, roof and roof stmcture.
Downtown Yorkville Redevelopment Project Area Tw; Increment Financing Eligibility Study
Yorkville, Illinois-March 17, 2006
Exhibit I, page 9
Secondaty Components
These are components generally added to the primaty stmctural components and are necessary
patts of the building, including porches and steps, windows and window units, doors and door
units, chimneys, and gutters and downspouts.
Criteria for Classifying Defects for Building Components
Each primary and secondaty component was evaluated separately as a basis for detennining
the overall condition of individual buildings. This evaluation considered the relative
impoltance of specific components within a building and the effect that deficiencies in
components will have on the remainder of the building.
2. Building Component Classifications
The four categories used in classifying building components and systems and the criteria used in
evaluating stmctural deficiencies are described below.
Sound
Building components which contain no defects, are adequately maintained, and require no
treatment outside of normal maintenance as required during the life of the building.
Deficient -Requiring Minor Repair
Building components which contain minor defects (loose or missing material or holes and
cracks over a limited area) which mayor may not be cOlTected through the course of nOlmal
maintenance but could be significant depending on the size of the building or number of
buildings in a large complex.
Buildings with minor defects cleat'ly indicate a lack of or a reduced level of maintenance.
Minor defects have limited effect on either primaty or secondaty components and the
cOlTection of such defects may be accomplished by the owner or occupants of either average
size residences or smaller commercial buildings. Minor defects are not considered in rating a
building as stmcturally substandard.
Deficient -Requiring Major Repair
Building components which contain major defects over a widespread area and would be
difficult to con'ect through nOlmal maintenance. Buildings in the major deficient categOlY
would require replacement or rebuilding of components or significant upgrading of larger
buildings or complexes of buildings by people skilled in the building and maintenance trades.
Critical
Building components which contain major defects so extensive that the building is classified
as substandard (dilapidated) and the cost of and degree of repair would be excessive or
unfeasible. Examples of such major defects are bowing, sagging, or settling to any or all
exterior component causing the stmcture to be out-of-plumb, or broken, loose or missing
material and deterioration over a widespread area.
3. Final Building Rating
After completion of the exterior and interior building condition survey, each individual building
was placed in one of four categories based on the combination of defects found in various primaty
and secondary building components. Each final rating is described below.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March 17, 2006
Exhibit I. page J()
Sound
Sound buildings kept in a standard condition, presently requiring no maintenance. Buildings
so classified have less than one minor defect.
Deficient
Deficient buildings contain defects which collectively are either not easily correctable through
normal maintenance or require contracted skills to accomplish the level of improvements as
pm1 of maintenance or cOlTection of defects. The classification of major or minor reflects the
degree or extent of defects found during the survey of the building.
Minor
Buildings classified as minor deficient require minor repairs, i.e., the buildings have at
least one minor defect, beyond normal maintenance, in one of the primmy components
or in the combined secondary components but contain less than one major defect.
Major
Buildings classified as major deficient require major repairs, i.e., the buildings have at
least one major defect in either one of the primmy components or in the combined
secondmy components, but contain less than one critical defect.
Substandard
Stmcturally substandard buildings contain defects which are so serious and so extensive that
the building must be removed. Buildings classified as stmcturally substandard have two or
more major defects on any of the primmy or secondary components.
Minor deficient and major deficient buildings are considered to be the same as deteriorating
buildings as referenced in the Act; substandard buildings are the same as dilapidated buildings. The
words "building" and "stmcture" are presumed to be interchangeable.
B. Presence of Conservation Factors
Summarized below are the conclusions of the surveys and analyses completed for each
conservation factor based on existing conditions within the Project Area. The conclusions
indicate whether the factor is found to be present within the Project Area, and the relative extent
to which the factor is present. A factor noted as "present to a limited extent" indicates that the
factor is present, but the distribution or impact of the factor is limited. A factor noted as "present
to a meaningful extent" indicates that the factor is present throughout major p0l1ions of the
Project Area, and that the presence of such conditions has a major adverse impact or influence
on adjacent and nearby development. Conservation area factors not included in this report
indicates that either no information was available or no evidence could be documented as part of
the various surveys and analyses which would indicate its presence.
Age Prerequisite: As a prerequisite condition for qualification of conservation areas, the Act
requires that at least 50 percent of the stmctures be 35 years of age or older. Ehlers has
documented that 83% of the stmctures within the Project Area are 35 years of age or older.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville. Illinois-March 17. 2006
Exhibit I. page 11
A. Dilapidation
As defined in the Act, "dilapidation" refers to an advanced state of disrepair or neglect of
necessary repairs to the primary structural components of buildings or improvements in such a
combination that a documented building condition analysis determines that major repair is
required or the defects are so serious and so extensive that the buildings must be removed.
The conditions of the buildings within the Project Area were detelmined based on observable
components. As described in the section above, "Building Condition Analysis," Ehlers
conducted an exterior survey of each building within the Project Area to determine its condition.
Of the total 114 buildings:
53 buildings were classified as structurally sound;
37 buildings were classified as minor deficient (deteriorating);
18 buildings were classified as major deficient (deteriorating); and
6 buildings were classified as structurally substandard (dilapidated).
Conclusion: Dilapidation (structurally substandard buildings) as a factor is present to a
meaningful extent in one block and to a limited extent in three blocks and
therefore present to a limited extent throughout the Project Area.
B. Obsolescence
As defined in the Act, "obsolescence" refers to the condition or process of fitlling into disuse.
Structures have become ill suited for the original use.
In making fmdings with respect to buildings, it is impOliant to distinguish between functional
obsolescence, which relates to the physical utility of a structure, and economic obsolescence, which
relates to a propeliy's ability to compete in the market place.
Functional Obsolescence
Historically, structures have been built for specific uses or purposes. The design, location,
height, and space an-angement are intended for a specific occupant at a given time. Buildings
become obsolescent when they contain characteristics or deficiencies which limit their use and
marketability after the original use ceases. The characteristics may include loss in value to a
propeliy resulting from an inherent deficiency existing fi'om poor design or layout, the
improper orientation of the building on its site, etc., which detracts from the overall usefulness
or desirability of a propeliy.
Economic Obsolescence
Economic obsolescence is nonnally a result of adverse conditions which cause some degree
of market rejection and, hence, depreciation in market values.
If functionally obsolescent propeliies are not periodically improved or rehabilitated, or
economically obsolescent propeliies are not converted to higher and better uses, the income and
value of the property erodes over time. This value erosion leads to defen-ed maintenance,
deterioration, and excessive vacancies. These manifestations of obsolescence then begin to have an
overall blighting influence on sun-ounding propeliies and detract from the economic vitality of the
overall area.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois ~March 17,2006
Exhibit I, page 12
Site improvements, including sewer and water lines, public utility lines (gas, electric and
telephone), roadways, parking areas, parking structures, sidewalks, curbs and gutters, lighting, etc.,
may also evidence obsolescence in terms of their relationship to contemporaty development
standards for such improvements. Factors of obsolescence may include inadequate utility
capacities, outdated building designs, etc.
Obsolescence as a factor should be based upon the documented presence and reasonable dis-
tribution of buildings and site improvements evidencing such obsolescence.
Obsolete Building Types
Obsolete buildings contain characteristics or deficiencies that limit their long-term sound use or
reuse. Obsolescence in such buildings is typically difficult and expensive to COlTect. Obsolete
building types have an adverse affect on nearby and sUlTounding development and detract from
the physical, functional and economic vitality of the area.
Obsolescence is present in a significant number of stmctures in the Project Area. These
stmctures are characterized by conditions that limit their efficient or economic use according to
contemporary standards. These buildings include single-purpose storage buildings as well as
small buildings of limited size and/or nan'ow tenant space with limited long-telm utility or
capacity for conversion or expansion for contemporaty business or retail use. Obsolescence is
also evidenced by buildings that have been converted to new uses including residential buildings
and buildings of limited size converted to, or expanded for, commercial or office space.
Conclusion: The analysis indicates that obsolescence is present to a meaningful extent in three
blocks and to a limited extent in ten blocks and therefore is present to a
meaningfiti extent and reasonably distributed throughout the Project Area.
C. Deterioration
As defined in the Act, "deterioration" refers to, with respect to buildings, defects including, but
not limited to, major defects in the secondary building components such as doors, windows,
porches, gutters and downspouts, and fascia. With respect to surface improvements, the
condition of roadways, alleys, curbs, gutters, sidewalks, off-street parking, and slllface storage
areas evidence deterioration, including, but not limited to, surface cracking, crumbling,
potholes, depressions, loose paving material, and weeds protruding through paved slllfaces.
Based on the definition given by the Act, deterioration refers to any physical deficiencies or
disrepair in buildings or site improvements requiring treatment or repair.
• Deterioration may be evident in basically sound buildings containing minor defects, such
as lack of painting, loose or missing materials, or holes and cracks over limited areas.
This deterioration can be cOlTected through nOlmal maintenance.
• Deterioration which is not easily COlTectable and cannot be accomplished in the course of
nOlmal maintenance may also be evident in buildings. Such buildings may be classified
as minor deficient or major deficient buildings, depending upon the degree or extent of
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, lIIinois -March 17, 2()()6
Exhibit l, page 13
defects. This would include buildings with defects in the secondalY building components
(e.g., doors, windows, porches, gutters and downspouts, fascia materials, etc.), and
defects in primaty building components (e.g., foundations, frames, roofs, etc.),
respectively.
Deterioration of Street Pavement, Parking and Service Areas
Deteriorated street rights-of-way infrastructure is present in a number of locations in the Project
Area. POliions of several streets contain deteriorated pavement with potholes, gravel or wom
asphalt and lack curbs, gutters and sidewalks. Retaining walls along some streets are also
eroding or deteriorating. Parking surface and storage areas throughout the Project Area ValY in
condition but several parking areas consist of (i) gravel surfaces with weed growth and/or
potholes or (ii) deteriorating paved asphalt parking areas with protruding weed growth.
Deterioration of Buildings
The analysis of building deterioration is based on the survey methodology and criteria described
in the preceding section on page 9 "Building Condition Survey." Of the total 114 buildings, 63
(54 percent) of the buildings within the Project Area, are classified as deteriorating. As noted in
Table 1, building deterioration is present throughout most of the blocks within the Project Area.
Table 1. Summary of Building Deterioration
*Tax Block
Number
153
154
155
156/177
157/30l/430
158/304
176
252
278
279
280
281
282
283
287
Major
Deficient
2
5
o
o
o
o
2
1
o
o
1
2
o
o
2
Substandard Percent Deficient
o 80%
3
o
o
o
o
o
o
o
o
o
o
o
o
o
77%
75%
62%
----------------
20%
83%
25% .---_._-----
33%
67%
100%
50%
0%
20%
25%
, 60% .;-----------------
43%
40%
83%
29l/292/429
307/178
326/376
433
Total
o 0 75% ,------------1 ................ ,--
18 6 54%
*Tax blocks without buildings are not included
Conclusion: Deterioration is present to a meaningfiti extent in twelve blocks and to a limited
extent in six blocks and therefore is present to a meaningfiti extent throughout the
Project Area.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March 17, 2006
Exhibit I, page 14
D. Presence of Structures Below Minimum Code Standards
As defined in the Act, the ''presence of structures below minimum code standards" refers to all
structures that do not meet the standards of zoning, subdivision, building, fire, and other
governmental codes applicable to property, but not including housing and property maintenance
codes.
As referenced in the definition above, the principal purposes of governmental codes applicable to
properties are to require buildings to be constmcted in such a way as to sustain safety of loads
expected from the type of occupancy; to be safe for occupancy against fire and similar hazards;
and/or to establish minimum standards essential for safe and sanitaty habitation. Stmctures
below minimum code standards are characterized by defects or deficiencies that threaten health
and safety.
Determination of the presence of stmctures below minimum code standards was based upon
visible defects and advanced deterioration of building components from the exterior surveys. Of
the total 114 buildings, 24 (21 percent) exhibited advanced deterioration and defects that are
below the standards for existing buildings and related codes of the City of Yorkville.
Conclusion: The filctor of structures below minimum code standards is present to a
meaningful extent in five blocks and to a limited extent in six blocks and therefore
is present to a limited extent.
E. Excessive Vacancies
As defined in the Act, "excessive vacancies" refers to the presence of buildings that are
unoccupied or under-utilized and that represent an adverse influence on the area because of the
frequency, extent, or duration of the vacancies.
Excessive vacancies as a factor is present in several blocks within the Project Area. Based on the
surveys, excessive vacancies are due, in large part, to the relocation of the former FS Grain
Company site which left behind a complex of vacant industrial buildings. In addition, vacant
units or floor areas are present in several multi-family residential and mixed-use buildings
throughout the Project Area.
Conclusion: Excessive vacancies as afactor is present to a meaningfiti extent in two blocks
and to a limited extent in six blocks and therefore is present to a limited extent.
F. Inadequate Utilities
As defined in the Act, "inadequate utilities" refers to underground and overhead utilities such as
storm sewers and storm drainage, sanitary sewers, water lines, and gas, telephone, and
electrical services that are shown to be inadequate. Inadequate utilities are those that are: (i) of
inslifjicient capacity to sen1e the uses in the redevelopment project area, (ii) deteriorated,
antiquated, obsolete, or in disrepair, or (iii) lacking within the redevelopment project area.
Based upon infOlmation provided by the City's consultant engineer, much of the Project Area
consists of VelY old main pipes, with only some sections that have been constmcted recently. In
Downtown Yorkville Redevelopment Project Area TCL'r Increment Financing Eligibility Study
Yorkville, Illinois -March 17, 2006
Exhibit I, page 15
the last two years, construction projects on Mill Street, Van Emmon Street and Hydraulic
Avenue have provided newer mains and connections to adjacent streets. Otherwise, most of the
utilities are considerably older and range in their physical conditions.
Water utilities
The water supply mains vary in sizes and conditions in this area. The sizes consist of I", 4", 6",
8", 12" and 16" mains. Mill Street and Van Emmon Street have newer 16" and 12" mains
respectively, while the other mains in the Project Area range in size. The conditions of these
mains Vaty according to age.
Sanitaty Utilities
The sanitaty mains in the Project Area are mostly in fair to poor condition. Overall, the mains
are over 40-years old and are typically 8" clay pipes. A few exceptions are the 24" main on the
far W. Van Emmon Street and Fox River crossing, and the new interceptor main, which is 42"
and runs along most of Van Emmon Street (east from the River crossing).
Storm Sewers
The stOlm sewers in the Project Area are also at least 40 years old and consist of clay pipes. The
stOlm main on the east side of Bridge Street, from Fox Street to the river, consists of at least 30"
and 36" pipe. On the west side of Bridge Street, the inlets show 8" size mains, yet their
destinations are hard to track, some showing no downstream connection. The upcoming "In
Town Road Project" will address many of the stOlmwater mains.
Conclusion: Inadequate utilities, as afactor is present to a meaningfitl extent and reasonably
distributed throughout the Project Area.
G. Excessive Land Coverage & Overcrowding of Structures and Community Facilities
As defined in the Act, "excessive land coverage and overcrowding of structures and community
facilities" refers to the over-intensive use of property and the crowding of buildings and
accessory facilities onto a site. Examples of problem conditions warranting the designation of an
area as one exhibiting excessive land coverage are: the presence of buildings either improperly
situated on parcels or located on parcels of inadequate size and shape in relation to present-day
standards of development for health and safety and the presence of multiple buildings on a
single parcel. For there to be a finding of excessive land coverage, these parcels must exhibit
one or more of the following conditions: insufficient provision for light and air ·within or around
buildings, increased threat of spread of fire due to the close proximity of buildings, lack of
adequate or proper access to a public right-of-way, lack of reasonable required off-street
parking, or inadequate provision for loading and sen!ice.
Excessive land coverage and overcrowding of structures and community facilities is present
within several blocks of the Project Area as indicated primarily by buildings that cover most or
all of the parcels upon which they are situated or have multiple buildings on a single tax parcel.
The propeliies affected are mostly commercial or industrial propeliies that do not contain
adequate front, rear and side yards, off-street parking space, and adequate loading and service
areas. Parcels with multiple buildings are also characterized by excessive land coverage.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois-March 17,2006
Exhibit L page 16
Conclusion: Excessive land coverage and overcrowding of structures and community facilities
is present to a meaningful extent in three blocks and to a limited extent in one
block and therefore is present to a limited extent within the Project Area.
H. Deleterious Land Use or Layout
As defined in the Act, "deleterious land-use or layout refers to the existence of incompatible
land-use relationships, buildings occupied by inappropriate mixed-uses, or uses considered to be
noxious, offensive, or unsuitable for the surrounding area.
Several blocks are impacted by incompatible and inappropriate uses. Patchwork and conflicting
mixtures of residential, commercial and industrial buildings are problematic especially in the
blocks east of Bridge Street.
Conclusion: The factor of deleterious land-use or layout is present to a meaningful extent in
one block and to a limited extent in five blocks and therefore is present to a
limited extent.
I . Lack of Community Planning
As defined in the Act, "lack of community planning" means that the proposed redevelopment
project area was developed prior to or without the benefit or guidance of a community plan. This
means that the development occurred prior to the adoption by the municipality of a
comprehensive or other community or central area plan or that the plan was not followed at the
time of the area's development. This factor must be documented by evidence of adverse or
incompatible land-use relationships, inadequate street layout, improper subdivision, parcels of
inadequate shape and size to meet contemporary development standards, or other evidence
demonstrating an absence of effective community planning.
Most of the Project Area was developed from the late 1800s through the mid-1900s on a parcel-
by-parcel and building-by-building basis. Development occUlTed prior to the benefit of a
comprehensive, community plan, or guidelines requiring proper land use alTangements, building
setbacks and loading or service requirements (the City's first Comprehensive Plan was adopted
in 1974). Evidence of this lack of community planning includes: (i) incompatible mixes of
residential, commercial and industrial uses without appropriate buffers, screening or segregated
access for parking, loading and service; (ii) inadequate street size and layout in several pOliions
of the Project Area which makes circulation and access difficult and confusing; (iii) the location
of the rail right-of-way coupled with a steep ascending grade from Hydraulic Avenue south
which inhibits pedestrian and vehicular movement as well as development potential; and (iv)
parcels of inadequate size and shape for existing uses, lack of accessibility for servicing
buildings and businesses, lack of proper building setbacks, building conversions and
incompatible uses.
Conclusion: Lack of community planning as a factor is present to a meaningful extent in the
Project Area.
Downtown Yorkville Redevelopment Project Area TCL,( Increment Financing Eligibility Study
Yorkville, Illinois -March 17,2006
Exhibit l, page 17
J. Declining or Lagging Equalized Assessed Valuation
As defined in the Act, a "declining or lagging equalized assessed valuation" means that the total
equalized assessed value of the proposed redevelopment project area has declined for 3 of the
last 5 calendar years for which information is available or is increasing at an annual rate that is
less than the balance of the municipality for 3 of the last 5 calendar years for which information
is available or is increasing at an annual rate that is less than the Consumer Price Index for All
Urban Consumers published by the United States Department of Labor or successor agency for
3 of the last 5 calendar years for which information is available.
Table 2: Growth ofthe Project Area vs. the City of Yorkville
Downtown Yorkville TIF Redevelopment Project Area
Total EA V of the City of
Yorkville Total EA V of the
Year (excludinj! Proiect Area) % chanj!e Pro.iect Area % chanj!e
1999 105,966,834 1 4,445,234
2000 113,055,648 6.7% 4,608,079 3.7%
2001 130,447,353 15.4% 4,754,390 3.2%
2002 162,750,061 24.8% 5,007,993 5.3%
2003 196,254,810 20.6% 5,066,525 1.2%
2004 I 232,856,122 18.6% 5,500,355 8.6%
In each of the years between 1999 and 2004, the growth rate of the total equalized assessed
valuation ("EA V") of the Project Area lagged behind the growth rate in the total EA V of the
balance of the City as a whole (total EAV of the City less total Project Area EAV).
Conclusion: The factor of "declining or lagging equalized assessed valuation" is present to a
meaningful extent and reasonably distributed throughout the Project Area.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois-March 17, 2006
Exhibit I. page 18
V. ELIGIBILITY CONCLUSIONS
The Project Area meets the requirements of the Act for designation as a "conservation area." In
addition to the prerequisite factor of age, there is a meaningful presence and a reasonable
distribution of five of the thi11een factors listed in the Act. These include:
1. Obsolescence
2. Deterioration
3. Inadequate utilities
4. Declining or lagging equalized assessed valuation
5. Lack of community planning
Additionally, there are five factors present to a lesser degree but supp0l1 the conservation area
fmding, including:
1. Dilapidation
2. Excessive vacancies
3. Excessive land coverage and overcrowding of community facilities
4. Deleterious land use or layout
5. Stmctures below tninimum code standards
The location and distribution of conservation area factors are outlined in Table 3.
The conclusion of the Eligibility Study is that the Project Area is in need of revitalization and
redevelopment to ensure that it will contribute to the long-telm physical, econotnic, and social
well-being of the City. The presence of conservation factors in the Project Area indicates that the
Project Area has not been subject to sound growth and development through investment by private
enterprise, and would not reasonably be anticipated to be redeveloped without public action.
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, Illinois -March 17,2006
Exhibit I, page 19
Table 3. Distribution of Conservation Area Factors
---41
41 t)J)
'"= '0 l. ;: 41 0 '" 41 '" '" U 41 ;.-.~ = ~ .;::: 0 S = u '0 0 '"= '0 t)J) = ~ ....
41 = U = = = ..:s = u .S; ,Q '"= '"= .-.S; = '" ;.-_'0 41 '" 41 ....
41 ~ .... = .... u '"= 41 41 '"= 0 '"= l. l. .i: .i: e = '0 '" 0 = 'i:
'Q. 41 'i: .... '" ~ i: 0' 41 Tax Block c: U '" 41 .... 41 = 41 41 ~ '0 41 41 ..:s '" U ,Q .... l. U ;.-'"= ~ Number** t)J) i:5 ~ .... ~ ~o = < 0 Q rJ:J. ..:I -Q
153 • 0 • 0 • 0
154 • 0 0 • • • • 0
155 • • • • • 0 • 0
156/177 • 0 • 0 0 • • •
157/3011430 0 0 •
158/304 • 0 • 0 0 •
176 • 0 •
252 0 0 • 0 •
278 0 • • •
279 • 0 • • • • 0
280 • 0 •
281 • •
282 • 0 0 0 0 •
283 • 0 • 0 0 • •
287 • • • •
2911292/429 • • 0 •
307/178 • 0 • 0 •
326/376 • 0 0 • • 0 • 0
433 • 0 0 • •
• Meaningful Presence
0 Limited Presence
*This factor is assessed on a Project Area-wide basis
** Blocks without buildings are not included
Downtown Yorkville Redevelopment Project Area Tax Increment Financing Eligibility Study
Yorkville, lllinois -March 17, 2006
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Exhibit L page 20
EXHIBIT II:
DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
HOUSING IMP ACT STUDY
DOWNTOWN YORKVILLE
TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
HOUSING IMPACT STUDY
UNITED CITY OF YORKVILLE, ILLINOIS
March 24, 2006
Prepared by:
Ehlers & Associates, Inc.
TABLE OF CONTENTS
INTRODUCTION TO ASSESSMENT OF HOUSING IMPACT ................................................................... 1
PART 1 ................................................................................................................................................................. .4
(I) NUMBER AND TYPE OF RESIDENTIAL UNITS .................................................................................................. 4
(II) NUMBER AND TYPE OF ROotvlS WITHIN UNITS .............................................................................................. 4
(III) NUMBER OF INHABITED UNITS .................................................................................................................... 5
(IV) DEMOGRAPHICS AND RACE AND ETHNICITY OF RESIDENTS ........................................................................ 6
PART II ................................................................................................................................................................. 8
(I) NUMBER AND LOCATION OF UNITS TO BE REMOVED ..................................................................................... 9
(II) RELOCATION PLAN ..................................................................................................................................... 10
(III) REPLACEMENT HOUSING ........................................................................................................................... 12
(IV) RELOCATION ASSISTANCE ......................................................................................................................... 14
Introduction to Assessment of Housing Impact
The purpose of this report is to conduct a Housing Impact Study for the Downtown
Yorkville Tax Increment Financing Redevelopment Project Area ("Redevelopment
Project Area") in the United City of Yorkville, Kendall County, Illinois (the "City") as
set forth in the Tax Increment Allocation Redevelopment Act (the "Act") 65 ILCS
5/11-74.4-1 et seq., as amended.
The Redevelopment Project Area encompasses most of Downtown Yorkville and
generally includes the north and south frontage of Hydraulic Street from the
corporate boundary on the east to the vVhite Oak subdivision on the west; the
northern frontage of Van Emmon Street from Adams Street on the west to the
corporate boundary on the east; the southern frontage of Van Emmon Street from
Main Street on the west to the corporate boundary on the east; the frontage of
Bridge Street from the Fox River on the north to Fox Street on the south; and the
eastern frontage of Main Street from the Fox River on the north to Fox Street on the
south. The Redevelopment Project Area is shown in Figure 1.
The Act requires that if the redevelopment plan for a redevelopment project area
would result in the displacement of residents from 10 or more inhabited residential
units, or if the redevelopment project area contains 75 or more inhabited residential
units and the City is unable to certify that no displacement of residents will occur.
the City shall prepare a Housing Impact Study and incorporate the study into the
separate feasibility report required by subsection jj-74.4-S(aJof the Act, which for
the purposes hereof shall also be the "Downtown Yorkville Tax Increment Financing
Redevelopment Project and Plan," or "Redevelopment Project and Plan." or the
"Redevelopment Plan." The Redevelopment Plan incorporates this document by
reference.
As of January 1, 2006, the Redevelopment Project Area has 63 buildings with
residential uses, and 143 total dwelling units within its boundary. The primary goal
of the Redevelopment Project and Plan is to reduce or eliminate conditions that
qualify the redevelopment area as a conservation area and to provide the direction
and mechanisms necessary to revitalize the Redevelopment Project Area as a
cohesive and vibrant mixed-use district. The Redevelopment Plan provides for
public projects that may be accomplished through normal market transactions with
property owners and does not provide for acquisition of property or homes by the
City through eminent domain except for cases of life safety conditions or issues.
Public projects and new development and redevelopment by the private sector, with
or without incentives from the City, will likely result in the displacement of inhabited
residential units. Therefore. the City cannot certify that no displacement will occur
over the 23-year term of the Redevelopment Project Area and a housing impact
study is required.
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
HOl/sing Impact Study, Yorkville, IL
March 24, 2006
Exhibit IL page I
Under the provisions of the Act. Part I of the housing impact study shall include:
(i) Data from field surveys and census data as to whether the
residential units are single-family or multi-family units;
(ii) Documentation of the number and type of rooms within the units.
provided that information is available;
(iii) Documentation of whether the units are inhabited or uninhabited. as
determined not less than 45 days before the date that the ordinance
or resolution required by subsection (a) of Section 11-74.4-5 of
the Act is passed; and
(iv) Data as to the racial and ethnic composition of the residents in the
inhabited residential units. (This data requirement shall be deemed
to be fully satisfied if based on data from the most recent federal
Census).
Part II of the housing impact study identifies the inhabited residential units in the
proposed redevelopment project area that are to be. or may be. removed. If
inhabited residential units are to be removed. then the housing impact study shall
identify:
(i) The number and location of those units that may be removed;
(ii) The municipality's plans for relocation assistance for those residents
in the proposed redevelopment project area whose residences may be
removed;
(iii) The availability of replacement housing for those residents whose
residences may be removed. and identification of the type. location.
and cost of the replacement housing; and
(iv) The type and extent of relocation assistance to be provided.
Downtown Yorkville TcL'; Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville, IL
March 24, 2006
Exhibit II, page 2
IUVEIl
... ,
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e EHLERS
& ASSOCIATES INC
NORTH
1 Tk1l1<i!r-1
Downtown Yorkville
Tax lnc,"clllcnt Financing
Redt'\'t'loPIllt'nt Project Ana
Figul"C 1: Pmject AI"t':1 Boundal"y
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PART I
Part I of this study provides the type, size and number of residential units within the
Redevelopment Project Area; the number of inhabited and uninhabited units, and the
racial and ethnic composition of the residents in the inhabited residential units.
(i) Number and Type of Residential Units
The number and type of residential buildings in the area were identified during the
building condition and land use survey conducted as part of the eligibility analysis
for the Redevelopment Project Area. In order to identify residential units in the field.
Ehlers and Associates utilized several methods. including counts of door buzzers,
mailboxes, windows, contacting management companies, and other indicators. This
survey, completed in December 2005, revealed that the Redevelopment Project Area
contains 63 residential buildings containing approximately 143 total dwelling units,
including 40 single-family homes and 103 dwelling units in multi-family or mixed-
use buildings.
(ii) Number and Type of Rooms within Units
The distribution within the Redevelopment Project Area of the 143 residential units
by number of rooms and by number of bedrooms is estimated in tables within this
section. The methodology to estimate this information is described below.
Methodology
In order to estimate the distribution of residential units, by number and type of
rooms, within the Redevelopment Project Area, Ehlers and Associates analyzed 2000
U.S. Census data by Block Groups for the Block Group encompassed by the
Redevelopment Project Area. A Block Group is a combination of U.S. Census blocks,
and is the lowest level of geography for which the U.S. Census Bureau tabulates
sample, or long-form, data. The U.S. Census data for the Block Group 2 containing
the Redevelopment Project Area has 79 renter-occupied units. We have relied on
the 2000 U.S. Census Block Group sample data for renter occupied households
because it is the best available information regarding the structures and residents of
the Redevelopment Project Area.
These Block Group data show the distribution of renter-occupied housing units by
the number of bedrooms and the total number of rooms within each unit. The
estimated distribution of units by bedroom type and number of rooms are as follows:
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville. IL
March 24. 2006
Exhibit II, page 4
T bl 1 U' b B d T a e nits IY e room iype
Block Group 2, U.S.
U.S. Census Tract 8906, Census Tract 8906, Redevelopment Project
Kendall County, Illinois Kendall County, Illinois Area
Total: 2,008 476 143
Owner occupied: 1,614 397 119
No bedroom 0 0 0
1 bedroom 18 0 0
2 bedrooms 268 37 11
3 bedrooms 739 161 49
4 bedrooms 517 169 51
5 or more bedrooms 72 30 8
Renter occupied: 394 79 26
No bedroom 0 0 0
1 bedroom 32 8 2
2 bedrooms 165 0 0
3 bedrooms 108 35 12
4 bedrooms 59 18 6
5 or more bedrooms 30 18 6
Source: u.s. Census, Census 2000, Table H-42
T bl 2 U 't b N a e nI s )y b urn ero fR ooms
Block Group 2, U.S.
U.S. Census Tract 8906, Census Tract 8906, Redevelopment Project
Kendall County, Illinois Kendall County, Illinois Area
Total: 2,078 486 143
No bedroom 0 0 0
1 room 50 8 3
2 rooms 469 42 12
3 rooms 875 201 60
4 rooms 582 187 54
5 rooms 102 48 14
Source: u.s. Census, Census 2000, Table H-41
(iii) Number of Inhabited Units
According to data compiled from the survey completed by Ehlers and Associates in
December 2005 and evidence from the 2000 U.S. Census, the Redevelopment
Project Area contains an estimated 143 residential units of which approximately 3
units (2.1 %) are estimated to be vacant (this is based on the Census statistics since
it provides a more conservative estimate than observed vacancies). Therefore, there
are approximately 140 inhabited units within the Redevelopment Project Area. As
required by the Act, this information was ascertained as of January 1. 2006. which is
a date not less than 45 days prior to the date that the resolution or ordinance
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
HOl/sing Impact Study, Yorkville, IL
March 24, 2006
Exhibit II, page 5
required by Subsection 11-74.4-5 (a) of the Act was, or will be , passed (the
resolution or ordinance setting the public hearing and Joint Re view Board meeting
dates).
(iv) Demographics and Race and Ethnicity of Residents
As required by the Act, the racial and ethnic composition of the residents in the
inhabited residential units was determined by using 2000 U. S. Census data. The
average household s ize for renters within the Block Group which includes the
Redevelopment Proiect Area was 3.05 persons for owner occupied units and 2.17
persons for renter-occupied units. Therefore , there are an estimated 423 residents
living within the proposed boundaries. The race and ethnic composition of these
residents are estimated as follows :
T bl 3 R a e ace an d Eth . 't nlCUY
U.S. Census Tract 8906,
Kendall County, Illinois
Total : 2,008
Owner occupied: 1,614
Householder who is White alone 1597
Householder who is Black or African American
alone 0
Householder who is American Indian and Alaska
Native alone 0
Householder who is Asian alone 0
Householder who is Native Hawaiian and Other
Pacific Islander alone 0
Householder who is Some other race alone 17
Householder who is Two or more races 0
Renter occupied: 394
Householder who is White alone 372
Householder who is Black or African American
alone 0
Householder who is American Indian and Alaska
Native alone 0
Householder who is Asian alone 0
Householder who is Native Hawaiian and Other
Pacific Islander alone 0
Householder who is Some other race alone 0
Householder who is Two or more races 22
Source : u.s. CenslIs, Census 2000
Downlown Yorkville Tax Increment Financing Red evelopm enl Projeci Area
Housing I/Ilpaci Siudy, York ville, IL
March 24, 2006
Block Group 2, U.S.
Census Tract 8906, Redevelopment Project
Kendall County, Illinois Area
476 143
397 119
389 117
0 0
0 0
0 0
0 0
8 2
0 0
79 24
79 24
0 0
0 0
0 0
0 0
0 0
0 0
Exhibil II, page 6
T bl 4 H' . O· . a e IspaniC rlgm
Block Group 2, U.S.
U.S. Census Tract Census Tract 8906,
8906,Kendall Kendall County, Redevelopment
County, Illinois Illinois Project Area
Total: 39 15 4
Owner occupied 24 8 2
Renter occupied 15 7 2
Source : U.S. Census, Census 2000
Ehlers also has estimated the potential distribution by income of the households
living in the inhabited units within the Redevelopment Project Area. In order to
estimate the number of moderate-, low-, very low-, and very, very low-income
households in the Redevelopment Project Area, Ehlers and Associates used Block
Group data on renter-occupied household incomes from the 2000 U.S. Census. As
determined by HUD, the definitions of the income categories. adjusted for family
s ize. are as follows:
Ci) A ve ry. very low-income household has an adjusted income of less than
30% of the area median income .
(ii) A very low-income household earns between 30% and 50% of the area
median income.
(iii) A low-income household earns between 50% and 80% of the area median .
(iv) A moderate-income household earns b etween 80% and 120% of the area
median.
Of all households residing within the U.S. Census Tract encompassed by the
Redevelopment Project Area: 5% may be classified as very, very low-income or
lower , 11 % may be classified as very low-income, 8% may be classified as low
income, and 26% may be classified as moderate-income households.
DOlVntolVn Yorkville Tax In crem ent Financing Redevelopment Project Area
Housing Impa ct Study, Yorkville, IL
March 24, 2()06
Exhibit IL page 7
Table 5. Distribution of Income bv Renter and Owner Occupied House holds
u.s. Census Tract
8906, Kendall Redevelopment
Countv, Illinois Project Area
1695 143
Owner occupied: 1,357 115
Less than $10,000 25 2
$10,000 to $19,999 22 2
$20,000 to $34,999 140 11
$35,000 to $49,999 225 30
$50,000 to $74,999 353 33
$75,000 to $99,999 387 42
$100,000 or more 205 17
Renter occupied: 338 28
Less than $10,000 8 1
$10,000 to $19,999 26 2
$20,000 to $34,999 50 4
$35,000 to $49,999 117 10
$50,000 to $74,999 94 8
$75,000 to $99,999 27 2
$100,000 or more 3 1
Source: [:S. Census 2000
Table 6. Distribution of Income by Poverty Status in the U.S. Census Tract of the
R d I tP' tA e eve opmen rOjec rea
Annual Income Rate
Income Category Percentage (Average HH of 2 Persons)
Very, very low 5% $0-$18117
Very low 11% $18,118-$30,195
Low 8.2% $30,196-$48,313
Moderate 26% $48,314-$72,469
Subtotal of Moderate Income or Lower 50% $0-$60,391
Over 120% AMI 50% +$60,391
Total 100%
Source: US. Census, Censlls 2000
As described in Table 6, the estimates of households at or below the moderate-
income level collectively represent 50% of the total inhabited units. The City will
implement the "Downtown Yorkville Tax Increment Financing Redevelopment
Project and Plan" (including the requirements applicable to composition of the joint
review board under Section 11-74.4-5(b) of the Act) as if more than 50 percent of
the residential units are occupied by very, very low-, very low-, low-, or
moderate-income households.
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville, lL
March 24, 2006
Exhibit II, page 8
PART II
(i) Number and Location of Units to be Removed
The Redevelopment Plan calls for new development and redevelopment of
commercial, residential and mixed-use commercial/residential uses throughout the
Redevelopment Project Area consistent with the City's 2002 Comprehensive Plan
and the City's 2005 Downtown Vision Plan. Improvement projects supported by the
Redevelopment Plan include the rehabilitation and reuse of existing sound residential
and commercial buildings; new residential development; new commercial and mixed-
use development; and creation and enhancement of community facilities and
amenities. Because the Redevelopment Project Area includes a number of inhabited
residential units that may be impacted by implementation of the Redevelopment Plan,
information is provided regarding the Redevelopment Plan's potential impact on
housing.
The Redevelopment Project, presented in Section V of the Redevelopment Plan,
identifies the overall redevelopment concept and future land uses to be in effect
upon adoption of the Redevelopment Plan. If public or private redevelopment occurs
as a result of the Redevelopment Project and Plan, displacement of inhabited
residential properties may result. Properties that may be subject to change due to
redevelopment efforts could result in the displacement of 69 residential units in 34
buildings. In addition to being located in key redevelopment opportunity areas.
several of these buildings are also characterized as seriously deteriorated. The
location for each of the properties with inhabited residential units that may be
subject to displacement is shown in Table 7 and Figure 2.
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville, IL
March 24,2006
Exhibit IL page 9
Table 7. Properties with inhabited residential units that may be subject to
displacement
Parcel Address # of Units
05-38-279-007 109 Bridge 20
05-38-279-002 1191125 W. Hydraulic 4
05-38-278-010 207/209 W. Hydraulic 4
05-38-278-005/009 209 W. Hydraulic 7
05-38-281-001 308 W. Hydraulic 1
05-38-281-002 201 S. State 1
05-38-281-003 203 S. State 1
05-38-281-006 207 S. State 1
05-38-281-007 307 W. Van Emmon 1
05-38-282-001 208 W. Hydraulic 1
05-38-282-003 201 W. Van Emmon 1
05-38-282-003 207 W. Van Emmon 1
05-38-282-004 207 S. Main/201 W. Van Emmon 2
05-38-282-005 204 W. Hydraulic 1
05-38-283-002 117 W. Van Emmon 1
05-38-283-003 2011203 S. Bridge 2
05-38-283-004 223 S. Bridge 1
05-38-283-007/010 213/215 S. Bridge 2
05-38-283-011 217 S. Bridge 1
05-38-283-012 219 S. Bridge 1
05-38-287-002 122 W. Van Emmon 1
05-39-153-003 109 E. Hydraulic 2
05-39-154-002 208 S. Bridge 1
05-39-154-008 226 S. Bridge 1
05-39-156-005 301 E. Van Emmon 1
05-39-156-006 305 E. Van Emmon 1
05-39-156-007 307 E. Van Emmon 1
05-39-156-010 300 E. Hydraulic 1
05-39-157-007 301 S. Heustis 1
05-39-157-008 303 S. Heustis 1
05-39-177-012 315 E. Van Emmon 1
05-39-326-006 348 E. Van Emmon 1
05-39-326-007 344 E. Van Emmon 1
05-39-326-008 328 E. Van Emmon 1
Total units: 69
(ii) Relocation Plan
The City's plan for relocation assistance for those qualified residents in the
Redevelopment Project Area whose residences may be removed shall be consistent
with the requirements set forth in Section 11-74.4-3(n)(7) of the Act. The terms and
conditions of such assistance are described in subpart (iv) below. No specific
relocation plan has been prepared by the City as of the date of this report because
no project has been approved by the City. Until such a redevelopment project is
approved, there is no certainty that any removal of residences will actually occur.
Downtown Yorkville Tax increment Financing Redevelopment Project Area
Housing impact Study, Yorkville, iL
March 24, 20()6
Exhibit II, page 10
--'"
~
c===Jsingl e -Family R e ~e nt i al
c===JMulti-Fam ily or Mixed -Us e Resident ia l
Vision Plan Are a /Lo catio n of r o u s ing
Potential Displacement
0 1 EHLERS
& ASSOC I ATES INC
NORTH
"Wa .. ir •
*
Downtown Yorkville
Tax Increment Financing
Redevelopment Project Area
Figure 2: Housing Units Subject to
Potential Displacement
...•...............••
...... -.-
RlVI!II.
(iii) Replacement Housing
In accordance with Subsection 11-74.4-3(n)(7) of the Act, the City shall make a
good faith effort to ensure that affordable replacement housing located in or near
the Redevelopment Project Area is available for any qualified displaced residents.
Under the potential redevelopment scenarios involving the redevelopment or
rehabilitation of the existing residential uses within the Redevelopment Project Area,
it is possible that rehabilitation or redevelopment could be staged to limit or prevent
displacement of households and the need to provide for affordable replacement units
within the Redevelopment Project Area. Based on the nature of redevelopment that
could occur in the Redevelopment Project Area, it may be possible to locate
replacement units both inside and outside of the Redevelopment Project Area.
In order to determine the availability of replacement housing for those residents who
may potentially be displaced by redevelopment activity, Ehlers and Associates
examined several data sources, including vacancy data from the 2000 U.S. Census,
apartment listings from local newspapers, and field research.
A. Vacancy Data
According to the 2000 U.S. Census figures, the Block Group surrounding and
encompassing the Redevelopment Project Area contained 486 housing units, of
which 10 were vacant and/or for rent in 2000. Table 8 summarizes the distribution
of vacant residential units in the Block Group of the Redevelopment Project Area by
vacancy status, as compared to the City of Yorkville as a whole.
T bl 8 V St t a e acancy a us
u.s. Census Block Group 2, Redevelopment Yorkville
Tract 8906, U.S.Census Project Area City,
Kendall Tract 8906, Illinois
County, Kendall
Illinois County,
Illinois
Total: 70 10 2 81
For rent 12 0 0 39
For sale only 19 10 2 2
Rented or sold, not occupied 20 0 0 28
For seasonal, recreational, or occasional use 19 0 0 12
For migrant workers 0 0 0 0
Other vacant 0 0 0 0
Source: U.S. Census. Census 2000. Table H-8
B. Availability of Replacement Rental Housing
Two methods of research were used to quantify the amount of available rental
housing within the general area of the Redevelopment Project Area. One method
included a review of local newspaper listings. The location, type and cost of a
sample of possible replacement rental housing units located within the City of
Yorkville were determined through the examination of classified advertisements
from the Beacon News. Kendall County Recorder, Chicago Tribune and
apartments. com during the week of February 27, 2006. Available rental units
Downtown YOI*ville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville, IL
March 24, 2006
Exhibit ll, page 12
identified within the market area for the Redevelopment Project Area are
summarized in Table 9.
T bl 9 A 'I bl R a e val a e eplacemen t R t 1 U 't W k f F b en a ms, ee 0 e ruary 27 2006 ,
Approximate Utilities included in
Address Type Size rental price Rental Price Availability
1 Yorkville Townhome 2 bedroom No $1295 asap
2 Yorkville Townhome 3 bedroom No $1250 asap
Yorkville Condo 1 bedroom
3
No $1095
asap
4 Yorkville Condo 2 bedroom No $1295 asap
5 Yorkville Condo 1 bedroom Yes $1195 asap
6 Yorkville Condo 1 bedroom No $1150 asap
7 302 E. Kendall Drive Apartment 1-3 bedrooms No $990-$1570 asap
8 302 Mulhern Ct. Apartment 1-2 bedrooms No $680-$815 asap
9 Yorkville Bristol Single Family 3 bedroom No $1450 asap
* Informallon IS based on Beacon News. Kendall County Recorder and apartments. com clasSified sample conducted durmg the week of
February 27. 2006.
HUD affordability standards state that monthly rent. including utilities, should equal
no more than 30% of gross household income. The range of maximum affordable
monthly rents, according to HUD standards. is shown in Table 10 in comparison with
the number of advertised vacant units by bedroom size and rent (where information
was available) for rental housing found in our research. The information in Table 10
demonstrates that there are housing units affordable to households of low-and
moderate-income currently available in the general market area that includes the
Redevelopment Project Area.
Table 10, Maximum Monthly Rent (Including Utilities) Affordable to Income Bracket
Maximum Monthly Rent (Including Utilities)
Affordable to Income Bracket
Number Implied Very, Very Very Low Low Moderate Observed Units
ofBRs Family Low Range of Identified
Size [1] Advertised [3]
Units [2]
0 1 $396 $660 $1056 $1583 nla 0
1 1.5 $424 $706 $1131 $1697 $580-1195 10
2 3 $509 $848 $1357 $1775 $815-1295 7
3 4.5 $588 $980 $1568 $2352 $1250-1570 8
4 6 $656 $1093 $1749 $2624 nla 0
Total Number of Vacant Units in Sample 25
[J} DerIved from the number of bedrooms usmg HUD formulas.
[2} Based on a sample of apartments located in Yorkville. IL. It is a compilation of units advertised JiJ the Beacon
News and I{endall County Recorder. and apartments. com during the week of February 27. 2006.
[3} Refers to the number of units In the sample taken by Ehlers and Associates.
In addition to our search for market-rate apartments, we estimated the number of
assisted affordable housing units available within Kendall County. Ehlers consulted
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville.IL
March 24, 20()6
Exhibit II, page 13
United States Department of Housing and Urban Development and Illinois Housing
Development Authority sources regarding the availability of these units in Kendall
County. For purposes of this analysis, affordable housing includes units affordable to
households earning less than 80% of the regional median income adjusted for size of
household, consistent with the Illinois Affordable Housing Act. Our research focused
on units receiving some form of assistance from the Illinois Housing Development
Authority or the U.S. Department of Housing and Urban Development. Over one
hundred units of subsidized housing for family households were identified in the
surrounding communities in Kendall County 1.
C. Availability of Replacement Single-Family, For-Purchase Housing
Available single-family homes "for purchase" identified within the neighborhood
market area of the Redevelopment Project Area are summarized in Table 11. The
average listed price for a single-family home in this area as of March 2006 is
$217,533 and the average bedroom size is 3 bedrooms.2
T bl 11 A 'I bTt f R a e val a I Ity 0 eplacemen ,"g.e amlly or t S' I F 'I F P h urc ase H OUSI 'ng
Approximate
Address Type Size Askin~ Price
1 205 E. Main Street SinQle Family 3 bedroom $172,900
2 403 S. Main Single Family 2 bedroom $163,500
3 810 Morgan Street Single Family 3 bedroom $225,000
4 110 Fox St. Single Family 4 bedroom $239,000
5 507 Madison St. Single Family 3 bedroom $244,900
6 907 S. Main St. Single Family 3 bedroom $259,900
(iv) Relocation Assistance
In the event that the implementation of the Redevelopment Plan results in the
removal of residential housing units in the Project Area occupied by low-income
households or very low-income households, or the permanent displacement of low-
income households or very low-income households from such residential housing
units, such households shall be provided affordable housing and relocation
assistance not less than that which would be provided under the federal Uniform
Relocation Assistance and Real Property Acquisition Policies Act of 1970 and the
regulations thereunder, including the eligibility criteria. Affordable housing may be
either existing or newly constructed housing. The City is required by the Act to
make a good faith effort to ensure that affordable replacement housing for such
households is located in or near the Redevelopment Project Area.
As used in the above paragraph, "low-income households," "very low-income
households," and "affordable housing" have the meanings set forth in Section 3 of
I Illinois Housing Development Authority (http://www.ihda.org/map.aspx)
2 Multiple Listing Service, March 8, 2006, provided by Coldwell Banker for all properties currently listed in
Yorkville, IL.
DOlVntolVn Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study, Yorkville, IL
March 24, 2006
Exhibit II, page 14
the Illinois Affordable Housing Act. 310 ILCS 65/3 et seq .. as amended. As of the
date of this study. these statutory terms have the following meaning:
CD "low-income household" means a single person, family or unrelated persons
living together whose adjusted income is more than 50% but less than 80% of the
median income of the area of residence. adjusted for family size, as such adjusted
income and median income are determined from time to time by the United States
Department of Housing and Urban Development ("HUD") for purposes of Section 8
of the United States Housing Act of 1937:
(ii) "very low-income household" means a single person, family or unrelated
persons living together whose adjusted income is not more than 50% of the median
income of the area of residence, adjusted for family size, as so determined by HUD:
and
(iii) "affordable housing" means residential housing that, so long as the same is
occupied by low-income households or very low-income households, requires
payment of monthly housing costs, including utilities other than telephone. of no
more than 30% of the maximum allowable income for such households. as
applicable.
The City of Yorkville will make a good faith effort to relocate these households to
affordable housing located in or near the redevelopment project area and will
provide relocation assistance not less than that which would be provided under the
federal Uniform Relocation Assistance and Real Property Policies Act of 1970.
Additionally, the City will take proactive measures to work with local housing
agencies and organizations to ensure displaced residents find adequate housing.
Downtown Yorkville Tax Increment Financing Redevelopment Project Area
Housing Impact Study. Yorkville. IL
March 24, 2006
Exh i bit I!, page 15
EXHIBIT III:
DOWNTOWN YORKVILLE TAX INCREMENT FINANCING
REDEVELOPMENT PROJECT AREA
LEGAL DESCRIPTION
JAMES M. OLSON ASSOCIATES, LTD.
Illinois Professional Land Surveyors
Land Surveyors & Land Planners
107 West Madison Sfr98t
, YorkVille, Illinois 60560
Phone; 630-553-0050 Fax: 630-553-0964
Legal Description for City of Yorkville
Downtown TlF District
March 24, 2006
That part of Section 32 and part of the West I-!alf of Section 33, Township 37
North, Range 7 East of the Third Principal Meridian described as follows: Commencing
at the Northwest comer of the Northeast Quarter of Section 4, Township 36 North,
Range 7 East of the Third Principal Meridian; thence North 01°11'52" East parallel with
the East line of the Southwest Quarter of said Section 33, a distance of 1356.81 feet to
a point on the South line of a tract described in a Quit Claim Deed from Palos Bank and
Trost Company, Trust No. 1-1620 to Bruce O. and Virginia J. Buhrmasters his wife,
recorded as Document No. 83-5890 on Decembei'23, 1983 'which is 45.43 feet
westerly, as measured along said South line, of the Southeast comer of said tract;
thence South BW4B'09" East 45.43 feet to said southeast comer; thence North
88°48'09" West along said South line 415.06 feet to a westerly line of said tract; thence
North 01°11 '52" East along said westerly line 246.0 feet to a southerly line of said tract;
thence North 8S048'09" West along said southerly line to the West line of the fonner
Fox and Illinois Union Railway Company right-of-way; thence Norlh 08010'52" East
along said West line to an "old claim line" drawn southeasterly from the Southeast
comer of Price's First Addition to Yorkville; thence northWesterly along said -old claim
linen 486.54 feet to the Southeast comer of said Prices' Addition; thence northerly along
the East line of said Pnee's Addition 367.63 feet to the Norlheast comer thereof; thence
westerly along the North line of said Price's Addition 526.3 feet to the midpoint on the
South line of Block 13 of Black's Addition to Yorkville; thence northerly 297.85 feet to
the midpoint on the North line of said Block 13; thence westerly along the South line of
VanEmmon Street 119.50 feet to the East line of Mill street; thence southerly along
said East line to the South line of Lot 6 in "Ter-Jac Subdivision" extended easterly;
thence westerly along said extended South line, said South line and said South line
extended westerly 164.5 feet to the West line of the East 6 feet of Lot 1 in said "T er-Jac
Subdivision"; thence southerly along said West line 84.11 feet to the South line of said
Lot 1; thence westerly along said South line of Lot 1 a distance of 190.0 feet to the
West line of Heustis Street; thence northerly along said West line to a point which is
JAMES M. OLSON ASSOCIATES, LTO.
IIlino;s Professional Land Surveyors
Land Surveyors & Land Planners
107 West Madison Street
Yorkville. Illinois 60560
Phone: 63(J..553..0050 Fax: 630-553-0964
234.30 feet southerly of, as measured along said West line, the South line of
VanEmmon Street; thence westerly along a line which forms an angle of 92°16' with the
last described course, measured clockwise therefrom, 175.0 feet; thence southerly
parallel with said West line of Heustis Street 80.0 feet; thence westerly parallel with the
penultimate course 52.0 feet; thence southerly along a line which forms an angle of
8lJ023' with the last described course, measured clockwise therefrom, 263.50 feet:
thence westerly along a line which forms an angle of 88044' with the last described
course, measured counterclockwise therefrom, 188.0 feet to the East line of Bell Street;
thence southerly along said East line 259.04 feet to the South line of Fox Street; thence
westerly along said South lina of Fox Street to the East Line of Illinois Slate Route No ..
47; thence southerly along said East line to the South line of Lot 6 in Block 5, Mason's
Addition to Yorkville m thence westerly along ths South line of Lots 6 and 7 in said
Mason's Addition to the West line of said Route No. 47; thence southerly along said
West line to the South line. of a tract of land described in a deed recorded January 28,
1988 as Document 880498; thence westerly along the south line of said tract and the
south line of a tract described in a deed recorded February 6, 1990 as Document
900871 to the west line of Lot 5 in Block 11 of the Original Village of Yorkville extended
southerly; thence northerly along the West line of Lots 5 and 4 in said Block 11 to the
Southeast comer of Lot 2 in said Block 11: thence westerly along the South line of said
Lot 2 and said South line extended to the West line of South Main Street; thence
northerly along said West line to the South line of VanEmmon Street; thence westerly
along said South line to the East line extended southerly of Lot 3 in Block 4 of Black's
Addition to Yorkville extended southerly; thence norlherfy along said extended East line
and said East line to the Northeast comer of said Lot 3; thence northerly along the East
line of Lot 4 in said Addition 40.30 feet; thence easterly along a line which forms an
angle of 89"15' with the last described course, measured counterclockwise therefrom,
38.8 feet; thence northeasterly along a line which fonns an angle of 13~00' with the
last described course, measured clockwise therefrom, 14.1 feet; thence northerly along
a line which forms an angie of 229'57' with the last described course. measured
counterclockwise therefrom 32.0 feet; thence easterly along a line which forms an angle
of 10EP53' with the last described course, measured counterclockwise therefromJ 64.33
feet to the West line of Adams Street; thence northerly along said West line 27.0 feet to
the North line of said Block 4; thence westerly along said North line 223.82 feet to the
JAMES M. OLSON ASSOCIATES, L TO.
Illinois Pmmssional Land Surveyors
Land Surveyors Be Land Planners .
107 West Madison Street
YorkVille, Illinois 60560
Phone: 63()"553-OQ50 Fax: 630-~964
East line of Morgan Street; thence southerly along said East line 240.55 feet to the
center line of VanEmmon Street; thence westerly along said center line and the center
line of vacated VanEmmon street and said center line extended wester1y to the East
line of Lot 3 in Block 24 of said Black's Second Addition; thence northerly along said
east line to the south line of the north 143.0 feet to said Lot 3; thence westerly along the
south line of the norlherly 143.0 feat of Lots 3 and 4 in said Block 24 to the west line of
said Lot 4; thence southerly a/orig said west line to the north line of Madison Court:
thence westerly along said north line to the west line of Madison Courl; thence
southerly to the Northeast comer of Block 23 in said Black's Second Addition; thence
westerly along the North line of said Block 23 a distance of 198.0 feet to the Northwest
comer thereof; thence southerly along the West line of said Block 23 a distance of
190.0 feet to the South line of Madison street extended westerly; thence westerly along
said extended South line 58.22 feet to a line drawn parallel with and 100.0 feet westerly
of the West line of Lot 7 in Block 21 in said Black's Second Addition; thence southerly
along said parallel line 99.91 feet to the South line extended westerly of said Lot 7;
thence westerly along said extended South line 172.07 feet to the East line of White
Oak Farm Unit 1; thence norlherly along said East line, said East line extended and the
East line of White Oak Farm Unit 2 to the southerly bank of the Fox River; thence
easterly along said southerly bank to a line drawn South from the confluence of
Blackberry Creek; thence North along said line to the North bank of the Fox River;
thence easterly along said North bank to the eastem corporate limits of the United City
of Yorkville, thence southerly along said corporate line to the East line of the Southeast
Quarter of said Section 33; thence southerly along said cast line to the point of
beginning in the United City of Yorkville, Kendall County, Illinois.
Have a question or comment about this agenda item?
Call us Monday-Friday, 8:00am to 4:30pm at 630-553-4350, email us at agendas@yorkville.il.us, post at www.facebook.com/CityofYorkville,
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Agenda Item Summary Memo
Title:
Meeting and Date:
Synopsis:
Council Action Previously Taken:
Date of Action: Action Taken:
Item Number:
Type of Vote Required:
Council Action Requested:
Submitted by:
Agenda Item Notes:
Reviewed By:
Legal
Finance
Engineer
City Administrator
Human Resources
Community Development
Police
Public Works
Parks and Recreation
Agenda Item Number
NB #6
Tracking Number
EDC 2016-41
Economic Development Report for June 2016
EDC – July 5, 2016
N/A
See attached.
Bart Olson Administration
Name Department
651 Prairie Pointe Drive, Suite 102 Yorkville, Illinois 60560
Phone 630-553-0843 FAX 630-553-0889
Monthly Report – for July 2016 EDC Meeting of the United City of Yorkville
Downtown Redevelopment:
- Continue to work with Minor Threat Restaurant Group (Dale Lewis) on opening of three restaurant concepts
and live theatre. As you all know, Crusade Burger Bar is open. More information will follow on second
concept, after the opening of the Crusade is completed.
Development south of Fox River:
- Ground broken on Route 47 for Dunkin Donuts. Working with developer on other parties interested in
joining the project.
- Continued work to locate grocery store south of the River. Continue to meet with owner of potential
grocery store that is looking closely at Yorkville.
- Working with a group interested in opening a “Polaris” Dealership in Yorkville. This dealership will be a
strong sales tax generator. They are working on their business plan at this time.
Development north of the Fox River :
- Kendall Crossing…Working with restaurants interested in locating at the site.
- Kendall Marketplace…Working with a junior box for the center. Negotiations are in process.
- Menards…Met to discuss potential users on the outlots.
- Sherwin William’s at Routes 34 and 47 preparing to open. They are currently hiring.
- Post Office Area…met with land owners to discuss possible users to attract to the various lots.
Industrial Development:
- Continue to work on attracting new industrial business to Yorkville, to expand jobs and tax base.
Recreational Development:
- Continue to work with Justine Brummel on multi-use sports facility. This includes assistance with available
programs for financing.
Other Activity:
- Attend the Wrigley grand opening, and Raging Waves ribbon cutting for their new water slide attraction.
Respectfully submitted,
Lynn Dubajic
651 Prairie Pointe Drive, Suite 102
Yorkville, IL 60560
lynn@dlkllc.com
630-209-7151 cell