May 7, 2008
City of orange
Depot-plaza
peDestrian
ConneCtion stuDy
City of orangeMay 7, 2008
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i. i ntroDuCtion
a. p urpose
The purpose of the project is to prepare a Pedestrian Connection Study that evaluates the potential development of pedestrian corridors to encourage connections between the historic Plaza and surrounding business district to the Metrolink and OCTA T ransit Center at the Orange Depot. This document is composed of five chapters. The Introduction details the study area boundary and provides background information on the study process. The Existing Conditions chapter presents a discussion of current conditions within the study area. The Opportunities and Constraints analysis chapter builds off of the existing conditions to evaluate a series of potential alternative pedestrian corridors to connect the Plaza business district and adjacent neighborhoods with the Orange Depot. The
Pedestrian Connections chapter details all of the recommended improvements to each of the proposed pedestrian connections while the Implementation chapter discusses actions needed for realizing the study recommendations and provides a discussion of funding opportunities.
b. s tuDy area bounDar y
The study area is roughly bounded by Maple Avenue on the north, Glassell Street on the east, Almond Avenue on the south, and the railroad tracks on the west. Chapman Avenue runs east to west through the center of the project area and, along with Glassell Street, forms a major axis of the City. Olive Street, Lemon Street, and Cypress Street extend north to south from Maple Avenue to Almond Avenue and Atchison Street runs
north to south between Maple Avenue and Chapman Avenue.
The Orange Depot is located in the northwestern portion of the study area while the Plaza is positioned in the middle of the eastern boundary. Figure 1 on the following page depicts the study area boundary.
The Orange Depot hosts both Metrolink train service and Orange County T ransit Authority bus service and generates high amounts of pedestrian traffic in the western portion of Old T owne Orange.
The Plaza and surrounding business district is a significant area of pedestrian traffic in the center of Old T owne Orange. 1
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Figure 1 Study Area Boundary
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D. r elationship to other planning effor ts
City of Orange General Plan Update
The City is currently in the process of updating the General Plan. The General Plan Update is expected to be adopted in 2008. The General Plan establishes a vision for the City’s future growth and change and provides the basic guidelines for development within the City. The General Plan Update proposes an alternative land use scenario that changes the existing industrial land use designation on properties surrounding the Depot to a mixed-use designation to support the evolution of the area into a pedestrian and transit-oriented district. The proposed General Plan Circulation Element also emphasizes the multimodal circulation opportunities that exist in the area around the Depot and Plaza with the existing bus, rail, and sidewalk network. The recommendations of this study support and reinforce the goals and policies of the General Plan.
Santa Fe Depot Specific Plan
The Santa Fe Depot Specific Plan is a document that provides more specific development regulations and guidelines for a particular geographic location within the City. Properties within the Santa Fe Depot Specific Plan area are subject to the provisions of that plan. The boundaries of the Santa Fe Depot Specific Plan overlap the boundaries of this study. Also, the Santa Fe Depot Specific Plan identifies portions of this study area as a potential redevelopment area. Similar to the General Plan Update, this study supports the transformation of the Depot area to a mixed-use pedestrian and transit-oriented district and offers recommendations for pedestrian connection improvements as property reinvestment or redevelopment
occurs in the area. Recommendations from both this study and the Santa Fe Depot Specific Plan can be implemented without conflict.
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ii. e xisting ConDitions
The City of Orange contains the largest concentration of historic buildings in the State of California. The Old T owne area in the City of Orange contains two historic districts listed on the National Register of Historic Places. Created in 1886, the Plaza marks the center of the historic business district in Orange. The historic business district radiates out from the Plaza along Chapman Avenue and Glassell Street. Specialty retail uses, art galleries, restaurants, and service commercial businesses continue to line these corridors. The Plaza offers a quaint setting, with retail shops, antique stores, and a relaxed atmosphere of outdoor cafes surrounded by an historic park.
The Depot was originally constructed in 1888 to serve the Atchison, T opeka, and Santa Fe railroad line. T oday, two lines of commuter train service operated by Metrolink utilize the Depot. A 2007 survey indicated that mean daily boardings of Metrolink at the Orange Depot were 830 per day and mean daily alightings were 827 per day, with those numbers expected to increase in the coming years.
The Plaza and the Depot are two major activity generators in Old T owne Orange. However, though the Depot and the Plaza are only approximately one-third of a mile apart, few pedestrians make the walk between the two areas. Plaza visitors tend to not venture further than the few shops and restaurants close-in to the Plaza while the Depot users often do not stray farther than the parking areas surrounding the train station.
North Alley between Lemon Street and Cypress Street.
Maple Avenue looking east to Glassell Street.
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Other activity generators include the Veteran’s Memorial at Depot Park, the Post Office, the Orange Senior Citizens Community Center, and the Chapman University Marion
Knott Film School (Chapman Film School) and Chapman
University Partridge Dance Center (Chapman Dance Center), and multiple parking areas throughout Old T owne. The
Veteran’s Memorial at Depot Park at the southern end of the Depot on the corner of Atchison Street and Chapman Avenue was constructed in 1891 and is the oldest park in Orange County. The Orange Post Office sits on the southwest corner of the Chapman Avenue and Lemon Street intersection. The Orange Senior Citizens Community Center is located on the western side of Olive Street between Chapman Avenue and Almond Avenue. Orange City Hall and the Orange Public
Library and History Center are also activity generators located on Chapman Avenue near Grand Street, just to the east of the study area.
Local neighborhoods outside of the study area also contribute to pedestrian activity in the Old T owne area. Residents of the surrounding neighborhoods walk through the study area to reach a variety of the destinations listed above, as well as local shops and transit opportunities.
Chapman University, the oldest university in Orange County, is located to the northeast of the study area along Glassell Avenue.
In recent years, the University has expanded by acquiring various properties to the west of the main campus core. Chapman’s Partridge Dance Center is located on the south side of Maple Avenue between Atchison Street and Cypress Street and the Chapman Film School is located on the north side of Maple Avenue between Cypress Street and Lemon Street.
South Alley from parking lot off of Olive Street looking east towards Glassell Street.
Almond Avenue and Lemon Street intersection.10
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Existing circulation in the study area includes pedestrian routes, vehicular streets, bus routes, and bicycle routes. Figure 2 shows the existing circulation in the study area. The highest level of pedestrian activity in the study area is along Glassell Street and around the Plaza, on Chapman Avenue between the Plaza and Olive Street, and surrounding the Orange Depot. Commercial retail activities and the location of the public transportation facilities at the Orange Depot result in a high number of pedestrians in these areas.
Medium pedestrian activity is found along Lemon Street
between Maple Avenue and Chapman Avenue and along
Olive Street between Maple Avenue and Almond Avenue.
The proximity to commercial retail activities, restaurants, and parking areas contributes to the pedestrian activity in these areas. All other street segments within the study area currently experience low pedestrian activity due to the presence of fewer commercial retail uses and other attractions.
Currently, there is an at-grade railroad crossing at Chapman Avenue and at Almond Avenue. The railroad crossings have warning gates for vehicular traffic but not for pedestrian traffic.
A bicycle route along Almond Avenue, indicated by signs only, connects to the larger bikeways system of the City and contributes to non-vehicular traffic along that corridor. The City of Orange Bikeways Master Plan Update (2001) proposed an additional Class III bike route, with signs only, along Lemon Street within the study area.
High levels of pedestrian and vehicular activity occur at the Plaza.
Outdoor dining and retail uses contribute to pedestrian activity around the Plaza. 11
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iii. o ppor tunities anD Constraints
a. o ver view of peDestrian routes
Four alternative east-west pedestrian routes between the Orange Depot on Atchison Street and the Plaza at the intersection of Glassell Street and Chapman Avenue are being studied to create and reinforce connectivity. Maple Avenue and the “North Alley” are located north of Chapman Avenue; the “South Alley” and Almond Avenue are located south of Chapman Avenue.
Each of these east-west corridors are linked north and south by Cypress Street, Lemon Street, and Olive Street.
Looking east to Glassell Street from midblock shortcut south of Chapman Avenue.
Looking west along Maple Avenue adjacent to the Lemon Street parking lot. 15 Depot-plaza peDestrian ConneCtion stuDy
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Opportunities and Constraints for the northern routes of Maple Avenue and “North Alley” are illustrated in Figure 3.
Of the study corridors, the most direct route from the Orange Depot to the Plaza is along Maple Avenue east to Glassell Street and then south to the Plaza. This route is entirely along existing sidewalks within the public right-of-way and passes both residential and commercial frontages.
The “North Alley” is the term for the existing shortcut north of Chapman Avenue that runs east-west through spaces between buildings, alleys, and parking areas. There is an existing, privately-owned access point used by locals at the northwest corner of the Plaza between 60 Plaza Square (Bagel Me) and 71 Plaza Square (Masonic T emple). From there, the route follows through an alley to Olive Street between 119 North Olive Street (T ony’s Architectural Salvage) and 123 North Olive Street (The Architecture Gallery). The North Alley corridor is interrupted with private parking and is obstructed by fences between Olive Street and Lemon Street; this section would need guaranteed pedestrian access to become a viable paseo opportunity. Pedestrians can also cross through an existing alleyway just north of Chapman Avenue between Lemon Street and Cypress Street from the Lemon Street municipal parking lot. Currently pedestrians have to travel along one of the cross streets to Maple Avenue or Chapman Avenue to connect to the Depot; as redevelopment occurs between Cypress Street and the Depot, pedestrian passageways should be included to complete the North Alley link to the Depot.
North Alley from Olive Street towards the Plaza.
Maple Avenue looking east to intersection with Lemon Street. 16 City of orangeMay 7, 2008
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Figure 3 Opportunities and Constraints North of Chapman Avenue 17 Depot-plaza peDestrian ConneCtion stuDy
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Opportunities and Constraints for the southern routes of the “South Alley” and Almond Avenue are exhibited in Figure 4.
The “South Alley” is a term for a connection south of Chapman Avenue through existing paseos and parking areas from Glassell Street to Lemon Street. This route makes use of an existing 12-foot wide one-way alley between 126 South Glassell Street (Rambling Rose Estate Jewelry in the Orange Circle Antique Mall) and 132 South Glassell Street (SINS) and continues through a parking area to Olive Street. Parking in this area allows businesses and visitors to have a direct connection through the narrow alley to the retail shops on Glassell Street.
The connection then resumes across Olive Street, in the parking area where the Orange Farmer’s Market is currently held, along the north side of the American Legion building to Lemon Street.
The South Alley connection will lead pedestrians north along Lemon Street to the signalized crossing at Chapman Avenue.
Pedestrians can then choose to utilize Chapman Avenue or any of the routes within the northern segment of the study area to reach the Depot.
The Almond Avenue pedestrian corridor runs east to west from Glassell Street to Cypress Street along sidewalks within the public right-of-way.
Parking area on the north side of the American Legion Building where the Farmers’ Market is held along the potential South Alley pedestrian corridor.
Almond Avenue looking east across Olive Street.
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Figure 4 Opportunities and Constraints South of Chapman Avenue 19 Depot-plaza peDestrian ConneCtion stuDy
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Due to the routes’ locations, the corridors to the north offer a closer link between the Orange Depot and the Plaza than the southern routes. The southern routes will more likely utilize a combination of the alternative pedestrian routes, existing cross streets, and ultimately portions of Chapman Avenue to forge connections between neighborhoods south of Almond Avenue and the Old T owne Plaza area to the Orange Depot.
Existing alleys and passageways offer an opportunity for the study area to continue to serve as pedestrian connections.
Capitalizing on the existing openings and connections may be more viable and feasible than establishing new connections through existing developed properties.
Additionally, in all of the proposed pedestrian routes, the north-south cross streets are important elements for pedestrian enhancements. Pedestrians utilizing any of the pedestrian corridors may depart from the east-west pattern of the proposed routes at any of the side streets and continue north or south along any of the cross streets in the study area. These cross streets will carry portions of the pedestrian traffic as individuals meander between the Depot and Plaza areas. The public rights- of-way of these streets should be enhanced along with the other identified pedestrian routes in order to create an inviting pedestrian experience throughout Old T owne Orange.
Pedestrian improvements need to be made to cross streets as well as existing alleyways within the study area as these passages become important parts of the pedestrian system.
The existing alleyway between Glassell Street and Olive Street in the northern part of the study area can be enhanced and continue to serve as a pedestrian connection.
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b. h istoriC DistriCt
The historic nature of Old T owne Orange provides a rich setting for an enhanced pedestrian environment. Historic properties in the study area are shown in Figure 5. The concentration of historic buildings is significant, with continued efforts by the City and property owners to preserve and restore historic elements. The local vernacular architecture of these historic structures gives a view into Orange’s past and provides interest along the streetscape. All of the pedestrian passageways between Glassell Street and Olive Street are surrounded by older historic buildings; the shortcuts between the historic buildings are illustrated by arrows in Figure 5. The historic buildings tend to feature more detailed architectural elements than the newer structures and add a human-scale and quaint atmosphere to the Old T owne area that is welcoming to pedestrians.
The preservation and restoration of historic buildings will continue to increase the value of the neighborhoods and commercial district within the study area. Improvements to historic structures should be made in coordination with the Design Review Committee. Any improvements in the study area should build upon the existing historic features of the area.
For example, new features should utilize traditional materials that are compatible with the area. Existing landscape palettes could also be considered for continuation, where appropriate, to enhance the streetscape.
Restoring historic building features to an original state, such as removing the non-original metal siding to reveal the historic arched parapet, can contribute to an inviting pedestrian experience.
Well preserved and restored historic structures are a key attraction to Old T owne Orange.
The structure at the northwest corner of Maple Avenue and Cypress Street could be restored to its historic state, as shown here. 21 Depot-plaza peDestrian ConneCtion stuDy
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Figure 5 Historic Properties
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C. l anD uses anD peDestrian traffiC
generation
The study area experiences benefits and limitations due to the mix of land uses found in the area. A general map of existing land uses is shown in Figure 6. Active retail frontage usually generates an active pedestrian atmosphere. A diverse mix of commercial and residential buildings could offer a significant pedestrian draw to an area from local residents patronizing the commercial uses. However, portions of the historic business district incorporate service uses that are more industrial in character, such as auto repair and restoration shops. These uses do not tend to create a large pedestrian draw in an area but can be modified and enhanced in a manner that is more appealing to pedestrian traffic. Special attention should be paid to all uses to ensure the creation of a friendly pedestrian environment.
An opportunity for connectivity in the pedestrian corridors is the potential for redevelopment in the northern part of the study area. The Santa Fe Depot Specific Plan Update Analysis of Potential Adaptive Reuse Sites identifies several parcels north of Chapman Avenue between Cypress Street and Lemon Street as having a potential for redevelopment. As these sites redevelop, pedestrian-friendly paseos, plazas, and amenities could be included to create pedestrian links to the Orange Depot area.
Retail frontage along Glassell Street is a significant attraction for the Maple Avenue route; as pedestrian reach Glassell Street the retail activity can help draw the pedestrians south into the Plaza area.
Some uses in the northwest are not inviting to pedestrian activity; the property shown above could be part of a potential pedestrian connection if redeveloped or otherwise modified to accommodate pedestrian access to complement existing uses.
There are a mix of commercial and residential uses in the study area that can contribute to increased pedestrian activity between the Depot and the Plaza. 23 Depot-plaza peDestrian ConneCtion stuDy
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Figure 6 Existing Land Use
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Maple Avenue collects a large amount of Chapman University pedestrian traffic. Pedestrian surveys show that students often utilize Maple Avenue east to Glassell Street and then north to the University. Recent introduction of several University facilities along Maple Avenue, such as the Chapman Dance Center and Chapman Film School, also contribute to pedestrian traffic in this area.
Another opportunity along the Maple Avenue route is offering a connection from the Cypress Barrio north of Maple Street to the Depot and Plaza corridors. This traditional neighborhood area is experiencing reinvestment and greater recognition for its role in the history of the City. Grassroots efforts are currently underway towards returning the area to more of an activity center for the community.
The North Alley and South Alley corridors are near existing retail uses. These uses can be encouraged to capitalize on the increased pedestrian traffic along paseos and alleyways.
Developing double-fronting entrances to the businesses and encouraging other pedestrian uses, such as outdoor dining within pedestrian passageways or opening up building frontages to the rear of the buildings facing the parking areas off of Olive Street, will increase the pedestrian traffic in these areas.
The presence of the Orange Farmers’ Market represents an existing pedestrian draw to the South Alley system and it would be to the City’s benefit to capitalize on this pedestrian atmosphere by continuing and enhancing this use.
Opening storefronts to alleyways creates an inviting pedestrian atmosphere as in this passageway between Glassell Street and Olive Street.
The Chapman Dance Center draws pedestrian traffic along Maple Avenue. 25 Depot-plaza peDestrian ConneCtion stuDy
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The Post Office located on the southwest corner of Chapman Avenue and Lemon Street is another activity generator that can contribute to the future success of the South Alley and Almond Avenue pedestrian routes, as is the Orange Senior Citizens Community Center.
The Orange Senior Citizens Community Center is located on Olive Street between the proposed South Alley and Almond Avenue. This use may generate pedestrian activity in the southern part of the study area. Updated accessibility facilities should be considered throughout paseo and streetscape
improvements.
Due to the residential and industrial make-up of the area south of Chapman Avenue and west of Lemon Street, this portion of the southern part of the study area is not as conducive to through pedestrian connections to the Orange Depot. A constraint for the Almond Avenue pedestrian route west of Lemon Street is the lack of retail activity along this section of street and the absence of a safe pedestrian crossing once reaching Chapman Avenue.
Most of the sidewalk along Almond Avenue borders residential uses. Pedestrian activity usually requires a type of destination activity along the route. Enhancement of commercial or other activity generating uses to the south of the Plaza would benefit this connection. Upgraded streetscape amenities, such as enhanced lighting, additional street trees, well maintained landscaped parkways, and sidewalk repairs, would also make this corridor more enticing for residents.
Active retail frontages encourage pedestrian traffic.
The Orange Senior Citizens Community Center is a destination for pedestrians within the study area.
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e. DireCt ConneCtion
Maple Avenue provides the most straightforward connection between the Orange Depot and the Plaza area, with pedestrians only needing to make one turn from Maple Avenue onto
Glassell Street to reach the Plaza from the Depot. This route also offers a more direct connection for pedestrians associated with the Chapman University campus. Pedestrians may also utilize Maple Avenue for only a portion of their journey from the Depot to the Plaza, splitting off from Maple Avenue down one of the side streets and continuing to the Plaza along Chapman Avenue.
Cross streets along Maple Avenue (shown above) and Almond Avenue should be improved with traffic-calming measures to facilitate pedestrian use.
Pedestrians may split off from Maple Avenue down a side street to reach retail activity along Chapman Avenue. 29
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The short distance between Chapman Avenue and the North Alley may not offer enough incentive for some pedestrians to leave the commercial activity of Chapman Avenue. However, on busy traffic days along Chapman Avenue, others may
be inclined to take this route, and many individuals can be encouraged by the idea of a “short-cut” even if only a few feet are shaved off of a route.
The South Alley offers more of an indirect link from the Plaza uses to the Orange Depot but may provide an opportunity to better connect businesses south of the Plaza with the remainder of the study area. A key gateway to connecting the South Alley north to the Depot is the use of the signalized intersection at Chapman Avenue and Lemon Street. Also, a reconfiguration of the existing parking between Glassell Street and Olive Street will provide better access to Lemon Street. In some areas, the North Alley is only approximately 100 feet off of Chapman Avenue.
From the existing alley off of Glassell Street, the South Alley would connect west through a parking lot to Olive Street. The existing parking lot should be reconfigured to incorporate dedicated pedestrian corridors.
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The Almond Avenue route would offer a pleasant connection to the Orange Depot for those in the southernmost reaches of the study area and adjacent Old T owne neighborhoods and may be especially key for the larger number of residential uses in this part of the study area. The main drawback to this pedestrian route is its location farther away from the Orange Depot than any of the other proposed routes in the study area.
However, the bicycle route along Almond Avenue may provide opportunity for alternative modes of transport to the Orange Depot.
Providing amenities for bicycle users encourages bicycle usage and contributes to the pedestrian environment.
Almond Avenue offers the southernmost pedestrian route from the Old T owne Plaza commercial area to the Orange Depot.
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f. t ransit links
The local and regional transit service available at the Orange Depot provide a significant opportunity for the City of Orange and OCTA to better link the public to bus and rail service. It is important to capture the pedestrian traffic of both the bus and train passengers. As transit service and ridership increases over the next few years, there will be a greater opportunity and desire to connect pedestrians to the Plaza. Conversely, as Old T owne maintains its popularity and portions of the study area experience changes in use and property reinvestment, more opportunities for pedestrian amenities and building design elements will be created and the pedestrian nature of the study area will be enhanced.
As pleasing pedestrian features become more prevalent, the Plaza business district as a whole will be an even stronger attraction for pedestrians than it is today. The historic downtown has the potential to attract day-trippers throughout Orange County and the Los Angeles region who may take advantage of the Metrolink and bus links for a day of shopping, dining, and activities in Orange. For these visitors to the study area, clear pedestrian pathways and wayfinding information will be
especially important.
T o enhance the streetscape in pedestrian corridors, adjacent buildings with blank walls should enhance the space with a mural or other public art amenities, by re-establishing historic windows and other openings, or through the installation of architectural features such as gooseneck building lighting.
T ransit ridership may increase with the development of a more inviting pedestrian atmosphere as activity generator in the historic downtown.32 City of orangeMay 7, 2008
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OCTA operates all Metrolink train service in Orange County.
The Metrolink Orange Station services the Orange County Line and the Inland Empire-Orange County line. A 2007
survey indicated that mean daily boardings of Metrolink at the Orange Depot were 830 per day and mean daily alightings were 827 per day. As train service expands and pedestrian amenities are integrated into the area surrounding the station, train ridership and pedestrian activity is expected to increase.
OCTA also operates five bus routes to the Orange T ransportation Center at the Orange Depot; the routes utilizing the bus depot are the 54, 56, 59, 453, and 454. Bus routes run along Maple Avenue, Lemon Street, Glassell Street, and Chapman Avenue, linking the Depot to the major employment hubs in Orange and destinations throughout the City and County. These routes should contribute to pedestrian traffic along these corridors and within all of the pedestrian study routes as the bus riders walk from the Depot to their Old T owne destination.
The Orange Station is utilized by approximately 830 Metrolink patrons each day.
The OCTA bus depot is a major connection point for transit riders. 33 Depot-plaza peDestrian ConneCtion stuDy
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g. p eDestrian Crossings
A planned pedestrian undercrossing at the railroad tracks and Maple Avenue will provide a focal point for pedestrians crossing from the western side of the tracks to both the Depot and the Plaza. This undercrossing will provide a unique opportunity to safely connect commuters and local residents to the Depot and Plaza area. The undercrossing will open new and improved access to the Depot from the Metrolink parking and Old T owne neighborhoods that currently experience limited pedestrian options. More connections will also mean more opportunities to attract pedestrians and transit riders.
Along Maple Avenue and Almond Avenue, particular attention should be given to each of the intersections with the north-south cross streets between the railroad tracks and Glassell Street.
There are four intersections along Maple Street, at Atchison Street, Cypress Street, Lemon Street, and Olive Street, and three intersections along Almond Avenue, at Cypress Street, Lemon Street, and Olive Street. If these routes are strongly developed as pedestrian corridors, each intersection should give particular attention to the pedestrian. Opportunities exist for crosswalks, paving, and traffic calming enhancements at each intersection to ensure the safety of the pedestrian route.
Intersection improvements should promote a consistent route that clearly marks the pedestrian way.
A constraint for the North Alley may be the route’s proximity to Chapman Avenue. In some areas, the existing passageways are approximately 100 feet away from Chapman Avenue. Inserting mid-block crossings this close to Chapman Avenue may create traffic hazards between vehicles and pedestrians. Current traffic counts show lower vehicle traffic and low pedestrian traffic in this area; as traffic increases, attention to pedestrian safety will grow in importance. Clear sight lines should be maintained around pedestrian access points to prevent conflicts.
Crosswalks and other pedestrian improvements are needed along Maple Avenue and Almond Avenue.
Pedestrian intersection improvements, such as special paving along Chapman Avenue, should be applied to pedestrian crossings in the study area. 34 City of orangeMay 7, 2008
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Conversely, the link across Olive Street between the two portions of the South Alley is a prime location for a mid- block crossing, as this area is about halfway between Chapman Avenue and Almond Avenue. Pedestrians could easily cross in this location without interfering with any turn movements off of Chapman Avenue or Almond Avenue. Current traffic counts recorded along Olive Street, Lemon Street, and Cypress Street show low automobile traffic volumes, which is a favorable condition for mid-block crossings. T o create a successful mid- block crossing, at a minimum, specialty paving and adequate pedestrian awareness signs would be necessary. Four mid-block crossings are proposed for the study area and are discussed in more detail with the recommendations provided in Chapter 4 - Pedestrian Connections; a total of six on-street parking spaces will need to be removed to implement the recommended mid- block crossings.
Ending the South Alley on Lemon Street provides an
opportunity to take advantage of the signalized crossing at Lemon Street and Chapman Avenue. Enhancement of Lemon
Street south of Chapman Avenue is an important part of the pedestrian route in the South Alley alignment. This section of street will carry much of the pedestrian traffic as it transitions north and south across Chapman Avenue. While the Almond Avenue route will continue across to Cypress Street, there is no traffic signal at Cypress Street and Chapman Avenue; therefore the safer pedestrian route would be from Almond Avenue
along Lemon Street to the existing signalized intersection with Chapman Avenue.
The signalized intersection at Chapman Avenue and Lemon Street is offers a safe pedestrian crossing.
A mid-block crossing of Olive Street is proposed for the South Alley. 35 City of orangeMay 7, 2008
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iv. p eDestrian ConneCtions
a. i ntroDuCtion
There are four major pedestrian connection routes through the study area between the Orange Depot on Atchison Street and the Old T owne Plaza at the intersection of Glassell Street and Chapman Avenue. Maple Avenue and the “North Alley” are located north of Chapman Avenue; the “South Alley” and Almond Avenue are located south of Chapman Avenue. These four connections, along with recommendations for overall improvements to the study area, are illustrated in Figure 9 on the following page.
This section describes these four routes and the aesthetic improvements and enhancements necessary to create viable and vibrant pedestrian connections. This section offers overall recommendations that apply to improvements throughout the study area, such as increased landscaping and the addition of attractive pedestrian level lighting elements. This section also provides a block-by-block discussion of each of the proposed pedestrian connections. The specific existing conditions of each block are addressed and recommendations for achieving appropriate and viable pedestrian connections are presented for each individual segment. Recommended improvements
for other spaces within the study area, such as the connecting side streets, are also discussed. This section concludes with recommendations for street furniture and sign concepts that apply to the entire study area as a way to unify the connections from the Depot to the Plaza.
Shortcut with no business openings and no pedestrian-friendly features, such as benches or outdoor dining.
Paseo with doors and windows open to the public and outdoor displays. 41 Depot-plaza peDestrian ConneCtion stuDy
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Figure 9 Pedestrian Connection Alignments
CHAPMAN
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C. n or th paseos
Greater pedestrian activity is expected in the northern half of the study area, as this area has more commercial activity than the southern portion of the study area and is located closer to the Orange Depot. Figure 10 illustrates the northern pedestrian connection alignments while Figure 11 lists overall recommendations for improvements to Maple Avenue and the North Alley.
Figure 10 Pedestrian Connection Alignments - North Paseo Plan Accent Tree
Canopy Tree
Concrete Paving
Accent Paving
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CLEANERS
BLAKE & NATION
BODY SHOP
RASPBERRY
COTTAGE
COBA ACADEMY
THE VAULT
MASONIC TEMPLE
PLAZA
MUFFLER &
BRAKES
THE DISTRICT
LOUNGE
PAUL’S
COCKTAILS
ROCKWELLS
CREATIVE
CAKES
CRYSTAL’S HAIR
STUDIO
CASK ‘N
CLEAVER
PARKING
PARKINGPARKING
PARKING
PARKING
PARKING
PARKING
PARKING
PARKING
VETERAN’S
MEMORIAL
AT DEPOT
PARK
MARION KNOTT
FILM SCHOOL
RESIDENTIAL
APARTMENTS
W
N
N
N
N
W
N
PROPOSED
UNDERCROSSING
0 100’ 200’ 400’
46 City of orangeMay 7, 2008
Chapter
IV
The Maple Avenue connection extends four blocks from the Orange Depot to Glassell Street. The North Alley connection is currently viable for the three blocks between Cypress Street and Glassell Street. There is potential for a future direct connection to the Depot between Atchison Street and Cypress Street that could occur with the adaptive reuse, reinvestment, or redevelopment of the existing property to complete the alley system between the Depot and the Plaza.
Walkway
Conditions Landscaping Lighting Utilities Street Furniture Retail Frontage Maintain sidewalk
in good condition
Increase
landscaping
between Atchison
Street and
Cypress Street
and between Olive
Street and Glassell
Street
Continue and add
to existing
pedestrian pole
lighting and
existing street
lights
Underground
utilities
Add occasional
street furniture as
appropriate
Any future retail
operations between
Olive Street and
Glassell Street should
have public openings
such as windows and
doors
Maple Avenue
Walkway
Conditions Landscaping Lighting Utilities Street Furniture Retail Frontage Maintain pavement
in good condition
Landscape new
pedestrian
connections
Utilize gooseneck
building lighting or
catenary lighting
through
connections
Underground
utilities as property
improvements
occur
Add occasional
street furniture as
appropriate
Any retail operations
should have public
openings to the alley;
outdoor dining is
encouraged
North Alley
Figure 11 Recommendations for Overall Improvements to Maple Avenue and North Alley 47 Depot-plaza peDestrian ConneCtion stuDy
Chapter
IV
North Alley between Atchison Street and
Cypress Street
Existing Conditions
There is currently no available pedestrian route between Atchison Street and Cypress Street. The potential pedestrian route is currently blocked by existing structures and fences.
Property in this section is privately owned.
Recommendations
Encourage property owners to open a pedestrian
pathway to complete the North Alley connection
as property reinvestment occurs. Until property
reinvestment occurs, pedestrians would use Cypress
Street to connect to Maple Avenue for Depot access.
Encourage outdoor dining and plaza areas.
Encourage the property owner to enhance building
facades through quality architectural features such as
pedestrian-scaled windows and decorative parapets that
are compatible with the historic fabric of the area.
Create a striped, accessible mid-block crossing with
distinctive paving and tactile warning strips to connect this segment to the east side of Cypress Street. One
on-street parking space would need to be removed to
provide the mid-block crossing.
Consider installing a bench at the end of the alleyway
on Cypress Street.
•
•
•
•
•
THE
GARDEN
GALLERY
107
ATCHISON
BLACK’S
FURNITURE
UNITED
CUSTOM
UPHOLSTERY
VETERAN’S
MEMORIAL
AT DEPOT
PARK
N
N
W CHAPMAN AVE
As property reinvestment occurs, buildings along Atchison Street could be improved and reconfigured to create a pedestrian connection. When possible, historic buildings should be restored to their original historic state.
New pedestrian corridor
could be included with future
improvements to properties
within reinvestment areas
54 City of orangeMay 7, 2008
Chapter
v
Figure 14 Priority Implementation Map
85 City of orangeMay 7, 2008
Chapter
v
Private Ownership APNs
Figure 18 shows Assessor Parcel Numbers for all private properties traversed by the paseo alignments, where easements or other agreements with the property owners will be necessary for project implementation. The City of Orange will need to negotiate easements for public use of the paseos as well as other agreements for the installation of paseo amenities, such as the installation of gooseneck lighting, building facades improvements, etc. All of the private properties lie within Priority 2 and Priority 4 areas.
Figure 18 Priority 4 Private Properties Adjacent to Corridor 99