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’LAN BPAPER

Choi , Hyonngj in.

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SHOPPING PLACE DESIGN

FINAL DOCUMENT

For Frandor Site Improvement Project

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.Minneapolis' successful Nicottet Malt

Prepared by Hyoungiin Chni

TABLE OF CONTENTS

I. Introduction, The Problem Statement

II. Basic Research
A. Background Research
B. Inventory and Analysis

C. Program Development

III. Alternative Master Plan Concepts

A. Concept No.1

1. Design Philosophy
2. Goals & Objectives

B. Concept No. 2

1. Design Philosophy
2. Goals & Objectives

IV. Master Plan

1. Design Philosophy
2. Goals & Objectives

VI. Conclusion, Future Prospect of The Frandor
Shopping District

Bibliography

Appendix

INTRODUCTION,

THE PROBLEM STATEMENT

I. INTRODUCTION, THE PROBLEM STATEMENT

This project is to develop a master site improvement/
beautification plan for the Frandor shopping district in
Lansing, Michigan. In specific, the project site lies within

the following boundaries:

North: the southern edge of Saginaw Highway / Grand
River Avenue

South: the northern edge of Michigan Avenue

East : the western edge of Ranney Park, but includes
the open area on the north side of the park

West : the eastern edge of Homer Street

To improve overall existence of the Frandor area, the
plan is focused on the problems which have been and will be
identified through numerous site observation trips, review on
previous study reports and literature of shopping center
redevelopment, and meetings with key interest groups or
persons such as the owners of the project site, Frandor
Merchants Association, and planning staff and instructors at
City of Lansing and MSU. So far, the initial issues to be

addressed can be divided into seven categories:

A . Parking

The site is dominated by parking areas throughout the
shopping district. In fact, the entire Frandor shopping
district is a paved parking area except for the space
occupied by buildings and vehicular circulation. Formal
(planned) pedestrian circulation is almost non-existent;
sidewalks in front of shopping stores are the only form of
pedestrian circulation. As a result, this shopping district
clearly lacks natural and human scale elements. Parking
spaces in the district are overly sufficient, and thus many
parking areas are poorly utilized or even poorly maintained.
These areas are "lost space," and must be utilized for other
purposes. The project will consider the development of
natural and human places within these abandoned parking
areas, as well as reorganization of parking space with proper

landscape elements to improve visual quality of the area.

B. Vehicular and pedestrian circulation

As it is stated above, the site is definitely inadequate
for people to freely walk about. Moreover, vehicular
circulation is often confusing and improperly systemized.
These two problems cause conflicts between vehicles and
pedestrians. Distinction between pedestrian and vehicular

circulations needs to be developed. Development of pedestrian

precincts along the sides of the parking areas and streets is
also a recommendable design solution. Therefore, the project
will include restructuring the circulation for effective and

safe traffic (vehicular/pedestrian) flow.

C . Signage

Many signs in front of stores are visually unattractive
because they are not uniformly designed in size, color and
texture (materials), not to mention they are outdated.
Symbolic signage of the Frandor shopping district looks
outdated the most compare to others although it may have
historic value. The signage in the area needs to be regulated
in order to improve not only the visual quality , but also

the image of the whole area.

D. Building Facade

Facades of the structures in the area are also dated.
Some of the facades are very large and lack decorative design
elements. This causes whole buildings look distractive. In
the Frandor project there will be a renovation process or

comprehensive landscape plan to eliminate these problems.

8. Open Space/Unused Area

There are some unused areas visually evident in the
district. It is especially true in the area between Homer and
Clippert Streets, and the area north of Ranney Park. These
are the open spaces that nothing is built on, and nobody
maintains except the city park staff. However, these areas
have a great potential to be developed as usable places such
as pocket parks, picnic areas or even new business sites.
These open areas can also be developed as natural space with
intensive planting to give the whole district a portion of
relaxing atmosphere. Utilization of the open space would be
the critical point to attract more people (i.e. customers) to

the Frandor shopping district.

F. Landscape

The project site clearly lacks landscape elements.
Amounts of green space are visually and physically
insufficient compared to buildings and parking spaces. In
short, greenery has been excluded in Frandor for a long
period of time. The whole district needs natural atmosphere.
After all, Frandor is a strip mall type establishment, not an
indoor shopping mall. Therefore, the project will include
comprehensive and extensive landscape planning to enhance

natural quality atmosphere and to eliminate dull urban image.

G . Future Prospect

Approximately thirty years ago, Frandor was the first
and only regional shopping strip mall in Lansing metropolitan
area. It is true that the district has lost many customers to
newer indoor shopping malls such as Meridian and Lansing
Malls, and even to giant shopping centers such as Meijer and
K Mart. It is observed that weekend traffic is evidently
lower in Frandor than other regional malls.

In order to enhance the businesses and image of the
Frandor shopping district, the area must be reorganized
visually and physically. A good design will improve those
issues. Frandor is still an important site because of its
historic value and strategic location. In fact, strip malls
are gaining popularity again recently by specialized goods
and service oriented customers. Therefore, the Frandor
shopping district has a great potential to grow in the future
if the site is improved with compatible/competitive
attractions, and aesthetic quality. Frandor Site Improvement
Plan is to provide a more pleasing shopping quality through
comprehensive aesthetic and functional design

implementations.

 

 

 

     
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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Frandor Site Improvement Project

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BASIC RESEARCH

II. BASIC IRESEARCH

A . Background Research

The section is to conduct sufficient research and review
of published materials/literatures directly and indirectly
related to the Frandor Site Improvement project that will
provide for a main body of knowledge as supporting
documentation to the Frandor shopping district design
approach, concepts and solutions. In other words, the
background research contains general studies of shopping
center development (& redevelopment), including informative

figures and tables.

A successful shopping place is the result of
comprehensive and carefully coordinated market research,
urban planning, design, architecture, finance, construction,
leasing, merchandising, property management and promotion.
Thus, each should be brought into the development process
with experience and creativity to produce the greatest

possible customer satisfaction and merchant success.

Continuous research before and after the development of
a shopping center is an essential task to success, which
should be more than the demographics of a trading area. It

is the probing, continuing inventory of a region. It is an

in-depth exploration of the needs and yearnings of people,
and a search for opportunities to serve customers better.
Sound research precedes each market place, helps determine
what it will be, evaluates its performance; and helps to

mold, year after year, its evolution.

In the development of the shopping place, every aspect
is important. Each market is different from all others.
Design begins with a sensitive understanding of what makes
each market special. Innovation and freshness derive
naturally from the history and traditions of an area. Good
design fits easily with respect for the environment and

established patterns of life in a community.

Architecture, therefore, seeks to emphasize merchandise
and merchants because the shopping place facilitates the
relationship between customers and that which they might
need, wish for or discover. Beyond satisfaction, customers
should derive enjoyment and delight from the shopping

experience.

Individual details also matter in reinforcing the
feeling of festival that should be part of the successful
shopping environment - landscaping, benches, fountains,
courts, light, banners, graphics, signs, merchandise,
merchants - the entire center must be seen as a total

environment designed to add to the fun of shopping.

Good leasing program is the creative blending of
material retailers, known local and regional names, and
smaller, independent merchants. The skillful mix results in
satisfied customers, successful businesses and pleasant
shopping environment. Thus, designers, leasing and
merchandising specialists should always work together in
planning every shopping place. The mix of stores,
restaurants and services, the arrangement of merchandise and
merchants, the easy availability of conveniences should be
the result of careful meticulous planning and design effort
in order to develop and maintain a successful and exciting

shopping center

To maintain the pleasant atmosphere, the shopping must
be inviting, attractive, and magnetic at all times. It must
be spotlessly clean, free of trash and clutter, and trees and
plants must be thriving and healthy. In other words,
effective center management and operation are keys to

continuing customer loyalty.

Promotion of the shopping place is an integral and
natural part of the market, contributing to the spirit of
delight that belongs there. It is the small and/or large
performance well done; the sense of joy in good
entertainment; the presence of art, or talent, or of beauty

that make the shopping place more meaningful to people. Good

shopping center is a meeting place, a neighborhood place
where goods and services, natural and artificial element, and
visual and sound effects blend comfortably into the shopping

environment.

The key to successful way of developing or redeveloping
a shopping place in the city today is the development of
mixed-use urban complex which provides a special opportunity
for the merchants, a unique experience for the visitors, and
a great economic advantage for the surrounding communities.
After all, the good shopping center should be entwined with
the life of its community. The shopping place is for, of,
and about people, about customers, merchants and merchandise.
Therefore, a shopping place should always be fresh and
bright, holding the promise of something new and exciting

year after year.

Up to this point, a desirable shopping place has been
described in general sense. Next logical step is to study
and implement what needs to be done to develop such shopping
environment. First, the key to successful shopping center
development decision—making and planning is the feasibility

study.

The elements of feasibility for the shopping district
vary, but there is a broad range of feasibility

considerations which must be examined in all shopping center

feasibility programs. These include: traffic feasibility
(present & increased volume); parking feasibility (overall
capacity &expendability); transit feasibility; service
vehicle feasibility (loading zone and accessibility);
emergency feasibility; economic feasibility; activity
feasibility (present & project); physical feasibility;
utility feasibility; safety feasibility; maintenance
feasibility; practical feasibility (public & private sector

involvement); and last but not least financial feasibility.

Other than feasibility study, program development and
project planning (organization) as well as cost and benefit
analysis must be conducted simultaneously before any physical
plan is initiated. RedevelOpment of the Frandor shopping
district would be a symbol of downtown rejuvenation in
Lansing and must be planned and constructed in a
comprehensive manner. Involvement of the general public and
the business community is necessary if the shopping center is
to be effective in revitalizing the economic base of an area,
increasing land values, changing land use, and decreasing air
pollution and noise. The prospect should be undertaken
within the frame work of comprehensive preliminary and long-

range planning and thorough feasibility evaluation.

Next step is to develop a preliminary design
considerations. The design of successful pedestrian facility

(a shopping district) requires a thorough knowledge and

understanding of current site usage, inventory and its
analysis. The following questions should be considered.

* What business are there - type and location?

* Which are major attractions?

* How do businesses receive and distribute materials and
merchandise?

* How do visitors get there - both pedestrians and
vehicular traffic?

* What are the existing shopping and travel patterns?

In addition to existing use the designers must keep in
mind the desired results. Once the type of shopping center
is chosen, the community and designers must determine what
specific activities are desired on the site and what is
required in terms of surfacing, enclosure shelter,
furnishings, and equipment. The followings are the basic
considerations that are necessary to be examined and studied:
traffic (both vehicular and pedestrian) and access; perimeter
street system; transit access; off-street parking;
merchandise movement (loading facilities and access);
emergency access; utility and substructures; pedestrians
features (street furnitures and site amenities); Functional
areas; landscaping; weather protection; security; safety
(lighting); handicapper facilities; and other detail design

elements.

In selecting detail elements, consideration should be

given to their:

* Appropriateness to the overall design or theme of the
facility

* Appearance - size, form color and texture

* Serviceability - quality, durability, and ease of
maintenance

* Pedestrian orientation

* Safety.

In considering placement and arrangement of these
elements, designer should strive to
* Preserve the feeling of openness and freedom of movement
* Promote strolling by leading pedestrian from one place to
another
* implement rather than dominate the surroundings
* Avoiding interfering with emergency and utility access

* Be compatible with seasonal variations.

Once the decision to proceed has been made, the next
phase begins. The basic character of the design should have
been set early in the schematic stage based on objective
criteria and fundamental principles of design. The next step
is to develop plans and specification for construction which
this designer will not go into detail for the moment. (It is
an agreement that this designer will perform up to graphic
design, illustrations and plans -See table of contents- not

the actual construction plan.

Figure 1

PROJECT PLANNING (ORGANIZATION)

 

 

 

 

PRIVATE SECTOR COORDINATING AGENCY
DESIGN CONSULTANT PROJECT MANAGER
SPECIALIZED CONSULTANTS:

GRAPHICS I: SIGNAGE, ETC.

 

TRANSPORTATION, LIGHTING, LANDSCAPE,

 

PUBLIC SECTOR

 

TECHNICAL INPUT

 

 

. CITY AGENCIES

PUBLIC WORKS
STREETS
SANITATION
FINANCE
PLANNING

COMMUNITY
DEVELOPMENT

FIRE
POLICE
LAW
ETC.

 

Figure 2

CHARACTERISTICS OF SHOPPING CENTERS

 

 

LEADING TENANT GENERAL USUAL MINIMUM
(BASIS FOR TYPICAL RANGE IN MINIMUM SUPPORT

CENTER TYPE CLASSIFICATION) GLA GLA SITE AREA REQUIRED
NEIGHBORHOOD Supermarket or 50,000 sq. ft. 30.000—100,000 3 acres 2.500—40.000
CENTER drugstore sq. ft. people
COMMUNITY Variety. discount. 150,000 sq. ft. 100,000-300,000 10 acres or more 40.000—150.000
CENTER or junior depart- sq. ft. people

ment store
REGIONAL One or more full- 400,000 sq. ft. 300.000—1.000.000 30-50 acres or 150.000 or more
CENTER line department sq. ft. or more“ more people

stores of at least

100.000 sq. ft.

of GLA‘

 

 

'Centers with more than 750.000 sq. ft. GLA usually include three or more department stores and hence are super-

regionals.

Figure 3

SALES POTENTIALS FOR A RETAIL CENTER
ANALYTIC PROCESS [N OVERVIEW

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TRADE ARIA ANALYSIS
Driving Time
Compeuuoe PURCHASING POWER ANALYSIS
Physical flamers
Sade-Economic Factors
mos nu DILINRATION - -- r 1
Prime Sector
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Sectors Purchasing Power Purchasing pow" in New Households Gain
Peripheral Areas 3"” In 30““ Centers Trade Areas Income Cains
Recent Cains In House- Wm sun. In spud”.
TRADE ARIA PURCHASING
POWER
Today
3-Year Protection
3-Year Prolectloa
311'! PO‘I'IN'I'IALI
Capture Rates
Productivity Rates
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8. Inventory and Analysis

Frandor shopping center is located in the heart of the
Lansing metropolitan area. The central location (on the
border line of East Lansing and Lansing jurisdiction line)
provides easy access to all of adjacent communities including
East Lansing, Lansing and Okemos. Frandor is also ideally
located between the major thoroughfares in the greater
Lansing area. Saginaw Highway and Grand river Avenue, which
merge together to the north, are heavily traveled with 50,000
vehicles per day and Michigan Avenue, to the south, carries
over 30,000 vehicles per day. In addition, Frandor shopping
center is located directly off US-127, which provides easy
access to adjacent regions and access for service, emergency,

merchandise vehicles.

Recent study has revealed that 25% of shoppers travel to
Frandor from outside of Ingham County, and nearly 50% of the
shoppers have medium incomes of over $35,000 per year. One
of the great advantages that the Frandor shopping district
has is its physical location. Frandor is located next to
residential neighborhood in the east and south although its
pedestrian access to the area is somehow difficult and
unpleasant. Downtown Lansing and East Lansing is only

minutes away from the site. Then, there is Michigan State

University, with over 40,000 students and 9,000 faculties,
which is just east of Frandor, providing a consistent shopper
base along with permanent residents of Lansing and East
Lansing (Approximately 450,000 population in the Lansing

area).

The Frandor shopping district consists of over half a
million square feet of commercial and retail space. Its main
building includes Kroger Foods, Hooks Pharmacy, Marshall
Music Store and Bollerts Hardware, along with a mix of many
unique specialty shops, commercial establishments (banks and
business offices), entertainment facilities (two theaters and
a bar) and family restaurants. Such mixed use shopping
center development has been another advantage for the Frandor
shopping district, which is not available in any other

shopping malls in the Lansing area

Since its opening year,1954, there have been number of
expansions and changes in the district. Previous Golf
courses became one of the Midwest's first regional shopping
mall, and soon after, the Sears store was built. The
original mall consisted of a 900-foot north-south building
which was soon complemented by two east-west parallel
structures which ended at the building now housing the Kroger
Supermarket. In the late fifties Corr, Francis John Corr ~
founder of Frandor Shopping Center, constructed the Michigan

national Bank building, and in 1966 a theater was added. The

Red Lobster Restaurant was constructed in the seventies along
with a supermarket which eventually relocated. Trippers (a
sports bar) and Video To Go now occupy the market's space.
The Clippert Building was constructed in the early eighties

as the last additional structure in the site.

Frandor Shopping Center currently contains an enclosed
mall area and eight separate buildings. The mall area is
over 200,000 square feet and provides enclosed walkways with
newly designed corridor areas and attractive interior
decorations such as neon lighting and uniform store signage

for aesthetic appeal.

However, this, almost 4 decades old, historic shopping
district is unable to hide its aging structures and
inadequate circulation (including parking) system, and unable
to satisfy customers' expectation which can be fulfilled from
other regional shopping malls nowadays. Among those problems
that Frandor shopping district faces today, three categorical
areas can be defined as having the most negative aspects in
the site, and they are 1) traffic circulation (both
pedestrian and vehicular), 2) parking, and 3) overall image.
Of course, there are other detail inventories to be analyzed;
however, this designer will only discuss above three
categories. Other inventory analysis can be observed in the

drawing number 1 and 2 included in the final documentation.

Traffic Circulation:

As it is true for the all shopping areas, relatively
heavy traffic volume is evident in the Frandor shopping
cfistrict. However, safety and adequacy of traffic flow are
inefficient, not to mention dangerous because there are lack
of traffic controls in the area. Massive amount of parking
spaces without proper ingress and egress (sense of entrance
and exit) system to each parking lot creates confusing and

often hazardous driving environment.

It is observed that shoppers drive through and across
Frandor Avenue, Morgan Lane and Vine Street from every
direction in order to get to a parking lot from a parking
lot. Furthermore, this vehicle oriented shopping environment
without convenient pedestrian circulation causes people to
drive even to move within Frandor area. These two problems
must be solved to avoid traffic conflicts and to encourage
pedestrian activity and movement. In addition, there are
three CATA (Lansing's public transit system) buses (number

1,13 and 15) in service for the Frandor shopping district.

Parking:

Frandor is an almost 100 percent paved area with

 

 

 

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severely limited natural spaces and elements. Parking
facilities for the retail and commercial outlets are the
umjor reason for this incident. It is obvious that there are
overly sufficient parking spaces compared to number of daily

customers to this area.

This designer has taken photos to observe the traffic
volumes and the parking occupancy in Frandor from Monday to
Sunday to compare weekdays and weekends uses and to compare
daily uses from early in the morning until the end of
business hours. As a result, it is discovered that
approximately one third of parking spaces in Frandor is
hardly used even during the pick hours or day except the
occasional uses by Spartan Theater audiences and restaurant
goers. These abandoned parking spaces can and should be
utilized for other purposes instead of spill—over parking

lot.

Overall Image:

The Frandor area has been perceived as an old and
unpleasant shopping district by the shoppers, especially
younger generation, according to people's opinion. Many
buildings and structures look dated and are abandoned.
Waywardly designed signage in front of retail, commercial,

entertainment and business establishments distracts the image

«2:5
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Table 1

:CT 4!: 41323 11/21/91
POP-FACTS: 1990 CENSUS REPORT
(STFlA)
BY NATIONAL DECISION SYSTEMS 800-866-6510
PREPARED FOR
FRANDOR MERCHANTS ASSOCIATION

'ANDOR SHOPPING CENTER SITE: 311943
.NSING, MI COORD:42:44.50 84:30.50

1.0 MILE 3.0 MILE 5.0 MILE
SCRIPTION RADIUS RADIUS RADIUS
.LE POPULATION BY AGE 8238 51283 86746
UNDER 5 YEARS 5.67% 6.70% 7.18%
5 TO 11 YEARS 6.60% 7.57% 8.85%
12 TO 14 YEARS 2.67% 2.77% 3.20%
15 TO 17 YEARS 2.77% 2.58% 3.07%
18 TO 21 YEARS 19.72% 23.08% 16.18%‘
22 TO 24 YEARS 10.90% 11.17% 8.97%
25 TO 29 YEARS 9.66% 10.32% 10.26%
30 TO 34 YEARS 7. 63% 7.81% 8.56%
35 TO 39 YEARS 6. 65% 6.56% 7. 41%
40 TO 49 YEARS 11. 05% 8.66% 10. 25%
50 TO 59 YEARS 6. 33% 5.00% 6.16%
60 TO 64 YEARS 2.88% 2.22% 2.88%
65 TO 69 YEARS 2. 44% 1.92% 2.55% ._
70 TO 74 YEARS 2. 00% 1.44% 1.89% '
75 TO 84 YEARS 2. 42% 1.72% 2.07%
85+ YEARS 0. 60% 0.48% 0.52%
LE MEDIAN AGE 28.67 26.98 28.81
LE AVERAGE AGE 31.46 28.85 30.59
MALE POPULATION BY AGE 9858 55239 94362
UNDER 5 YEARS 4.64% 6.15% 6.72%
5 T0 11 YEARS 5.69% 6.96% 7.86%
12 TO 14 YEARS 2.40% 2.44% 2. 77%
15 TO 17 YEARS 2.32% 2.60% 2. 83%
18 TO 21 YEARS 23. 69% 25.37% 17. 29%
22 TO 24 YEARS 7. 94% 8.88% 7. 66%
25 TO 29 YEARS 8. 35% 9.00% 9.35%
30 TO 34 YEARS 6. 96% 7.29% 8.22%
35 TO 39 YEARS 6.54% 6.07% 7. 03%
40 TO 49 YEARS 10.19% 8.38% 9. 93%
so TO 59 YEARS 6.11% 5.12% 6. 37%
60 TO 64 YEARS 3. 24% 2.41% 3. 09%
65 TO 69 YEARS 3. 24% 2.39% 3.04%
70 TO 74 YEARS 2. 76% 2.15% 2.69%
75 TO 84 YEARS 4. 51% 3.24% 3.65%
85+ YEARS 1. 43% 1.55% 1. 49%
(ALE MEDIAN AGE 30.68 28.39 30.48

g

1ALE AVERAGE AGE 33.90 30.97 32.93

Table 2

T f: 41323

POP-FACTS :

 

1990 CENSUS REPORT

BY NATIONAL DECISION SYSTEMS 800-866-6510

NDOR SHOPPING CENTER
SING, MI

PREPARED FOR
FRANDOR MERCHANTS ASSOCIATION

SITE:

311943
COORD:42:44 .50 84: 30.50

11/21/91

RADIUS

0 CENSUS POPULATION
0 CENSUS HOUSEHOLDS

[HATION BY RACE & HISPANIC
VMITE

IHACK

NATIVE AMERICAN

ASIAN: CHINESE

ASIAN: JAPANESE

ASIAN: INDIAN

ASIAN: KOREAN

ASIAN: VIETNAMESE
ASIAN: OTHER

PACIFIC ISLANDER

OTHER RACES

IHSPANIC - NEW CATEGORY

PANIC POPULATION BY TYPE
NOT HISPANIC

MEXICAN

PUERTO RICAN

(MEAN

OTHER HISPANIC

PANIC POPULATION BY RACE
WHITE

BLACK

NATIVE AMERICAN

ASIAN

OTHER RACE

(HATION BY HOUSEHOLD TYPE
FAMILY HOUSEHOLDS

NON FAMILY HOUSEHOLDS
GROUP QTRS: COLLEGE DORMS
GROUP QTRS: MILITARY
GROUP QTRS: OTHER

ULATION BY SEX
FEMALE
MALE

2.38%
43.43%

18096
56.63%
28.10%
15.17%
0.00%
0.10%

”18096
54.48%
45.52%

106522
36275

106522
80.18%
10.52%

0.88%
1.36%
0.32%
0.64%
0.70%
0.37%
1.22%
0.09%
3.75%
6.49%

106522
93.51%
4.84%
0. 34%
0.19%
1.11%

6911
39.01%
3.79%
1.38%
1.10%
54 .71%

106522
55.32%
27.06%
16.27%

0.00%
1.34%

106522
51.86%
48.14%

181108
66696

181108
81.32%
11.22%

0.79%
0.92%
0.23%
0.49%
0.52%
0.31%
0.90%
0.06%
3.23%
5.83%

181108
94.17%
4.44%
0.27%
0.16%
0.96%

10558

41. 58%
3.90%
1.20%
1.06%

52.26%

181108
65.42%
24.03%

9.57%
0.00%
0.98%

181108
52. 10%
47 . 90%

Fable 3

:T f: 41323 11/21/91
POP-FACTS: 1990 CENSUS REPORT
(STE1A) .
BY NATIONAL DECISION SYSTEMS 800-866-6510
PREPARED FOR
FRANDOR MERCHANTS ASSOCIATION

1N DOR SHOPPING CENTER SITE: 3 1 194 3

SING, MI COORD:42:44.5O 84:30.50
1.0 MILE 3.0 MILE 5.0 MILE
TRIPTION RADIUS RADIUS RADIUS
GEHOLDS BY TYPE 6730 36275 66696
SINGLE MALE 10.82% 13.67% 12.32%
SINGLE FEMALE 22.24% 17.96% 17.51%
MARRIED COUPLE 39.78% 35.68% 41.41%
OTHER FAMILY - MALE HEAD 2.08% 3.00% 3.01%
CHEER FAMILY - FEMALE HEAD 8.86% 12.40% .12.31%
NON FAMILY - MALE HEAD 8.48% 9.41% 7.27%
NON FAMILY - FEMALE HEAD 7.75% 7.86% 6.17%
SEHOLDS EY OCCUPANCY STATUS 7097 39113 71188
OCCUPIED 94.82% 92.74% 93.69%
VACANT 5.18% 7.26% 6.31%
UPIED UNITS 6730 36275 66696
OWNER OCCUPIED 50.52% 41.49% 52.02%
lumTER OCCUPIED 49.48% 58.51% 47.98%
1990 PERSONS PER HOUSEHOLD 2.28 2.42 2.43
:ANT UNITS 368 2838 4492
FOR RENT 57.01% 55.75% 55.15%
FOR SALE ONLY 14.35% 9.52% 11.86%
SEASONAL 10.36% 5.98% 5.81%
OTHER. 18.27% 28.75% 27.17%
0 OWNER OCCUPIED PROPERTY VALUES 3093 13239 30230
UNDER $25,000 2.22% 9.01% 5.89%
$25,000 TO $49,999 19.65% 32.75% 33.30%
$50,000 TO $74,999 25.39% 21.52% 29.59%
$75,000 TO $99,999 25.88% 17.57% 15.54%
$100,000 TO $149,999 19.62% ,12.54% 10.06%
$150,000 TO $199,999 5.12% 3.73% 3.19%
$200,000 TO $299,999 1.64% 2.08% 1.77%
$300,000 TO $399,999 0.44% 0.49% 0.43%
$400,000 TO $499,999 0.00% 0.18% 0.12%
$500,000+ 0.04% 0.12% 0.09%
O MEDIAN PROPERTY VALUE $79,428 $68,158 $66,706

Fable 4

CT f: 41323 11/21/91
POP-FACTS: 1990 CENSUS REPORT
(STFlA)
BY NATIONAL DECISION SYSTEMS 800-866-6510
PREPARED FOR
FRANDOR MERCHANTS ASSOCIATION

ANDOR SHOPPING CENTER SITE: 311943

NSING, MI COORD:42:44.50 84:30.50
1.0 MILE 3.0 MILE 5.0 MILE
SCRIPTION RADIUS RADIUS RADIUS
AR ROUND UNITS IN STRUCTURE 7097 39113 71188
SINGLE UNITS DETACHED 53.80% 47.33% 55.30%
SINGLE UNITS ATTACHED 5.00% 4.46% 4.08%
DOUBLE UNITS 3.66% 7.54% 5.47%
3 - 9 UNITS 13.52% 12.23% 9.15%
10 - 19 UNITS 12.30% .14.75% 12.27%
20 - 49 UNITS 6.90% 6.75% 7.02%
50+ UNITS : 3.92% 5.03% 3.44%
MOBILE HOME OR TRAILER 0.04% 0.74% 2.27%.
ALL OTHER 0.87% 1.18% 0.98%
NGLE/MULTIPLE UNIT RATIO 1.46 1.12 1.59

of the area even more. Lack of greenery, street furnitures,
and amenities such as benches and lights, and other
attractions such as fountain and plaza creates dull urban
image to the district. Also, connections among similar
activities such as restaurant, business, offices,
entertainment facilities and retail stores are not formally
organized; instead they are scatteredly located throughout
the area. A visual and physical disconnection between
Frandor and surrounding communities (& facilities) is, too,
evident. These are the problems that the Frandor shopping
district faces today which can be resolved through intensive

site design improvement.

C . Program Development

Program development is to define program of uses,
activities and functions to provide the Frandor shopping
district maximum direction and input into the improvement
project. First, Frandor's current issues have been
established through the site inventory and its analysis as

well as other visual observation. The list of issues are as

follow:

- Overall image
- Insufficient pedestrian circulation

- Confusing traffic and parking circulation

- Lack of signage control

- Lack of natural/greenery area

- Absence of attractions other than commercial
establishment

- Lack of street furnitures and amenities

— Aging structures and their facades

- Utilization of open and abandoned spaces

— Future character of the area

- Locational analysis of parks and plaza

- Additional businesses/structures and their locations

- Improvement of existing businesses and their economy

- Entry features of the district

- Visual and physical quality of the area

- Major traffic corridor improvement and distinction

- Landscape considerations

- Sound mixed use development

- connection with surrounding communities and facilities

- Removal of existing residential units.

Second, the standard shopping center
development/redevelopment considerations and elements, and
the list of necessary feasibility studies have been
researched through various literatures (see bibliography).
Those lists can be found in the "Background Researches"

section, Chapter II-A.

After reviewing background research, inventory analysis,
issue considerations and other design element in shopping
place redevelopment, the site improvement programs are
finally developed as a base of the Frandor project to
implement actual design process. This program will be a
foundation to develop two alternative concept plans and the
master plan although some minor changes and additional
programs may be added as the design project proceeds. The

site improvement programs are presented below.

Program:

1. Image

- identity to the region to promote economic growth and
sense of pride.

-development of focal feature(s), stronger entry
feature(s)
2. Pedestrian Circulation

-improvement of building to building and building to
parking accessibility

-development of pleasant, efficient walkways throughout
the district (ground level)

-development of extensive sky-walks, connecting all the
major buildings (weather consideration)

-convenient handicapper accessibility

3. Traffic Circulation

-straightening the major corridors
-street median development
-enhancement of traffic control lights and signs
-development of shuttle bus system in the district
-reorganization of public transit route
4. Signage
-new regulations and according renovation
-uniform development for additional signage
5. Greenery/Nature
-intensive landscape planning
-median development on streets and parking areas
-development of parks
6. Parking
—reorganization of parking spaces
-parking lamp development
-limited ingress and egress system
-trees along the median areas
7. Attractions
-development of parks and plazas
-development of museum(s). amphi-theater and/or hotel
—outdoor cafe (rooftop cafe)
-development of multi-purpose buildings and structures
-reinforcement of street furnitures and site amenities
8. Buildings and Structures
-renovation and/or redevelopment
-development of new buildings (locations and functions)

-additional floor development

-enhancement of visual quality of all buildings

-rooftop improvement, sky-walks (scenic walkways and

scenic tower)

9. Open and Abandoned Spaces

10.

11.

12.

-development and utilization
Additional Business
—location analysis
-size and number analysis
-multi-purpose structures
Existing Businesses and Economy
-upgrading existing facilities and services
-promotion of new programs, economic revitalization
Visual and Physical Condition
-facade improvement
-landscape planning

-renovation, rehabilitation and reconstruction.

ALTERNATIVE MASTER PLAN

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III. ALTERNATIVE MASTER PLAN CONCEPTS

This section is to illustrate the development of two
alternative concepts that are free standing from one another.
Evaluation of these two concepts is to develop the most
suitable and effective design ideas which will be basis for
the master plan development. Two alternative concepts are
distinctive in nature, but share some common physical

elements and development patterns.
A. Concept No.1

1. Design Philosophy

The first alternative concept plan approaches toward
more natural, green environment in the area. The plan is to
keep the area's character as it is, a regional shopping
center, but reinforces greenery with strategic development of
parks and plazas.

2. Goals and Objectives

Goals:

The goal of the concept is to provide much of green
spaces and additional attractions in order to enhance
pleasant shopping experience which will be unique to the

project site.

Objectives:

- locate series of parks and plazas

- utilize unused parking spaces for other purposes

- designate and develop ground retentions for snow
removal reservoir and storm drainage (flood control)

- develop a community athletic park, features including
a soccer field, a 1/4 mile track, a soft ball field, sliding
ground and a playground

- develop an additional story shopping facility on the

main Frandor building

establish additional shops and restaurants

develop a sculpture plaza

develop a three-story parking lamp

develop a shuttle bus station and service

- reorganize ground parking lots with limited ingress
and egress system

- develop a extensive median area for tree planting and
distinction among traffic functions

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- minimize conflict between pedestrians and vehicles
through clear distinctions (sidewalks and median)

- upgrade bus stops with shelters and benches

3. Concept No.2

1. Design. Philosophy

The second alternative concept plan takes bigger step in
design development than the previous concept plan. The plan
intends to change whole image and character of the Frandor
shopping district. Therefore. the plan will focus on
intensive upper story development with extensive facade
improvement, including roof line design. Although this
second concept is not geared toward greenery reinforcement,
the plan will include massive sidewalk development with all
kinds of plant materials and other attractions such as plazas

and a community water park.

2. Goals and Objectives

Goals:

The goal is to give the area strong image and new

shopping environment by reconstructing all buildings and

circulation, and by establishing unique shopping features and
attractions that can be sited nowhere but Lansing
Metropolitan Area. In short, the concept is to create one
of a kind shopping district which can symbolize the State of

Michigan and its Capital, Lansing.

Objectives:

- develop a community water park, and locate it in the
north side of Ranney Park

- Construct two four—story parking ramps

- develop additional story, 2nd and 3rd level, shopping
establishments on the main Frandor building and the present
Kroger building with unique architectural style including
rooftop, plaza and outdoor cafe

- locate a new structure on northwest corner of the
project site equipped with additional retail stores and
business offices, an indoor plant conservatory, residential
apartment units, underground parking facility, and plazas

- create intensive sky-walks that connect all major
buildings

- straighten all major streets to promote easier and
safer traffic circulation

- develop extensive sidewalk system throughout the area
to encourage visitors to walk

- construct new office building next to present Sears

building

- construct hotel on the southwest corner of the project
site equipped with convention facilities, indoor/outdoor
swimming pool, and underground parking

- develop a Frandor shuttle bus station next to the
proposed hotel

- reorganize ground parking space with limited ingress
and egress system

- create additional parking for the park (both Ranney
and the water park) visitors

- construct identical building (identical to Clippert
building) in the west of Clippert Street

- redesign strip shopping center adjacent to existing
Manufacturers Bank

- reorganize current bus stops and locate shuttle bus
stops

- enhance natural atmosphere with trees, shrubs and

grass

MASTER PLAN

 

 

 

 

ISSUES

OVERALL IMAGE

INSUFFICIENT PEDESTRIAN
CIRCULATION

CONFUSING VEHICULAR AND
PARKING CIRCULATION

LACK OF SIGNAGE CONTROL

LACK OF NATURAU GREENARY
ABSENCE OF ATTRACTIONS OTHER
THAN BUSINESS ESTABLISHMENTS
AGING STRUCTURES AND THEIR
FACADES

UTILIZATION OF OPEN AND
ABANDONED SPACES

FUTURE CHRACTER OF THE AREA
LOCATIONAL ANALYSIS FOR PARKS
AND PLAZAS

ADDITIONAL BUSINESSES AND
STRUCTURES

IMPROVEMENT OF EXISTING
BUSINESSI STRUCTURES
ENTRANCE FEATURE TO THE
DISTRICT

VISUAL AND PHYSICAL QUALITY OF
THE AREA

MAJOR TRAFFIC CORRIDOR
IMPROVEMENT AND DISTINCTION
LANDSCAPE CONSIDERATION

DESIGN
PHILOSOPHY

THE MASTER PLAN SHARES THE

SAME DESIGN PHILOSOPHY WITH TH
SECOND ALTERNATIVE CONCEPT PLAN
EXCEPT FOR GREATER EMPHASIS ON

SITE DETAILS AND OTHER MINOR
CHANGES.

THE DESIGN TAKES A RADICAL
APPROACH To IMPROVE AND INTENSITY
SHOPPING ENVIRONMENT IN THE
FRANDOR DISTRICT. UNUKE THE FIRST
ALTERNATIVE CONCEPT PLAN, MASTER
PLAN FOCUSES ON ENHANCING
ECONOMIC DEVELOPMENT OP THE
AREA THROUGH INTENSIVE BUILDING
AND SITE DESIGN. THEREFORE, THE
PLAN ES'I‘ABUSHES SEVERAL
ATTRACTIONS OTHER THAN SHOPPING
STORES AND BUSINESS omens.

MAJOR ATTRACTIONS INCLUDES A
PROPOSED HOTEL. A COMMUNITY WATER
PARK ANEW MULTl-PURPOSE
BUILDING. AND COUPLE OP SMALL
MUSEUMS. THE PLAN ALSO INCLUDES
ONE ADDITIONAL OPPICI: BUILDING.
SEVERAL REBUIL’T STRUCTURESAND
COUPuI 0P PARKING RAMPS.

EASICALLY. THE MASTER PLAN DESIGN
INTENDS (1)1‘0 DIVERSIFY FUNCTIONS
IN THE DISTRICT, (2) TO PROVIDE

 

 

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G. ROOP'IOP, OUTDOOR CAFE

H. PROPOSED ADDITIONAL FLOOR
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I. RESTRUCTURBD BUILDING POR
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J. FRANDOR II, PROPOSED MULTI-
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IV . MASTER PLAN

1. Design Philosophy

The master plan shares the same design philosophy with
the second alternative plan except for greater emphasis and

other minor changes.

The design takes a radical approach to improve and
intensify shopping environment in the Frandor district.
Unlike the first alternative concept plan, master plan
focuses on enhancing economic development of the area through
intensive building and site construction. Therefore, the
plan establishes several attractions other than retail stores
and business offices. Major attractions include a proposed
hotel, a community water park, a new multi-purpose building,
and a couple of small museums. The plan also includes one
additional office building, several rebuilt structures, and a

couple of parking ramps.

2. Goals and Objectives

Goals:

Basically, the master plan design intends (1) to

diversify functions in the district, (2) to provide variety
of activities to visitors, and (3) to create pleasant
atmosphere through developing a series of plazas and green

spaces.

Objectives:

- develop a community water park equipped with
information office, gift shops, restaurant, and convenient
public facilities such as restrooms, shower and locker
services

- Develop 2nd and 3rd floor as shopping and restaurant
establishments on the main Frandor building

- develop rooftop, outdoor cafe and multi-purpose plaza

- improve the facades of existing buildings

- construct a four story high multi-purpose building,
equipped with 3 level underground parking facility,
condominium units, apartment units, indoor plant conservatory
and two entry plazas

- restructure existing strip shopping establishments

- construct a new office building

- develop an Oldsmobile museum

- develop a rooftop Lansing history museum

- develop rooftop floor garden

- construct a scenic view tower with a restaurant

- develop a shuttle bus station

- develop a eight-story high hotel with convention
facilities, equipped with 3 level underground parking,
private pool and plaza, a sculpture fountain, and plant
garden

- reorganize public transit stops and routes

CONCLUSION, FUTURE PROSPECT OF

THE F RANDOR SHOPPING DISTRICT

V. CONCLUSION, FUTURE PROSPECT OF THE FRANDOR SHOPPING

DISTRICT

Such terms as the mall, the shopping center, the super
market and shopping strip have been with us for half of a
century since the 19503. People became consumption oriented
after the world wars, and types and numbers of the designated
shopping places have multiplied over the decades. It is
almost safe to say the mall has become a part of our liVes.
As people use the facility on day to day bases, it was an
inevitable task for developers and merchants to come up with
new ideas, concepts and services to attract more people.
Then, competition has emerged among shopping places, and they
not only became bigger, but also started to provide something
other than selling goods. The shopping place, nowadays, is
(or should be) a pleasant environment, a neighborhood and a
meeting place. It provides a relaxing and/or exciting
atmosphere with various activities, functions and design. The
shopping center is a social place where one can accomplish
several things within a bounds. Truly, the multi-purpose,
mixed-use shopping district is a recent trend, and likely to

stay that way in the future.

The Frandor shopping center was one of the first
regional scale mall in the Midwest when it opened in early

19503. The site had couple of prominent advantages, its

central location and its capability to provide mixed services
and facilities. However, it has failed to meet the customers'
expectation during recent years although this designer
learned that there has been a good relationship between the

management and the merchants (tenants) association.

The Frandor shopping district definitely has necessary
shopping elements such as retail/commercial establishments,
accessibility and entertainment facilities, but the district
lacks convenience, attractions and natural, pleasing
environment. As they are issued and discussed in the previous
chapters, this aging shopping district has problems in hand.

(see chapter II — A, B & C)

Among those problems, this designer has found that
traffic circulation, parking and overall image are the most
severe disadvantages of the area. These disadvantages are not
about capacity and availability, but rather about efficiency
and quality. Furthermore, the place lacks critical
attractions to appeal to customers, and the sub-functions of
the district do not harmonize one another. Modern shopping
centers should not only sell goods and services, but also
provide responsible environment through sense of belongings
and connections back to the surrounding communities that have

supported the district for a long time.

The site improvement design plan is one of the effort to

provide the exciting shopping experience into the Frandor
area. It may be a mere site beautification process; however,
quality environment with good design attracts people. Good
design will bring efficiency in circulation, sales and the
most importantly bring natural, social atmosphere. Frandor
can survive with its unique specialty shops and entertainment
facilities due to economic stability. But, Frandor will
successfully prosper through intensive and extensive site

design development.

BIBLIOGRAPHY

BIBLIOGRAPHY

Catherine G. Miller, "Carscape: a Parking Handbook,"
Washington Street Press, Columbus, Indiana, 1988

Theodore D. Walker, "Plating Design," Van Nostrand Reinhold,
New York, N.Y., 1991

Vertical, "Shopping Centers Today," International Council of
Shopping Centers, Barr Planning and Design Library, Urban
Planning and Landscape Architecture Building, Michigan State
University, June, 1983

Max S. Wehrly, "Re-examination of the Shopping Center Market,
Technical bulletin 33," Urban Land Institute, Washington,
D.C., September, 1958

Center for Urban and Regional Affairs, "CURA Reporter,"
University of Minneapolis, MN., February, 1990

Laurence A. Alexander, Robert D. Brikson and Susan R. Shealy,
"Building Downtown Malls," Downtown Research and development
Center, New York, N.Y., 1973

The Malls Committee of the Institute for Transportation,
“Planning and Construction of Municipal Mall," American
Public Works Association, Chicago, Illinois, 1979

The Rouse Company, "The Shopping Place," The Rouse Company,
Columbia, Maryland, 1980

International Council of Shopping Centers, "Shopping Center
Parking: the Influence of Changing Car Sizes," International
Council of Shopping Centers, New York, N.y., 1984

Harvey M. Rubenstein, "Central City Malls," A Wiley -
Interscience Publication/John Wiley & Sons, New York, N.Y.,
1978

Commercial and Office Development, "Shopping Center
Development Handbook," Urban Land Institute, Washington,
D.C., 1977

APPENDIX

 

Figure 4

NORTH AMERICAN COMMUNITIES THAT REPORTED HAVING

Allentown. PA
Atchison, KS
Atlantic City, NJ
Austin, TX
Baltimore, MD
Battle Creek, MI
Boulder, CO
Burbank, CA
Burlington. IA
Canton, OH
Cedar Falls, IA
Centralia, IL
Champaign, IL
Charlottesville, VA
Chicago, IL
Coos Bay. OR
Dallas, TX
Danville, IL
Decatur, IL
Dennison, TX
Denver, CO
Dubuque, IA
East Lansing, MI
East Liberty, PA
El Monte, CA
Erie, PA
Eugene, OR
Evanston, IL
Evansville, IN
Frankfort, KY
Fremont, CA
Freeport, IL
Fresno, CA
Galveston, TX
Glendale, CA
Grand Junction, CO
Greenville, NC
Greenville, SC
Helena. MT
Honolulu, HI

MALLS IN 1978

Ithaca, NY
Jackson. MI
Kalamazoo, MI
Knoxville, TN
Laconia. NH

La Grange, IL
Lansing, MI

Lake Charles, LA
Las Cruces. NM
Lebanon. NH
Lincoln. NE
Louisville, KY
Madison, WI
Mankato, MN
Memphis, TN
Miami Beach, FL
Miami, FL
Miami, OK
Michigan City, IN
Middletown, OH
Minneapolis, MN
Monroe, NC
Montivedeo, MN
Muncie, IN
Napa. CA
Nashville, TN
New Bedford, MA
New London, CA
New London, CT
Oakland, CA
Oak Park, IL
Ottawa, ON
Oxnard, CA
Parnesville, OH
Parsons, KS
Paterson, NJ
Philadelphia. PA
Pittsburgh, PA
Plainsville, OH
Pomona, CA

Portland, ME
Poughkeepsie. NY
Providence. RI
Quebec City, PQ
Raleigh. NC
Reading, PA
Redding, CA
Redlands. CA
Richmond. IN
Riverside, CA
Rochester, NY
Rockford. IL
Sacramento, CA
Salisbury, MD
San Fernando, CA
Santa Monica, CA
Seattle, WA
Sheboygan, WI
Sioux City, IA
South Bend, IN
Spartanburg, SC
Springfield, IL

St. Cloud, MN
Tacoma, WA
Tampa, FL
Toccoa, GA
Toronto, ON
Trenton, NJ
Vancouver, BC
Visalia, CA
Washington, DC
Wheeling, WV
Williamsport, PA
Wilmington, DE
Winchester, VA
Winona, MN
Winston-Salem. NC
Yakima, WA
Youngstown, OH

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Figure

Full-size and Small Car Spaces on
Opposite Sides of an Aisle

The layout shown in Figure 5 places small car spaces along the side of a driving aisle at a
parking angle of 90 degrees. and full-size spaces along the opposite side of the aisle at a
parking angle between 45 and 60 degrees. When the layout's dimensions are calculated
properly, it encourages self-enforcing use of the small car spaces. Drivers of large cars find
it inconvenient and difficult to maneuver into the small car spaces and usually opt for the
larger, angled spaces. However, many small car drivers may also prefer the larger, angled
parking spaces.

 

 

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Figure 5 Small car spaces and full-size spaces on opposite sides of aisle

 

The cross-aisle separation technique can significantly increase the number of parking
spaces in a given land area and enables the designer to deal more effectively with the ques-
tions of convenience and equality of location. It's questionable, however, if this layout is truly
self-enforcing. While angled parking layouts usually define the direction of one-way travel in
an aisle, the 90-degree small car spaces promote two-way circulation. The layout could re
suit in vehicles traveling two ways in what is supposed to be a one-way traffic pattern, result-
ing in congestion and unsafe operation for busy parking facilities.

As a variation of the cross-aisle separation technique. both the full-size and small car
stalls can be placed at 90—degree parking angles to facilitate two-way traffic patterns
(Figure 6). However, this approach is not as area-efficient as its related alternative. Under
either variation, small car rows can be located randomly or symmetrically throughout a
parking lot to achieve the desired percentage of small car spaces and equality of location
for both sizes.

Figure

 

Figure 6 Alternating small car and full-size parking rows

 

Placing Small Car Spaces in the
Same Rows as Full-size Spaces

Small car spaces can be located within the same parking rows as full-size spaces, either
at the ends of rows or at midpoints along the row. as illustrated in Figure 7. When this layout
technique is used, small car spaces should be clustered.

 

 

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' TYPICAL '

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Figure 7 Small car spaces and full-size spaces in same rows

b—FULL —+ SMALL-I
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Using this layout technique, only minimal savings in area are achieved. While the width of
the stalls for small car spaces is reduced, the aisle width and overall module width must be
the same as that needed for the full-size spaces. Perhaps the most appropriate reason for

Figure

using this type of layout is to make use of space at the ends of parking rows. which large car
drivers often find difficult to use.

Two or More Consecutive Small Car
Parking Rows

This layout technique is more area-efficient than the one just described. because the en-
tire module width can be reduced to the small car requirements (see Figure 8). However. as
the number of consecutive small car rows increases, the flexibility and freedom of choice
for customers to select where they want to park decrease. In this type of layout the flexibility
of the lot and the concept of equal convenience become compromised for the purpose of in-
creasing parking area efficiency.

 

 

 

 

58'

 

Figure 8 Two or more consecutive small car rows

 

Peripheral Locations of the Parking Lot

Locating small car spaces in the peripheral (normally less used) areas of a lot has often
been considered, but not generally recommended. It completely violates the placement ob-
jective for small car stalls that is intended to aid their correct use. If this technique is being
considered, it is recommended that the stall size and other elements of the parking
geometry be made large enough to accommodate larger vehicles with some minimal level
of convenience—essentially, a downsized, full-size stall instead of a small-car-only stall.

 

Dimensions

The most apprOpriate parking dimensions for small car and/or downsized spaces, as dis-
cussed earlier, depends on a number of factors relating to the parking site. Further discus-
sion is unwarranted. except to explain how small and full-size parking dimensions interact

Figure

when used in the same parking facility.

As an aid to encourage the correct use of small car spaces, the stalls should be at least 1
foot narrower than the full-sized stalls when both stall sizes are used along the same driving
aisle. Stall width difference is less critical for layouts that segregate the small and large car
parking spaces. When the stall width difference is less than 1 foot, drivers have difficulty dis-
tinguishing the stall size difference and intended use.

Based on the typical car size mix currently found in most North American communities, it
appears inadvisable to use a stall width exceeding 8 feet for designated small car parking.
Wider spaces tend to attract larger cars. even though the stall length may be grossly inade-
quate. lf slightly wider stalls are to be used, they should be considered and designed as
downsized full-size stalls, without specific signing that restricts their use to small cars only.

In most communities the mix of car sizes has changed over the past decade. This change
generally has meant that cars in use have become smaller. As one result, many existing
centers are parking smaller cars in layouts that offer much more generous dimensions than
intended by their original designs. Some of these centers, in need of additional parking
capacity, are hesitant to invest in a radically different parking layout and/or smaller dimen-
sions. The dilemma is whether to design for the present population of car sizes or give more

consideration to what many authorities believe will be an inevitable increase in the percen-
tage of small cars.

 

 

 

 

   

 

6-9' 8 18‘ STALLS 960'
7-8.5' - 17' STALLSQ‘IO'

 

Figure 9 Restriping to increase parking angle and/or reduce stall width can
provide significant gain in number of stalls

 

For some centers there are compromise options, such as restriping an existing parking
layout with narrower stalls. This can offer some capacity gains, but for most layouts the gain
is likely to be less than 5 percent. It the existing parking stall arrangement is already at an
angle of less than 90 degrees, some capacity gain is possible by increasing the parking
angle toward or to 90 degrees, with or without a decrease in stall width. It may also be possi-
ble to effect the cross-aisle separation technique for small car and full-size spaces without
altering the module width, which may be delineated by light poles or other fixed or expen-
sive-to-move peripherals.

_A_ —

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