Showing posts sorted by relevance for query pedestrian spending. Sort by date Show all posts
Showing posts sorted by relevance for query pedestrian spending. Sort by date Show all posts

Monday, January 22, 2018

Retail Value in Walkability

Nur is an Associate at Larisa Ortiz Associates
Franklin Street/ NY -14 (Watkins Glen, NY). Photo: LOA

On a recent site visit to various towns in upstate New York, we experienced main commercial streets that, like many others around the country, also function as state highways. In one downtown we visited located directly on the NY-14 highway, or Franklin Street, sees an average of 11,000-13,000 vehicles passing thru daily. Although the moderate traffic count might appear to be a positive trait for retailers by increasing its visibility to potential driver customers, local business owners we spoke with expressed a very different opinion.

According to local merchants, without mid-block crossings and flashing pedestrian crossing lights, the street can be very hazardous to cross (once customers get out of their cars of course). Worse still, we found out from an anchor merchant that the state thoroughfare was also used as a shortcut for large vehicles and delivery trucks getting from downstate to upstate cities like Rochester.

Watkins Glen State Park visitors walking on NY-14. Photo: LOA
Unfortunately for downtown retailers, this unfriendly and uncomfortable pedestrian environment reduces customer dwell time and the chances of repeat visitors. Aside from residents living in upper story apartments on Main Street or in neighborhoods immediately adjacent to Main Street (i.e. captive customer base), it is less likely that a visitor who has experienced the hostile environment of walking up and down your commercial street will return for another visit. This is only compounded by the fact that the retail offerings are essentially halved when customers are unable to cross the street to get to other stores easily.

A poor pedestrian environment negatively impacts cross-shopping opportunities. A shopper walking on the eastern side of the street will find it difficult to cross west given the hostile street, even if he or she can see an interesting sign or merchandise in the display across the way. Without mandatory stop points and strong law enforcement, large vehicles passing thru frequently during the day are unlikely to make time for pedestrians crossing. In fact, on our site visit in Watkins Glen, we observed first-hand several pedestrians waiting longer than five minutes to cross near Franklin Street because vehicles turning were not yielding to pedestrians. The same goes for Main Street in Mount Morris, NY.

Although commercial districts and Main Streets located on state thoroughfares rely quite heavily on vehicle traffic to convert into paying customers, these shoppers who eventually get out of their vehicles to peruse storefronts become pedestrians themselves. Therefore, creating a friendly and comfortable walkable environment on Main Street is paramount to increasing dwell times of customers and store sales downtown.

The retail value of creating a more walkable downtown

Source: Bent & Shiga 2008
A survey conducted in San Francisco, an incredibly walkable city, found that those who walked to downtown San Francisco were spending more in a month than those driving downtown. Sure, walkers spent less per visit compared to those arriving by private vehicle (I mean, think about how much weight you can reasonably carry on your own versus in a car!). However, when accounting for the number of times per month they visited downtown, walkers came out to be the bigger spenders overall in a month. For retailers, this means making your downtown walkable and comfortable for more pedestrians will likely improve foot traffic and sales. In fact, a Brookings Institute study and a State of Place study conducted in metropolitan Washington and Houston respectively further support this, having found that each increase in level of ‘walkability’ translates to an 80% increase in retail sales.

How to create a pedestrian and bike-friendly environment downtown

NY-408 in Nunda, NY. Photo: LOA
Of course, transforming state or federal highways that your commercial districts may be located on is no easy feat. Often, state and federal objectives of moving vehicular traffic quickly and efficiently are at odds with the community vision for a walkable and vibrant downtown environment. In order to create the desired environment, close coordination with state and federal department of transportation representatives will be critical from start to finish.  Starting with smaller streetscape improvements (i.e. benches, sidewalk lights, and re-painting crosswalks) will be key to exploring bigger options such as building road medians at key intersections, bulb outs, and installing new crosswalk lights (perhaps, with leading pedestrian intervals).

Finally, be aware that one of the greatest battles to be fought with state or federal DOTs will be adjusting posted speed limits. In many downtowns and main streets, the 25mph speed limit has become a common traffic calming action to take to increase comfort levels for pedestrian shoppers. Lowering posted speed limits may prove to be a worthy battle to fight as a 2015 survey of shoppers by Schneider found that posted speed limits had a significantly negative association to walking within a shopping district. The lower the posted speed limit, the more survey respondents walked within the shopping districts, leading to longer dwell times.

Thursday, July 30, 2015

Seaming a district back together, one mid-block crossing at a time

When our team visits commercial districts, one of the first things we look for is the convenience of access. Sometimes, the challenge in not related to the obvious - like parking - but instead comes in the form of a busy street that is hard to cross. So while the district may have a 40-60k sf of retail offerings, it is instead bifurcated and functions like two 20-30k sf shopping centers. The issue is that 30k of retail can only go so far in its ability to draw from a larger trade area. Shopping center developers can tell you, the more retail you offer, the more viable and attractive your retail center will be to customers. So a busy street that is very difficult to cross undermines sales for the entire district by preventing shoppers from patronizing multiple stores - and spending more money - per visit.

In a small New Jersey town where we are currently working, the two sides a single block commercial strip face this exact problem. Instead of functioning as a cohesive unit, the two sides function as two independent nodes of retail. What happens is that patrons park on one side, and then avoid crossing to the other because the busy street divides the district. If they do want to cross the street safely, they much walk to the end of the block, cross the street, and then walk back to the store they want to patronize. In this community, where the average age is creeping upwards, it simply isn't an option.
Jaywalking across a busy street is the way most people get from one side of this district to another. This puts the elderly and young people at a distinct disadvantage and creates an impediment to cross-shopping, which undermines the overall strength of the district. 

A simple technical solution is to install a mid-block crossing that provide a pedestrian refuge in the middle of the street, while also clearly signaling to motorists that they are to stop and allow pedestrians to cross.

Here are some examples that we like...enjoy!
A center refuge.
Clear pedestrian crossing signs and a painted treatment on the crossing are nice touches. 

The bump outs further reduce the distance from one side to the other and provide and added traffic calming mechanism that signals to drivers to SLOW DOWN. 

The landscaping could be improved, but I do like the stamped brick as a way to further signal that this section of street is part of a pedestrian environment. 

Tuesday, November 21, 2017

Planning for Boomers: Here is why it matters and what to do about it

This post is the first a series that will attempt to illuminate how major demographic shifts will drive downtown retail and urban planning design decisions for decades to come.

    Sidewalk benches provide respite for older shoppers. Photo Credit: LOA
Today we talk about the Baby Boomers – those who at the time of this writing are 53 or older. While Millennials grab most of the attention these days, the truth is that when it comes to disposable income, Boomers still have more purchasing clout. Younger Boomers are also still in their peak earning years and continue to lead active lifestyles. But change is coming. In ten years, these younger Boomers will be 63. While still active, many will begin to seek environments that accommodate their changing lifestyles – kids out of the house, retirement looming and more leisure time.

The good news is that Boomers, unlike Millennials, still prefer in-store shopping. According to Chain Store Age, a 2016 study found that 84% of Boomers still prefer to shop in-store. While we know on-line shopping habits are changing quickly, this demographic still retains loyalty to brick and mortar experiences. So ensuring downtown remains a viable and attractive location for Boomers to shop and spend their leisure time should be a no-brainer.

Simple things like awnings help shelter
older customers from the elements. Photo Credit: LOA

Yet as retail futurist and author of The Retail Revival, Doug Stephens states so plainly, “physical constraints are an inevitable part of aging.” He also makes clear that the old ways of doing business will need to adapt to the changing needs of this powerful demographic group. Unfortunately, many communities are willfully ignoring this trend. In one community we recently surveyed, a business owner dismissed the “busloads of older visitors to town” who “do nothing to help the local economy.” According to the business owner, these visitors walk around without spending money. His comment was in response to a suggestion that the town explore accommodating and transporting the more than 3,000 annual river cruise passengers up from the waterfront to downtown - an uphill walk unlikely to appeal to many passengers. Yet these are passengers who pay on average $400 - $500 per person, per night for their cruise experience. Downtown retailers can ill afford to so readily dismiss a group of individuals with significant discretionary resources.

Another planning theorist, Gil Penalosa has expressed this concern in a different way. His “8 to 80” concept offers up the idea that cities should be designed to accommodate people of all ages, from the ages of well, 8 to 80. In general the principles behind these design accommodations for older adults will ultimately make the downtown shopping experience more pleasurable for people of all ages. So this is not about designing something “special” for a small subset of the shopper base. As George Branyan at the District of Columbia’s Department of Transportation states, "If we can design for the most vulnerable street users and those with the most specific needs, then we’ve made streets safe for them and everything in between.”
This looks like a "do", but the small size,
hard to read font and high-placement
make it hard for drivers to see
. Photo credit: LOA 
    It comes down to this, downtown stands to grow its customer base if it addresses the needs of aging Boomers. One opportunity involves helping Boomers find environments that allow them to both downsize AND live in environments where they can be less car dependent without losing independence. Walkable downtown environments offer this opportunity – while also ensuring an ability to maintain an active lifestyle and take advantage of essential needs - even when things like driving at night become more and more of a challenge.

    Moving forward, downtown planners will have to address the basics – things like the size and visibility of signs and the fonts that are used, places to sit, and traffic lights timed for faster walkers. This will mean providing more time to cross wide streets and making sure curbs are not too steep between the sidewalk and street. A number of cities are pursuing what they call “Safe Senior” initiatives, including Portland and New York. These kinds of efforts will provide the foundation for the growing senior communities fueled by the Boomers.

    The co-location of businesses helps older
    customers who are unlikely to walk long distances. Photo Credit: LOA 
    Below are some practical strategies for simple, targeted safety improvements that downtowns should consider as they plan major capital improvements last will last the next 10-20 years.

    Ease of Access
    • Make downtown offerings more compact. Downtown stores should be co-located and allow for ease of shopping from one business to another.
    • Ease of navigation. Work to strengthen the proximity of offerings and reduce the “friction” between stores. This means making a street easier to cross (i.e. mid-block crossings). Older adults may be resistant to walking down a long street in order to cross safely at the corner – particularly when the weather is inclement.
    • Wayfinding signage that is easy to spot and read is critical to helping both visitors and older adults find their way around downtown. This is particularly true when downtown parking lots are located behind the stores. The only people who know the parking is back there are regulars.

    Accessibility
    • More downtown housing. As fewer and fewer baby boomers drive, downtown housing is a natural fit. It offers a mix of smaller units and density that allows them to take care of shopping needs without driving – which will become another reality as they age.
    • This walkway to rear downtown
      parking receives star treatment
      through murals that enliven the space. Photo credit: LOA 
    • Support for ridesharing options to help them get to and/from downtown. This is particularly important as downtown becomes a place to eat and dine. Older adults often have limited visibility at night, so safe rides, particularly after drinking, are important safety concern for all.

    Comfort

    • Benches for respite. Preferably facing the sidenot, or placed against a storefront
    • Trees that provide relief from hotter temperatures
    • Awnings to protect slow walkers from the elements
    Visibility
    • Lighting that allows older people to see where they are going – especially at night. Many downtown streets lack appropriate pedestrian lightings. Moreover, windows are either covered with grates or the display lights for windows are shut off in the evening.
    • Signs with larger font sizes. Also, these signs should not be placed too high. Seniors (and children!) have lower gazes.
    • Pedestrian signs (blade/banner signs in particular) to allow customers to see stores from a distance (and make decisions about whether they should walk further).
      Trees help provide shade and cool down a sidewalk,
      making for more comfortable walking environment. Photo Credit: LOA

    Pedestrian Safety
    • This walkway is the only connection between a parking area and
      the Main Street. Pedestrians are forced to
      walk on the street in conflict with car entering the lot. Photo Credit: LOA 
      Walkways to parking areas.
      In many traditional and historic downtowns, parking can be found behind the buildings. The walkways to those parking areas need to be well maintained and feel safe for pedestrians. Older shoppers in particular will likely have concerns over uneven asphalt or lack of a sidewalk for safe walking to/from their cars. 
    • Respite islands in the middle of the street to account for slower walking pace. Even if walking signals are timed to allow for a slower gait, some seniors may not be able to cross in time.
    • Maintenance of flat sidewalks – no bricks – to prevent falls. Maintenance of cracks to prevent falls.
    • Improved shoveling and ice removal to prevent falls
    • Opportunities and activities that encourage socialization – it’s not always about shopping. In fact, a visit downtown will rarely ever meet the majority of a family’s shopping needs.



    Monday, April 2, 2018

    The Real Impacts of Downtown Sporting Venues

    Nur Asri is an Associate at Larisa Ortiz Associates.

    The 2018 Major League Baseball season is upon us. Like every other major professional sport, the season reminds us of the vast impacts– both good and bad – that sport has on our cities and downtowns. Across the country, downtowns are becoming choice sites for sports arenas. In 2016, the Brookings Institution found that 45 stadiums and arenas for the four major professional sports — football, baseball, basketball, and hockey — were constructed/renovated in the United States from 2000 to 2014 with a large majority of these being built in urban centers.

    This map shows a concentration of sports teams (and by extension, their stadiums) by city from 2012.

    Communities around the country are often told by political leaders of the potential economic effects of building these stadia or arenas; however the reality is often a lot less rosy. Sure, these attractions are bringing in visitors downtown in large numbers like no other business might. Last year, the average attendance to any Major League Baseball game in the US was approximately 30,000. In 2016, the Yankee Stadium in the Bronx saw over 3.5 million spectators enter their doors.

    As a result, local bars and restaurants might see hikes in foot traffic due to pre- and post- game crowds seeking replenishment. In Downtown Sacramento, pedestrian traffic in the immediate area of the NBA Kings stadium grew by 10%, according to the Downtown Sacramento Partnership. Many bars have even leveraged these pedestrian counts by hosting parties that coincide with game days and even hired special DJs or introduced sport-themed menu items to lure passing crowds. Unfortunately, the same impact is unlikely for retailers offering goods and services unrelated to entertainment, dining, or sports and wellness. So the jewelry store, hair salon or local book store aren’t naturally going to be the biggest fans of a stadium.

    The No-Trickle Effect
    In recent years, stadiums themselves have become increasingly mixed-use and entertainment-focused attractions. This means that the developments are inward-looking and offer amenities and attractions that responsive to what already exists in adjacent areas. In particular, the retail and food and beverage offerings found within stadiums are driving visitors with busier schedules to completely skip stopping by outside bars and restaurants before games and spending their dollars directly in these arenas.

    In an anecdote from 2012, owner of the Yankee Tavern in the Bronx, Joe Bastone, stated that his business was not really making more money as a result of the new Yankee Stadium’s opening. He claimed that the stadium in fact killed local business because once inside, “visitors can choose from 444 souvenir shops, eateries and concession stands, nearly 50 percent more options than in the old stadium. From hot dogs to Cuban sandwiches and sushi, and from pennants to pinstriped jerseys, Yankees fans can find it all without setting foot outside the stadium.”
    Photo: USA Today
    Some stadiums have carefully curated concession stands to offer local fare and structured vendor deals with local restaurants. For example, the Barclays Center in the Prospect Heights neighborhood of Brooklyn, home to the Nets basketball team and Islanders hockey team, offers Brooklyn-based Williamsburg Pizza, Café Habana Cuban sandwiches, and of course Brooklyn Lager on tap. However, stadium and sports arena developments still have much more to do in terms of growing partnership with small businesses and downtown associations and to enhance cross-shopping opportunities outside the arenas to support adjacent economies.

    Furthermore, having tens of thousands of bodies arrive all at once in a concentrated geography doesn’t always bode well for businesses and residents. The hordes of spectators entering and leaving the downtown can be noisy and disorganized, and will certainly impede the regular operations of a business. To mitigate the impacts of human and vehicular congestion on game days, downtown associations are taking a few precautionary measures:

    Educating potential visitors on available parking options and street closures. Partner with local news outlets to publish day-of articles that include details on how to get to sporting venues by car or by public transit. This information helps visitors plan their trip ahead of time and reduces frustration on the day of the game.
    Uber at Coors Fields, CO
    Partnering with ride-share services to manage people and vehicle flow near the venue. Designated Uber pick-up and drop-off areas with clear signage and instructions should be made available to riders to reduce congestion near the stadium.

    Detroit Tigers, for example, signed Uber as the official ride-sharing partner for Comerica Park in downtown Detroit. The partnership not only designates pick up areas but also offers first time riders promotional codes. The same deal was made with the Detroit Lions and Detroit Pistons.

    Providing shuttle rides to and from transit stops or parking lots farther away. Nashville’s Bridgestone Arena partners with the Downtown Partnership to provide such a service during event days. Again, this helps reduce congestion near the arena and makes the experience downtown less stressful for visitors.
    Photo: San Francisco Bicycle Coalition

    Providing convenient, attended bike parking service. This strategy has in fact made driving to games the more inconvenient option for those in San Francisco. A regulation passed by the San Francisco Board of Supervisors in 1999 requires monitored bicycle parking if an event incurs a street closure and anticipates more than 2,000 participants. As a result, all San Francisco Giants games played at AT&T park now provide valet bike parking services to more than 200 spectators, thanks to an arrangement with local bike advocacy group, SF Bicycle Coalition.

    So if you’re thinking of attracting a sports team to make its home downtown in a new arena to catalyze further investment in the area and attract visitors, think also about the potential impacts it will have on foot traffic diversion and vehicular congestion. Prepare small local businesses for game days and at the same time, make sure that the arena is responsive to and supportive of existing businesses in the area. 

    Wednesday, October 7, 2015

    Growing a Business District one Rock-Climbing Gym at a Time

    This nondescript building is home to the Cliffs at LIC, a 20,000 sf
    facility that attracts hundreds of climbers a day.
    Nearby businesses are starting to cater to these customers. 
    The rock-climbing gym in Long Island City, Queens seems to be single-handedly changing the retail environment along a historically industrial stretch of this community, according to a recent article in Crain's. I was particularly interested in the take-away's from this article after a presentation we made last night to a small town of about 12,000 in Upstate New York. The community is looking for ways to drive pedestrian traffic to their small but interesting Main Street. Over the course of our lively discussion with City and County officials, business owners and residents, we agreed that events, activities and destination drivers are key to bringing people downtown to shop at the growing cluster of stores along Main Street. While there are many aspects to revitalization - one participant likened it to putting together a complicated puzzle - at least part of the revitalization effort will require supporting the businesses that have recently opened and making sure they succeed. In its most basic form, this will require getting more people in the door to shop and eat. That means putting on not only events - which we acknowledge can be challenging to manage and sustain, not to mention execute successfully - but also identifying opportunities to enhance the downtown experience through entertainment anchors. And this is where the rock-climbing gym in Long Island City comes in. The impact of this one business on the corridor - particularly with respect to driving demand for auxiliary businesses - has been tremendous and offers a few lessons learned.



    • Merchants communicated with one another and coordinated hours  in a way that benefited both. The owner of Cliffs at LIC personally approached Josh Bowen, the owner of John Brown's Smokehouse to tell him that his patrons, numbering about 500 on a typical weeknight, were often leaving their climbing sessions hungry and with no place to go. It is great that is happened in this community organically. What this speaks to is the need to create opportunities for merchants to communicate with one another on a regular basis to identify and act upon synergies. Do your merchants have a venue to do this? We worked in a community many years ago where the local restaurants and local theater were working at cross-purposes. The restaurateurs often didn't know when there was a show going on - and subsequently were understaffed and slammed with customers on nights when they didn't expect it. As a result, customers were often late for their shows. Do you think many people came back to recreate this harrowing experience? I think not. In this community, it became clear how important is was to create simple communication tools - monthly meetings of a newly formed hospitality committee (managed and staffed by the local Business Improvement District) and an on-line event calendar distributed via email to said hospitality committee were all ways to improve communication among businesses which in turn improved the experience for customers. Ultimately some of this comes down to the need to establish and cultivate administrative capacity to make sure these conversations happen, and that they happen frequently enough to troubleshoot issues that come up. 
    • The opportunity to build on the 'rock-climbing" retail micro-climate that is developing. By understanding what this niche market wants and needs, local business owners can capitalize on the spending potential of climbers. Whether this be food after a good session, or craft-beer, or coffee or a store selling climbing gear...all of these businesses can begin to form an ecosystem that is driven by the destination driver - in this case the gym.
    • The need to invest in experiential opportunities. I talk alot about the need to incorporate both impulse and ambient entertainment in our downtown environments. Think great public spaces that engage the user (one of my recent favorites is Campus Martius Park in downtown Detroit. Foosball, performers, music, basketball) these are all things that make going downtown more than just about buying goods. 

    A foosball table at Campus Martius Park in
    Downtown Detroit is a fun diversion that activates place. 
    If we rely on downtown to be solely about the purchase - we are destined to lose the battle against retailers who offer wider selection at cheaper prices - either at the local big box shop or on-line. But experience is not just about what happens on the street, it also mean experiential retail, and the rock-climbing gym is a great example of this. In fact, a super-regional mall outside NYC recently revamped its interior courtyard with a ropes course. Even the big guys are internalizing these lessons. 

    A rock-climbing gym is admittedly not for every community - but the concept of identifying a a unique offering or experience that drives pedestrian traffic, which in turn enhances the retail sales of nearby businesses, is a basic retail lesson for all of us.  

    Wednesday, March 7, 2018

    Three Trends in Parking Management


    Dan McCombie is a Research Associate at Larisa Ortiz Associates

    I’ve noticed a couple of trends of late in regards to parking and how downtowns are trying to effectively manage the demand for it. It feels important to understand these trends because they all have implications for how customers access downtowns, as well as the toolbox of strategies and tactics we have as district managers. In any event, I would be curious to know if what I’ve observed tracks with what others have also seen. Here goes…

    1.       Parking decks (as we know them) are experiencing incremental extinction


    There was a Crain’s NY article recently talking about the challenges being faced by Manhattan parking garages. Operators say they’ve felt a lost demand over the past 18 months, citing a 10% drop in the number of “transient units” (cars that park by the day or hour). They attribute this trend to growing patronage of car-share (Car2Go) and ride-share (Lyft and Uber), but made all the worse by rising labor costs and recent rumblings by politicos about possible congestion pricing in Manhattan. Yet this is not unique to New York. Waning demand for structured parking is also being felt in cities like Chicago, Philadelphia, and Boston where competition from alternative transit choices and concerns over congestion are just as prevalent.

    Uber has been unapologetic, responding that it’s all for the better those garages disappear if that creates more space for affordable housing and public parks. Sounds rosy, and there is some sense to it since affordable housing--typically exempt from parking minimum--presents a real option for infill development. But we’re also seeing cities like Philadelphia incrementally knock down their garages and replace them with luxury housing. In other cases, owners are getting creative and turning their underutilized parking structures into trendy food hall retrofits.

    To be clear, parking structures are still being built, but increasingly with an eye towards a ten to fifteen year horizon where the use of that deck will likely be fundamentally different based on declines in car ownership and increases in autonomous vehicle use. That means designing for easier retrofitting to retail or other non-residential uses, usually by adding a few feet to ceiling heights. Or it means curbing costs and capitalizing on economies of scale by going fully automated with garages that don’t require human labor and can store more cars in a smaller footprint.

    Regardless, in more and more places we’re seeing garages adapt based on the anticipation (or realization) of reduced demand.

    Automated garage designed by BRN Architects in Izmir, Turkey
    Photo: Inhabitat

    2.       On-street parking is off-brand


    The literature is rich in urbanist corners about the benefits of turning traffic lanes and on-street parking into bike lanes and larger sidewalks. A really good example of this is the NYC DOT’s report, The Economic Benefits of Sustainable Streets, commissioned during Janette Sadik-Khan’s time at the helm of the agency. The report is notable because it seeks to draw the connection between complete streets and economic development, and does so employing an objective methodological approach where local business sales were monitored before and after street renovations. Their change in sales was controlled against sales figures for other comparable commercial corridors within the same neighborhood. After conducting this research, the study conclusively found that complete streets provided benefits to businesses in all types of neighborhoods, “from the central business district to modest retail strips in residential areas.”

    I bring this up because more and more people are recognizing the spending power of pedestrians while the notion of creating more space for cars feels counterintuitive and antiquated. So while we see reports and case studies that supports removing on-street parking to bring in a protected bike lane, the literature becomes much more scant on whether or not it makes sense to turn a traffic lane into on-street parking. I draw attention to this because complete streets means supporting as many competing uses as possible, but many streets simply don't have the capacity to do that. If you must choose, what is the argument for parking instead of bike lanes (if there is one)? Yes--I’m familiar with the oft-quoted fact that every on-street parking space is responsible for some $200-$300K in revenue for nearby businesses. I’ve seen this number quoted ad nauseam and out of its original context. That is not to say it’s wrong, but it glosses over many of the variables that are responsible for generating that value.

    On-street parking can play a valuable role for commercial districts that goes well beyond providing direct storefront access for shoppers. Good flexible on-street parking can also provide commercial loading areas for vendors or serve as designated pick-up and drop-off points for ride-share services in an effort to ease congestion. It can also have a “teaser” effect in that it suggests to shoppers there is easy and available parking (thereby inducing more shopping trips), but actually increase the utilization of garages and decks as a substitute when curbside spots are at capacity. And at the end of the day, it also can calm traffic and reduce crossing distances which also serves the pedestrian environment. In short, flexible curbside parking has its benefits which may or may not make sense depending on the district.

    Ninth Avenue street improvement project
    Image: Economic Benefits of Sustainable Streets; NYC DOT


    3.       “Smart Parking” is smarter thank you might think


    A common refrain in many districts is that there is simply not enough parking to suit retail. And this assertion comes from all corners; not just customers but also property owners and merchants. But with the growth in alternative transit choices and with Millennials owning fewer cars, more often than not we’ve found it’s an issue with parking management and not supply. How do we address situations where one lot is at capacity while other lots are underutilized? There are several solutions, but I'm increasingly drawn to the growing number of apps that seek to address the parking management question. Here are a few examples:

    ·         ParkMobile – Perhaps one of the more ubiquitous options in the market right now, it provides seamless parking payments through an app, with the advantage of allowing the user to feed the meter remotely when their time runs out. The company also provides a Parkmobile.io website as a way to make reservations with parking garages and ensure a spot is waiting for you when you arrive at your destination.

    ·         ParkWhiz – Similarly allows users to reserve and pay for spaces seamlessly and allows parking operators to adjust prices and offer deals based on real-time demand data.

    ·         ParkBee – This UK/Netherlands based company created a partnership with ParkMobile that allows owners of private lots to advertise their spaces to the public (think Airbnb for parking).

    The value proposition for many of these apps is not just based on convenience, but also an ability to offer competitive pricing. And they’re being embraced through ever more channels with some car manufacturers incorporating them into the on-board computers (e.g. BMW 2018 models use ParkMobile) and navigation services like WAZE thinking about how they can complement their existing platform.

    And apps are only half of the picture. A growing number of parking data collection companies like Streetline and parking management platforms like NuPark are working in coordination with these apps to make getting from point A to point B as seamless and efficient as possible through tech that allows remote gate activation and license plate recognition.

    One of several parking management services offered by NuPark
    Source: NuPark.com


    What do these trends mean for district managers?


    Does your district still need a large supply of parking decks? Should it substitute curbside parking for a protected bike lane? If there is a strain on parking, is it based on management or supply? Different districts have different needs and there is no one size fits all strategy here.

    As Kimley Horn stated in a report for their White Paper Series, parking guidelines developed by the Institute for Transportation Engineers and Urban Land Institute are “routinely applied in areas they should not be”, meaning that standards for standalone shopping centers are being used for downtown Main Streets. For that reason, any parking intervention should really be predicated on an accurate picture of existing conditions and we have a growing number of tools at our disposal to do that and to bring that picture into sharper relief. 

    As mentioned, I’m wildly curious to know if others agree with these trends or have observed others that are as impactful.


    Source Cited:
    Parking Generation – Replacing Flawed Standards with the Custom Realities of Park+; Kimley Horn; May 2016

    Tuesday, January 2, 2018

    Here's what to expect in 2018 and beyond! Our recap of the top nine retail trends poised to change downtown business districts for good

    If 2018 is anything like 2017, expect major changes when it comes to downtown retail. While no one has a crystal ball, our work in nearly two dozen communities nationwide has led us to a few trends that we expect to see alot more of in 2018...

    #1. Embrace social media, or else
    The number one story, of course, is the rapid change in how the American consumer is purchasing and consuming information that leads to purchases. According to the consulting firm Accenture, 78% of people “webroom,” or research online before heading to a store to make a purchase. This online research often includes perusing customer review sites such as Yelp or Tripadvisor and Instagram posts by various brands, retailers and ‘influencers’.

    However the purchasing journeys in some retail categories are more highly influenced by digital marketing than others. Social media channels such as Instagram, Facebook, and Pinterest continue to introduce new call-to-action features like “Shop Now” buttons for products and “Sign Up” buttons for services. Social media will not only become an important marketing tool but also sales platform for retailers.

    While retailers need to build partnerships and creative collaborations with social media ‘influencers’ to achieve greater brand authenticity and trust among consumers, commercial district managers on the other hand need to implement district-wide social media strategies on behalf of the downtown as a whole. Social media accounts owned and managed by BIDs, merchants associations, or chambers of commerce should also aim to highlight various activities taking place downtown in order to further drive visitation to the area.

    One of the more recent social media tools that is being adopted by downtowns across the country is a Snapchat geofilter. Snapchat geofilters are special graphic overlays (or digital stickers) for photos taken on the Snapchat app. Downtown Snapchat filters typically feature a downtown logo or graphics of downtown landmarks, and only appear on the Snapchat app when a visitor opens it whilst they are downtown. Snapchat charges $5 per 20,000 square feet of ‘Geofence’ (i.e. geographic area determined as the downtown). Times Square Alliance in New York City, for example, has its own Snapchat filter that has been widely used by local residents and workers, as well as visitors.
                                                         

    #2. It's all about the "experience"
    Consumers are starting to spend less on products and more on experiences and service-based retail. A Holiday Shopping Habits 2016 Survey by the Rubicon Project found that experience-related purchases were the top spending category for consumers in the 2016 holiday season.

    Service-based or experiential retail involves in-person interactions and thus are best transacted at physical locations versus online. Many traditional retailers in various categories are quickly adapting their existing store formats to offer personalized services and hands-on, memorable activities and we expect to see some more of this across retail categories. 


    Downtown organizations can support retailers’ efforts by supporting experiential activities in downtown public space, while also advocating for and marketing in-store events and activities through newsletters and social media. Downtown Morganton, NC, for example, has a robust and widely-subscribed weekly newsletter “D4U” that is populated with activities organized by individual stores downtown.



    #3. Next stop for micro-manufacturing? Downtown. 
    As cities continue to face rising retail vacancy rates, more ground floor spaces are left underutilized in core downtown areas. Pop-up retail concepts may be a temporary solution but micro manufacturing might just be the longer-term downtown use that can replace these empty storefronts.

    Micro-manufacturing, or small-scale manufacturing, is characterized by artisan goods produced in small quantities using small hand tools or light machinery so cities need not worry so much about nuisance such as noise and noxious by-products. Since many of these micro manufacturers don’t require large floor plates to carry out production, they are extremely viable tenants for the many small- to mid-sized vacant storefronts that plague our main streets, provided zoning is made flexible enough to support these uses without having to apply for variances.

    In addition to filling vacant ground floor retail spaces, micro manufacturing can increase supply of locally-made goods and services (thereby increasing a city’s ‘Shop Local’ brand), increase sales tax revenues, and provide inclusive and well-paid employment for downtown residents. Therefore, cities and downtown district managers need to show strong support for micro manufacturers by matching them with available ground floor space, providing legal and financial support to acquire such spaces (including maneuvering zoning variances etc.), and collectively marketing the locally-made products.

    The Made in Baltimore Campaign was funded by a grant by the US Economic Development Administration and has led to the creation of a seal that is given to all members to use on products, packaging and promotional materials, and also led to the creation of events celebrating the culture of manufacturing in Baltimore, MD.


    #4. Retailers will need to embrace omni-channel selling
    Omni-channel selling is the marriage of the brick-and-mortar storefront with digital channels that include mobile apps, online marketplaces, and a bevy of other tech-assisted resources.

    The story of omni-channel retail parallels the meteoric rise of e-commerce that we’ve seen over the last decade.  In that sense, the concept itself is not new. But the degree of sophistication and the improved efficiency in creating that seamless shopping experience have continued to evolve such that it remains at the forefront of any current conversation regarding best practices. The term can feel rather ubiquitous and carry broad application. Indeed, for brick-and-mortars early on, omni-channel selling was as simple as creating a consumer-facing website or electing to also sell your wares via an online marketplace like Ebay or Etsy. However, today we see omni-channel refer to the monitoring of customer internet searches and tracking of purchasing habits to assist in curating a more targeted physical inventory, determining optimal site selection for a store, or spurring the exploration of new innovative store formats that carry no inventory at all, instead functioning solely as high-touch showrooms where shoppers purchase online for later pickup.  
    This is important to understand because it demonstrates that this notion of the “retail apocalypse” is a misnomer, in the sense that national retail sales have continued to grow year over year. But e-commerce sales continue to capture a stronger share, up to 9.1% for Q3 of 2017 according to the US Census.[1] More purchases are being made in different channels from where the customer experience started—meaning that whereas the customer may have visited a brick-and-mortar first, they may elect to make the final purchase online later (or vice versa). Omni-channel represents what the customer most often wants, and (increasingly) what yields the best overall financial results.[2] Therein lies the lesson for district managers, as they field questions from concerned retail tenants pointing to the threat of Amazon to their bottom line. As Macy’s and Toys-R-Us shutter stores, Warby Parker and Bonobos are opening more up precisely because they’ve learned the sum of the physical and digital is greater than the parts.    

    #5. Are we seeing the beginning or the end of the food hall? 
    Food halls are spaces that attempt to marry the traditional food court with the public market. They are heavily-curated culinary spaces that are typically located in urban, mixed-use areas and can be opportunities to offer tenants trying to break into the culinary scene an affordable alternative with smaller, less expensive spaces and flexible leases.

    In 2015 there were 70 food halls in the US across 1.9 million sf compared to to over 130 food halls last year across 3.1 million sf. Needless to say, the food hall scene has grown rapidly and New York City alone accounts for more than 25.4% of the total number of US food hall projects. The factors that led to this rise in food halls were the rise in restaurant rents of major cities and the emergence of the ‘foodie’ culture. As long as both factors persist, food halls might continue to proliferate across the country and downtown organizations will need to work strategically with property owners to locate destinations in core retail areas in order to draw even more visitors to the area. Depending on local demand and interest in food entrepreneurship, food halls downtown may vary in size from 10,000 sf – 50,000 sf. Downtown food halls can also be catalytic projects that transform and revitalize historic buildings that have fallen into disrepair. The Pizitz Food Hall in Birmingham, Alabama is the most recent example of this. 
    On the other hand, New York City and other major metropolitan areas that have already seen their fair share of food halls, might stand to hit saturation point in 2018. The ‘foodie’ looking for authenticity and unique food offerings will start to notice that Gotham West Market, UrbanSpace Vanderbilt, and Dekalb Market Food Hall all have the same sleek, industrial interior and concrete floors, with more or less the same mix of food offerings – burgers, tacos, Asian noodles, donuts and ice cream. So much for authentic culinary experiences!

    #6. Pop-up brokers will make it easier to fill vacant retail spaces
    Pop-up brokers are firms that specialize in temporarily filling vacant retail spaces, functioning as the liaison between prospective tenants and landlords, often offering a menu of additional services to aid in the transaction and roll-out. These services can include assistance with brand activation and marketing for the tenant, provision of liability insurance for the landlord, and on-site security during special events. These agreements are typically accomplished through short-term licensing deals which make it easier for the landlord and tenant to do business while keeping terms flexible enough they won’t prevent the landlord from bringing in a long-term tenant should the opportunity present itself.[3]   

    Pop-up tenants themselves come in many different forms. They might be an e-commerce retailer looking to transition into a brick-and-mortar concept in order to explore omni-channel strategies, the scrappy young start-up looking to test their product in the market, or even a well-established company looking for a short term venue for an experiential marketing campaign.

    The overall allure of pop-up brokers has been their role as a stop-gap measure to address softening in the market for retail real estate. Whether spaces remain vacant due to online competition or high rents, pop-up brokers effectively capitalize the asset in the interim. For commercial district stewards, this helps avoid issues with “missing teeth” that disrupt the continuity of active street level building frontages—something critical for ensuring that customers shop longer, and cross-shop between stores. For that reason, these brokers may be valuable allies, at least within larger urban markets where they appear to predominate presently. But it’s not unreasonable to theorize that these brokers may have a larger role to play in the future as we continue to see an emphasis on more experiential retail concepts, shrinking retail floor plates, growth in co-retailing, and the overall churn of the market. 

    #7. Small is beautiful. Shrinking retail footprints mean more opportunities for downtown
    Increasingly retailers like Target and Walmart have been experimenting with smaller building footprints and a narrower selection of products on their shelves. This may not be a bad thing. Many have pointed out that the American market is overbuilt with more than 25 square feet of retail space compared to 2.5 square feet in Europe.[4]

    But for other retailers, it’s important to understand the tendency to shrink should be tempered with the additional understanding that brick-and-mortars are necessary to maintain exposure with customers. Steve Dennis, contributing writer at Forbes, is quick to assert that shrinking is not an “automatic gateway to better performance.”[5]  Storefronts are still the place where experiential moments occur. While books, music, and some select apparel may be more conducive to a predominantly on-line sales format, other high-touch categories are going to still need stores to act as showrooms, demo spaces, and advertising opportunities (i.e. billboarding).
    The point here is that closing a store is distinctly different from shrinking a store in that the former signals retreat while the latter can serve as a strategy to explore experiential retail, omni-channel selling strategies, and access to growing urban markets. Done correctly, it can convey such advantages as a reduction in the number returns, lower staff turnover, reduced shrinkage, and (of course) lower rents. Pioneers like Target and Nordstrom are testing the waters at present, and it is likely that as they uncover best practices they will prompt emulation from their peers in the years to come.

    #8. Expect an aging population to alter downtown investment priorities
    As the Baby Boomers age, expect a heightened emphasis on making sure that downtown retailers - and the downtown environment as a whole - meets their needs. This demographic may be slowing down their spending, but they continue to be the most familiar and comfortable with in-store shopping and their sheer size in numbers means that boomer spending will drive retailer decision making for quite some time. Expect downtown managers to be more mindful of the physical environment, advocating for improvements that make downtown more comfortable for an aging demographic. More care will also be taken with the maintenance of sidewalks to keep surfaces even and easy to walk on, as well as larger, more visible signs that are easier to spot and read. This group will continue to spend on leisure-related categories, home improvement and staples, but will start pulling back their spending on apparel, footwear, home furnishing and casual dining.

    #9. Goodbye to downtown parking minimums (we hope)
    Though by no means a wide scale movement yet, we have been seeing more and more cities embracing changes in their parking requirements, notably the removal of minimum parking requirements. Cities from Buffalo, NY to Hartford, CT to Santa Monica, CA are among the latest cities to bid farewell to parking minimums.  This means that new development is not required to include any parking (though developers in some communities may elect to include parking if they so choose).  The problem with parking requirements is that they are often ill conceived efforts to supply more parking than is necessary – and often undermine the very density and quality pedestrian environment necessary to support viable transit alternatives that make car ownership less appealing. Parking minimums create a self-reinforcing loop, resulting in places where car ownership is required for a comfortable existence. 

    When parking minimums have been removed, the impact on downtowns has been shown to be tremendous.  The change in policy often releases a pent up demand for development of housing product that would not have otherwise been built. And where there is housing, there is retail. In Los Angeles, where an adaptive reuse overlay in downtown stripped the parking requirement from older buildings. It unleashed a flood of development that resulted in the adaptive reuse of historic buildings for housing, which in turn has led to growing demand for retail that is being met by businesses new and old.