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7-13-15 - Handout, Wyman Duggan ivi:rovi:o.:,,res, - alry144.1, Aardin- 031/5 H .,:... 1 ' ' --' ' kl 1 - ? .,1 111/4:i. ll' ..„ bm� - ___IL a `„a ;n`.,.' =_..n, . ,, it tit I Al 7 m` r I 1 pd f ■ fi . .4 L.' — �.1 r .A FRAMEWORK FOR TRANSIT ORIENTED DEVELOPMENT IN FLORIDA Prepared for: Florida Department of Transportation and Department of Community Affairs , rF U {A V. ,,,�F MARCH 201 1 / ilk 414 ' U r � y ,;dam �4. 5?- . Community CF TTIN`' Affairs . ` ° � 4 � x�"� ��t'S'A'�4 �a�,.�`k�r+ m�`�C� �r�{"y,�a���.�;+' '� ;s'�r ��R,��'•p ��,,• ��; ACKNOWLEDGEMENTS TOD Steering Committee Department of Community Affairs Department of Transportation Thomas Pelham,Secretary Lois Bush,District Four Charles Gauthier,Division of Community Planning Jeff Weidner,District Four Craig Diamond,State Planning Sharon Cino,District Four Jennie Lane,Division of Community Planning Larry Hymowitz,District Four Jo Penrose,State Planning Richard Shine,District One Jennifer Stultz,District One Judy Pizzo,District Five Maria Cahill,Central Office Agencies and Local Governments Kim Delaney Jonathan Paul Treasure Coast Regional Planning Council Alachua County Government Ft.Lauderdale,FL Gainesville,Florida Elizabeth O'Neill Susan McCune Florida Housing Finance Corporation Orange County Government Tallahassee,Florida Orlando,Florida Jeff Price and Keith Melton James Cromar Federal Transit Administration Broward County Metropolitan Planning Washington,DC Organization Ft.Lauderdale,FL We would also like to acknowledge the numerous participants of our 10 regional workshops ,,,.5-7,77,7774.v1 yy, F ,y. ',4 r _+^,.f was • What are the benefits of TOD? First and foremost, the goal of TOD is to create IT compact, walkable development that will maximize ridership potential,which, in turn,will create 6 + +. a strong revenue return (i.e.,farebox receipts) from ` transit investments.When combined with other land i Pips 1,1 use and transportation strategies that support more ;1k ` tfrrt compact,walkable development patterns,TODs can i 4 ►�" ; help change travel behaviors by making the walking I trip or the transit trip as desirable as an auto trip 4 i to reach a destination. The full benefits of TOD , r, '11.411`775'..,,i `�` I . typically occur over a period of time,as each station i g area evolves in response to market conditions. This _ evolution can take decades,but many of the benefits can be realized incrementally. Such benefits often Mixed use development with residential in downtown Gainesville,Florida align with other community livability goals relevant to the Florida context, including opportunities for the following: • Encouraging a more sustainable transportation system over the long-term by creating viable options for people to get to destinations other than by automobile. • Reducing reliance on the traditional strategy of building new roadways or widening existing roadways to meet transportation needs as Florida continues to grow. • Providing a design and development strategy that will help convert suburban,auto-dominated patterns into more urban,compact,walkable patterns in post-World War II Florida cities. • Reducing the costs of delivering public services by encouraging infill and redevelopment in existing urban areas with existing infrastructure. • Creating incentives, such as reduced parking requirements and increased intensities or densities, to promote private sector investment in existing urban areas and economic development. • Creating opportunities for diverse housing options with a range of prices located within walking distance, an easy transit ride,or a shorter-length auto trip to a variety of destinations. • Reducing combined housing and transportation costs for households by providing options to auto travel. • Providing new locations for housing options that reflect Florida-specific demographic trends. • Encouraging more healthy lifestyles by creating a pattern of development in which walking and biking are a part of everyday travel behaviors. • Reducing vehicle miles traveled (VMT), dependence on fossil fuels, and associated greenhouse gas emissions through increases in walking and biking trips,transit trips,and shorter-length auto trips. • Providing a more compact development pattern overall that preserves open space and natural resources and protects Florida's critical groundwater recharge areas and wildlife habitats. imp i ® �, tea a t * a c a c Az!it da d a f I ',,e',, •- Ar . 1 . 7 I - Pf fir ' •w • ' tires IN r " ,.. . r ' ?"4, , a'It• to 4.7 ...F - . �y_�,.' • , E 96afi +'rrw..•' _...w row^.jt...._.- ..A! Walkable streetscapes and public open space, Tallahassee, Florida Housing diversity, Avalon Park,Orange County, Florida "Market trends reveal a growing demand for smaller houses in walkable communities.According to a forthcoming ULI study on the future of housing, two groups will exert the most impact on housing in the coming decades: the baby boomers and the equally large group of young adults forming new households.As they age, baby boomers will be seeking smaller homes with nearby conveniences, but they will face weakened markets for their large homes in the suburbs. For younger adults, homeownership competes with other objectives such as living in vibrant urban settings,staying connected,and a greater sense of community.These trends indicate that there will be an excess of large-lot, single-family houses; demand for new housing will be defined by smaller houses on smaller lots,townhomes,and apartments.National trends are also taking hold in Florida: as compared to previous decades, the 25-to-44 age group and the 65-and-up age group are both projected to increase significantly in the coming decades" Excerpt from: Urban Land Institute: Connecting Florida:Transit and Florida's Economy. Washington, D.C.: Urban Land Institute, 2010. What Is Compact Development? "Successful compact development is a land use settlement pattern that features most or all of the following: • concentrations of population and/or employment; • medium to high densities appropriate to context; • a mix of uses; • interconnected streets; • innovative and flexible approaches to parking; • pedestrian-, bicycle-,and transit-friendly design; and • access and proximity to transit. Compact development can be built anywhere. It encompasses residential and commercial development and can be adapted to urban,suburban,and rural settings.Single-family houses,townhomes,and apartments all have a place in compact development. Employment centers are also important candidates for compact development" Excerpt from: Land Use and Driving:The Role Compact Development Can Play in Reducing Greenhouse Gas Emissions Washington, D.C.: Urban Land Institute, 2010. Federal Interagency Sustainable Communities Partnership - Livability Principles In June 2009 the U.S.Department of Housing and Urban Development (HUD),the U.S.Department of Transportation (DOT),and the U.S.Environmental Protection Agency (EPA) formed a new partnership to help American families in all communities—rural, suburban and urban—gain better access to affordable housing, more transportation options, and lower transportation costs. The three agencies are working together to ensure that these housing and transportation goals are met while simultaneously protecting the environment, promoting equitable development, and helping to address the challenges of climate change. Through their partnership, HUD, DOT and EPA are coordinating federal housing, transportation, and environmental protection investments and identifying strategies supportive of the following six livability principles: Provide more transportation choices. Develop safe, reliable, and economical transportation choices to decrease household transportation costs, reduce the nation's dependence on foreign oil,improve air quality, reduce greenhouse gas emissions,and promote public health. Promote equitable. affordable housing. Expand location- and energy-efficient housing choices for people of all ages, incomes, races,and ethnicities to increase mobility and lower the combined cost of housing and transportation. Enhance economic competitiveness.Improve economic competitiveness through reliable and timely access to employment centers, educational opportunities,services,and other basic needs by workers,as well as expanded business access to markets. Support existing communities. Target federal funding toward existing communities—through strategies like transit oriented, mixed-use development,and land recycling—to increase community revitalization and the efficiency of public works investments and safeguard rural landscapes. Coordinate and leverage federal policies and investment. Align federal policies and funding to remove barriers to collaboration, leverage funding, and increase the accountability and effectiveness of all levels of government to plan for future growth, including making smart energy choices such as locally generated renewable energy. Value communities and neighborhoods. Enhance the unique characteristics of all communities by investing in healthy,safe,and walkable neighborhoods—rural,urban, or suburban. A Framework for TOD in Florida March 2011 7 7.0 TRANSIT ORIENTED DEVELOPMENT (TOD) The following information is from the Victoria Transport Policy Institute TDM Encyclopedia Homepage at http://www.vtpi.orq/tdm/tdm45.htm. It clearly communicates the principles and benefits of Transit Oriented Development (TOD), which is an important method of supporting the goals and objectives of this implementation plan from outside the boundaries of the TCEA. Transit Oriented Development (TOD) refers to residential and commercial centers to maximize access by transit and non-motorized transportation, and with other features to encourage transit ridership. A TOD neighborhood has a center with a rail or bus station, surrounded by relatively high-density development, with progressively lower-density spreading outwards. For example, the neighborhood center may have a transit station and a few multi-story commercial and residential buildings surrounded by several blocks of townhouses and small-lot single-family residential and larger-lot single-family housing farther away. TOD neighborhoods typically have a diameter of one-quarter to one-half mile (stations spaced half to 1 mile apart), which represents pedestrian scale distances. It includes these design features (Morris, 1996): • The neighborhood is designed for cycling and walking, with adequate facilities and attractive street conditions. • Streets have good connectivity and traffic calming features to control vehicle traffic speeds. • Mixed-use development that includes shops, schools and other public services, and a variety of housing types and prices, within each neighborhood. • Parking management to reduce the amount of land devoted to parking compared with conventional development, and to take advantage of the parking cost savings associated with reduced automobile use. Transit Oriented Development generally requires at least 6 residential units per acre in residential areas and 25 employees per acre in commercial centers, and about twice that for premium quality transit, such as rail service (Pushkarev and Zupan, 1977; Ewing, 1999; Robert Cervero, et al, 2004). These densities create adequate transit ridership to justify frequent service, and help create active street life and commercial activities, such as grocery stores and coffee shops, within convenient walking distance of homes and worksites. However, other factors are also important beside simple density. Transit ridership is also affected by factors such as employment density and clustering, demographic mix (students, seniors and lower- income people tend to be heavy transit users), transit pricing and rider subsidies, parking pricing and road tolls, the quality of transit service, the effectiveness of transit marketing, walkability, and street design. A particular density may be inadequate to support transit service by itself, but becomes adequate if implemented with a variety of transit encouragement and smart growth strategies. The assumption that transit cannot be effective except in large cities with high population densities can be a self-fulfilling prophecy, because it results in transport and land use decisions that favor automobile travel over transit. Transit Oriented Development is a particular category of smart growth, new urbanism and location efficient development. It can do more than simply shift some car trips to transit: it also increases accessibility and transportation options through land use clustering and mix, and non- motorized transportation improvements. This reduces the distance required for car trips, allows a greater portion of trips to be made by walking and cycling, and allows some households to reduce their car ownership, which together can result in large reductions in vehicle travel (Land Use Impacts and Transport). This reduces total transportation costs and helps create a more livable community, in addition to supporting TDM objectives. Implementation Plan 93 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida High-quality transit supports the development of high-density urban centers, which can provide accessibility and agglomeration benefits (efficiencies that result when many activities are physically close together), while automobile-oriented transportation conflicts with urban density because it is space intensive, requiring large amounts of land for roads and parking facilities (Voith, 1998). Large scale Park and Ride facilities tend to conflict with Transit Oriented Development, since a rail station surrounded by large parking lots and arterials with heavy traffic is unlikely to provide a good environment for residential development or pedestrian access. It is therefore important that such facilities be properly located, designed and managed to minimize such conflicts (CLF, 2001). Transit Oriented Development can often increase property values in an area, (Kockelman, 1997; Lewis and Fred Laurence Williams, 1999; Diaz, 1999; Weinberger, 2001; RICS, 2002). As a result, such projects can often be funded through "value capture" strategies, in which the costs of improvements are paid through the additional tax revenue or a special Local Improvement District (LID) tax assessment in the affected area (Smith and Gihring, 2003). Improving transit stations and their neighborhoods can be a catalyst for economic development and urban renewal. Railway station surroundings are the "shop window" of a town, a place where many people see what the community has to offer. It is therefore important that such areas be attractive and inviting to visitors. 7.1 TOD Implementation Transit Oriented Development can consist of new suburban neighborhoods designed around public transit stations, or incremental changes to existing urban neighborhoods that have public transit. PBQD (1996) and Robert Cervero, et al, 2004 describe Transit Oriented Development planning practices. Morris (1996), ARC (2001), Nelson/Nygaard (2002) and Dittmar and Ohland (2004) describe specific changes to zoning laws and policies to encourage TOD. 7.2 Travel Impacts Successful Transit Oriented Development can significantly reduce per capita motor vehicle travel, as discussed in the chapter on Land Use Impacts. See Kittleson & Associates (1999), Rood (1999) and Cervero, et al. (2004) for additional information on transit service quality factors that affect travel patterns. Kuby, Barranda and Upchurch (2004) evaluate the effects of local station conditions on light rail transit ridership in U.S. cities. They find that local accessibility factors are important, including employment, population, portion of renters, bus lines, airports, park-and-ride spaces and centrality. They calculate that, on average, each 100 jobs leads to 2.3 daily boardings, each 100 residents to 9.3 daily boardings, each 100 park-and-ride spaces leads to 77 boardings, each bus to 123 boardings, and an airport to 913 boardings. Similarly, Cervero, et al. (2004) develop a model for predicting the effects of increased residential and commercial density, and improved walkability around a station on transit ridership. For example, increasing residential density near transit stations from 10 to 20 units per gross acre increases transit commute mode split from 20.4% to 24.1%, and up to 27.6% if implemented with pedestrian improvements. A study of neighborhoods around SkyTrain rail transit stations in Vancouver, BC found that households located within 300 meters of a station owned about 10% fewer vehicles on average than households located more than 1,000 meters from the station, and that average household vehicle ownership is 31% lower than at suburban locations a few miles away (Bunt and Joyce, 1998). Of course, this could partly reflect self- selection (households that own fewer than Implementation Plan 94 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida average automobiles choose to live in such areas), but there is evidence that many residents actually reduce their vehicle ownership when they move to such areas. A study of Orenco Station, a New Urbanist community on Portland's Westside MAX light rail line found that 22% of the residents commute by public transit, far higher than the 5% average for the region, and 69% use public transit more often than they did in their previous community (Podobnik, 2002). Bento, et al, (2003) find that, in cities with rail transit services, a 10% reduction in the average distance between homes and rail transit stations reduces VMT about 1%. Reconnecting America (2004) studied demographic and transport patterns in "transit zones," defined as areas within a half-mile of existing transit stations in U.S. cities. It found that households in transit zones own an average of 0.9 cars, compared to an average of 1.6 cars in the metro regions as a whole. These lower rates of car ownership near transit may be by choice rather than poverty: car ownership rates near Metro stations in Arlington County are much lower than in the region as a whole, while average household income is higher than the regional average. This study also found that automobile travel is also much lower in transit zones. Only 54% of residents living in transit zones commute by car, compared to 83% in the regions as a whole. More residents commute by car in the regions with small and medium-sized systems (72% and 77%, respectively) than in the large and extensive systems (65% and 49%, respectively). The regions with the lowest percentage of residents commuting by car are New York (36%), Washington D.C. (54%), and Seattle (54%). The regions with the highest percentage of residents commuting by car are Memphis (86%), Dallas (86%), Tampa (79%) and Sacramento (89%) —all systems with newer, smaller fixed-guideway transit networks. The size of the transit system seems to be a significant determinant of whether or not residents commute by car, with more transit ridership in cities with larger rail transit systems. Schlossberg, et al. (2004) describe methods of evaluating transit oriented development, taking into account urban form, pedestrian accessibility, transit usage, and socio-demographic change before and after transit-oriented development in two U.S. cities. They find that many transit stations are not optimally located to maximize pedestrian access, and that automobile-oriented streets (wide, with heavy and fast traffic) can create a significant barrier to walking. One major study predicted that Transit Oriented Development would reduce single-occupant vehicle commuting by 22.5%, increase transit and non-motorized travel by 27%, and reduce congestion 18% compared with increasing highway capacity (1000 Friends, 1997). Another study predicts that TOD reduces automobile travel by 20-25% compared with conventional development (Cambridge Systematics, 1992). The table below indicates how land use design features typically reduce per capita vehicle trips in an area. Implementation Plan 95 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida Table 1 Travel Impacts of Land Use Design Features (Dagang, 1995) Design Feature Reduced Vehicle Travel Residential development around transit centers. 10% Commercial development around transit centers. 15% Residential development along transit corridor. 5% Commercial development along transit corridor. 7% Residential mixed-use development around transit centers. 15% Commercial mixed-use development around transit centers. 20% Residential mixed-use development along transit corridors. 7% Commercial mixed-use development along transit corridors. 10% Residential mixed-use development. 5% Commercial mixed-use development. 7% Land use patterns at both origins and destinations affect travel behavior. Employees who work in areas with high employment densities, good pedestrian conditions and attractive urban environments with shops and restaurants nearby are more likely to commute by transit and rideshare use (Davidson, 1994; Evaluating Nonmotorized Transport). Travel impacts are rated in the table below. Table 2 Travel Impact Summary Travel Impact Rating Comments Reduces total traffic. 3 Reduces per capita vehicle travel. Reduces peak period traffic. 2 Shifts peak to off-peak periods. 0 Shifts automobile travel to 3 Encourages transit and non-motorized alternative modes. travel. Improves access, reduces the need 3 Increases density and land use mix. for travel. Increased ridesharing. 0 Increased public transit. 3 Increased cycling. 2 Increased walking. 3 Increased Telecommuting. 0 Reduced freight traffic. 0 Rating from 3 (very beneficial) to—3 (very harmful). A 0 indicates no impact or mixed impacts. Implementation Plan 96 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida 7.3 Benefits and Costs Transit Oriented Development reduces transportation costs and externalities, increased travel choice, and reduced land paved per capita (Transit Evaluation). It can help achieve virtually all TDM objectives (Cervero, et al., 2004). TOD can increase transit service the efficiency, resulting in improved performance and cost effectiveness. It can help create more livable communities, meaning that neighborhoods are physically and socially more desirable places to live. These benefits are reflected in higher property values and increased commercial activity, which can result in increased tax revenue (Smith and Gihring, 2003). Transit Oriented Development can provide a catalyst for urban redevelopment, and help create more accessible communities, where people can obtain the things they need with less physical movement (Voith, 1998). These indirect impacts can be significant. Average vehicle ownership, vehicle travel, and vehicle expenditures per household decline with increasing residential densities, proximity to public transit, and the portion of regional travel by rail transit. (Holtzclaw, 1994; Litman, 2004a). Residents of cities with large, well-established rail transit systems spend an average of $2,808 on personal vehicles and transit (12.0% of their total household expenditures), compared with $3,332 in cities that lack rail systems (14.9% of total household expenditures), despite higher incomes and longer average commute distances in rail cities (Litman, 2004b). Similarly, McCann (2000) finds that per-household transportation expenditures vary significantly from one metropolitan region to another, due to land use and transportation factors. She found that households in automobile dependent regions devote more than 20% of household expenditures to surface transportation (more than $8,500 annually), while those in communities with more efficient land use and better transit service spend less than 17% (less than $5,500 annually), representing savings of hundreds of dollars a year. Similar differences are likely to exist between different neighborhoods within a metropolitan region, indicating that a household which chooses a more accessible location can save thousands of dollars annually on transportation costs. McCann also found that consumer expenditures on motor vehicles provide little economic return: a $10,000 spent on motor vehicles provides just $910 in equity, compared with $4,730 for the same investment in housing. This suggests that there are significant potential consumer savings from Transit Oriented Development. Some research indicates that where transit creates more efficient land use, each transit passenger-mile represents a reduction of 3 to 6 automobile vehicle-miles (Neff, 1996; Newman and Kenworthy, 1999, p. 87; Holtzclaw, 2000). Table 26 summarizes estimates of these indirect travel impacts. Implementation Plan 97 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida Table 3 Transit Leverage: VMT Reductions Due to Transit Use (Holtzclaw 2000) Vehicle-Mile Reduction Study Cities Per Transit Passenger-Mile Older Systems Newer Systems Pushkarev-Zupan NY, Chicago, Phil, SF, Boston, 4 Cleveland Newman- Boston, Chicago, NY, SF, DC 2.9 Kenworthy Newman- 23 US, Canadian, Australian and 3.6 Kenworthy European cities Holtzclaw, 1991 San Francisco and Walnut Creek 8 4 Holtzclaw, 1994 San Francisco and Walnut Creek 9 1.4 MTC/Raft 2010 4.4 Litman (2004) 50 largest U.S. cities. 4.4 This table summarizes results from several studies indicating that transit can leverage automobile travel reductions by changing transportation and land use patterns. This indicates that each transit passenger-mile represents 1.4 to 9.0 miles of reduce vehicle-miles. This does not mean that every transit improvement leverages automobile travel reductions of this magnitude. Basic transit service or a single transit improvement does not necessarily cause such reductions. Significant transit service improvements integrated with more accessible land use and incentives to reduce automobile use are generally needed to cause significant reductions. Rail transit tends to have the greatest impact on per-capita vehicle travel because it tends to have the greatest land use impacts. Busways probably have smaller impacts. Even rail systems can have little effect if other transportation and land use policies are not supportive, for example, if most riders drive to transit stations located in sprawled, automobile-dependent communities. Costs include any incremental transportation expenditures (pedestrian and cycling facility improvements, additional public transit services), and disamenities associated with higher density development, including increased local traffic congestion and noise exposure (as discussed in the Smart Growth chapter, and Litman, 2003). A benefit summary is provided in Table 27. Implementation Plan 98 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida Table 4 Benefit Summary Objective Rating Comments Congestion Reduction 2 Reduces total automobile trips, although congestion may increase within the TOD due to high densities. Road & Parking 2 Reduces automobile use. Savings Consumer Savings 2 Provides affordable mobility. Transport Choice 3 Increases access and transport choices. Road Safety 2 Reduces automobile use. Also provides health benefits. Environmental 2 Reduces automobile use. Protection Efficient Land Use 3 Reduces automobile use. Encourages higher-density development. Community Livability 3 Reduces automobile use and increases local access. Rating from 3 (very beneficial) to—3 (very harmful). A 0 indicates no impact or mixed impacts. 7.4 Equity Impacts Transit Oriented Developments can benefit virtually all groups of people, although some may benefit more than others. It may require additional public expenditures for non-motorized transportation facilities and public transit, but these are often comparable to current public expenditures on automobile (roads, parking, traffic management, etc.). TODs can significantly benefit lower income people and non-drivers by improving housing and transportation options and providing savings, although some TODs are relatively expensive, and some transit oriented urban renewal projects may displace some low-income residents. By improving travel options and accessibility, it improves basic mobility. An equity summary is provided in Implementation Plan 99 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida Table 5 Equity Summary Criteria Rating Comments Treats everybody equally. 2 Generally benefits all groups. Individuals bear the costs they May involve public costs, but these are not 0 necessarily greater than current public costs for impose. automobile travel. Progressive with respect to 3 Increases affordable transportation, provides income. savings. Benefits transportation 3 Increases transport choices for non-drivers. disadvantaged. Improves basic mobility. 3 Increases basic transport choices. Rating from 3 (very beneficial) to—3 (very harmful). A 0 indicates no impact or mixed impacts. 7.5 Applications Transit Oriented Development can be implemented in urban and suburban areas where there is adequate public transit service. It is implemented by regional and local governments in conjunction with private developers and businesses. Table 29 provides an application summary. Table 6 Application Summary Geographic Rating Organization Rating Large urban region. 3 Federal government. 1 High-density, urban. 3 State/provincial government. 2 Medium-density, urban/suburban. 3 Regional government. 3 Town. 3 Municipal/local government. 3 Low-density, rural. 1 Business Associations/TMA. 3 Commercial center. 3 Individual business. 3 Residential neighborhood. 3 Developer. 3 Resort/recreation area. 3 Neighborhood association. 3 Campus. 3 Ratings range from 0 (not appropriate) to 3 (very appropriate). Implementation Plan 100 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida 7.6 Role of Stakeholders in Implementing this Strategy Transit Oriented Development usually requires the coordinated support of local governments, private developers and transit agencies. Some measures, such as increased development density, may be opposed by some residents. 7.7 Barriers that need to be Overcome for Full lmplemtation Transit Oriented Development may require changes in zoning codes and development practices to allow and encourage higher density development and lower parking requirements around transit stations. It may also require additional funding for pedestrian and bicycle facility improvements. 7.8 Best Practices Best practices include the following: • Create a vision for an attractive community. • Integrate transit and land use planning. • Provide high quality pedestrian and cycling facilities around transit stations, based on universal design. • Manage parking to minimize the amount of land devoted to car parks around stations. • Encourage carsharing (carpooling) to reduce the need to own automobiles. • Create compact, mixed-used communities. Transit-Oriented Development generally requires at least 6 dwelling units or 25 employees per acre, and more if possible. • Create complete communities, with shops, schools and other services within convenient walking distances within the TOD neighborhoods. • Structure property taxes, development fees and utility rates to reflect the lower public service costs of clustered, infill development. • Understand and expand the market for Transit Oriented Development. Identify the types of households and businesses that are most amenable to TODs. Educate public officials, planners, developers, residents and business managers concerning the potential benefits of locating in a Transit Oriented Development. Implementation Plan 101 Transportation Concurrency Exception Area(TCEA) December 2005 City of Jacksonville,Florida Page 1 of 3 PC Washington post Where We Live Expect to see more transit-oriented housing in the future By Roger K.Lewis May 6 Transit-oriented development,or TOD,is rapidly gaining momentum in the Washington region and will likely become a key component in this area's efforts to address traffic congestion,pollution and quality-of- life issues. TOD has become the dominant public-and private-isector planning strategy for real estate development and redevelopment throughout the metropolitan area and isn't limited to downtown Washington.TOD projects are under way or being envisioned in Maryland and Virginia counties. Arlington County's Rosslyn-Ballston corridor,with five Orange Line Metro stations,remains the foremost TOD example in this region.Metro stations are the anchors for TOD strategies and tactics guiding the multi-decade makeover of Tysons in Fairfax County;redevelopment of White Flint,Twinbrook and Wheaton in Montgomery County; and planning for New Carollton in Prince George's County. [Why-and at what stations—Metro expects ridership to grow] Transit-oriented development is driven in part by real estate market forces and changing demographics. Studies show that single-person households are now the most common household type,and that young adults as well as seniors prefer living in pedestrian-oriented,urban-style communities served by transit. Thus,several key attributes typify and characterize transit-oriented development. •Proximity and accessible transit: Being linked to rail stations or bus rapid transit(BRT)stops is the essence of TOD-Intensified development around or near transit nodes is above all intended to modify travel behavior of home owners,tenants,shoppers and workers.It enables and motivates increased use of transit, ownership of one less car or no car,reduced traffic congestion and pollution and more walking and biking. TOD does even more.It benefits the health of residents.And it increases wealth,since owning one car or no car,using transit and driving less lowers household expenses.By contributing to increased transit ridership, it also augments much-needed transit system revenue. http://www.washingtonpo st.com/blogs/where-we-live/wp/2015/05/06/expect-to-see-more-t... 6/30/201 5 Page 2 of 3 •Multi-modal travel networks:TOD plans invariably call for creation of a rationally configured, interconnected,internal network of streets and pathways serving vehicles,pedestrians and bicycle riders. Such networks must encompass transit nodes or connect to external streets and safe,attractive walkways leading to transit nodes.Providing pedestrian connectivity to the transit network is essential for encouraging transit use. •Higher density and mixed uses:TOD always embodies increased density—more and higher buildings—and a wide range of building types and uses.Virtually every TOD includes commercial office space,housing—apartments and townhouses—and street-level retail and restaurant space. Sometimes added to the mix are cultural,recreational,educational and health-care facilities,perhaps a civic center or hotel.Usually a number of developers and various architects are involved.Most jurisdictions require that a portion of all new TOD housing—12 percent,for example—be available at below-market- rates and affordable for households earning less than a stipulated percentage of the jurisdiction's median income. To some extent,this helps address the Washington area housing affordability challenge but does little for most of the thousands of households at the bottom of the income pyramid. •Somewhat diverse demographics: Higher density and mixed use theoretically suggest substantial demographic diversity within TOD residential projects.Transit-oriented developments tend to attract millennials,couples of any age and empty-nesters,all attracted to and able to afford the TOD lifestyle. But TOD neighborhoods generally lack two notable population segments:families with school-age children for whom TOD apartments are too small and who prefer school-centered communities;and low-wage members of the workforce,who normally can't afford the rents or selling prices of TOD units. •Parking garages replacing surface lots:Achieving higher TOD density often entails building on surface parking lots,in turn necessitating structured parking either below buildings or in above-grade garages.But increased density is what makes structured parking economically feasible,although not inexpensive.TOD obliges real estate developers and financial backers,along with public sector planners and zoning regulators,to rethink and reduce existing parking requirements. [Metro advances project to transform New Carrollton] http://www.washingtonpost.com/blogs/where-we-live/wp/2015/05/06/expect-to-see-more-t... 6/30/20 1 5 Page3of3 Yet right-sizing TOD parking structures entails at best making intelligent guesses.No formulas or reliable statistics exist to predict future TOD parking needs,which are expected to diminish as car ownership goes down and use of transit goes up. •Parks,gardens and playgrounds: Every TOD includes a network of diverse public and private open spaces complementing the TOD network of movement and related buildings. Some landscaped open spaces may be passive,informal and intimate while others are active,formal or grand in scale.Again,higher density and taller structures enable creation of more meaningful,functional,attractive open space. Transit-oriented development will not address and solve all problems facing this metropolitan region, especially the shortage of affordable housing,but it will make it more cosmopolitan. Roger K.Lewis is a practicing architect,a professor emeritus of architecture at the University of Maryland and a regular guest commentator on WAMU's`The Kojo Nnamdi Show." http://www.washingtonpost.com/blogs/where-we-1 ive/wp/2015/05/06/expect-to-see-more-t... 6/30/2015 Transit Oriented Development Examples in Florida City or County Code Citation Title of Code Section Description These standards allow for a maximum of 48 du/a for TODs In the Urban Service area and 24 elsewhere.This usually provises for more than double the density Alachua County 4407.64 of Code of Ordinances Planned Development Districts that would be allowed otherwise. Greater density and Intensity than the community norm Is encouraged in the TOD with density and intensity greatest at the core(transit station)and lessening towards the edge of the TOD when said development promotes a pedestrian- Orange County Div.16 of Code of Ordinances Transit Oriented Development Residential Density Standards friendly environment and provides convenient access to the transit facility. The Inclusion of multifamily residential land use,at densities up to 40 units per acre,into commercial development and redevelopment projects in the Central Business District and in commercial areas within one block of designated transit routes on Beach Boulevard or 3rd Street shall be encouraged,as well as the provision of bicycle parking and storage facilities,and internal and perimeter sidewalks and other pedestrian amenities,through reductions or credits related to Jacksonville Beach Ord.No.2011-8012 Comprehensive Plan Policy LU 1.4.15 mobility fee calculation for those projects. Ina TOD-1 area,Multi-family residential density in the CGC(Community General Commercial)and HOB(High Density Residential)may allow residential densities up to 60 units per acre and no less than 20 units per acre;and in a TOD-2 area, Multi-family residential density in the CGC(Community General Commercial)may allow residential density up to 30 units per acre and no less than 15 units per acre. Jacksonville Part 14 of Code of Ordinances Transit Oriented Development This provision provides a credit to count against the county's concurrency assessment.It incentivizes higher densities and more transit-oriented development by giving more credits depending on how high the density is,how Broward County 427.41 of Admin.Code Credit for Transit Oriented Development transit oriented the development is,etc. The comprehensive plan policy 19.3 states that land uses that combine at least Hillsborough County 45.08.03 of Land Development Code Procedures for Transit Oriented Development three uses may utilize a density bonus to the nett higher land use category. North Miami 44-204 of Code of Ordinances Residential Density Bonuses(provides for a TOD bonus) The provision provides for a TOD Density bonus of up to 10 du/acre. The regulation is intended to promote efficiency of land use,decrease vehicular traffic,provide convenience,establish a harmonious mix of uses all within a pedestrian friendly environment.This is accomplished through a series of bonuses that ties residential development,higher densities,and lessened dependence on vehicular traffic together.The code allows for as many units as can be provided with parking.The bonuses apply to how many stories the building may be,which South Miami Art.VIII of Land Development Code Transit-Oriented Devlopment District is tied to parking. The standard density for TOD5 Is twelve(12)to fifteen(15)units per acre to make them feasible.A section of the Appendix will be devoted to design standards for TOO forms of development.It does not appear that the section to the appendix has been added,however the code does state that the maximum density Is 20 Titusville 459-1449.6 Land Development Code Transit Oriented Development(TOD)Defined units per acre,except for TODs 2 bonus points are awarded for being less than 1/4 mile from mass transit and 1 bonus point for being between 1/4 and 3 miles from mass transit with a park and Density and Intensity Bonuses(provides for a bonus when within a ride lot.Other points can be earned based on proximity to other services and Windermere §2.03.00 of Code of Ordinances certain proximity of mass transit) facilities.6 points are needed for a 2%increase in density Incentives for developing under the TOD Overlay District Include the elimination of the Planned Unit Development zoning requirement,higher densities,increased building heights,additional permitted land uses,and reduced parking and stormwater management requirements.The minimum density in the TOD Core is DeBary 45-131 of Land Development Code Land Use and Building Intensity 16 du/a and the maximum is 32 du/a Deerfield Beach 498-63 of Land Development Code TOD,Transit Oriented Development Maximum densities may vary for each TOD. Comprehensive plan policy 1-1.2.15 states that,generally within a 0-mile of the proposed commuter rail station,a minimum of 15 dwelling units per acre and an FAR of 0.25 Is required with the potential increase In the development bonus up Development Intensity Standards(provides a bonus for site designs to a maximum 50 dwelling units per acre or a maximum of 1.0 FAR for site designs Altamonte Springs Div.30 of Land Development Code that contribute to transit oriented development) which significantly contribute to the area's transit-oriented development pattern. A maximum of five(5)dwelling units per acre density bonus is permitted for development located within one-fourth(0)mile radius of a rail station, Fort Pierce §27-22 of Code of Ordinances Density Bonuses multimodal transit center or transit stop A density bonus of greater than 30 percent and up to 100 percent may be Policy 1.2.11 of Comp.Plan and§27-1835 of Code permitted when the development Is located within one mile of a designated Tri- Jupiter of Ordinances Residential Density Requirements Rail station.The density shall not exceed 15 du/a Within the TOD Study Area A(see policy 3.24 of the comprehensive development plan),an applicant may request that the city permit the development to exceed the maximum density and/or intensity standards up to an additional 25 percent Maitland §23-2.7.2 of Code of Ordinances Bonus Program over the maximum allowed. A bonus to Increase density or intensity may be granted to a PUD for utilizing innovative designs to preserve open space and conservation areas;promote internal traffic attainment;or promote pedestrian and mass transit modes of Oveido 44.6(G)of Land Development Code Density/intenslty bonuses transportation as provided for In the Comprehensive Plan.