Transit Ready Design Pleasant Cnu17
•Transferir como PPTX, PDF•
0 gostou•554 visualizações
Recomendados
Recomendados
Mais conteúdo relacionado
Mais procurados
Mais procurados (9)
Semelhante a Transit Ready Design Pleasant Cnu17
Semelhante a Transit Ready Design Pleasant Cnu17 (20)
Mais de Congress for the New Urbanism
Mais de Congress for the New Urbanism (20)
Último
Último (20)
Transit Ready Design Pleasant Cnu17
- 1. Transit Ready in Charlotte Danny Pleasant, AICP Key Business Executive/Director Charlotte Department of Transportation
- 2. Our City at a Glance About Our City Charlotte is the fifth largesturban region and the 20th largest cityin the U.S. in total population. More than 683,000 residents relyon CDOT every day. We are a high growth city.
- 8. Five primary transportation and development corridors
- 9. Goals:
- 10. Focus most growth in centers & corridors
- 11. Maximize use of transportation system & infrastructure
- 17. 15 stations (7 PNR’s, 3,100 spaces)
- 18. Trip estimates:
- 19. 2008 9,100/day
- 22. Sidewalks 14 miles Multi-use Trail 1.5 miles Bicycle Lanes 10 miles Street Widening 8 miles Streetscape Imp. 7 loc. Intersection Imp. 27 loc.
- 24. Policy calls for 5%-25% of units of any multi-family development targeted for households earning 60% of AMI or less
- 25. At least 30% of those for households earning 30% or AMI or less
- 30. Minimum densities of 20 DUA (1/4 mile) to 15 DUA (1/2 mile)
- 31. Minimum FAR of .75 (1/4 mile) and FAR of .50 (1/2 mile)
- 32. Maximum of 1.6 parking spaces per DU (residential)
- 33. Maximum of 1.0 parking space per 300 sq. ft. (office)
- 35. Project status is classified as either Proposed, Under Construction or Complete.
- 36. Tracking Map contains tabular and visual data about individual development projects, as well as geographic location.Source: Charlotte-Mecklenburg Planning Department
- 37. Development Activity – LYNX Blue Line
- 39. Annual Tax Revenue: $18.8M
- 40. City Tax Revenue: $ 6.5M
- 41. County Tax Revenue: $12.2M
- 43. Sample of Completed Development: The Block at Church Street Lofts Dilworth 214 W Tremont 2007 214 W Tremont TOD-MO TOD-MO TOD-RO The Tremont 1927 S Tryon Trolley Barn 2008 TOD-M(CD) TOD-M TOD-M
- 44. Sample Residential Projects: Currently Under Construction 2225 Hawkins: 331 Units Ashton South End: 350 Units TOD-M TOD-M The Millenium: 269 Units The Circle: 361 Units TOD-M MUDD
- 46. New Bern 14 57.06 ac
- 47. Scaleybark 5 52.8 ac
- 48. Woodlawn 1 4.6 ac
- 49. Tyvolarchdale 2 18.6 ac
- 50. Arrowood 2 55.4 ac
- 51. Sharon-485 3 19.8 acTotal: 69 272.5 ac Source: Charlotte-Mecklenburg Planning Department
- 53. Integration of transit and land use
- 54. Substantial land for redevelopment
- 57. City structure
- 58. Market conditions & willing development community
- 60. Existing Norfolk Southern Railroad ROW
- 61. 10 Stations
- 62. Service
- 64. Off peak: hourly
- 65. Spring 2009: Complete PE
- 66. 83,000 jobs within ½ mi. of Stations by 2030
- 67. 250,000 residents within the corridor by 2030
- 68. N. Mecklenburg/S. Iredell Growth: 179%
- 69. 12,000 new res.units in station areas in 15 yrs.
- 72. 12,000 employees
- 73. Lake Normal Regional Medical Center
- 74. 1,000 employees
- 75. Fairview & Legacy Commercial
- 76. 1,000 employees
- 78. Projected Growth By 2025 At North Corridor Station Areas * Estimate by RCLCO, November 2007
- 79. Shovel-Ready & Green North Corridor Positioned for Jobs-Stimulus Funding Engineering nearly complete; EA ready for approval by FRA Work would support up to 8,500 jobs Fixed prices in hand from NS, utility companies, Bombardier (coaches)
- 85. Requires an understanding of the expected return to all partners (e.g. financial, social or qualitative) and how success is measured.
- 86. Important to focus on the function of the development and relationship to transit - not just adjacency to transit.
- 87. The availability of transit and the existence of supportive zoning are important aspects, but other elements, including supportive market conditions must be present .
- 88. Each community is unique and there is no set formula for TOD. – What makes a place hasn’t been codified.
- 89. Congress for the New Urbanism June 2009
Notas do Editor
- In order to talk about TOD, we must first talk about our smart growth framework and the policy landscape that has led us to the development of transit and the development of TOD in our community. Discuss the CC&W philosophy. That this was developed in the early 1990’s (you’ll see the actual date in a later slide) due to concerns about continued population growth, loss of tree canopy, rise in VMT and our continuing struggles with non-attainment etc. discuss the 5 corridors, etc., and the 22+/- centers (Southpark, airport, Ballantyne, etc).
- This gives a visual of our land use and development patterns and why we adopted a smart growth framework based on population projections and what ended up being realities and why a multi modal transportation system is important for our County (and region).
- This reinforces our CC&W - our investment in rapid transit mimics the Corridors. Discuss the technology for each corridor, etc.
- Introduce that we’ve been in operations on our starter line since Nov. 2007 and that trips have far exceeded our initial model estimates, i.e. that we’ve been closer to our 2025 projection since opening 18 months ago than we were to the opening year projection!
- At this point, use the next 3 slides to talk about the on-the-ground application of some of the policies that were shown on the previous framework slide, starting with SCIP and discuss the $50M in 2 bond referendums, improvements augmenting the LRT project and enhancing multi modal access.
- Again, this is the on the ground application. If this is too much detail, we can delete. Discuss the historic challenge of affordable housing due to land prices in station areas and the historic cost of materials, etc.
- Again, just some sample characteristics of our TOD zoning ordinance …an ordinance that’s fairly consistent with other cities that have similarly adopted TOD. Acknowledge that we are still tweaking the ordinance and enacting amendmentsThereto (e.g. The parking requirement of a minimum of one space). The market in our town doesn’t allow any developer to come in w/plans that aren’t sufficiently parked. Generally, in terms of parking, all of the TOD we’ve seen is coming in at the maximums allowed by ordinance, etc., and that will likely be the case until we have a more robust transit system.
- Just an indication of our tracking system. This is something we’ve been workingOn and is constantly updated. The folks in the Planning Dept. are the keeper of the Tracking mechanism at this point.
- These are the factoids that most people inquire about. We use the $1.45BAs our factoid and I ALWAYS say that this is constantly being updated givenThe state of the economy and that some of the projects that are includedMay fall off the table, while others will surely be announced but that this is aFluid number. Some of the projects will likely take longer to advance givenThe economy (and so rather than 2011, it may be 2013), etc.
- Pretty much self explanatory
- The next 3 slides were generated by Planning and are just meant to show the scale for Charlotte
- While our TOD zoning, for residential, is a minimum of 20 DUA w/in the ¼ mile of our stations, these projects are all in the 80-110 DUA.
- Again, constantly being updated, but suffice to say that most activity is outside of uptown in the South End
- Summarize what worked from a TOD or development perspective
- The next few relate to N Corridor
- This is simply to say that the City is already looking at land use (within our municipal limits) for TOD. As most of the line is located in the northern towns noted on the previous slide, our land use work will augment the land use efforts already undertaken by the northern towns
- This project is ripe for TIF given the projected incremental growth. However, since that doesn’t appear to have traction, if the powers that be should so decide, this project is also positioned as a stimulus project and is ready to go. The difficulty is that we are competing against the Yadkin River Bridge and the state resources are pushing for that project.
- Danny, this slide is currently hidden but can be used as script for purposesOf discussing the BLE and the previous slide or we can un-hide it if you wantTo use it.
- Point of this is to demonstrate that we are already looking at land use, infrastructureAnd connectivity issues etc. through the station area planning process.
- Lessons learned – We are still learning! And that there are more lessons than can be listed on a single slide. Otherwise, these are strictly from a TOD perspective and these are from my perspective but are generally shared by anyone who does this work on a daily basis. Nothing controversial. For instance, relative to just the 1st bullet point, when you consider the # of actors involved and the differing time horizons, it can be very complicated. For instance, the gestation period for a rapid transit project can easily be 7-10 years from concept to implementation and during that period, you can “change out” elected officials 2-3 times, each time requiring a period of re-education and the possibly of lack of support; in thatSame time period, you can experience 2-3 different real estate upticks and downturns, and it’s unusual for any developer to be willing to wait out the uncertainty that is associated with large public works projects and appropriations. The developersThat have this kind of patience are few and far between. Similarly, lenders do not typically confer any kind of benefit to locating adjacent to transit. Deals are still very much analyzed on a conventional basis, especially as it relates to parking requirements, etc.Other Lessons not stated: Be careful about comparisons and scale (a successful TOD in Charlotte may be vastly different than one in Chicago or Boston).Also, you don’t have to have everything at every station. In the old days, we used to think that every station had to have office, residential, retail etc. Thankfully, most have grasped the concept of typology (what works at a Regional station is different than a neighborhood station and a downtown station will be different than a suburban station). Additionally, it is perfectly acceptable to work at one station area, live at another and play at still another. You shouldn’t force the market.