Policy Framework - Jacksonville Transportation Authority

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City of Jacksonville Policy Framework for Transit-Oriented Development Evaluation of TOD Potential To better understand the potential impact of TOD policies in defined transit corridors, an evaluation of each transit corridor was conducted. The TOD policies represent a potential intensification for different corridors. What exists today and what could be possible given the realization of a TOD buildout is necessary to understand the impacts on different transit corridors. This land use and buildout potential evaluation, detailed in Appendix A, Analysis of TOD Potential, was addressed in three major steps below: What exists today: To better understand what exists today a ‘virtual present’ is created for existing residential and employment densities. This ‘virtual present’ is created by analyzing the parcels that were in a half-mile distance, or buffer, on either side of a fixed-route transit corridors for existing land use. The present day jobs and households data from the regional travel demand model were then associated with residential and employment parcels to approximate where people currently live and work in each transit corridor. The findings are summarized by transit corridor in Appendix A, Tables 1-4. What could change: Evaluate the development and redevelopment potential for parcels based on analysis of existing land use classification and/or improvement and land value assessments. Every parcel in Duval County parcels contains land use codes and tax assessment data from the Department of Revenue. (DOR). These data were analyzed using GIS. The improvement value to land value ratios for parcels were calculated, averaged by land use type, and then grouped into development potential categories of: vacant/high potential, medium potential, low potential, full developed or unbuildable (no future potential) as explained in Appendix A, Table 5. How could it change: Examine transit-oriented development (TOD) buildout potential by creating a ‘virtual future.’ Creating this virtual future involved combining the results of previous steps. First, parcels that were evaluated to have some level of development potential (low, medium, high or vacant) and were assigned a TOD place type. Each TOD place type has with it an associated development multiplier such as jobs or houses per acre. Each acre with development potential could then be multiplied by the dwellings/ acre or employees/acre values of a given TOD policy. The TOD buildout factor was adjusted based on the high, medium and low development potential evaluated in the “what could change” step. Vacant and high redevelopment potential areas received 16 | Evaluation of TOD Potential TOD Density, Use, and Design Recommendations Transit stations and corridors will differ in urban form, density and intensity. To account for a range of suburban to urban TOD policies, a typology of place making elements were composed. These were developed from standards provided by Reconnecting America, Florida Department of Transportation Design Guidelines and the City of Jacksonville Comprehensive Plan. These place making elements were grouped into two generalized categories of urban and suburban (based on the City of Jacksonville 2030 Comprehensive Plan), and within those two categories the scales of development and land use intensity varied from neighborhoods, to villages, to towns, to downtown districts. Using the CorPlan, a GIS-based land use analysis application, the average dwelling units per acre and employees per acre were approximated. On page 14 is a table that represents the relative density and intensity of the place making elements. 100% buildout potential, the medium redevelopment potential received 66%, and the low redevelopment potential received 33%. Finally, any parcel that qualified for the residential-neighborhood “scale transition” protection was post-processed to reduce the overall buildout potential by an additional 15%. The definition of parcels qualifying for this residentialneighborhood, “scaled transition” protection comes from the City of Jacksonville Comprehensive Plan (Section 3.1.25). Appendix A, Tables 11-15 outline the results of this TOD potential analysis, by corridor and by TOD place making element.
103rd St Garden St Crystal Springs Rd Prichard Rd Collins Rd Wilson Blvd Dunn Ave Park St San Juan Blvd Kingsley Ave Bowden Rd Arlington Expy Zoo Parkway Old St Augustine Rd Southside Blvd Baymeadows Rd Heckscher Dr J Turner Butler Beach Blvd City of Jacksonville Policy Framework for Transit-Oriented Development TOD Place Making Elements Allocated to Vacant/Redevelopable Parcels S1 Campus S2 Town Center S3 Village S4 Suburban Neighborhood SC Suburban Corridor U1 Downtown U2 Urban Center U3 Main Street U4 Urban Neighborhood UC Urban Corridor TOD Study Area 1 295 Lem Turner Rd 95 Ye low Blu f Rd 9A New Berlin Rd Starre t Rd Kings Rd Monument Rd Beaver St 90 Atlantic Blvd Atlantic Blvd 10 Normandy Blvd 17 St Johns River 295 9A San Jose Blvd 95 Old Middleburg Rd Hood Rd 1 17 95 0 5 Miles Figure 6 - TOD Corridor and Station Allocation Map TOD Place Making Element * Average Density (DUs per Acre) Average Intensity (Non-Res FAR) Average Employment Per Acre S1 Campus - 1.0 - 2.5 125 S2 Town Center 35 - 50 3.5 - 4.0 100 S3 Village 8 - 12 0.8 - 1.5 20 S4 Suburban Neighborhood 6 - 10 0.5 - 0.8 10 SC Suburban Corridor 6 - 10 0.5 - 0.8 10 U1 Downtown > 40 4.0 - 8.0 300 U2 Urban Center 15 - 30 2.0 - 4.0 173 U3 Main Street 10 - 18 1.0 - 2.0 62 U4 Urban Neighborhood 10 - 18 0.8 - 1.0 15 UC Urban Corridor 10 - 18 0.8 - 1.0 15 * Place Types are addressed in greater detail in the Design Guidelines Table 2: TOD Corridor and Station Area Summary Evaluation of TOD Potential | 17
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