Policy Framework - Jacksonville Transportation Authority

City of Jacksonville
Policy Framework for Transit-Oriented Development
Mobility Fee
In conjunction with the 2030 Multimodal Transportation Study, the City has developed a 2030 Mobility
Plan to create a viable multimodal system. The plan, which is scheduled for adoption in mid-2011, includes
a mobility fee that will apply to new developments and replace the existing proportionate fair share program
administered through the City’s concurrency management system. The mobility fee is based on VMT and
will fund multimodal transportation projects, including roads, transit, and bicycle and pedestrian facilities.
The assessed fee can be reduced by implementing traffic reduction measures that include increasing residential
densities, providing a mix of uses, locating development in areas served by transit, creating bicycle and pedestrian
friendly communities, and providing below market rate dwelling units. The goal of allowing for mobility fee
reductions is to encourage urban infill development and foster transit-friendly development patterns.
The mobility fee addresses the problem of paying for the transportation impacts of development in a different
manner than former impact fees and concurrency management processes. The result is less incentive for
developers to pursue low-density projects in greenfield areas. Over time TOD is more likely to become a
typical development pattern rather than a novelty, supported by an expanding metropolitan transit network.
TOD Incentives
While most communities and developers support the basic principles behind TOD, implementing TOD has
been lagging. The primary reasons for this lag in implementation are lack of committed funding for transit
and the perception of risk in TOD. Creating incentives for TOD at the city and county level can help lower
the risk for developers and encourage transit supportive land use patterns.
Station Area Planning
Strategic planning for development within transit priority corridors and around transit stations can reduce the
perception of risk for developers and increase the possibility of securing committed funding for transit. Creating
the station area master plan through a public process generates community support for TOD. Station area
plans further signal clear development intentions for this area which should help reduce both uncertainties and
perceptions of risk to prospective developers.
Density Bonuses
Allowing higher density and intensity within walking
distance of transit stops creates more opportunity for
people to live and work in places with easy access to
transit. Encouraging compact and pedestrian friendly
neighborhoods can result in a sustainable urban pattern
that is beneficial to residents and local businesses.
Location Efficient Mortgages
A “Location Efficient Mortgage” rewards households
with lower transportation expenses by allowing them
to qualify for larger loan amounts. Location efficient
mortgages allow people to relocate to TODs and
generate more demand for TOD.
Parking Reduction
Reducing minimum parking requirements along
transit priority corridors and around transit stations
lowers the cost of development and encourages transit
use. Phased parking reduction and maximizing shared
and/or public parking opportunities make transit use
more convenient.
22 | Policy Issues and Opportunities
LOCATION EFFICIENT MORTGAGE
A Location Efficient Mortgage (LEM) is a
mortgage that helps people become homeowners
in location efficient communities. These are
convenient neighborhoods in which residents
can walk from their homes to stores, schools,
recreation, and public transportation. People
who live in location efficient communities
have less need to drive, which allows them to
save money and improves the environment
for everyone. The LEM combines a low down
payment, competitive interest rates, and flexible
criteria for financial qualification to allow more
people to own the home of their dreams.
http://www.locationefficiency.com/