Policy Framework - Jacksonville Transportation Authority

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City of Jacksonville Policy Framework for Transit-Oriented Development Introduction The purpose of Appendix A is to provide a more thorough explanation of the methods, assumptions, and quantitative aspects of the land use and buildout potential analysis performed during the Transit Oriented Development Policy Framework conducted for the Jacksonville Transportation Authority. The process followed three primary stages: Step 1: Determine What exists today Evaluating future potential requires a clear understanding of present conditions. To accomplish this a ‘virtual present’ is created for existing residential and employment densities. The steps involved analyzing the parcels that were in the half-mile buffer of 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. Step 2: Identify Areas with Propensity for Change The next step involved identifying the areas with some propensity for change by evaluating the development and redevelopment potential for parcels based on analysis of existing land use classification and/or improvement and land value assessments. The steps involved analyzing the County GIS parcels with the Department of Revenue land use codes and tax assessment information. This provided the base of the analysis. The improvement value to land value ratio 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. Step 3: Test Capacity for Change Under Proposed TOD Policies The final step tested the capacity for change under proposed TOD policies by examining buildout potential by creating a ‘virtual future.’ Creating this ‘virtual future’ involved combining the results of previous steps. Parcels evaluated to have some development potential were assigned a TOD place making element, and their acreage was multiplied by the dwelling/acre or employee/acre values for the place making element. The TOD buildout potential 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 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 15%. Appendix A, Tables 11-15 outline the results of this TOD potential analysis, but by corridor and by TOD place making element. A-2 | Appendix A: Analysis of TOD Potential
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 What Exists Today? Defining the Study Area The study area was defined by taking the premium fixed transit lines shown in Figure 1, and buffering them by a ½ mile. A buffer is the distance from the transit corridor/station area. Premium fixed transit lines are the rapid transit (BRT/light rail), the Skyway, and Street Car. Figure 2 shows the rapid fixed transit corridors (BRT/ light rail) that were analyzed individually and reported on separately for purposes of comparing corridors. The high frequency transit (HFT) lines were not buffered as part of the study area, since the nature and timing of implementing this transit infrastructure is uncertain, and represents less infrastructure investment as fixed transits routes. Potential station areas along HFT lines were included in the study area, as shown in Figure 3, because these hubs have greater investment and certainty associated with them. The general intent of new development or redevelopment efforts along the corridors is to create ‘transit-ready’ or ‘transit supportive’ urban environments that encompass a ½ mile offset from transit corridors and transit station/ stop locations, and are either defined as a place type or transit corridor. Station and corridor Place Types are defined in greater detail in the supporting TOD Design Guidelines. Figure 3 also shows the location of all TOD hubs, or station areas, that were evaluated as part of this study. Rapid, Fixed Transit Commuter Rail Skyway Street Car High Frequency Transit Line 95 Ye low Blu f Rd Starre t Rd Lem Turner Rd New Berlin Rd 9A 1 295 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 1: Transit Lines Appendix A: Analysis of TOD Potential | A-3
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