Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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June 29, 2001 ■Model Transit-Oriented District Overlay Zoning Ordinance1.3 ConclusionHome sales have exceeded expectations, with prices 20-30% higher than the area average andmost homes were sold before they were built. F Sales began in 1997, when the models opened, andthrough the beginning of June 2000, averaged approximately 7 sales per month. Surprisingly, thetownhomes and small-lot cottages are capturing the majority of the sales. This demonstrates thatsmaller homes, which are more conducive to creating a walkable community, satisfy the needs ofa strong segment in the area’s market, and when coupled with community amenities available atOrenco Station, can achieve a pricing premium, even when compared with larger-lot homes in thearea.The ‘community feel,’ created by the TOD design features was cited as the main reason peoplebought homes in Orenco Station. According to a recent survey, ‘Community Design/Amenities’was, by far, the primary reason for buying into the community. G In addition, those living in thelive/work portion of the project are also calling themselves the ‘stoop people’ after the front stoopson the units, obviously proud of their purchase and its more urbane amenities.Both Tri-Met and Metro, two agencies with limited local regulatory power, were influential in theoutcome at Orenco Station, because of the comprehensive and well-publicized efforts they wereundertaking in changing the course of land use and transportation. Education and participationwere key to this shift in policy at the local level. It also was helpful that many of thedevelopments along the Westside light rail, including Orenco Station, were being implemented atthe same time as the light rail system. This allowed developers to work with Tri-Met to integratethe stations more fully into the surrounding, existing and proposed communities. During theprocess, Pac Trust and Tri-Met negotiated a land swap in order to improve pedestrian access tothe station. Tri-Met’s park-and-ride lot was to be located adjacent to the station, interfering withpedestrian access from the development. The lot for future park-and-ride was swapped with anadjacent development parcel, improving connections with transit.It is important that on-going efforts encourage transit use to ensure the success of TODs evenafter construction and tenancies are established. This is especially important where greenfielddevelopment is concerned as land around the station may not be fully developed to supportwalking to the station in the interim. Efforts are being made to encourage transit ridership in thearea. Each household in the Orenco Station development receives a free, one-year, all-zone transitpass for the first year, to instill transit ridership as a viable option. In addition, the Intel plant runsa shuttle between the station and factory to encourage employees to use transit. These efforts toincrease ridership could be paying off. As of May 18, 2001, the Orenco Station was generatingapproximately 525 average weekday boarders for the Westside Light Rail. However, it is unclearwhat portion of ridership is coming from the development, and how much is being contributed byadjacent employers such as Intel and Fujitsu. Yet, as the area matures, and if efforts continue toencourage transit use via policy and programs to support TOD designs, auto-dependency will beless prevalent in the transportation patterns of Orenco.FGLynn Weigand, “Orenco Station,” Livable Oregon Case Study Brochure, First Edition (June 1999).Weigand 2.Page 8 ■ Chapter III ■ Valley Connections
Model Transit-Oriented District Overlay Zoning Ordinance ■ June 29, 2001The success of Orenco Station is spawning imitators on adjacent properties. West HillsDevelopment of Beaverton, is in the pre-construction stages of building Orenco Gardens; 400single-family homes and 440 multi-family units on 82.6 acres, located across the rail line fromOrenco Station. The adjacent development has been subject to complaints from residents and PacTrust that their architectural standards and lack of open space do not match the standard ofexisting development. Under pressure, the developer modified the designs to include auto accessfrom alleyways for a third of the houses, and reoriented some of the homes so they face thestreet. H2. Case Study #2: The Crossings: Transit-Oriented Reuse of a “Dead” Mall2.1 BackgroundThe Crossings is a 17-acre infill project located in Mountain View, California. The city is located inSan Mateo County, on the peninsula lying between the City and County of San Francisco and SantaClara County’s Silicon Valley, two areas with the highest job growth in the country at the time thedevelopment was taking place. As such, its position makes it a prime market for housing,particularly given the overall housing shortage in the Bay Area.The project is built on a site previously occupied by a 1960s, enclosed mall, The Old Mill ShoppingCenter. The mall began to decline in the early 1980s, several years after a larger, more modernshopping center opened nearby. However, its proximity to a mix of employment, residential, andother commercial uses made it a prime site for infill development in a city that is largely built-out.The mall was also located along the CalTrain commuter rail line that connects to both of the majoremployment hubs of San Francisco and the Silicon Valley, but the site was not served by a station.Figure 2.1: The drawing on the left shows the original mall site, while the drawing on the right shows theplans for the Crossings done by Calthorpe Associates.HDavid R. Anderson, “Orenco Gardens Changes Meet OK,” The Oregonian 16 February 2001.Valley Connections ■ Chapter III ■ Page 9
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Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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