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

More documents

Recommendations

Info

June 29, 2001 ■Model Transit-Oriented District Overlay Zoning Ordinanceattributed to the fact that these are new homes in a market that cannot support many new homes atsuch close proximity to two major employment centers. Although some people may consider thelots too small, interviews with residents of The Crossings show that they are willing to makesome sacrifices to live near the transit line, be able to walk to amenities, and have open spacenearby. LThis project is also an example of how governmental tools, the Precise Plan in this case, cancreate a forum for constructive negotiation between the public and private sectors. Thecompromise between the developer and the city resulted in a favorable development that met thehousing and parking needs of the city and CalTrain respectively, while still being profitable forthe developer.The rapid sales of the single-family homes and townhomes illustrates that a mixed-housing typedevelopment can serve an important function in providing new housing in communities.3. Case Study #3: Lindbergh Station-HighDensity TOD at the City’s Edge3.1 BackgroundThe Lindbergh Center is on 51 acres surrounding Georgia’s Metro Atlanta Rapid Transit Authority’s(MARTA) Lindbergh Station. The site will contain a mixed-use complex of 1.3 million square feet ofoffice space, retail, shops and a movie theater; plus surrounding development of approximately 1,000new single- and multi-family homes.In March 1997, the Federal Transit Authority re-formulated its funding programs to allow transitagencies to develop transit-supportive uses on their properties and, in turn, use the resulting revenuesto support general operations. MARTA quickly responded that same year by issuing a Request forProposals for a transit-supportive development on the 50-acre Lindbergh Center site. Carter andAssociates submitted the winning proposal. Toward the end of 1998, Bell South entered into talks tooccupy the majority of the office space, looking to consolidate their workforce from over 100 localoffices spread throughout the region into four 15-story office buildings within the project.LJohn King, “Urban Landscapes: Mountain View Mall Transformed to Cozy – or Claustrophobic?” SanFrancisco Chronicle 22 April 1999, E1.Page 14 ■ Chapter III ■ Valley Connections
Model Transit-Oriented District Overlay Zoning Ordinance ■ June 29, 2001Figure 3.1: This illustrative view for Lindbergh reveals the density of the TOD. (byCooper Carry)The initial master plan was developed with input from MARTA, several neighborhood groups,and representatives from the city. The parties met every two weeks throughout 1998. However,when Bell South became involved in the process, they required that MARTA not publicize thenegotiations, leaving the agency in a difficult position. Workshops at the time were going wellwith local citizens, but MARTA could not compromise their deal with Bell South by revealingthe full extent of the development. This proved to be a problem for MARTA as residents foundout about the new plans. Many of them felt misled, especially over the increase in parking causedby the amount of planned office space that would house Bell South. The parking issue became socontentious that a mediator was hired to work with MARTA and the citizens. One of the resultantproducts was parking maximums, an unusual step for the City of Atlanta, who normally regulatedevelopment by utilizing parking minimums. The mediation process successfully satisfiedneighborhood groups with the exception of the Garden Hills Association. The Associationwithdrew from further negotiations and filed a lawsuit against MARTA to have the number ofparking spaces reduced further than what was proposed during mediation. In November of 2000,the Supreme Court of Georgia upheld a lower court ruling that MARTA’s initial reduction from12,500 spaces to approximately 5,000 spaces was reasonable.The reduction in parking is a step in the right direction, but by TOD standards, 5,000 parkingspaces is high for a development of this size, especially due to its proximity to a transit station.Parking for retail and office was reduced by about 1/3 from the city’s standards to 3.7 and 2.34per 1,000 square feet respectively. An additional strategy for reducing overall parking employslimited use of shared parking between office and retail uses. BellSouth is also encouragingemployees to ride MARTA by providing free or discounted transit passes and free private parkingValley Connections ■ Chapter III ■ Page 15
Page 4 and 5: June 29, 2001 ■Model Transit-Orie
Page 10 and 11: June 29, 2001 ■ Model Transit-Ori
Page 20 and 21: June 29, 2001 ν Model Transit-Orie
Page 57 and 58: Model Transit-Oriented District Ove
Page 75: Model Transit-Oriented District Ove
Page 86 and 87:
June 29, 2001 ■Model Transit-Orie
Page 88 and 89:
Page 90 and 91:
Page 92 and 93:
Page 94 and 95:
Page 96 and 97:
Page 98 and 99:
Page 100 and 101:
Page 102 and 103:
Page 105 and 106:
Model Transit-Oriented District Ove
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116:
Page 117 and 118:
Page 119 and 120:
Page 121 and 122:
Page 123 and 124:
Page 125 and 126:
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
Page 135 and 136:
Page 137 and 138:
Page 139 and 140:
Page 141 and 142:
Page 143 and 144:
Page 145 and 146:
Page 147 and 148:
Page 149 and 150:
Page 151:
show all

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

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?