Nashville Civic Design Center
Transit Oriented Development Anna Shell Intern, Summer 2009
ventional development, mixed-uses, mixed types and prices of housing, and reduced parking requirements. The intent is to produce a walkable, pedestrian-friendly environment, where the design of high-quality public space is prioritized. Some of the ways that it enhances quality of life for its residents are that it improves public health by encouraging walking rather than driving, stimulates economic development, contributes to an increased sense of community character through the design of public space, is inherently environmentally sustainable, and increases transit ridership. Characteristics In a 2003 study by the Urban Land Institute called “Ten Principles for Successful Development Around Transit,” authors Robert Dunphy, Deborah Myerson, and Michael Pawlukiewicz describe ten factors which can bolster the success of a TOD:
A rail transit station should be a central feature of a TOD
A transit oriented development (TOD) is generally defined as development consisting of both residential and commercial districts located within a 10 minute or half-mile walk from a mass transit center. It adopts as a premise maximum accessibility to transit opportunities, relative higher densities than con-
1. Gather a community vision in order to create the kind of place in which residents want to live, work, and play. Ideally, this would be agreed upon before transit and road plans are developed, but is important afterwards, as well. 2. Apply the power of partnerships. This includes public/public and public/private partnerships in order to share costs, risks, and awards. 3. Think development when thinking transit. Real estate opportunities should take priority over low-cost transit solutions. 4. Get the parking right. 5. Build a place, not a project, with full community, economic, and cultural benefits.
Maine Street Station in Brunswick, Maine Nashville Civic Design Center • Urban Design / Policy Brief • Transit Oriented Development • www.civicdesigncenter.org
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6. Make the retail development-driven, not transit-driven in order for the market to be viable without the transit component. 7. Mix uses, but not necessarily in the same place. This principle holds that development around every station does not have to be mixed-use, but rather that TODs can be functional as long as transit gives access to a mix of uses. 8. Make buses a great idea in terms of their accessibility, cleanliness, quality of service, and characteristics of fellow riders. 9. Encourage every price point to live around transit in order to provide diversity and maximize ridership. 10. Engage corporate attention so that transit is seen as a valuable tool and a desirable feature in location decisions. While there are a multitude of considerations when gauging the possible success of a TOD, these principles provide a solid foundation upon which to begin. Peer City Examples Charlotte, NC
Scaleybark Station in Charlotte, NC
Atlanta, GA
Rendering of The Silos at South End in Charlotte, NC
In 2007, Charlotte commenced service on its new light rail line along the southwestern corridor of the city. Dubbed the LYNX, the rapid transit system has been incredibly successful, experiencing ridership rates twice what was originally expected and spurring growth around its line of service. In an attempt to maximize usage of the LYNX, the city and private developers have embarked on several TOD projects located at LYNX stations. In 2009, these projects continue to be in planning and construction phases. An example is The Silos at South End, touted as a mixed-use arts community. With 9.5 acres undergoing development, total build-out is expected to include 750 residential units and 200,000 square feet of commercial space. A one acre “art park” will incorporate 3 large silos existing on the property as giant easels for displaying artwork printed on large banners. Amenities are expected to include restaurants, retail, and a day care center. Another example is the Scaleybark Station mixed-use development. The 17 acres are expected to have 500 residential units (including affordable rental units) and amenities are to include retail, parks, open space and park and ride space. Other TOD developments in the area include the Cherokee Southline development, which is 29 acres, and an area south of Scaleybark, which is expected to be developed by Crosland into a mixed-use center.
As Atlanta strives to continue to improve its transit network, including its MARTA bus lines and subway, a few attempts have been made to focus new development around these lines. The first true TOD in Atlanta is the Lindbergh City Center, a 47 acre development that includes a 200,000 square foot office tower, 22,600 additional square feet of office space, 27,000 square feet of retail space, a 363 unit apartment complex, and a 352 unit condominium complex. It attempts to incorporate existing free-standing retail and restaurant space into the development and contains retail, a hotel, and a movie theater in addition to the residential and work spaces. Its transit features include an underground train station with a main street on top. Another development centered on Atlanta’s transit lines is the Medical Center development, a 17 acre medical office campus that incorporates multi-family housing and retail.
A street in the Lindbergh City Center TOD in Atlanta, GA
Nashville Civic Design Center • Urban Design / Policy Brief • Transit Oriented Development • www.civicdesigncenter.org
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Austin, TX
Possibilities for Nashville
Midtown Commons at Crestview Station is touted as the first TOD in Austin, TX. It is located along the Capital MetroRail station at Crestview. Its 73 acres contain 900 apartments and 64,000 square feet of commercial space. There are an additional 500 condominiums or single-family homes that could possibly be built on an adjacent site.
The obvious possibility for Nashville to achieve its first TOD lies along the existing Music City Star line west to Lebanon, or possibly along one of the train’s future lines. This would give residents of the TOD maximum accessibility to fast transit while providing an opportunity for the Music City Star line to gain ridership, thus realizing its potential. The challenge lies in finding a location where the required amount of land can be acquired along the line and where there is realistic opportunity to build a live/work complex. As the train line currently operates, a park and ride type of system is really the only option for riders, and while it takes traffic off of the interstate between Lebanon and Nashville, it does not provide the most convenient option for those who wish to utilize it.
The city of Leander, TX, situated 5 miles north of Austin, is currently constructing a large-scale TOD that incorporates 2,300 acres. Seven major landowners agreed on a unified development code, called a SmartCode, in order to implement the plan, which the city estimates will yield twice the tax-base of traditional suburban development. The Leander TOD will contain 30,000 new residents, enough to double the size of the city. There will be 15,000 residential units at build-out (2,500 town homes, 5,000 urban apartments, 2,500 small lots, 4,000 medium lots, and 1,000 large lots), as well as 1-1.5 million square feet of destination retail, 100,000 square feet of TOD retail, and 500,000 square feet of office space.
Various studies have been conducted by the Nashville Civic Design Center in conjunction with the University of Tennessee’s College of Architecture and Design to propose both location and design strategies for a TOD in the Nashville area. The majority of this research has focused on possibilities in the Lebanon area, but additional areas, such as Franklin, Murfreesboro, Gallatin, and Clarksville are also under consideration.
A bridge supporting mixed-uses on top will span a large highway near the Leander, TX TOD, preventing the highway from boxing in the development.
Nashville Civic Design Center • Urban Design / Policy Brief • Transit Oriented Development • www.civicdesigncenter.org
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