Access and Livability: Transit Village Planning and Design, Trinity Lane

ACCESS AND LIVABILITY Transit Village Planning & Design: Trinity Lane

ACCESS AND LIVABILITY TRANSIT VILLAGE PLANNING & DESIGN A REPORT CREATED BY THE NASHVILLE CIVIC DESIGN CENTER This book was designed and written by Bryan Obara, Design Fellow.

This book was edited by Julia Fry Landstreet, Executive Director and Gary Gaston, Design Director, Nashville Civic Design Center; as well as Michael Skipper, Executive Director and Mary Beth Ikard, Communications Director, Nashville Area MPO. The Nashville Civic Design Center would like to give special thanks to contributing author TK Davis, Associate Professor at UTK CoAD, and participating students, for the work featured in this publication.

The mission of the Nashville Civic Design Center is to elevate the quality of Nashville’s built environment and to promote public participation in the creation of a more beautiful and functional city for all. Towards this end, the Nashville Civic Design Center: Promotes the Ten Principles of The Plan of Nashville, a vision for growth and development, created and endorsed by the citizens of Nashville; Educates the public about civic design through lectures by prominent speakers and workshops; Provides professional staff and highly-qualified design interns to consult on civic and other community development projects; Facilitates public dialogue about civic design and its impact through the Urban Design Forum. The Forum meets monthly at the Civic Design Center, provides events, lectures and an open forum for the debate of ideas and issues of interest to its members; Researches and publishes reports on various civic design issues.

www.civicdesigncenter.org October 2013

INTRODUCTION Transit-Supported Quality Growth Publication Objectives

5 5

WHAT IS TRANSIT-ORIENTED DEVELOPMENT (TOD)?

Why TOD Makes Sense Scales of TOD Elements of TOD

6 7 8

PRECEDENTS Clarendon Urban Village (Arlington, VA) East 4th Neighborhood (Cleveland, OH) Orenco Station (Portland, OR)

10 12 14

MOVING TOD FORWARD IN NASHVILLE Regional Transportation Plan Nashville’s TOD Publications Transit Corridor Plans Northeast Corridor Transit-Oriented Development

16 16 17 18

TRINITY STATION Site Inventory Alternative A Alternative B Alternative C Alternative D

21 22 26 28 30

NASHVILLE CASE STUDIES Hamilton Springs TOD Greensboro North Transit Ready Development (TRD) The AMP The Gulch Rolling Mill Hill

34 36 38 40 42

TOOLBOX NCDC TOD Publications Streetscape Typologies Building Standards Open Spaces Lowering Vehicle Miles Travelled TOD Self-Assessment

45 46 48 50 52 53

ACKNOWLEDGMENTS

54

4 - ACCESS AND LIVABILITY

Source: Bruce Cain (2012), Elevated Lens, ElevatedLens.com

INTRODUCTION

1965 BUILT LAND

10-COUNTY MIDDLE TENNESSEE REGION

TRANSIT SUPPORTED QUALITY GROWTH “By guiding growth in a quality way, we can keep and enhance our region’s unique assets and competitive position. We all gain from our region’s continuing economic development success. We now know that we don’t have to destroy our uniqueness as we grow and prosper.” - Excerpt from Creating Quality Growth in the Cumberland Region Tomorrow, 2003: Cumberland Region Tomorrow.

2008 BUILT LAND

Quality growth presents a shared vision to achieve population and economic growth without compromising quality of life. The greater-Nashville area is forecast to gain one million additional residents by the year 2035, making the ten-county regional population of Nashville equivalent to that of Denver in 2012.

This presents challenges for the region’s existing transportation infrastructure, already burdened with traffic congestion. A quality growth response to this looming future population growth envisions urban, suburban, and rural communities complete with housing and transportation choices near jobs, shops, and schools.

In order to accommodate future growth, Nashville’s planners, designers, and politicians are beginning to invest in mass transit and transit-oriented development (TOD). Since 1990, Nashville has seen a 25% increase in transit ridership (Nashville Transit Ridership Trends, 1990–2009, Nashville MPO) and Lebanon broke ground on its first TOD, Hamilton Springs, along the Music City Star commuter-rail line. Upcoming developments include the AMP bus rapid transit (BRT) line, the Northeast Corridor BRT line, and a transit-ready development (TRD), Greensboro North.

A next-step in achieving access and livability for all of Nashville’s citizens will be the planning and design of transit villages­– the distinct neighborhoods surrounding future transit stations. The village serves as an integral building block to establishing quality growth within the greater-metropolitan area. By concentrating on the development of local community connections and thoughtful planning and design, we can assure that Nashville grows with more accessible and livable neighborhoods.

2035 BUILT LAND

(Inefficient land use leads to increased infrastructure costs and loss in open space.)

Source: 2035 Regional Transportation Plan (2010), Nashville Area MPO

PUBLICATION OBJECTIVES 1. Communicate the role of transit-oriented development (TOD) in supporting Nashville’s quality growth objectives.

2. Evaluate successful TOD precedents in the context of transit corridors. Denote their specific transit village design features.

3. Chart Nashville’s progress on implementation of the 2035 Regional Transportation Plan.

4. Exhibit University of Tennessee, Knoxville student proposals for a transit village at Trinity Station.

5. Feature Nashville’s existing projects that achieve goals of compact, mixed-use development within a half-mile of transit stations.

6. Develop a tool box for TOD planning and design decision-making.

INTRODUCTION - 5

WHAT IS TRANSIT-ORIENTED DEVELOPMENT? Transit-oriented development (TOD) is defined as compact, mixed-use development within a half-mile of a transit station. TODs create walkable, sustainable communities for people of all ages and incomes.

These developments can exist in city-center or suburban contexts, both sharing a reduction in need for automobile use. Residential and job density may change with the context, but serve to create communities where residents have convenient access to employment, shopping, and leisure destinations.

COMPACT MIXED-USE 1/2 MILE ACCESS TO MASS TRANSIT

TOD planning efforts must also consider where major employment centers are located or planned, so that transit can adequately connect job-centers with walkable neighborhoods.

WHY TOD MAKES SENSE PUBLIC HEALTH

ENERGY COST

QUALITY OF LIFE Source: Better Transportation=Healthier Lives (2012), Robert Wood Johnson Foundation

6 - ACCESS AND LIVABILITY

Source: Public Transportation Graphic (2012), creditdonkey.com

SCALES OF TOD

TRANSIT VILLAGE

TRANSIT-ORIENTED DEVELOPMENT

TRANSIT CORRIDOR

A TOD is composed of multiple Transit Villages – the smaller neighborhoods within a half-mile radius of a transit station. A transit village supports the overall TOD vision of compact and mixed-use development, but design details help to create a unique sense of community.

TOD planning addresses the economic incentives, zoning, and transit frequency, while TOD design envisions how to shape buildings, streets, and public spaces and their relationships to each other.

Transit corridors coordinate with the regional vision for mass transit and where transit stations will be located. With stations identified, TOD planning and design strategies may begin to support transit ridership.

SCALES OF TOD - 7

ELEMENTS OF TOD COMPACT

Residential and employment density is required to support different levels of transit service. It is well-established that TOD generally requires at least six units per acre in residential areas and 25 employees per acre in commercial centers. Appropriate densities support a sustainable transit ridership and costeffectiveness, while supporting the vitality of walkable, mixed-use, neighborhoods.

Source: Ontario Ministry of Transportation (2009), mtogove.on.ca

MIXED-USE

ACCESS TO MASS TRANSIT

8 - ACCESS AND LIVABILITY

Traditional zoning practice separated uses in order to prevent the nuisance of industrial and residential properties being too close in proximity. In turn, this has made frequent driving necessary for routine trips. Mixed-use allows for businesses, restaurants, and residences to locate on the same block, resulting in neighborhoods where people can walk to where they live, work, and play.

Planners commonly use form-based code to promote mixed-use, walkable communities. This emphasizes building form, and their relation to each other over the particular building uses.

Source: Katz, Peter. The New Urbanism Toward an Architecture of Community (2006)

Developing walkable neighborhoods aids in increasing transit ridership. TOD planning should concentrate development within a half-mile of transit stations. This is the average distance most individuals are willing to walk to transit (10 minutes at a rate of 3 mph).

Source: Better Transportation=Healthier Lives (2012), Robert Wood Johnson Foundation

PRECEDENTS CLARENDON URBAN VILLAGE (ARLINGTON, VA) The bull’s eye concept for density around transit stations.

Source: M.V. Jantzen (2008), Corridor, Flickr.com

EAST 4TH NEIGHBORHOOD (CLEVELAND, OH) The neighborhood where you can live, work, and play.

Source: East 4th Street, Greater Cleveland Life, GreaterClevelandLife.com

ORENCO STATION (PORTLAND, OR) The suburban village with rapid rail access to the city.

Source: Orenco Station (2008), SitePhocus

ELEMENTS OF TOD - 9

CLARENDON URBAN VILLAGE ARLINGTON, VA Clarendon is one of five metro stations along the Rosslyn-Ballston Corridor, connecting to the rapidly-growing core of Washington D.C. TOD planning began in the late 1960s when it was decided that the Metro Orange line, a rapid rail transit line, would operate along Wilson Boulevard and Fairfax Drive (commercial corridors), as opposed to Interstate 66. The “Bull’s Eye Concept” has been followed since its inception, with density concentrated around station areas and tapered down where it meets existing neighborhoods. Each station has its own detailed sector plan, for which Clarendon’s historical commercial focus has led to an “urban village” concept.

This is the vision statement from Clarendon’s sector plan: In Clarendon’s urban village, people of all income levels, ages and household make-ups can walk to home, work, shop and play. Clarendon’s superior physical environment also attracts tourists, shoppers and other visitors, who are encouraged to leave their cars or arrive by Metro or bicycle...Clarendon’s older buildings provide a sense of continuity and honor the time when Clarendon was Arlington’s first downtown. The integrity of surrounding low-density residential neighborhoods is protected, and higher-density development tapers up from neighborhoods toward Clarendon’s core.

Source: Clarendon Sector Plan (2006), Arlington County, Virginia

10 - ACCESS AND LIVABILITY

The entire Rosslyn-Ballston Corridor has supported an additional 27 million square feet of development, including 30,000 housing units, while still managing to decrease local traffic volumes. This is because planning policy has allowed for: maximum density levels, elimination of an additional 1.0 FAR incentive for residential uses, and ten more prime office sites – all of which are immediately accessible to the Metro station. Clarendon represents a wellplanned balance in regional and local growth.

Source: Market Common Clarendon (2010), SitePhocus

Source: Market Common Clarendon (2010), SitePhocus

Source: Clarendon Sector Plan (2006), Arlington County, Virginia PRECEDENTS -11

EAST 4TH NEIGHBORHOOD CLEVELAND, OH Avenue District $300 million

Cleveland Medical Mart and Convention Center

CSU Master Plan

$465 million

$300 million

Residences at 668 EAST 4TH NEIGHBORHOOD

$65 million

Public Square

Downtown Bus Terminal

Schofield Building $44 million

Horshoe Casino $350 million

4th Street Entertainment District $110 million

Source: Downtown Cleveland, Bing Maps, Bing.com/maps

The East 4th Neighborhood is just one of many corridor redevelopment areas along Cleveland’s new bus rapid transit (BRT), the Healthline. Euclid Avenue was once considered “Millionaire’s Row,” home to founders of Standard Oil and General Electric, but the downtown has since seen many building vacancies, as commercial companies and residents moved out of the area.

Recent revitalization is likely to be closely attributable to the Healthline, which began operating in 2008, connecting the city’s two primary economic hubs, The Public Square and University Circle. Private support is evident through the naming-rights purchase by Cleveland Clinic and University Hospitals of Cleveland, as well as an overall $5.5 billion in new investment along the corridor.

A 30-minute commute between University Circle and Public Square is cut down to 20 minutes by way of dedicated bus lanes, off-vehicle fare collection, and raised station platforms that match the height of the bus floor – all contributing to increased efficiency of the line.

The East 4th Neighborhood is part of the Gateway District, Cleveland’s largest geographic area of adaptive reuse and historic preservation. The Arcade across from East 4th Street, built in 1890 as America’s first great indoor shopping center and restored along with the 5th Street Arcades, offers services such as barber, watch and jewelry shops, and an artist’s cooperative. East 4th Street was saved from demolition in the 1980s and has since been revitalized by MRN Developers with plans for a BRT station at 6th Avenue. It has become one of downtown Cleveland’s most lively streets, filled with a plethora of restaurants offering outdoor dining, a bowling alley, a comedy club, and 322 apartments.

6th Street Station

12 - ACCESS AND LIVABILITY

Source: Cleveland Euclid Avenue Healthline BRT, Sasaki Associates, Inc., Sasaki.com

Source: Cleveland Euclid Avenue Healthline BRT, Sasaki Associates, Inc., sasaki.com

Source: East 4th Street, Greater Cleveland Life, GreaterClevelandLife.com PRECEDENTS - 13

ORENCO STATION PORTLAND, OR Orenco Station is an outgrowth of a bankrupt nursery site, turned illegal dumping ground, adjacent to Portland’s Maxi light-rail line. This suburban neighborhood is a 30-minute commute into downtown (15 miles west of Portland), with a higher comparative density of 10.4 units per acre.

Several transit villages are located within a half-mile of the rail station, including Orenco Town Center, Club 1201, Arbor Gardens, and Sunset Downs.

In 1999, the National Home Builders Association recognized Orenco Station with the gold award for “Master Planned Community of the Year,” and it has since been a prime TOD case-study.

Common measures for successful TOD neighborhoods include increased transit ridership; sixtynine percent of Orenco Station residents surveyed had reported using transit more frequently. The diversity of housing choices, especially unique live-work townhomes equipped with first-floor office space, supports an inclusive community with economic and ethnic diversity levels nearer that of a more urban context. This housing and demographics diversity is explained by a 2002 Lewis and Clark University study, wherein high levels of resident satisfaction and “social cohesion” were revealed.

Source: Dill, Jennifer (2008). Transportation Use at Transit-Oriented Developments in Portland, Oregon.

As a pioneering example of TOD, Orenco Station’s developers have learned some lessons along the way. Several lots immediately surrounding the rail station still remain undeveloped as a result of selling the property rights early on, even though the community would benefit from development there. Also, despite investments in pedestrian and bicycle amenities, a large percentage of residents still drive to the light-rail station. Along with the availability of a free park-and-ride, this is because most of the housing stock is located further than a half-mile of the station area.

Source: Orenco, Oregon, Google Maps, GoogleMaps.com

14 - ACCESS AND LIVABILITY

Source: Orenco Station Development Plan (2009), Villebois Village Center, Flickr.com

Source: Orenco Station (2008), SitePhocus

PRECEDENTS -15

MOVING TOD FORWARD IN NASHVILLE REGIONAL TRANSPORTATION PLAN The 2035 Regional Transportation Plan is a short, mid, and long-term transportation vision for Middle Tennessee, structured around a mix of transit options to help greaterNashville compete in a global economy and improve upon quality-of-life. The following describes the various transit service-types recommended by the 2035 Plan:

NASHVILLE’S TOD PUBLICATIONS: Visit www.civicdesigncenter.org for more information.

Moving Tennessee Forward: Models for Connecting Communities contains 100+ illustrations addressing innovations in transportation, development, infrastructure, and public space.

The book is a tool to help visually convey ideas as presented in the 2035 Regional Transportation Plan. It also depicts global precedents and how they can be applied to future metro-area development in Tennessee.

Rapid Transit: Support the most densely-populated and fastest-growing regional corridors with high-frequency service such as light-rail transit or dedicated-lane bus rapid transit – both of which would operate at speeds that compete with automobile travel.

Commuter Rail: Service from metropolitan center to suburban areas with limited stops along existing freight railroad tracks, operating at peak-commuter travel times (morning and evening). Middle Tennessee’s current commuter-rail line is the Music City Star, connecting downtown Nashville with Lebanon (Wilson County).

Express Coach Service: Corridors with high volumes of commuters, but with limited traffic congestion, may be serviced by stress-free, express coach bus service (limited stops or using Interstate right-of-way) to and from employment centers.

Urban Fixed-Route Service: Dense urban areas are serviced with high-frequency, local buses. Within downtown Nashville, MTA operates a free circulator service, the Music City Circuit, on three routes to popular destinations for residents and tourists.

create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • A L• Osustain N G • create N A S •Hthink V I L• design L E ’ S • sustain E A S T• create - W E• S T C O N N E C T O R create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create •

Suburban and Commuter Circulators: Neighborhood circulators that connect to main-line transit provide enhanced access to regional hubs, without the frequency or quantity of routes typically found in urban fixed-route systems.

Vanpool and Car-Shares: Ride-sharing programs have been growing in popularity among long-distance commuters.

These are comprised of company-owned vanpools and/or carloaning services like ZipCar. Review the highlights of the MPO’s 2035 Regional Transportation Plan: NashvilleMPO.org/2035 16 - ACCESS AND LIVABILITY

Urban Infill Concepts illustrates the benefits of reclaiming vacant or under-utilized land, especially along Nashville’s East-West Corridor – the “Main Street” identified for modernization of transit service. The report highlights best practices, draws upon academic research and student-design concepts, and includes real-world precedents as well as existing infill development examples in Nashville.

create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sust think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • cre design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • th sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • des create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sust think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • cre design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • th sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • des create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sust think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • cre design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • th sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • des create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sust think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • cre design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • th sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • des C O R Rcreate I D O•Rthink • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sust think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • cre design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • th sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • design • sustain • create • think • des

URBAN INFILL CONCEPTS

TRANSIT CORRIDOR PLANS The MPO’s ten-county vision for regional transit was created via public and stakeholder involvement, as well as feasibility studies for specific corridors identified in the 2035 Regional Transportation Plan.

Completed transit studies include the Northeast, Northwest, and Southeast corridors. The Music City Star commuter rail has been in service since 2006 and the AMP is planned for operation by 2016. The Nashville Civic Design Center (NCDC) has partnered with the Nashville Area MPO and the University of Tennessee-Knoxville to provide research and on-the-ground graphic visualizations for how these transit corridors could take shape in reality. Examples of this work may be found through the NCDC website, www.CivicDesignCenter.org.

The AMP The AMP’s route, when completed, will connect East Nashville’s Five Points to Downtown and then out to West Nashville’s White Bridge Road. The transit line will operate as traditional bus rapid transit within its own dedicated lanes.

MUSIC CITY STAR The Music City Star is a commuter-rail line between downtown Nashville and the region’s eastern corridor, with a terminus in Lebanon. A commuter-rail line is also anticipated for the northwest corridor, connecting Nashville with Clarksville (Montgomery County).

SOUTHEAST CORRIDOR The Southeast Corridor (30 miles) connects downtown Nashville with Murfeesboro (Rutherford County). The Nashville Southeast Corridor High-Performance Transit Alternatives Study (2007) suggested transit improvements for this area of the region.

In 2013, the MPO launched a major planning study on transportation and land use for this subregion (NashvilleMPO.org/southeast).

NORTHEAST CORRIDOR The Northeast Corridor (30 miles) connects downtown Nashville with Gallatin (Sumner County). The Northeast Corridor Mobility Study suggested BRT to run north along Ellington Parkway and then east via Vietnam Veterans Boulevard with the possibility for conversion to light-rail transit (LRT).

NASHVILLE’S REGIONAL TRANSPORTATION - 17

NORTHEAST CORRIDOR TRANSIT-ORIENTED DEVELOPMENT The Northeast Corridor Mobility Study was produced by the Nashville Area MPO, in partnership with AECOM, so that its recommendations might be incorporated into Middle Tennessee’s 2035 Regional Transportation Plan. As described in the study, the future vision for the region’s northeast corridor “features a variety of housing choices, including mixed-use communities supported by transit, as well as more traditional suburban and small-town communities.”

The study identifies current mobility challenges and investigates solutions to increasing traffic congestion by adjusting future land-use patterns and providing facilities for multiple modes. Public engagement was critical to the study, with five distinct districts as areas-of-focus along the corridor. Stakeholders weighed in on their preferences for development typology and urban design, as well as charrette mapping exercises to hone in on specific location concerns or proposals.

The Nashville Civic Design Center and University of Tennessee-Knoxville partnered with the MPO to provide plans and design details for potential TODs along the corridor. Many of these project details are found in Moving Tennessee Forward and on the following pages here.

Northeast Corridor Mobility Study website: NashvilleMPO.org/northeast

As part of the Northeast Corridor Mobility Study, area citizens were asked to identify their preference for desired visual characteristics of development along the proposed transit route, by way of a survey using sample images (right).

18 - ACCESS AND LIVABILITY

Source: Nashville Area MPO (2011

GALLATIN

GREENSBORO NORTH

Access and Livability (page 38) Lose and Associates, Inc.

“SPAGHETTI JUNCTION” Re-establishing Urban Fabric NCDC and UT, Knoxville

TRINITY Access and Livability (page 24) NCDC and UT, Knoxville

Moving Tennessee Forward (page 43) NCDC and UT, Knoxville

SAUNDERSVILLE

HENDERSONVILLE Moving Tennessee Forward (page 116) NCDC and UT, Knoxville

Moving Tennessee Forward (page 150) Nashville MPO and AECOM

NASHVILLE’S REGIONAL TRANSPORTATION - 19

TRINITY STATION NORTHEAST CORRIDOR TRANSIT VILLAGE With the drafting of its 2035 RTP, the Nashville Area’s MPO began spearheading a major push to increase the availability of mass transit in Middle Tennessee. The plan identified the Northeast Corridor as a priority corridor for Bus Rapid Transit in the near-future, with thirteen stops between Nashville and Gallatin. The MPO partnered with the University of Tennessee-Knoxville’s College of Architecture & Design to study a site with potential for a future transit village: the intersection of Trinity Lane and Ellington Parkway. Architecture students presented four scenarios to assist in envisioning the urban-design implications of transit access at Trinity Station, through a very specific program as determined by an international project consulting firm.

UT-Knoxville architecture students (four teams of two students each) studied transit-villiage options through urban-design master plans, architectural standards for buildings, and programming for public spaces.

As a mixed-use development site, Trinity Lane represented a design challenge in that it is bisected by a sunken parkway and flanked by a mainline railroad, restricting possible connections to the adjacent eastern neighborhood. Further, its western and southern boundaries have one story of lowto-moderate-income housing, lacking in sidewalks and landscaping. Existing buildings found on the site are one-story, pre-manufactured structures used for light industry or warehousing. The site’s primary virtue is that almost all the land is in public hands, owned by the Metropolitan Government of Nashville-Davidson County.

-T.K. Davis, Associate Professor, University of Tennessee, Knoxville, College of Architecture and Design

A. RESIDENTIAL VIEW TO DOWNTOWN 20 - ACCESS AND LIVABILITY

B. INDUSTRIAL WAREHOUSE

C. EAST TRINITY LANE ON-RAMP TO PARKWAY

SITE INVENTORY

SITE FOOTPRINT

PUBLIC TRANSPORTATION

Residential Commercial Institution

ZONING

Industrial

OPEN SPACE TRINITY STATION - 21

ALTERNATIVE A A 6-story commercial offices B Pedestrian bridge C BRT station and plaza

G

A

F

D Market plaza E

E 6-story mixed-use

building (residential, office, and retail)

D

B

F Public park

C

G Recreational fields

TRANSIT STATION SECTION

A

C B

22 - ACCESS AND LIVABILITY

E

Trinity Station is conceived here as a distinct district along downtown Nashville’s Northeast Corridor.

Commercial office structures flank the parkway as an immediate commuter connection, supported by a plinth of parking. Ground floors offer lively streetscapes for residents and visitors through a mix of uses (retail, office, residential). The district connects to adjacent, existing neighborhoods through a Complete Street network, as well as shared garden and park amenities.

LOCAL CIRCULATOR BUS ROUTES

AY KW

AR NP

TO ING

L EL

A typical residential block is six stories in height, with ground-level commercial space, second-level office space, and residential lobbies lining two levels of parking decks. These parking decks are topped with green roofs to form a semi-private courtyard surrounded by housing. Flex units allow two-bedroom apartments to be conveniently adapted into a one-bedroom apartment and studio.

PROPOSED LAND USE

FLOORS 3-6 RESIDENTIAL

2ND FLOOR OFFICE

GROUND FLOOR - RETAIL

TRINITY STATION - 23

The Bus Rapid Transit station is an integral component, effortlessly connecting residents to their destinations without the need for a private automobile. Trinity Station residents can walk, bike, or take a local transit circulator to the BRT station plaza. As a gateway to the district, the plaza serves as a central gathering space, day and night. Ground floors of buildings surrounding the plaza are occupied by restaurants and retail businesses. Transit passengers access the station by escalator, from the plaza to the BRT line that runs adjacent to Ellington Parkway.

For those that drive to the BRT station area, two-stories of underground parking lie beneath the plaza with direct access.

24 - ACCESS AND LIVABILITY

A walkable urban street is encouraged by 12’ deep, double-height arcades that line the sidewalks. Street and mezzanine level retail/office space activates the perimeter block with a mix of uses.

Access to raised courtyards occurs at block corners with transparent gates.

TRINITY STATION - 25

ALTERNATIVE B A Moderate density

neighborhood (townhomes and detached homes)

G

B Transit station and plaza E

C 10-story office building

with first story retail, and 22-story residential above

F

D C

D Greenway boulevard E 5-story residential

building with some retail on the first floor B

F 2-story residential building G Amphitheater park A

26 - ACCESS AND LIVABILITY

CROSS PARKWAY SECTION

Trinity Station is supported by multiple neighborhoods with ten varieties of housing choices, and land uses that respond to the context of the existing site. The transit station serves as a central community gateway through two iconic high-rise, mixed-use buildings, a direct connection to the BRT for the majority of residents. Building heights step down as you move away from the main transit station, to fit in with the surrounding single-story residences.

Trinity Station and its associated neighborhoods are also interconnected through a north-to-south greenway.

TRANSIT STATION SECTION

TRINITY STATION - 27

ALTERNATIVE C A 6-story office

buildings with firstfloor retail

E

B Pedestrian bridge D

C Plaza connection to

the BRT station

A

D Central courtyard

atop 2-story parking structure

B C

E Open space F 2-story apartments

and townhomes

F

6-STORY RESIDENTIAL SECTION

D

28 - ACCESS AND LIVABILITY

Wide, tree-lined boulevards become the primary openspace corridors, quickly connecting residents to retail, a lively streetscape, and the central transportation hub.

A rectangular grid allows for easy access to the primary boulevards running north to south. Parking is accessed behind residences, with the first floor of these buildings largely featuring residential façades and retail directed towards the corners. Squares of public space run along the buildings’ north and south façades, providing natural interior light and serving as common gathering spaces for adjacent residents.

DETAILED PLAN TRINITY STATION - 29

ALTERNATIVE D A Ellington Parkway

Tunnel

B 16-story office and

A

retail building

C Courtyard atop of

B

parking deck roof

D Residential with

C

limited ground level retail

D E

E 4-story

manufacturing and retail building F

F BRT station G 2-story townhomes G

30 - ACCESS AND LIVABILITY

Alternative D vertically layers urban systems to concentrate development around the transit line to conserve and create additional open space. The sunken nature of Ellington Parkway allows for the development of parking decks above, as well as a complete grid of streets to connect to the existing roadways.

Rooftops of the parking decks are programmed as courtyards – central public spaces for the surrounding mid-rise residential buildings.

4TH FLOOR PLAN

RESIDENTIAL BLOCK

1ST FLOOR PLAN

BRT STATION TRINITY STATION - 31

NASHVILLE CASE STUDIES HAMILTON SPRINGS TOD Tennessee’s first transit-oriented development.

GREENSBORO NORTH TRD Tennessee’s first transit ready development.

THE AMP East to West Nashville via bus rapid transit.

THE GULCH Nashville’s sustainable mixed-use community.

ROLLING MILL HILL An all inclusive mixed-income community.

32 - ACCESS AND LIVABILITY

NASHVILLE CASE STUDIES - 33

34 - ACCESS AND LIVABILITY

HAMILTON SPRINGS TOD Hamilton Springs is the first community in Middle Tennessee to be planned, designed, and constructed as a “neighborhood village�, with residences and businesses centered around a train station serviced by the Music City Star. Its design emphasizes the use of transportation modes other than cars. Hamilton Springs is located in west Lebanon on 220+/- acres, fronted along Highway 70 and extending to Old Horn Springs Road.

The TOD master plan was developed by the Nashville landscape architecture firm Lose & Associates, and awarded the Outstanding Planning Award for a Green Development in the small community category by the Tennessee Chapter of the American Planning Association (TAPA) in 2011. The first phase for this landmark TOD project broke ground in May of 2012. The Nashville Area MPO completed a rapid Health Impact Assessment on a proposed school site within Hamilton Springs, available for review at NashvilleMPO.org

A

SUBURBAN NEIGHBORHOOD DESIGN

B

URBAN NEIGHBORHOOD DESIGN

A

B

MASTER PLAN Source: Lose and Associates, Inc., LoseAssoc.com

NASHVILLE CASE STUDIES - 35

36 - ACCESS AND LIVABILITY

GREENSBORO NORTH TRD The Greensboro North Transit Ready Development (TRD) is envisioned as a walkable village that capitalizes upon its location as one of the thirteen stations along the BRT line between Nashville and Gallatin, as recommended by the MPO’s Northeast Corridor Mobility Study. The land use and design principles follow TOD practices, but is considered TRD because the transit line infrastructure is not yet in place.

A Nashville landscape architecture firm, Lose & Associates, created the framework for village character within the Greensboro North Specific Plan. The Greensboro North project was awarded the Outstanding Planning Award for a Green Development in the small community category

by Tennessee chapter of the American Planning Association (2012).

A Village center

A

B

C

B Village C Village edge D Pocket park

D

E Public square

E

F Tree-lined boulevard

I

H

F G

G Urban plaza H Bioswale – water filtration I Natural area J Dedicated bike lane

J

K

K Sidewalk L GreenLea Boulevard M Avenue

O

N 62' Street O Parkside lane

P

M N

Q

L

P 51' Street Q Alley Source: Lose and Associates, Inc., LoseAssoc.com

NASHVILLE CASE STUDIES- 37

38 - ACCESS AND LIVABILITY

The Amp The Amp is slated to serve as greater-Nashville’s Main Street artery, connecting East to West Nashville through bus rapid transit. More than any other corridor in the area, it brings together universities, hospitals, businesses, tourist and cultural attractions, key residential areas, and centers of federal, state and local government. The East-West corridor would best serve Nashville’s expanding population of residents and businesses through rapid mass transit. It will also serve as an efficient connector to regional transit service from Nashville’s surrounding areas.

By 2035, the region’s population is expected to be 2.6 million – an increase of approximately one million people. With increased population comes additional traffic congestion. The BRT is expected to save 11 minutes of travel time in comparison to traveling by car between Saint Thomas Hospital and Bridgestone Arena.

Source: East-West Connector (2013), Nashville MTA, EastWestConnector.org

NASHVILLE CASE STUDIES - 39

40 - ACCESS AND LIVABILITY

Source: The Gulch (2007), SitePhocus, SitePhocus.com

THE GULCH In 2009, The Gulch became the first neighborhood in the Southeast to achieve Leadership in Energy and Environmental Design (LEED) certification for Neighborhood Development (ND) – recognition of outstanding communities in smart growth, urbanism, and green building design.

Residents have since been flooding into the area to live in a variety of different housing options, from luxury apartments and condominiums, to affordable studio apartments. The primary draw for residents is a neighborhood with plenty of restaurants and shopping, and easy access to the remainder of downtown Nashville.

Over 1.5 million square feet of commercial office space, and more than a half-million square feet in retail and restaurant, provides options for employment, dining, and shopping in one’s own neighborhood.

Gulch residents, visitors, and workers have car-free access to destinations throughout downtown via Source: The Gulch (2011), Market Street Enterprises and Smith Gee Studio the free transit circulator, the Music City Circuit (green line), as well as a bike-share program.

Source: Young Urbanist Bike Tour (2012), NCDC

NASHVILLE CASE STUDIES - 41

42 - ACCESS AND LIVABILITY

ROLLING MILL HILL Rolling Mill Hill is a neighborhood that occupies 34 acres in downtown Nashville and has begun its transformation into a mixed-use community.

Mixed-income residents are integrated with a variety of quality housing options. The Ryman Lofts and Nance Place offer affordable housing and the downtown-living amenities for individuals who receive 60 percent below the average median income. Some of the historic structures have been preserved and adapted for re-use, including The Art Deco, Victorian, and Trolley Barns. The Trolley Barns support commercial and office space, while the Art Deco and Victorian have been converted into residential units. More development is planned for this site.

ROLLING MILL HILL MASTER PLAN RYMAN LOFTS

The Ryman Lofts consist of sixty one- and three-bedroom, affordable rental units in the heart of downtown. The apartments feature unconventional floor plans, easy-maintenance surfaces, and spaces to display artwork on each floor. In order to be a resident of the Ryman Lofts, one must be a working artist. This is meant to support an entrepreneurial and creative community with access to all of the downtown amenities that can help support an artistic way of life.

NANCE PLACE

Consistent with the vision for Rolling Mill Hill as a mixed-use, mixedincome neighborhood, MDHA constructed Nance Place, a loft-style property with 109 units of workforce housing. In 2011, it was recognized by the Tennessee Housing Development Agency with a “Tennessee’s Best” Award. Nance Place is the first multi-family project in Nashville to achieve a LEED Platinum rating from the U.S. Green Building Council, the highest rating possible for sustainable development.

-Excerpt from “Rolling Mill Hill”; Metropolitan Development and Housing Agency (MDHA)

NASHVILLE CASE STUDIES - 43

TOOL BOX

The following toolbox components illustrate the planning and design decisions that make each place unique. Within a TOD, these factors should be explored in relation to streetscape typology, building standards, and open space. The following pages describe each tool in further detail.

STREETSCAPE TYPOLOGIES • Boulevard • Avenue • Street • Alley

SIDEWALK

FURNISHING

HEIGHT

FRONTAGE

SEATING

ART

BUILDING STANDARDS • Village center • Village • Village edge

OPEN SPACES • Squares • Plaza • Courtyard • Pocket parks & playgrounds • Natural areas • Bioswale

44 - ACCESS AND LIVABILITY

PARKING

PLANTING STRIP

TRAFFIC LANES

BUILD TO ZONE

MATERIALS

PARKING

PROGRAMMING

LANDSCAPING

ACCESS TOOLBOX - 45

STREETSCAPE TYPOLOGIES BOULEVARD Boulevards accommodate high levels of both pedestrian and vehicular traffic. Residential, retail, restaurant, and office uses line the sidewalks with amenities between the first-floor building fasade and sidewalk. Wide sidewalks accommodate outdoor dining, retail displays, seating, and vendors. Street trees create a comfortable pedestrian experience and allow for stormwater filtration, shading both the pedestrian and the motorist right-of-way.

AVENUE Avenues have moderate levels of both pedestrian and vehicular traffic. The land use may still be mixed, but can be more residential in character. Buildings create a continuous fasade along the street by limiting the build-to-zone or the space between the street and building. Sidewalks are wide with street trees creating a boundary between pedestrians and vehicular traffic.

STREET Streets are considered walkable, low-speed thoroughfares that move people, not just cars. Some mixed-use along streets is common in more urbanized areas, but they tend to be primarily residential in less dense areas, connecting neighborhoods. A pedestrian-friendly experience should be critically emphasized here, acting as the primary collector for residents through tree-lined sidewalks and bike-friendly roadways.

ALLEY Alleys are service roads with shared property access. Vehicle use is permitted only at very low speeds. Urban areas commonly utilize alleys as pedestrian corridors with the opportunity for building frontage if pedestrian volumes are high enough. Residential areas primarily use alleys as a means of garage access and waste management.

46 - ACCESS AND LIVABILITY

Benjamin Franklin Parkway Philadelphia, Penn.

Harbor Drive San Diego, Calif.

10th Avenue Portland, Ore.

11th Avenue Portland, Ore.

Street in Village of Providence Huntsville, Ala.

Pine Street Philadelphia, Penn.

Cadys Alley Washington, D.C.

Service Alley in New Town St. Charles, Mo.

TOOLBOX - 47

BUILDING STANDARDS VILLAGE CENTER The Village Center is characterized by the greatest density of residential and commercial development. This district is located entirely within a 1/4-mile of a transit station, with concentrated bike and pedestrian facilities available. First floors of buildings create an enjoyable walking experience by programming retail activity in close proximity to sidewalks along building frontage.

VILLAGE The Village is located between a 1/4 and 1/2 mile radius of the transit station. This district is characterized by mixeduse zones, but with a greater emphasis on varying residential typologies.

VILLAGE EDGE The Village Edge is located nearer to a 1/2-mile away from the transit station and is also the least dense. The land use is concentrated on residential, but should feature a smooth transition with the surrounding land uses and typology.

48 - ACCESS AND LIVABILITY

Rockville Town Center Rockville, Md.

Downtown Portland Portland, Ore.

Belmar Lakewood, Colo.

12th Ave South Nashville, Tenn.

Carothers Crossing Nolensville, Tenn.

Lenox Village Nashville, Tenn.

TOOLBOX - 49

OPEN SPACES SQUARE Used for unstructured recreational or civic uses. Landscaping consists of lawns and trees formally composed.

PLAZA Used for unstructured civic and/or commercial purposes. A plaza is spatially defined by building frontages.

COURTYARD Spatially defined by one or more buildings and is generally enclosed partially or wholly by a building.

POCKET PARK & PLAYGROUND Accessible from the street and used for structured and unstructured recreation, gardening, or other community uses.

NATURAL AREA Uses a natural water feature and/or native vegetation to provide low-impact trails and passive recreation such as hiking or jogging.

BIOSWALE Linear planting follows natural drainage channels adjacent to paved areas. They can be an amenity as well as a tool to improve water quality.

50 - ACCESS AND LIVABILITY

The standardized definition for TOD (compact, mixed-use development within a half-mile of a transit station) does not fully capture the importance of open space. Despite increased density, TOD also provides for investment in public space, making streets walkable and connected to open space for a healthier community.

Orenco Public Square Orenco, Ore.

Castro Commons Plaza San Francisco, Calif.

Carothers Crossing Nolensville, Tenn.

Bradburn Village Westminster, Colo.

Shelby Bottoms Greenway Nashville, Tenn.

Deaderick Street Bioswale Nashville, Tenn.

TOOLBOX - 51

TOOLBOX - TOD EVALUATION PERFORMANCE-BASED TOD TYPOLOGY Transit-oriented developments are not all built the same. TOD typology groups different transit zones that share a common set of characteristics – in this case vehicle miles traveled (VMT) and land use intensity (workers vs. residents). The Center for Transit-Oriented Development (CTOD) uses VMT as a performance measure since lower VMT equates to more walking, bicycling, and transit: all goals of TOD. Land-use intensity varies between commercial, residential, and mixed-use neighborhoods.

The identification of place-types acknowledges that there is no “one size fits all” solution to TOD and assists stakeholders in assessing the expected levels of performance for transit station. CTOD utilizes this tool to answer some of the following questions: What economic, environmental, and social outcomes can we expect from investments in transit and TOD? What differentiates transit-oriented development from transit-adjacent development? What standards should be utilized in evaluating zoning for TOD or other policy interventions?

LOWERING VMT – PRECEDENT STUDIES (pages 11-17) Orenco Station (Portland, OR)

Clarendon Urban Village (Arlington, VA)

Performance-Based TOD Typology can bring together stakeholders to discuss the complexity of issues associated with transportation planning, economic and community development, and urban design. The following page provides a template for assessing any TOD. The information required to complete the survey may be found through the TOD Database (TODdata.cnt.org) and H+T Affordability Index (HTAindex.cnt.org).

East 4th Neighborhood (Cleveland, OH)

52 - ACCESS AND LIVABILITY

S t u d i e s

Self-Assessment Tool Metric

Copy this page or download from full report: PerformanceBased Transit-Oriented Development Typology Guidebook.

Available at: ReconnectingAmerica.org

[Insert Transit Zone here.]

Compared to Normative Metric

Average VMT per Household* Residential vs Employment Mix Lower

Higher

What factors can lower VMT in [insert transit zone here]?

Higher VMT

Metric

Compared to Normative Metric

[Insert Transit Zone here.]

Lower VMT

Average Block Size

C a s e

Residential Density Employment Proximity* Transit Access Index* Lower

Higher

How does [insert transit zone here] compare to the norm on other transportation performance metrics?

Metric

[Insert Transit Zone here.]

Compared to Normative Metric

P l a c e

T y p e

Avg Household Transportation Costs* Nonauto Commute From Transit Zone Nonauto Commute To Transit Zone Avg Autos per Household Lower

Who lives and works in [insert transit zone here]?

Metric

[Insert Transit Zone here.]

Higher

Compared to Normative Metric

Total Transit zone Population Total Residents Total Workers Median Household Income Average Household Size

$23,500 per year 1.75 people/household

Lower

Higher November 2010 / Page 1

TOOLBOX - 53

ACKNOWLEDGEMENTS A Public – Pr ivate Par tner ship Access and Livability: Transit Village Design in Nashville is a project of the Nashville Civic Design Center, in partnership with the Nashville Area Metropolitan Planning Organization (MPO) and the University of Tennessee, Knoxville, College of Architecture and Design. This study was funded in part by the Nashville Area MPO with grant funds provided by the Tennessee Department of Transportation and the United States Department of Transportation’s Federal Highway Administration.

Nashville Civic Design Center

Nashville Area Metropoli t an Planning Organization

The mission of the Nashville Civic Design Center is to elevate the quality of Nashville’s built environment and to promote public participation in the creation of a more beautiful and functional city for all.

The Nashville Area MPO is the regional transportation, policy, planning and programming authority for Davidson, Rutherford, Sumner, Williamson, Wilson and parts of Maury and Robertson counties. The MPO is committed to providing leadership in the planning, funding, and development of a regional multi–modal transportation system.

Nashville Civic Design Center Staff: Julia Fry Landstreet, Executive Director Gary Gaston, Design Director Stephanie McCullough, Communications + Community Outreach Ron Yearwood, Urban Designer www.CivicDesignCenter.org

The Univer si t y of Tennessee, Knox ville, College of Archi tecture and Design For nearly twenty years, the College of Architecture and Design has been helping to envision the future of Nashville. Architecture students annually participate in pertinent real-world concerns through an academic rigor that results in visionary design solutions for Nashville’s neighborhoods.

Some of the student’s most recent works include a boat house along the Cumberland River and micro-apartment housing for Downtown.

Thomas K. Davis, Associate Professor archdesign.utk.edu

54 - ACCESS AND LIVABILITY

Nashville Area MPO Staff: Michael Skipper, AICP, Executive Director Lou Edwards, Administrative Assistant Jeffrey Leach, Finance Officer Mary Beth Ikard, APR, Communications Director Félix G. Castrodad, Principal Transportation Planner Leslie A. Meehan, AICP, Director of Healthy Communities Max Baker, Senior Planner Chin-Cheng Chen, Engineering Associate Nicholas Lindeman, Economic & Systems Data Analyst Josie Bass, Title VI & ADA Coordinator NashvilleMPO.org

LIVABILITY • PROSPERITY • SUSTAINABILITY • DIVERSITY

ACKNOWLEDGEMENTS - 55