ACCESS AND LIVABILITY Transit-Oriented Development The Franklin Corridor
Transit-Oriented Development
The Franklin Corridor
This report was prepared for the Nashville Area MPO and designed and written by Eric Hoke, Design Fellow, and Melody Gibson, Design Fellow at the Nashville Civic Design Center. Significant contributions were provided by Gary Gaston, Executive Director, contributing author TK Davis, Professor at The University of Tennessee Knoxville College of Architecture and Design (UTK CoAD). This report was edited by Gary Gaston, Executive Director, Nashville Civic Design Center, Michael Skipper, Executive Director of the Nashville Area Metropolitan Planning Organization (MPO), and Michelle Lacewell, APR Deputy Director, MPO. The Nashville Civic Design Center would like to give special thanks to TK Davis and the UTK CoAD students.
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 March 2015
Foreword
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Introduction
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Precedents
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Projects
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Implementation
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DART Red Line Vauban District Orenco Station NoMa Neighborhood
UTK CoAD Partnership Team A: Wedgewood-Houston Team B: Brentwood Team C: Cool Springs Team D: Franklin TOD in Middle Tennessee TRD in Middle Tennessee Tool Box
CONTENTS
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Foreword Middle Tennessee has continued to experience significant population growth and economic prosperity over recent years. With this rapid pace of growth and development, the region has begun to tackle issues of congestion, rising cost of living, housing and transportation affordability, and public health concerns. By partnering with local agencies, the business community, and citizens, the Nashville Area Metropolitan Planning Organization (MPO) has developed transportation planning policies to address not only these issues, but to improve the livability, sustainability, prosperity, and diversity of the entire region.
the continued residential and commercial development expected in the region, while also addressing the key issues discussed above. Properly designed TODs create opportunities for people to live, work, and play in a more compact area, and allow people more options beyond the single-occupancy vehicle to efficiently move where they want to go, via walking, biking, or transit. The ability of TODs to reduce congestion and sprawl also has positive economic and environmental benefits, by reducing duration of peak travel times and increasing the density of development, respectively.
Middle Tennessee Connected, the MPO’s regional transportation plan (RTP), provided an opportunity to identify and document community and regional goals and objectives for transportation decisions and policy for the next 25 years. Helping local communities grow in a healthy and sustainable way is one of several goals which guided the MPO as it identified needs and priorities for federal transportation funding opportunities. The RTP also contains specific strategies to address the region’s transportation challenges, including the implementation of the region’s bold vision for public transit and a range of transit options for future generations of Middle Tennesseans.
In early 2017, the MPO will begin the South Corridor Transit Feasibility Study to evaluate the viability of major transit investments between downtown Nashville and the Cool Springs/ Franklin area. This study will explore strategies to link economic development, urban design, land use, and transit investments, and this Nashville Civic Design Center (NCDC) publication is an important part of the visioning process for this corridor. Smart, efficient, and effective urban design is an essential part of bringing transportation policies and plans to fruition. The MPO is proud to continue working alongside university partners and the NCDC to develop transportation-oriented solutions for the residents of our growing regions.
Transit Oriented Development is one way to pair the regional transit vision, as presented in Middle Tennessee Connected, with
FOREWORD
Nashville Area Metropolitan Planning Organization
Image Source: Metro Planning Organization 2040 Regional Transit Plan
FOREWORD
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Introduction As Nashville’s economy and population booms, creating new opportunities for transit will help keep our communities healthy and prosperous. Currently, Nashville is a car-centric city leaving most of its people with the automobile as the only option for transportation. As driving costs, obesity rates, and the median age of the population continue to increase, providing transportation options becomes a priority to ensure public health and continued mobility.
It is critical for Nashville to develop residential and job growth along corridors that provide rapid transit. Both documents present a vision for transit and economic development that will prepare Nashville for the increasingly competitive global economy, and address growing concerns about the health of our environment, worsening congestion, and the sprawling land development patterns that are intruding upon the region’s cherished countryside.
This growing demand for transit options is coupled with a need for affordable living that can accommodate a variety of demographics. Development of mass transit is most successful when it is linked with development of areas for mixed-income living and working. The Nashville Metropolitan Planning Organization’s 2040 Regional Transportation Plan has identified six corridors for future regional rapid transit service. These areas are the most densely populated and fastest growing within the region and have a well-established pattern of cross-county travel. As shown in the Long-Range Vision for Regional Transit Map on the following page, one of these corridors serves the south region as it links Downtown Nashville to Franklin. The mode of rapid transit for this corridor will most likely be either a light rail or dedicated bus rapid transit that would operate at high levels of service throughout the day. The NashvilleNext Plan, a guide for Nashville’s growth, provides guidance on linking redevelopment with mass transit to build a complete community. The plan recommends that “jobs, education, and training opportunities will be located close to transit service, in centers, or in high-need areas.” The plan provides a graphic (at right) that illustrates the relationship between density and support for transit.
As density increases, so does support for frequent, high capacity transit service. Image Source: NashvilleNext
INTRODUCTION
LONG-RANGE VISION FOR REGIONAL TRANSIT FUTURE REGIONAL CORRIDORS
FR ANKLIN
FUTURE LOCAL TRANSIT SERVICE
Image Source: Metro Planning Organization 2040 Regional Transit Plan
INTRODUCTION
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What Is TOD? Transit-Oriented Development (TOD) incorporates high densities, 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. The virtues of transit-oriented development are that it enhances quality of life for its residents, improves public health by virtue of encouraging walking rather than driving, leads to economic development, contributes to community character through the design of public space, is inherently environmentally sustainable, and increases transit ridership.
Residential units in close proximity to transit stop in Plano, TX.
Generous bike lane encourages active transportation.
Precedents DART Red Line
Dallas, Galatyn, and Plano, TX
A rail line that provides TOD from the downtown to suburban context.
Vauban District
Vauban, Germany
A neighborhood built for car-free transportation.
Orenco Station Hillsboro, OR
An urban town center that brings the option of car-free living to a suburb.
Rendering of a public square at a TOD in Perth, Australia
NoMa Neighborhood Washington, DC
An infill transit station that has economically revitalized a neighborhood and catered to a population that values location and amenities over private space.
Dining and retail activate the U Street Corridor in Washington, DC
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DART Red Line
Dallas, Richardson, and Plano, TX Within the Dallas Area Rapid Transit (DART) system is a light rail that provides fast, convenient service to work, shopping and entertainment destinations in Dallas and its surrounding cities. DART has prioritized transit-oriented design to help create communities where residents can live and work without being dependent on the automobile. This TOD can be seen at an increasing number of its stations. Specifically, the Red Line contains TOD sites that range from the downtown to suburban context. The three TOD sites that will be explored include Mockinbird Station, Galatyn Park Station, and Downtown Plano. Being within close proximity to a DART station has allowed all three of the above mentioned stations to develop with an efficient, compact land use pattern that promotes pedestrian activity and reduces the reliance on private automobiles. These TOD communities have used the urban design principles of public space and walkability among others to create functional and attractive communities. Located just 5 miles from downtown Dallas, Mockingbird Station is a Public Transit plaza that serves as a public gathering destination. Mockingbird Station is popular among both locals and travelers as its surrounding developments offer shopping, restaurants, services, office space, and a variety of residential options. Galatyn Park is an urban center that is located adjacent to the Galatyn Park Station in the suburb of Richardson, TX. Based on input from community stakeholders, Galatyn Park’s master plan incorporates mixed use space that is flexible enough for corporate business development along with high quality public space for the city. Mixed use zoning allowed a variety of residential options to be developed among the office and retail space. One of these residential developments includes a two-story single-family residential buffer that protects the single-family neighborhood to its west.
Downtown Plano Station Galatyn Park Station
Mockingbird Station
At the Downtown Plano Station, a transit village has brought urban living to a once-little farming community. Numerous independently owned and operated businesses have opened, including shops, event venues, restaurants, and galleries. While the town has been booming with development, it has maintained its historic character and small town feel. Each TOD on DART’s Red Line is unique to the context of the community while maintaining underlying development principles of providing a community where residents can live, work, and play without relying on an automobile. DART’s encouragement of high quality TOD has allowed the area to see exciting economic growth and revitalization without adding to traffic congestion as suburban sprawl typically does.
Mockingbird Station
Downtown Plano, TX
Galatyn Park Master Plan
Galatyn Park Art and Music Festival
PRECEDENTS
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Vauban District Freiburg, Germany
Vauban is a peripheral redevelopment site that is linked to the city center of Freiburg, Germany, by the region’s tramway network. Formerly a military housing site, Vauban was redeveloped by grass roots activists who wanted a car-free, ultra-low energy district that embodied Freiberg’s aim of becoming a “City of Short Distances,” and one that allows “traffic avoidance.” Through its sustainable design, a neighborhood has developed that promotes a healthy lifestyle and communal experience for its residents. The goals mentioned above were accomplished through mixeduse land patterns and a dominant public transit presence. The community is organized around a transit spine, and laid out so that all residents live within 2 minutes to a covered bike-sharing kiosk and 5 minutes to a tram. While the majority of the streets ban cars, the main streets restrict cars to very low speed limits so they can be shared with other modes of transportation. The parking footprint is minimal as 70% of dwelling units are “parking-free.” The other spaces are organized in two shared garages on the town’s periphery. In addition to its car-restricted living, Vauban also features one of Germany’s largest passive house developments and a zero energy solar village among other passive energy systems. Vauban is more than just a collection of green roofs and pedestrian walkways. It is a community where residents can test and explore sustainable lifestyles. Sources: Toward Green TODs by Robert Cervero and Cathleen Sullivan
Transit spine incorporates multiple modes of transportation.
Pedestrian Walkway with Mixed-Use Buildings
Zero Energy Solar Village
Shared Street
Street layout provides filtered permeability.
PRECEDENTS
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Orenco Station Hillsboro, OR
Located on TriMet’s Westside light rail, Orenco Station is a neighborhood of the city of Hillsboro, OR, which is a suburb of Portland, OR. Orenco Station was designed as an urban town center that is focused around the light rail station. Surrounded by single-family houses, the buildings at Orenco Station create a strong urban enclosure through their placement, uses, and high-densities. A key strategy in the design was the rezoning of the land adjacent to the light rail station to incorporate more of a mix of building uses, allow narrower streets, and allow side yard easements, among other changes.
Light Rail Station
Park pavilion on axis with the light rail station. Bungalow housing lines the park with side yard use easements and alley access in the rear.
From the light rail station, there is a pedestrian axis that is the center of a walkable town center with mixed-use shops, services, and residential buildings. Throughout Orenco Station, the buildings line the streets with most of the parking tucked behind them. There is a variety of housing types ranging in both prices and typologies, including loft apartments, town houses, and singlefamily dwellings. On axis with the light rail station is a large park that provides outdoor recreation space for residents with smaller yards.
Mixed-use, pedestrian-friendly Town Center
Master Plan
Town Homes
PRECEDENTS
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NoMa Neighborhood Washington, D.C.
NoMA (North of Massachusetts Avenue), is a Washington, D.C. neighborhood that developed as a result of a new infill transit station. The neighborhood is located just a few blocks north of the U.S. Capitol and the busy Union Station railway hub. Adjacent to elevated transit tracks, the area was not served by a station until the opening of the NoMa-Gallaudet U Station, which opened in 2004. The station is built on the Red Line of the Metro regional heavyrail system, and has been key to revitalizing a once desolate area.
Iconic water tower
The vision and development strategy of NoMa intended to create a neighborhood for the increasing number of people who value location and amenities over private space. In addition to easy access to rail transportation, walkability is prioritized as residential, retail, and other amenities are within close proximity to one another. In addition to proximity, landscaping on sidewalks and open spaces help to provide a pleasant pedestrian experience. Biking is also a popular transportation option as there are seven Capitol Bikeshare stations and a pedestrian/cyclist trail that runs alongside the tracks. In addition to mixed-use buildings, walkability, and public space, NoMa development strategies include preserving existing neighborhoods, environmental sustainability, and identity through building design. These strategies have created a neighborhood that has been booming with commercial and residential development that shows no sign of slowing down. It is now the most connected neighborhood in Washington, D.C., with unparalled transportation access on Amtrak, VRE, MARC, two Red Line Metro stops, and vehicular access to Interstate 395.
Metropolitan Branch Trail runs alongside the railway.
Rendering of existing and future development
Loft apartments with central courtyard
1st Avenue is a pedestrian-friendly street lined with retail.
PRECEDENTS
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Establishing TOD The Nashville Area MPO is spearheading the major push towards public transit in the Middle Tennessee Region. The Greater Nashville area currently has a population roughly of 1.6 million citizens. Demographers are agree that by 2040 (or 25 years), this population will grow by an additional 1.3 million. The implications of this growth are profound, and make a robust regional transit plan an imperative investment. Students from the University of Tennessee assisted the MPO and the region in envisioning the urban design inplications of public transit at four sites in the Greater Nashville area. The four sites, north to south, are located as follows: a) The west flank of the Wedgewood-Houston neighborhood just south of Downtown Nashville, conceived as a future high visibility “Innovation Corridor.” b) Brentwood, a one acre/one house community, as zoned for the past 40 years, which will introduce an alternative design and development scenario to diversify the community’s residential options. c) Cool Springs, a high growth and largely auto-centric community, in need of more pedestrian-friendly settlement patterns. d) Franklin, one of the finest Main Street Program small downtowns in the state, which is walkable and bikeable to the site at “The Factory.” Transit villages, or transit-oriented development, (TOD), is generally defined as development located within a 2,000 foot to ½-mile radius, or a ten-minute walk from a public transit stop. At the request of the MPO, we assumed that south of the Brentwood exit on I-65, bus rapid transit (BRT) will parallel the CSX Railroad right of way with dedicated lanes, at some point within a 25-year future, or that a light rail transit (LRT) line would run parallel to the CSX railroad main line to Brentwood, after which the existing railway spur line to Franklin would carry LRT.
Because the existing zoning on the four sites pre-dates the anticipation of public transit stops, students were allowed to assume modifications to the existing zoning, parking requirements and building codes to maximize the unique potential of transitoriented development. Variances or modification of the existing legal parameters could be made to recognize the unique potential of transit stops for enhanced density of conventional development, consistent with national ‘best practices.’ All projects conform to the International Building Code. All projects were drawn to depict full build-out, but were to be conceived and diagrammatically represented as three logical phases of development, as stated in the program. Some Issues Considered:
»»Does the implied density and building height suggested by a BRT or LRT stop need to be lowered in order to integrate new development with low rise, low-density neighborhoods surrounding the sites? »»Should the site be developed with low-rise, mid-rise, or high-rise density, or some combination? »»What exactly is a ‘transit village?’ »»How does one introduce mixed-use into the site development? »»How can parking be integrated discretely into the site plan? »»How can the site be developed with ‘pedestrian friendly, walkable streets?’ »»How can phasing be incorporated into design considerations?
Cumberland River
Harpeth River
County Lines
Rail The Gulch Wedgewood Houston
Brentwood
Cool Springs Franklin
PROJECTS
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UTK CoAD Partnership The Nashville Civic Design Center maintains a strong partnership with the University of Tennessee Knoxville College of Architecture and Design (UTK CoAD). Through this partnership, NCDC coordinates various studies throughout the year that allow architecture students to study potential “real world� projects in Nashville. As a part of this collaborative effort, NCDC partnered with UTK CoAD faculty member TK Davis in the Fall 2014 Semester. Students were asked to analyze potential TOD for four sites along the Southwest Corridor and their urban design implications.
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Brentwood Station
Wedgewood Ave
Wedgewood-Houston Station 21
Team A - Wedgewood-Houston Rebecca Gillogly Hayley Moore Denver Sells Robert Truka
Light Rail Station Perspective
This site for a future transit stop is located on the west flank of the Wedgewood-Houston neighborhood just south of Downtown Nashville. The stop would be one level below the railroad bridge near where Edgehill Avenue and Hagan Street intersect. Wedgewood-Houston is an emerging artisan ‘maker’ community, adjacent to two major transportation modes: Interstate 65 and a busy rail line. The city has identified the area between the rail line and interstate as a potential ‘Innovation Corridor,’ meaning this area could be developed into a site for artisan and technological innovation for the city of Nashville and its surrounding neighborhoods. Wedgewood-Houston has several artist spaces, some of which can be rented, some for displaying art produced in the community, and others that provide various interesting facets to the artistic dynamic of the neighborhood. The residential areas of the neighborhood are a medium to low density of single family homes with an aging population. However, with increased development, the demographic of the community is shifting to newer and younger families who are seeking an area just outside of the city, but still close enough to take advantage of the surrounding area amenities. This project therefore seeks to develop two areas of the
Wedgewood-Houston area, including the medium to low density residential area situated to the east of the rail line, and the industrial area between the rail line and the interstate to the west. For the residential areas, vehicular connectivity is increased, while also integrating bike lanes, to emphasize multi-modal travel through the neighborhood. A major move involves extending Hagan Street south of its present termination to become a spine of mixed-use vibrant urbanism connecting Edgehill Avenue to Wedgewood Avenue. Additionally, various housing density zones are created, moving east away from the rail line, decreasing density as it meets the lower density of the eastern edge of the neighborhood. To the west of the railroad line, the Vanderbilt warehouse building is converted into low cost space for artisans, and forms the right wing of a visual and performing arts complex surrounding a sculpture garden. A black box theater anchors the southern end of the courtyard, while artists’ housing and work space defines the garden on its western flank. The arts center is linked to the neighborhood by a pedestrian bridge over the tracks. East-west connections throughout the neighborhood are strengthened by scattered site infill residential development, with limited commercial uses incorporated as well.
Land Use Axonometric Residential Commercial Light Rail Station
Bike Transit Diagram Planned Bike Lanes Planned Share Routes Proposed Bike Lanes Proposed Shared Routes
Civic Art Existing Office
Bus Transit Diagram Route 1 - 100 Oaks Route 12 - Nolensville Pk Route 25 - Midtown Proposed Light Rail
Existing Figure Ground
Phasing 1 2 3
Proposed Building Use Repurpose Keep Demolish
PROJECTS
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Japanese Towers Section
Commercial Residential Open Air Bicycle Platform
UP UP UP UP UP UP UP UP
Site Plan of Residential Area East of Rail
Japanese Towers Program
Japanese Towers Shadows
2nd Floor - Residential
1st Floor - Park and Market
Ground Floor - Parks and Retail
Section Perspective of Makers Mountain
Makers Mountain Plans
Wedgewood Houston Center for Creative Arts Program Visual Arts Exhibition Space Performing Arts and Black Box Theater Classrooms
Wedgewood Houston Center for Creative Arts Site Plan
Residential Light Rail Station Embedded Parking Commercial Cafe / Bookstore
Light Rail Station Section
Perspective Towards Theater
East West Section
PROJECTS
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Housing Plan
Section A
PROJECTS
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Team B - Brentwood Justin Hare Kevin Jeffers Jessica Porter
Brentwood is a one acre/one house community, as it has been zoned for the past 40 years. This proposal introduces an alternative design and development scenario to diversify the community, focusing on higher density housing alternatives, and incorporating a limited amount of affordable housing. The Transit Village site is located “in the heart of Brentwood,” between Franklin Road, Concord Road, I-65 and Wilson Pike Circle. The 555-acre site is a horse farm and residence. It is bisected by a low traffic CSX branch rail line running from Brentwood to Franklin. In 2002, the owner of the site commissioned a long term development proposal prepared by town planners Dover Kohl, which was narrowly denied its necessary zoning variance following a very public process. This plan called for the development of three residential villages based on mixed-use and relatively high density, walkable development, with each village having compact footprints.
market space. Beyond this, and in the blocks adjacent to I-65, are commercial and office blocks. The “cardo” is a wide north-south boulevard bringing green spaces into the town plan, with pavilionlike buildings activating this zone. Commonwealth Avenue in Boston and its relationship to the Boston Common was a loose precedent for this strategy, albeit here in a less dense context. The perimeter of this new town center is determined by portions of the site area that are in a flood plain condition. A major premise of the proposal is that only the outermost ring of blocks accommodate access by through automobile traffic and parking. Parking is confined to on-street parking of the outer layer of blocks and structured parking in the lower two levels of these perimeter block courtyard buildings. Atop the parking decks are green roofs for residential gardens.
The proposal shown here is located on the proposed site of the Dover Kohl central village adjacent to a transit stop. This village is organized on the traditional Roman town planning model with a ‘cardo’ (a major north-south street) and a ‘decamanus’ (a major east-west street) intersecting within a dense grid of blocks. The boundaries of the village are determined by the existing flood plain. Its perimeter is ringed by a low speed boulevard with parallel parking not unlike Olmsted’s Emerald Necklace in Boston’s West End. The northern and southern villages proposed by Dover Kohl could be anticipated in later phases of development. Adjacent to the western transit stop is a plaza and “decamanus” boulevard leading east to a performance center and public Civic Courtyard Perspective
Existing Site
Site Plan
Existing Site Photo - Turner Mansion
Existing Site Photo - Great Park
Existing Site Photo - CSX Branch Railroad
Existing Site Photo - Little Harpeth River
PROJECTS
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Master Plan
CAL TURNER JR PROPERTY| TRANSIT VILLAGE BRENTWOOD, TN
Proposed Transit Diagram
Phasing Diagram
Parti Diagram
Walking Distance Diagram Walking Distance Diagram
PROJECTS
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Land Use Diagram Civic Mid-Rise Residential Commercial
North Section
Office Parking
First Floor Plan
Second Floor Plan
Third Floor Plan
South Section
PROJECTS
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Team C - Cool Springs Ethan Keller Allison Summers Kimberly Wojcik
Cool Springs, a high growth and largely automobile-centric community, is in need of more pedestrian-friendly, walkable settlement patterns. This proposal is a 25-year plan to retrofit this suburban environment into a dense, walkable transit village incorporating residential development. The existing low traffic CSX spur rail linking Franklin and Brentwood, and ultimately Downtown Nashville, is adapted to accommodate light rail transit. The idea is to create mixed-use buildings with direct relationships to the street to create complete streets and a lively atmosphere at all times. Numerous streets in the layout are extended for better connectivity, and enhanced through sidewalks and proper crosswalks. A mixture of mixed-use building types is introduced to spatially define and activate the center of the ‘new town.’ A large amphitheater and occupiable, multi-story, luminous proscenium frames the connection between the central axis of the amphitheater and a central plaza with the transit stop. Priority One is to create a central core focused around the transit system. The followon priority is then to infill the large, undefined spaces between existing buildings. Two major streets, one east-west and the other north-south, are lined by new trees as important linkages between adjacent neighborhoods, the central plaza with transit center, as well as the Cool Springs Mall. The Mall’s parking lots, through tree plantings and median strips, are converted into smaller parking courts. An existing creek threading its way through town is resurfaced and enhanced as a greenway linking neighborhoods to the north and south beyond the immediate site, while connecting to the central plaza, amphitheater, and transit stop. The site was broken down into three phases over a 25-year period to revitalize the area. Finally, a circulator van is proposed to run in a carefully strategized loop tying the various parts of the town layout together with the transit center and Mall.
Plaza + Light Rail Station Perspective
Site Axonometric
Existing Site Plan
Proposed Bus Route
Proposed Bike Lanes + Paths
Proposed Greenspace
Proposed Road System
Phase 1
Phase 2 Proposed Land Use Open Space Recreation + Education Residential Office/Retail Parking
Phasing Plan
Phase 3
PROJECTS
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Rowhouse Townhouse Triplex A Triplex B
Typical Apartment Unit
Live/Work Single Loaded Courtyard
Double Loaded Courtyard
Mid-Rise
Mide-Rise with Commercial Typical Flex Unit
Typical Loft Unit
Housing Typologies
Light Rail Street Section
Main Street Section
Two Way Road Street Section
Liner Road Street Section
One Way Street Section
District Center Plaza Site Plan
Riverwalk Perspective
District Center Plaza Perspective
PROJECTS
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Public Pool Perspective
Recreation Center Plan
Hill Top Perspective
Recreation Building Perspective
Courtyard Perspective
Recreation Center Section Perspective
Amphitheater Perspective
Amphitheater Site Plan
Amphitheater Longitudinal Section
Amphitheater Transverse Section
PROJECTS
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Team D - Franklin Adam Buchanan Daniel Hodge Nicole Drelich
Downtown Franklin has one of the finest Main Street Program town squares in the state, which is walkable and bikeable to the proposed transit stop site at ‘The Factory.’ The Factory at Franklin is self-described as “a one-of-a-kind retail and entertainment complex listed in the National Register of Historic Places… Its restaurants and storefronts present distinct and varied offerings showcasing local culture and artisan goods. Three unique venues, totaling 30,000 square feet and also available for private use, host an increasing number of concerts, plays, and other entertainment events throughout the year.” By locating the transit stop at the Factory site, with only a short walk, bike or shuttle ride to the town center, a synergy can be developed, not only for commuters but also for destination tourism within the region. This transit village is located on the southern most point of a proposed southwest corridor light rail system. The site is currently occupied by by an aging, low density light industrial park. It is nestled between large suburban neighborhoods and the Park at Harlinsdale Farm, a historic walking horse farm immediately to the west. The Factory has become a generator of activity, which would be enhanced by additional high density residential and commercial development, along with light rail commuter parking. This design creates over 500 residences while minimizing the overall footprint. Additionally, the Franklin Farmer’s Market is expanded and given a centralized location between the Factory and new residential streets. The linear shed covering the farmer’s market emphasizes the axis between the LRT station and the historic Harlinsdale Farm. The project gives to further realize Williamson County’s vision for an extensive greenway system. Pedestrian links to downtown Franklin are created and expanded to reduce automobile traffic and promote a healthy lifestyle for residents and commuters. Finally, a sports park is proposed for the grounds of a nearby school to benefit all residents of the town.
Figure-Ground Plan (Scale_1”:400’)
Transit Stop Plaza
Figure Ground Plan
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Factory Interior
Franklin Greenway Proposal
The Factory at Franklin
Trail Map
Building Use Diagram Mixed-Use Retail Civic Residential
Bike Share Radii Diagram
Phasing Diagram 1 2 3
Existing Site
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Site Axonometric
Town Square Axonometric
Town Square and Market Perspective
Town Square Perspective
Town Square Site Section
PROJECTS
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Live + Work Unit Plan
Live + Work Site Plan
Live + Work Perspective
Childcare Center Plan
Childcare Center Perspective
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a 1st Floor b 2nd Floor c 3rd Floor
Second Floor Plan
Franklin Arts Center Perspective
Franklin Arts Center 1st Floor Plan
Franklin Arts Center Section
Recreation Center Perspective
Recreation Center Site Plan
Recreation Center Partial Site Section
PROJECTS
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TOD in Middle Tennessee Madison: Greyfield TOD Prototype A greyfield TOD is a development within an existing urban area that is supported by permanent transit infrastructure such as platforms or stations for bus rapid transit (BRT) or light rail. Greyfield TODs offer an opportunity to upgrade transit service and anhance existing densities, mixed-uses, or destinations that typically are found in successful TODs. The concept plan for a Madison TOD covers nearly 63 acres with space for 203,000 square feet of retail/commercial development, 108,000 square feet of office development, and 831 residential units. - Excerpted from nMotion’s Transit-Oriented Development
Conceptual Plan Drawing
Bird’s-eye View
Hendersonville: Greenfield TOD Prototype Greenfield TODs are planned developments built on undeveloped land. Permanent transit infrastructure, such as BRT or light rail stops and stations, are a central component of the development. Greenfield development offers a unique set of opportunities and challenges, including the need for extensive infrastructure, significant distances from other urban centers, and the reduction of open space. The prototype TOD for Hendersonville represents an opportunity for 46 acre development, including 195,000 square feet of retail/ commercial space, 304,000 square feet of office space, and 808 residential units. The potential location is highly visible from the highway and is predicated on BRT within the highway median or a potential light rail line adjacent to the highway. The development program could include a mix if desirable uses, including a grocery store, park land, and a variety of transit options.
Bird’s-eye View
- Excerpted from nMotion: Transit - Oriented Development
Conceptual Plan Drawing
Conceptual Bird’s-eye Perspective
I M P L E M E N TAT I O N
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TRD in Middle Tennessee ONECITY: An Avant-garde Healthcare Village Transit-ready development (TRD) is transit-supported development (TSD) without the transit infrastructure in place at the time of construction. Both TODs and TRDs are conceived as “transit villages”-developments designed around a ten minute walk, or half-mile walk, from a transit stop. The campus plan of ONECITY - designed by Healthcare REIT - consists of a 20 acre, mixed-use neighborhood, with pre-certification as a LEED Neighborhood development and an occupancy strategy that will provide a center for activity and commerce in the healthcare and technology industries. The podium for the anticipated eight buildings will mix a variety of health and wellness retail concepts, with office and residential
Bird’s-eye View
towers of varying heights providing character to the overall campus massing. Metro Council has approved a specific plan that includes structured parking, a FAR that allows for more than three million square feet if desired within buildings with a maximum height of twelve stories. Public transit considerations include sites reserved for BRT, streetcar or rail. Approximately seven acres of the site is designed as outdoor public space, including trails surrounding creeks and reservoirs that double as storm water systems. Economic development incentives are being structured based on job creation from tenants in the campus. The private development firm leading the project is looking to other federal and state programs to lower the cost of occupancy to the community. - Excerpted from the Nashville Civic Design Center’s Moving Tennessee Forward: Models for Connecting Communities
Street Level View
View of ONECITY Boulevard
View of ONECITY Boulevard
I M P L E M E N TAT I O N
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Tool Box
The components that create a successful transit oriented environment can be likened to a “kit of parts� that, when used correctly, produce a tightly knit community. Careful attention when applying these various tools ensures quality of design and functionality. These components can be molded together to form a cohesive plan, creating a beneficial environment that will better all of Nashville. Shared Street - (Haslach, Germany)
Transit Plaza - Del Mar Station Transit Village (Pasadena, CA)
Distinctive Transit Stop Design- East L.A. Civic Center Station (Los Angeles, CA)
Bike Station - Union Station (Washington, DC)
Urban Grocery - Metropolitan (Charlotte, NC)
Mixed-Use Buildings- Annapolis Town Center (Annapolis, MD)
Varied Housing - Highlands Garden Village (Denver, CO)
Integrated Parking - TOD Study (Gaston County, NC)
Greenway - Beltline Corridor Plan (Atlanta, GA)
Walkability - Pearl Street Mall (Boulder, CO)
Public Space with Art and Activity - Addison Circle Park (Addison, TX)
I M P L E M E N TAT I O N
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ACKNOWLEDGEMENTS Access and Livability, Transit Oriented Development: Nashville’s Northwest Link is a project of the Nashville Civic Design Center, in partnership with the Nashville Area Metropolitan Planning Organization (MPO) and the University of Tennessee’s College of Architecture and Design.
Nashville Civic Design Center
Nashville MPO
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 Metropolitan Planning Organization (MPO) facilitates strategic planning for the region’s multi-modal transportation system by serving as a forum for collaboration among local communities and state leaders. The vision of the MPO is to develop policies and programs that direct public funds to transportation projects that increase access to opportunity and prosperity, while promoting the health and wellness of Middle Tennesseans and the environment.
Gary Gaston, Executive Director Ron Yearwood, Assistant Director Eric Hoke, Design Coordinator Joe Mayes, Programs Coordinator Melody Gibson, Design Fellow CivicDesignCenter.org
The University of Tennessee, Knoxville, College of Architecture 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, Professor ArchDesign.UTK.edu
Michael Skipper, AICP, Executive Director Michelle Lacewell, APR, Deputy Director NashvilleMPO.org
PHOTO CREDITS PAGE
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SOURCE NashvilleNext MPO 2035 Regional Transit Plan http://dart.org/news/WeinsteinStudyPhotos.asp https://www.onradpad.com/for-rent/getting-around-dc-more-than-just-the-metro/ https://blueprint.cbre.com/the-changing-urban-landscape-transit-oriented-development/ http://www3.hilton.com/en/hotels/district-of-columbia/capital-hilton-DCASHHH/dining/index.html http://bizbeatblog.dallasnews.com/2015/10/dallas-popular-mockingbird-station-ready-to-change-hands.html/ http://www.nctcog.org/trans/sustdev/landuse/examples/2001/plano.asp http://blog.gff.com/palisades-master-plan/ http://www.wildflowerfestival.com/ https://informaaustralia.wordpress.com/2012/04/23/planning-transport-for-active-and-healthy-regional-communities/ http://blog.fusedgrid.ca/2011/11/30/a-street-you-can-call-your-own/ http://madisonfreiburg.org/green/vauban.htm http://www.imaginerlequebecautrement.org/albums-photo/%C3%A9coquartiers/les-principes/ https://commons.wikimedia.org/wiki/File:VaubanTraficNetwork-Schematic.png https://www.flickr.com/photos/villebois/ https://www.flickr.com/photos/villebois/ http://www.planetizen.com/node/92 https://commons.wikimedia.org/wiki/File:HillsboroOrencoStation.JPG https://www.flickr.com/photos/wdcep/8903732831 http://www.skyscraperpage.com/forum/showthread.php?p=6649631 http://www.noma-manchester.com/space/ http://abdo.com/landmark-lofts-senate-square https://www.theurbanist.org/2015/04/15/reinvisioning-the-public-realm-of-south-lake-union-belltown-and-denny-triangle/ nMotion’s Transit-Oriented Development Strategic Plan Nashville Civic Design Center’s Moving Tennessee Forward: Models for Connecting Communities http://www.mparchitects.com/site/projects/del-mar-station-transit-village http://www.thetransportpolitic.com/2009/11/13/gold-line-extension-ready-for-service-in-east-los-angeles/ http://www.sensysmag.com/spatialsustain/wp-content/uploads/2007/10/hs_41_n.jpg http://www.gcpvd.org/2009/10/14/bikestation/ http://bayerproperties.com/property/metropolitan/ http://bayerproperties.com/property/metropolitan/ http://neighboringconcepts.com/project/gaston-county-transit-oriented-development-study/ http://buildabetterburb.org/highlands-garden-village/ http://perkinswill.com/work/atlanta-beltline.html http://addisontexas.net/index.php?section=parks-department_outdoor-portrait-locations&cas_cscid=1 http://www.boulderareabicycleadventures.com/
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Funding for this publication was provided in part by funds from the Federal Highway Administration, the Tennessee Department of Transportation, and local government members of the Nashville Area Metropolitan Planning Organization (MPO). The Nashville Area MPO does not discriminate on the basis of race, color, national origin, gender, gender identity, sexual orientation, age, religion, creed or disability in admission to, access to, or operations of its programs, services, or activities. Discrimination against any person in recruitment, examination, appointment, training, promotion, retention, discipline or any other employment practices because of non-merit factors shall be prohibited. For ADA inquires, contact Michelle Lacewell, ADA Compliance Coordinator at 615.880.2452 or email her at Lacewell@ nashvillempo.org. For Title VI inquires or all employment related inquires contact Human Relations at 615.862.6640.
LIVABILITY • PROSPERITY • SUSTAINABILITY • DIVERSITY
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