Northwest Indiana TDD | TOD Strategic Implementation Plan for Hammond Gateway

Lake Michigan

MICHIGAN INDIANA

11th Street

South Bend

94 Hammond Gateway East Chicago

Ridge Road

Gary Metro Center

Portage/ Ogden Dunes

Miller

Beverly Shores Dune Park

Main Street

INDIANA

ILLINOIS

NORTHWEST INDIANA TDD TOD Strategic Implementation Plan Hammond Gateway & Downtown

2023

Acknowledgments This project was completed with Federal Transit Administration TOD Pilot Planning Funds applied for and with a grant match from the Northwest Indiana Regional Development Authority and the Northern Indiana Commuter Transit District. Throughout this process, the team worked closely with the City of Hammond to identify and collaboratively advance planning for the community to be proactive about future TOD.

Project Leadership Northwest Indiana Regional Development Authority Sherri Ziller, President and CEO Northern Indiana Commuter Transit District Michael Noland, President

Hammond • Hammond Gateway & Downtown

Table of Contents

Introduction Introduction

Transit-Oriented Development

Northwest Indiana TOD Strategy

TOD Strategy Overview

Existing Plans and Context

Redevelopment Framework

Development Planning

Infrastructure

Zoning

Implementation

Appendix

Northwest Indiana TDD

• TOD Strategic Implementation Plan

01 01

Introduction

Overview The Northwest Indiana Regional Development Authority (Northwest Indiana RDA) and Northern Indiana Commuter Transit District (NICTD) collaborated in 2020 to pursue a Federal Transit Administration Pilot Grant to provide planning assistance to Northwest Indiana communities impacted by the modernization and double tracking of the NICTD South Shore Line and the construction of the NICTD West Lake Line. With support from the State of Indiana and Northwest Indiana cities and towns, the two organizations successfully obtained this grant and, through a competitive RFP process, selected MKSK as the lead planning consultant to prepare this Northwest Indiana Transit-Oriented Development Strategic Implementation Plan. MKSK brought a team of experts to supplement their planning expertise including: Shrewsberry Associates, focused on Civil, Utility, and Transportation Engineering; Metric Environmental, focused on Environmental Conditions and Brownfields; and Town Planning and Urban Design Collaborative (TPUDC), focused on Zoning.

Project Background

01 use in public investment related to the station area; and are calibrated specifically for each community based on analysis, areas of opportunity, and the goals and visions of the community. The first group of eight TDDs was established in September of 2022. This planning process harnessed the momentum generated by the capital improvements to the NICTD commuter rail system and the creation of TDDs. The team, in close collaboration with the RDA and NICTD, then commenced a process focused on how each community impacted with the rail projects and TDDs can be proactive in attracting economic development in accordance with its own growth path. This planning process commenced in September 2021 and was finalized in March 2023. The communities along the NICTD South Shore and West Lake Lines are diverse and unique. The history, people, natural environment, and built character of each community differentiates it from another; those qualities create an unmistakable identity. In each city and town, there is a deep pride and a sense of individual spirit. Because of this, it is of the highest importance that the growth of these communities be carefully considered against what makes them special today and what their aspirations may be for tomorrow.

Prior to this planning process, the Northwest Indiana RDA was authorized by the Indiana State Legislature to create economic development boundaries, called Transit Development Districts (TDDs), which function The planning process is built upon a deep knowledge similarly to a Tax-Increment Financing District, with of work and a close collaborative relationship with the purpose of enabling Transit-Oriented Development local cities and towns and the RDA’s long-standing (TOD) in Northwest Indiana. TOD in Northwest Indiana commitment to supporting capital investments and will leverage these rail capital investments to provide economic development in Northwest Indiana. This the opportunity for additional economic development process also built upon work completed as part of as part of the TDDs established under HEA 1144-2017. the West Lake Transit-Oriented Development Plan As part of this legislation, the RDA is tasked with for Hammond, Munster, and Dyer in 2017, completed “incentivizing, guiding and promoting economic by the Northwest Indiana Regional Plan Commission development around the stations along the South (NIRPC), and recent plans completed by local cities Shore commuter line and future West Lake Corridor and towns. line.” These boundaries are no more than 320 acres (1/2 square mile) in area; capture the incremental growth in local income and property tax revenue for Northwest Indiana TDD • TOD Strategic Implementation Plan

Transit-Oriented Development Transit-Oriented Development Primer

• Results in higher state and local tax revenues from increased development opportunity and activity

Transit-Oriented Development will look different in each Northwest Indiana community, tied to each community’s individual growth path.

• Increases a community’s resiliency through a more dynamic mix of uses that makes it less subject to economic volatility

The Federal Transit Administration defines Transit-Oriented Development (TOD) as a dense, walkable, mixed-use area centered around or located near a transit station. This concentration of development fosters a vibrant, connected community because of increased access to jobs, amenities, businesses, and housing. TOD also emphasizes non-motorized infrastructure with less reliance on automobiles, resulting in improved safety, congestion mitigation, environmental resiliency, and better quality of life for all.

Benefits of TOD: • Provides transportation choices and reduces dependence on driving • Reduces vehicular travel times, congestion, and emissions

Equitable Transit-Oriented Development Furthermore, TOD brings equity to the conversation. Equitable Transit-Oriented Development (ETOD) is an important and emerging lens through which economic, environmental, and social sustainability is at the forefront. ETOD focuses on representing the community in decision-making to realize communityfocused benefits. ETOD has the potential to uplift historically disadvantaged communities by providing tailored planning support. Planning grounded in equity should produce policies and programs that improve transit access to economic and social opportunities such as workforce housing, jobs, education, healthy food, recreation, and healthcare, particularly in underserved areas.

• Encourages more walkable cities and towns • Reduces land consumption for development • Reduces parking and increases the opportunity for higher/better uses of land • Provides residents with choices to live, work, and play in the same area • Expands equitable access to jobs and housing • Links urban and suburban areas to people and jobs • Increases housing choices by including a variety of housing types (such as homes on smaller lots, condominiums, townhomes, apartments, etc.)

Why is TOD Important for Northwest Indiana?

• Fosters lively community nodes with co-located mix of uses (including all housing types, retail/ shops, restaurants, office, institutional, and commercial)

The historical investment in the NICTD South Shore and West Lake Lines, paired with the ability for TDDs to catalyze development in Northwest Indiana, will be transformative in the communities along the lines. This is a once-in-a-generation opportunity to build upon the public investments (including the $646 million in the Double Track and $852 million in the West Lake capital improvements) to attract economic development to the region through TOD tethered to the country’s third-largest city, Chicago.

• Stimulates the revitalization of economically challenged areas • Increases the potential for community growth and economic activity, stimulates the local economy

Information through this process will help communities plan proactively for development; attract the private market to invest based on assets and opportunities; and apply for funding through local, state, federal, and philanthropic sources. Cities and towns can easily advance planning recommendations produced as part of this process into adopted plans and ordinances that support community building and economic development pursuant to their growth path.

Introduction

TOD will boost the economy of Northwest Indiana and offer new, healthier lifestyle choices for residents of the region’s cities and towns. The modernization of the NICTD commuter rail line will allow for enhanced rail competition with vehicular commuters into the Chicago Loop, bringing the rail commute time equal to, if not faster than, vehicular drive times, and much cheaper than driving and parking in Chicago.

Orland Park Metra Station - SWS Line (2007)

+17%

1.2M

+37%

Population Growth

Square Feet of New Construction

Change in Real Estate Value

Elmhurst Metra Station - UP-W Line (2006)

+11%

The RDA’s Comprehensive Strategic Plan estimates $2.7 billion in projected TOD investments in Northwest Indiana due to these rail projects. Many communities are receiving upgraded stations as part of the rail capital improvements. New stations are being constructed in Hammond, Miller (Gary), Michigan City, and Munster; existing stations are being upgraded in Portage/Ogden Dunes and Dune Park. Due to these improvements, TOD projects are already occurring in Michigan City and Hammond, with others to follow. This type of investment has also been happening in the Chicagoland suburbs for decades.

Population Growth

640k

+40%

Square Feet of New Construction

Change in Real Estate Value

Highland Park Metra Station - UP-N Line (2009)

640k

+43%

Population Growth

Square Feet of New Construction

Change in Real Estate Value

Romeoville Metra Station - HC Line (2018)

316k

+3%

Population Growth

Square Feet of New Construction

Change in Real Estate Value

Example metrics illustrating the levels and types of investment and impacts occurring in TOD areas in Chicagoland suburbs.

$2.7 Billion in Projected TOD Investments Due to Rail Projects $3.0

Billions

$2.0

$1.0

South Bend

Michigan City

Portage Ogden Dunes

Gary Miller

East Chicago

Munster Dyer

Munster Ridge Road

Hammond South

2041

2040

2039

2038

2037

2036

2035

2034

2033

2032

2031

2030

2029

2028

2027

2026

2025

2024

2023

2022

$0.0

Gary Metro Hammond Gateway

Northwest Indiana TDD • TOD Strategic Implementation Plan

Northwest Indiana TOD Strategy Planning Process This process commenced by bringing the same level of planning assistance to each community impacted by the NICTD South Shore and West Lake Lines, focusing on communities with a TDD boundary in place or with significant economic development opportunities tied to the station area. To accomplish this, a three-step process planning process was employed. This process began with work sessions with each city or town to understand the level of interest and goals for TOD in each community in alignment with their individual growth path.

Generally, each community process took approximately 12 months. All of this work was completed between October 2021 and March 2023. During this time, Northwest Indiana RDA and the consultant team met directly with local staff, stakeholders, elected and appointed officials, and the public to solicit feedback and direction for each TOD-focused plan. As a result, individualized community plans have been developed for each study area with supporting appendix materials from technical sub-consultants.

Through the previous TDD boundary process, the consultant team understood that various factors, such as local political and staff changes, potential catalytic private development, and ongoing planning or infrastructure projects, would impact project work and schedules on a community-by-community basis. To account for these variables, we employed a schedule that begins with a first step of identifying planning needs for each station area. Based on planning needs and community readiness, we proposed to group station areas to accommodate varying situations and stagger planning activities.

Step 1

Step 2

Step 3

Present Previous Findings, Confirm Direction & Establish Priorities

Conduct In-Depth Analysis, Advance Development/ Infrastructure Planning & Evaluate Regulating Resources

Conduct Individualized Planning Activities & Provide Recommendations and Documentation

Timeframe: 6-8 weeks

Timeframe: varies

CONCURRENT: Public Engagement, Client, Local Officials & Team Meetings

Planning Process

Introduction

West Lake Line & South Shore Double Track Projects Hammond Gateway

Lake Michigan

11th Street

East Chicago

South Bend

Gary Metro Center

MICHIGAN INDIANA

Miller Portage/ Ogden Dunes

MICHIGAN CITY

SOUTH BEND

EAST CHICAGO

HAMMOND 94

Beverly Shores

PORTER BURNS HARBOR CHESTERTON

GARY

PORTAGE

Dune Park 80

Ridge Road

LaPorte County

MUNSTER

St. Joseph County

Main Street DYER

INDIANA

ILLINOIS

Lake County

Porter County

West Lake Line Project

South Shore Line Double Track Project

9 MILES

25 MILES

16 MILES

Rail Extension

Project Area

New Second Track NORTH

Communities Studied

West Lake Line

The project focused primarily on communities with an established TDD boundary or with a TOD study area. However, high-level assessments were also conducted for communities with stations along the South Shore Line who are eligible for future TDD boundaries. Several stations along the lines were not studied at the request of local leadership in consultation with the Northwest Indiana RDA and NICTD.

• Hammond Gateway/Downtown, Hammond (TDD Boundary) • Ridge Road, Munster (TDD Boundary) • Main Street, Munster & Dyer (Two-Community TDD Boundary)

South Shore Line • East Chicago (TDD Boundary) • Metro Center, Gary (TOD Study Area) • Miller, Gary (TDD Boundary) • Portage/Ogden Dunes (Two-Community TDD Boundary) • Dune Park (High-Level Study) • Beverly Shores (High-Level Study) • Michigan City (TDD Boundary) • South Bend (High-Level Study)

Northwest Indiana TDD • TOD Strategic Implementation Plan

Scope of Work To further develop an individualized approach for each community, work plans were created, incorporating specific information desired by the FTA to be included in the planning process and other planning processes at the request of the communities, if any. The Scope of Work Breakdown on the following pages detail the work plan and planning activities in this process. The following task list organized the work plans: • Individualized engagement approach • TOD readiness evaluation • Previous planning gaps and opportunities • TOD types and community priorities • Potential areas of impact (TOD areas and other areas of anticipated significant change) • Future land use projections (5-, 10- , 20-year time horizons) • Development feasibility testing and potential community impacts • Development character renderings • Thoroughfare typology assignments • Conceptual corridor designs

Scope Items Planning Needs and Gaps Analysis Land Use & Zoning Review and Recommendations Environmental Assessment and Recommendations Transportation Assessment and Recommendations Infrastructure Assessment and Recommendations Development Testing Capital Improvements Plan

• Brownfield assessments • Infrastructure assessments • Zoning code/ordinance analysis and recommendations • Order of magnitude infrastructure and corridor cost estimates • Additional tasks as requested by individual communities, which may consist of corridor/ connectivity planning, neighborhood/subarea planning, additional engagement activities, additional site concept designs and/or renderings, development pitch kits, open space and trail planning, case study research, additional conceptual street design, capacity building, action planning, and one-year follow-up summaries

Introduction

On-Going Efforts Coordination with NICTD Stakeholder and Public Engagement

Scope of Work Breakdown

Planning Needs and Gaps Analysis • Confirm framework plan direction by correlating objectives from previously completed plans with the community’s current future vision • Identify gaps and opportunities not addressed in local planning based on previously completed plans • Determine and prioritize planning needs for future development and recommendations

Land Use & Zoning Review and Recommendations • Record and analyze current land use and zoning ordinances • Identify potential changes in land use and zoning ordinances to achieve desired future development • Coordinate zoning with planning concepts and planned land uses • Draft zoning code revisions and/or design guidelines to promote future TOD • Draft regulating plan/zoning map • RDA consultants will take zoning through process for adoption by local entities

Environmental Assessment and Recommendations • Limited assessment of sites with potential or known environmental/brownfield concerns

Transportation Assessment and Recommendations • Corridor and connectivity planning that improves access and walkability to the station area Infrastructure Assessment and Recommendations • Evaluating stormwater, utility, road, and pedestrian facilities at site and district scales Northwest Indiana TDD • TOD Strategic Implementation Plan

Scope of Work Breakdown

Development Testing • Identify up to eight priority development sites per station area (each “site” up to 10 acres) • Test development scenarios for priority sites • Assess potential site uses based on land use projections and market understanding • Develop conceptual site plans and three dimensional massing illustrations showing potential infill and redevelopment

Capital Improvements Plan • Order of magnitude cost estimates for infrastructure improvements and projects to effectuate development (with close collaboration with local units)

Introduction

TOD Readiness

Anticipated Results

At the onset of the process, the team acknowledged that each community differed in its potential for TOD as a result of existing policies and infrastructure in place that are necessary to enable TOD, referred to as TOD readiness. To diagnose each community’s TOD readiness, a matrix was developed to evaluate factors of TOD readiness and was completed in collaboration with local officials. In addition, NICTD completed TOD assessments, which were consulted as these evaluations were completed.

At the conclusion of this process, control of local land use and zoning remains with the cities and towns. This process aims to provide proactive guidance and recommendations that the local units can use to advance their planning processes, resulting in updated comprehensive plans, area plans, and zoning ordinances complete with locally-controlled public input. In addition, components of this study are designed in a highly-graphic format to inform development discussions, potential RFP’s, and grant applications. The following sections reflect recommendations particular to each TOD study area with key considerations, immediate next steps (next year), short-term recommendations (next five years), and long-term recommendations (beyond five years).

TOD Readiness Criteria • NICTD Station currently operational or under construction • TDD Boundary is adopted or the community is eligible for a TDD Boundary • Adopted policy documents that address or plan for TOD (i.e. comprehensive plan, neighborhood plan) • Adopted zoning ordinances (or overlays) that address or plan for TOD • Existing walkable grid as part of a downtown or mixed-use neighborhood that connects or can connect to the station

Each community-specific section will function as a standalone plan that is meant to be pulled out of the overall regional plan and referenced by officials of local cities and towns, public members, and the development community. This information is supplemented by more technical information in the respective appendices.

• Currently operational/planned trail or multi-modal infrastructure • Existing urban amenities that are walkable and/ or within 1/2 mile of the station (i.e. restaurants, grocery, drug stores, office, parks/plazas) • Existing dense and quality housing stock (more than eight dwelling units/acre), including rowhouses/townhomes, apartments, condos, and ADUs • Vacant developable sites within TDD Boundary • Local unit has demonstrated additional initiatives to support TOD • Current infrastructure has the capacity to support additional development or TOD

Northwest Indiana TDD • TOD Strategic Implementation Plan

02 02

TOD Strategy

Hammond

Hammond Gateway and Downtown

Overview As the closest station to Downtown Chicago, the Hammond Gateway Station holds a transformative opportunity to build transit-oriented development (TOD) in Hammond. This station will also serve as the first Northern Indiana Commuter Transportation District (NICTD) station across the Indiana-Illinois State Line and the connection to both of the NICTD South Shore and West Lake Lines.

This section provides materials and recommendations to prepare the City of Hammond to update its plans and ordinances and to advance its pursuit of TOD as a community gateway for the NICTD’s modernized South Shore Line and new West Lake Line. Once operational, the stations in Hammond will have a lesser commute time (estimated 30 minutes) to Downtown Chicago than most Illinois suburbs.

The City of Hammond has been proactive in readying the market for TOD with recent infrastructure investments, property acquisition, and the 2019 Downtown Hammond Master Plan. The City also supports recommendations in the 2017 West Lake Transit-Oriented Development (TOD) Plan. The proximity of the two future stations in Hammond the relocated Hammond South Shore Station (the new Hammond Gateway Station, set to open in 2025) and the future Downtown Hammond Station will create multiple significant opportunities for economic development within the Transit Development District (TDD) related to station and rail investments.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

TOD Readiness The City of Hammond has been proactive in encouraging TOD in its downtown and around the site of the future Hammond Gateway Station by supporting and funding TOD-focused planning and collaborating closely with NICTD to make sure required components are in place to prepare for TOD. Over the past several years, the City advanced and implemented improvements to Gostlin and Chicago Streets, acquired the property for future development, and collaborated closely with NICTD on relocating stormwater ponds to create more property for joint development north of the Hammond Gateway Station.

The 2019 Downtown Hammond Master Plan discusses the potential of transit-supportive development before and after the planned downtown train station. The City used this plan to apply for and successfully obtain State of Indiana Regional Economic Acceleration and Development Initiative (READI) Grant dollars to build station and trail infrastructure in its downtown area, and worked with NICTD to prepare the West Lake Line to accept a future downtown station. This document serves as a roadmap for TOD implementation by providing recommendations for land use, development, zoning, and infrastructure investments.

Evaluation Criteria NICTD Station currently operational or under construction TDD Boundary is adopted or the community is eligible for a TDD Boundary Adopted zoning ordinances (or overlays) that address or plan for TOD Adopted policy documents that address or plan for TOD (i.e. comprehensive plan, neighborhood plan) Existing walkable grid as part of a downtown or mixed-use neighborhood that connects or can connect to the station Currently operational/planned trail or multi-modal infrastructure Existing urban amenities that are walkable/within 1/2 mile of the station (i.e. restaurants, grocery, drug stores, office, parks/plazas) Existing dense and quality housing stock (more than 8 dwelling units/acre), including rowhouses/ townhomes, apartments, condos, and ADUs Vacant developable sites within TDD Boundary Local unit has demonstrated additional initiatives to support TOD Current infrastructure has the capacity to support TOD/additional development

Hammond • Hammond Gateway & Downtown

Community Priorities

Big Moves

Community priorities were developed by working closely with City officials to confirm economic development goals, identify key sites of interest, and understand recent and ongoing municipal and development projects. These priorities form a future vision for the TDD boundary area specific to the City of Hammond, which include the following:

“Big Moves” are defined as enabling steps to signal to the market that conditions are right for transit-oriented development to occur. The relocation of the Hammond South Shore Station to the confluence of the South Shore Line and the future West Lake Line catalyzes the opportunity for mixed-use development around the station area. Medium-density mixed-use development should be focused at the Hammond Gateway Station and existing NICTD commuter parking lots that served the soon-to-be-vacated Hammond South Shore Station on Hohman Avenue. The streetscape and roadway improvement projects to Gostlin Street, Chicago Street, and Hohman Avenue already underway will create new developable sites around the Hammond Gateway Station area. Around the future Hammond Downtown Station, adjacent blocks show potential for mixed-use infill development supported by downtown revitalization.

• Support transit-oriented mixed-use development around the station area(s). • Preserve and enhance existing single-family neighborhoods and promote the development of dense residential housing near the rail corridors and downtown. • Invest in Hohman Avenue as the central spine connecting the Hammond Gateway Station and the Hammond Downtown Station through redevelopment north of the river and streetscape and street design improvements along the entire corridor. • Assess stormwater infrastructure required for development in collaboration with NICTD’s stormwater needs for the Hammond Gateway Station.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Big Moves

Station Relocation & West Lake Line

Rail & Roadway Realignment

Gostlin St

South Shore Line

Hammond • Hammond Gateway & Downtown

nA ve ma Hoh

ma Hoh NORTH

Calumet Ave

In conjunction with the new West Lake Line, the current Hammond South Shore Station will be vacated as the new Hammond Gateway Station opens. Hammond will benefit tremendously from upgraded and modernized access to the South Shore Line and the West Lake Line into Downtown Chicago.

West Lake Line

Calumet Ave

West Lake Line

nA ve

South Shore Line

The South Shore Line is being realigned to converge with the new West Lake Line and create a single station serving both lines. The Chicago/Gostlin Street reconstruction, which is already in progress, will realign these roadways and select intersections. These two projects will create larger development sites immediately surrounding the new Hammond Gateway Station.

Big Moves

Hohman Avenue Corridor

TOD Opportunities

Gostlin St

South Shore Line

nA ve ma Hoh

Hoh

Calumet Ave

West Lake Line

Calumet Ave

West Lake Line

nA ve

South Shore Line

In addition to the Hammond Gateway station, a future Downtown Station is being planned along the West Lake Line to serve the downtown area. These two stations create numerous TOD opportunities for the City of Hammond.

Hohman Avenue is the primary corridor of Hammond’s downtown and an important connector between downtown and North Hammond. As conceptualized in the Downtown Hammond Master Plan, Hohman Avenue should be enhanced with streetscape and multi-modal mobility improvements.

NORTH

Northwest Indiana TDD

• TOD Strategic Implementation Plan

TOD Opportunity An overall TOD Opportunity vision was developed with the City of Hammond outlining the development and investment potential within the TDD boundary area. Opportunity sites were identified as Areas of Impact within each TDD boundary that have the greatest development potential. Characteristics such as cleared sites, underutilized land or surface parking lots, buildings suitable for adaptive reuse, or consolidated or municipal land ownership were important factors determining certain sites’ development potential.

Areas of Impact Areas of Impact were established to distinguish between major (re)development areas, both TOD and non-TOD, and areas to be maintained, preserved, and enhanced. These designations begin to direct development activity and other targeted investments based on proximity and relationship to the station area. For purposes of this study, individual sites may have been grouped to demonstrate synergy among sites for development potential.

TOD Opportunity Sites These areas are prime sites for transit-oriented development due to their proximity and connectivity to the station area. Development of these sites should be dense and urban in form, promote walkability and multi-modal access, and emphasize a quality public realm and sense of place. Access to the station area is crucial for these sites. Development should be mixed-use, integrating a variety of active ground-floor commercial uses and upper-floor uses within a building and integrating a variety of uses in a collection of buildings on a site.

Site A Site A is immediately adjacent to the future location of the Hammond Gateway Station and sits at a crucial junction of the South Shore and West Lake Lines. The site benefits from improved access by the new roundabout at Sheffield Avenue and Gostlin Street and the realigned Gostlin Street. This site is a result from property aggregation and clearing by the City and NICTD, the Gostlin Street reconstruction, and the South Shore Line rail realignment. The City acquired and cleared several former single-family properties directly north of the South Shore Line during the Gostlin Street project. The location of this site and the ongoing collaboration among several entities 16

Hammond • Hammond Gateway & Downtown

regarding the site’s ownership and preparation for development makes this site Hammond’s prime TOD opportunity at the Hammond Gateway Station. As such, the City should steer development towards a walkable mixed-use district. Due to federal interest, this development of this site will trigger the Federal Transit Authority Joint Development process.

Site B Site B is 3.6 acres and is located at the prime intersection of Sheffield Avenue and the Gostlin Street roundabout. Because of its adjacency to the South Shore Line, this site will be affected by future rail realignment. A mix of ownership of these parcels includes private owners and two public owners (the City of Hammond and NICTD). NICTD owns two surface parking lots on either side of Gostlin Street that serve commuters for the existing South Shore Station. The City acquired properties on this site to enable the Gostlin Street project. These publicly-owned, cleared parcels are among the most readily available for redevelopment within the TDD boundary.

Site C Site C is 7.1 acres and consists of the soon-to-bevacated South Shore Station and associated commuter parking areas. To the east, several residential properties and vacant land are adjacent to the commuter parking between Henry Avenue and Torrence Avenue. Two commercial structures exist along Calumet Avenue. Access to this site is limited to north-south streets because it is located between two rail corridors: the South Shore Line to the north and CSX to the south. However, this site is highly visible from the South Shore Line. Safe pedestrian crossings over the South Shore Line and CSX rail line at Hohman and Johnson Avenues will be crucial to accessing the site and enhancing walkabililty near the station.

Site D Site D includes the Hohman Avenue corridor between the CSX Railroad and the Grand Calumet River. Redevelopment of this area presents great potential for re-activating Hohman Avenue as a commercial corridor leading to Downtown Hammond. Some parcels are currently undeveloped land or have vacant structures, but others have occupied structures of varying uses. This area is primarily accessible via Hohman Avenue, Sheffield Avenue, Chicago Street, and Hoffman Street. A new roundabout at the intersection of Chicago Street and Hohman Avenue will be a central anchor for this site. A former Social Security Administration building on Hoffman, now owned by the City of Hammond is a potential candidate for adaptive reuse.

Calumet Ave

Site B 3.6 Total Acres

Hohman Ave

Sheffield Ave

Site A 8.4 Total Acres

Site C 7.1 Total Acres

Gostlin St

Future Hammond Gateway Station

South Shore Line

ile 1/2 M

E Marble St

Site E 44.7 Total Acres Site F 30.7 Total Acres

Existing Hammond South Shore Station Site D 23.9 Total Acres

Chicago St

Hoffman St

NICTD Maintenance and Storage Facility

nA ve

INDIANA State Line ILLINOIS

Hoh

American Steel Foundries

Sib

ley

Gr an dC Proposed Hammond Downtown Station

199

Site K 137.4 Total Acres

Hohman Ave

ile

NORTH

TOD Opportunity Site Area of Significant Change

West Lake Line

2019 Downtown Hammond Master Plan Boundary

Douglas St

ive r

rba

nR ene

Sohl Ave

U.S. Courthouse and Federal Building

alu me

Turner Park

1/2 M

150th St

wa lP

lan

und

ary

Areas of Impact Opportunity Sites surrounding the South Shore Line in Hammond include land resulting from the Gostlin Street reconstruction and the rail alignment to the north of the future Gateway Station, redevelopment of the former South Shore Station and parking lot, and the Hohman Avenue corridor. In downtown, redevelopment of industrial property to the east of the future West Lake Line has been considered in addition to development sites identified in the Downtown Hammond Master Plan.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Site K

Site F

Site K consists of the study area of the Downtown Hammond Master Plan, which is bounded by the CSX rail line, the Indiana-Illinois State Line, and Sohl Avenue. A 6.1-acre site immediately to the east of the future West Lake Line and Hammond Downtown Station consists of industrial and vacant property and presents a housing development opportunity to increase residents, which was one of the goals of the Downtown Master Plan. This site is prime for residential development because of its proximity to downtown, access to the future station, and location along the Monon and Erie Lackawanna Trails. With the development of the new Downtown Hammond rail station, a kiss-n-ride would also develop in the immediate station area, within Site K. Multiple infill development sites from the Downtown Master Plan are also included in the development opportunities for this area, such as potential for reuse of the Franciscan Health property.

Site F is a 30.7-acre site (21 Marble Street) located along the Indiana-Illinois State Line. The site is bounded by the Grand Calumet River on the south and railroad to the east. The site is only accessible via Marble Street. Redevelopment of this site is currently underway, and this site will remain an industrial use long-term.

Areas of Significant Change (Non-TOD) These areas have been identified for their potential for redevelopment and a major change in use and/ or form. These areas are outside the walkable area surrounding the station – therefore not TOD – but high-quality development of these sites is possible and will significantly impact the community. These areas may be identified for several reasons: they have been included in development planning in this plan but are not proximate to the station; they may have development planning efforts ongoing outside of this plan; or there may be a high potential for future development in the long-term that has not been studied yet. Development of these sites may require changes in land use, updates to zoning designation and/or regulations, infrastructure upgrades, or environmental review.

Site E Site E is a 44.7-acre site located immediately south of the future Hammond Gateway Station. The site is bounded by railroad on three sides and the Grand Calumet River on the south. The NICTD Maintenance and Storage Facility being planned at this site. Much of this site is designated for rail use long-term. The southeastern portion of the site along Hoffman Street is predominantly industrialand includes property owned by NICTD as part of the West Lake Line project. This property could be considered for long-term redevelopment in a walkable urban format complemetary to the existing traditional residential neighborhood and leveraging its proximity to the new train station.

Hammond • Hammond Gateway & Downtown

Areas to Maintain and Invest All other areas within the TDD boundary not identified for future development investment opportunities should be targeted for enhancement and preservation efforts that protect the existing character and build upon the strengths or existing assets. These areas may look like stable and established neighborhoods or active commercial nodes. Opportunities for small infill development or rehabilitation of structures may be present in these areas but should occur with a focus on compatibility with the surrounding context and land uses.

Existing Plans and Context Previous Planning

2017 West Lake TOD Plan

Relevant recommendations from previous plans were documented and incorporated into the recommendations for this plan. Previous plans emphasized investing in areas surrounding the South Shore Line, and later plans incorporated a new, relocated Hammond Gateway Station into this planning vision. Historically, preserving and enhancing Hammond’s existing single-family residential neighborhoods have been important in local plans. Despite many plans considering redevelopment of the former South Shore Station Area, visions of future development for the area have differed. Land to the west of the future West Lake Line has been anticipated to remain industrial in use. Some additional opportunities may exist in small, underutilized lots on the edges of downtown, creating a better transition between downtown and the rest of Hammond to the north of the Grand Calumet River.

The 2017 West Lake TOD Plan was completed by the Northwest Indiana RDA and NICTD in preparation for the Federal Transit Administration’s New Starts Program for capital rail investments. Within this plan, several TOD recommendations are still relevant today and supported by local officials. Relevant recommendations include: • Re-align Gostlin Street north of the Hammond Gateway Station to create larger development sites to the north of realigned NICTD tracks. • Assemble properties north of the realigned NICTD tracks for mixed-use transit-oriented development. • Repurpose the existing Hammond South Shore Station for mixed-use development.

Following is a summary of four existing plans for the areas included in the TDD boundary. Two of these plans most directly impact the Hammond Gateway TDD area: Urban Renewal Plan, Downtown No. 1 Urban Renewal Area (1995) and the 2019 Downtown Hammond Master Plan. These two plans are summarized in more detail on the following pages. This plan builds on the work of previous plans and creates a framework for realizing the vision of those plans.

North Hammond Neighborhood Plan (2003) The North Hammond Neighborhood Plan is a comprehensive 10- to 15-year vision to meet the needs of the community and project future development and improvements. Relevant recommendations include: • Maintain existing single-family residential character while encouraging rehabilitation where needed.

2017 West Lake TOD Plan

• Focus new housing and commercial uses around the South Shore Station. • Redevelop vacant or obsolete commercial and industrial properties. • Clean up the Grand Calumet River and revive as a recreational/culture resource. Northwest Indiana TDD

• TOD Strategic Implementation Plan

Urban Renewal Plan, Downtown No. 1 Urban Renewal Area (1995) The 1995 Downtown Urban Renewal Plan identified eight different land use districts within the study area. Each of the districts are described below, in text sourced from the original 1995 document. Some of the land uses identified in 1995 are no longer applicable, such as St. Margaret’s Medical Center. Moreover, the approach to land use planning as described in the 1995 Urban Renewal Plan has evolved to be more mixed-use, particularly in the downtown area, to achieve a walkable core and sense of civic pride. Therefore, the proposed transit-oriented redevelopment framework provided in this plan can accommodate many of the land uses identified in this plan but in a format that better supports a vibrant community core.

Area A: Office and Commercial Core The Office and Commercial Core is focused along Hohman Avenue in the heart of downtown. Most of the major existing office and commercial buildings in the downtown area are located here, and this area has been the focus of significant public and private investment during the past several years. This land use district will continue to be strengthened and reinforced as downtown’s most intensely developed shopping and business area.

Area E: Public Use District This area contains the U.S. Post Office and Court House, several older commercial and industrial operations, and a significant amount of vacant land. This area will be intensified and redeveloped to provide a strong new public and governmental anchor complex for the southeastern corner of downtown.

Area F: Support Commercial District This area contains the Dan Rabin Plaza, a parking garage, several commercial and industrial uses, and numerous vacant buildings. This area will be improved and upgraded as a support service area for downtown, providing sites for a range of lower intensity commercial and “back office” uses and parking support. If the commuter rail project is implemented in the future, much of this area will be devoted to commuter-related uses.

Area G: Residential Improvement District This area contains the YWCA and a number of older residential and commercial properties, some of which have architectural significance. This area will be improved and upgraded as part of the larger residential neighborhood to the south, including the rehabilitation of existing housing and small scale development of new infill housing.

Area B: Convenience Commercial District While this area currently includes several important commercial uses, most notably Sterk’s and Walgreen’s, it also includes a significant number of vacant, underutilized, and marginal properties. This district will undergo major redevelopment as a new, consolidated convenience shopping area.

Area C: Medical Center District St. Margaret’s Hospital and ancillary service facilities are located here. This district will continue to be improved and enhanced as a medical center campus including hospital buildings, parking facilities, medical office buildings, and other hospital-related uses. St. Margaret’s Hospital has closed, and the property is poised for transit-oriented redevelopment.

Area D: Institutional/Residential District This area contains the Federal Building, the Hammond Public Library, two churches, and a number of older residential and commercial properties. This district will be improved and upgraded as a location for public, semi-public, and other institutional uses, as well as for new medium density housing. 1995 Urban Renewal Plan, Downtown Area 20

Hammond • Hammond Gateway & Downtown

Area H: Commercial Service District The area contains a number of older, deteriorated residential and commercial properties and a large amount of surface parking. This district eventually will undergo large-scale clearance and redevelopment for commercial service and other downtown support uses.

Those are all elements of the TOD Redevelopment Framework proposed by this plan. Where this plan provides broad characteristics of the envisioned redevelopment typologies, the 2019 Downtown Master Plan provides the specific physical improvements for the downtown to achieve the TOD characteristics. Specific relevant recommendations include:

Area I: Industrial District This area contains several medium and heavy industrial uses situated on vast expanses of land. A few residential units can also be found near the northern boundary on Sheffield Street. This district will be further promoted as an industrial area in order to concentrate the intensity of these industrial uses in the same general location. The residential units within this district eventually will be relocated to a more appropriately zoned medium density residential area. The plan lists additional objectives specific to the 1995 update and identifes consistency with previous plans. Relevant objectives include:

• Improve Hohman Avenue to include angled parking and a flexible, pedestrian-friendly, mixed-use environment. • Support redevelopment east of Hohman Avenue between Sibley and Douglas Streets on both sides of the NICTD West Lake Line for future TOD. • Advance plans for realigning the Monon and Erie Lackawanna Trail to create trail-oriented development opportunities aligned with the rail downtown. • Implement planning for a future Downtown Hammond Station.

• Development of vacant industrial zoned land.

Existing Land Use

• Public infrastructure improvements.

In addition to reviewing existing planning documents, the plan examined the existing land use in the TDD area. The accompanying map was informed by Lake County GIS data and City of Hammond planning Staff. Land uses are ever changing and the adjoining existing land use map reflects a snapshot in time from when the data was compiled. The Existing Land Use Map provides an understanding of the current context and activities taking place in the plan area which inform the potential for redevelopment and transformation in short- or long-term.

• Establishment of development and design standards for newly constructed and rehabilitated buildings with downtown property owners. • Promote the redevelopment of a strong central commercial core. • Provide for commercial centers oriented to the needs of residential neighborhoods of an approximate one-mile radius and designed to serve both pedestrian and vehicular traffic. • Encourage development of a commercial center which make efficient use of land and points of access as opposed to strip development.

2019 Downtown Hammond Master Plan The City completed the 2019 Downtown Hammond Master Plan to catalyze downtown revitalization. Since completing this plan, the City has invested in the Hohman streetscape, moved ahead with property assemblage, and envisioned a future downtown station and trail. All of this work helps enable development in the downtown area. The City is seeing significant development interest in downtown with several significant adaptive reuse and new construction projects underway. The recommendations within this plan are locally supported and relevant to implementing TOD in Hammond. In general, the plan recommends new public plazas and pocket parks, walkable streets and a diversity of uses with an activated pedestrian realm.

2019 Downtown Hammond Master Plan

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Calumet Ave

Hohman Ave

Sheffield Ave

Gostlin St

Future Hammond Gateway Station

South Shore Line

ile 1/2 M Marble St

Existing Hammond South Shore Station

Chicago St

Hoffman St

NICTD Maintenance and Storage Facility

150th St

Hoh

nA ve

INDIANA State Line ILLINOIS

American Steel Foundries

Sib

ley

Gr an dC

199

nR ene

Sohl Ave

lan

und

ary

Hohman Ave

Proposed Hammond Downtown Station Douglas St

West Lake Line

2019 Downtown Hammond Master Plan Boundary

NORTH

ive r

rba

wa lP

ile

Turner Park

1/2 M

alu me

Single-Family Residential

Public

Industrial

Multi-Family Residential

Utility and ROW

Institutional

Commercial

Park District

Hammond • Hammond Gateway & Downtown

Existing Land Use The Hammond Gateway and Downtown TDD boundary is comprised of a variety of well-integrated uses. Most of downtown is commercial or publiclyowned; only a few residential uses currently exist. Large amounts of industrial and publiclyowned land occupy the banks of the Grand Calumet River. A mix of residential types surrounds the existing South Shore Line, with commercial uses concentrated along the Calumet Avenue and Hohman Avenue corridors.

Redevelopment Framework TOD Redevelopment Types Transit-oriented development (TOD) can manifest at different scales. The following pages illustrate the two primary redevelopment types that could represent a transit-oriented future for Hammond. These two TOD Redevelopment Types are examples of redevelopment scales appropriate to a downtown area, encompassing walkability, transit access, and a diverse range of businesses, destinations, and housing. The two types are: Mixed-Use Core and Mixed-Use Neighborhood. Downtown Hammond is envisioned to develop as a Mixed-Use Core, while areas to the north of the river are envisioned as the Mixed-Use Neighborhood. The characteristics of the Mixed-Use Core typology also reflect the vision of the 2019 Downtown Hammond Master Plan. The following pages provide the intent and descriptions typical land uses, development characteristics, and relationships to transportation systems for the TOD Redevelopment Types. Short descriptions are paired with images from other similar places to describe and visualize the intended character. Following the TOD Redevelopment Type vision sheets, the Redevelopment Framework provides a regulating map shows where these types of transit-oriented redevelopment are best suited around Hammond Gateway and Hammond Downtown.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Mixed-Use Core

TOD Type: Mixed-Use Core

Downtown areas with dense, compact blocks that are highly-walkable and connected, containing a mix of uses serving the entire community

Typical Land Uses

Mixed-Use (vertically and horizontally integrated); Retail/Offices/Services; Attached Housing; Flex Office/Employment; Medical Offices/Services; Government/Public Facilities; Cultural/Civic; Hospitality; Entertainment; Larger Multi-Family Housing; Structured Parking

Secondary Land Uses

Parks/Plazas; Large Parks/Natural Space; Religious, Education, and Assembly Facilities; Surface Parking

Parking

On-street parking with limited off-street parking; shared public parking lots and parking structures with short- and long-term bike parking; structured parking should be lined or fronted by mixed-use buildings with active ground floor uses

Transportation

Interconnected street grid with wide sidewalks, bike facilities, and multiple and frequent bus/ transit connections; robust system of alleys

Typical Building Heights/ Density

Medium- to high-density with a minimum of 10 dwelling units per acre, typically 30+ units per acre; 3 stories minimum; anticipated average height of 5+ stories

Infill / Redevelopment

Infill should continue the existing visual pattern, rhythm or orientation of surrounding context along the street while adding appropriate height and density. Historically significant or contributing buildings should preserved or adaptively reused when possible.

Other Considerations

Development should be supportive of pedestrian activity.

Hammond • Hammond Gateway & Downtown

Mixed-Use Neighborhood Compact, walkable areas with scaled mixed-use buildings that engage and support an active public realm serving the nearby community

TOD Type: Mixed-Use Neighborhood

Typical Land Uses

Multi-Family Housing; Supportive Housing; Attached Housing; Retail/Offices/Services; Flex Office/Employment; Medical Offices/Services; Government/Public Facilities; Hospitality; Entertainment; Mixed-Use (vertically and horizontally integrated); Surface and Structured

Secondary Land Uses

Pocket Parks/Plazas; Greenways/Trails; Recreation Facilities; Cultural/Civic; Religious, Education, and Assembly Facilities; Floodplain/ Floodway; Preservation/Conservation Area

Parking

On-street parking with limited clustered off-street parking; shared public parking lots and structures with short- and long-term bike parking

Transportation

Interconnected street grid with wide sidewalks, bike facilities, and frequent bus/transit connections

Typical Building Heights/ Density

Medium density of 10-25 dwelling units per acre; 2 stories minimum; anticipated average height of 3-4+ stories

Infill / Redevelopment

Other Considerations

Any redevelopment should occur in a sustainable manner that minimizes impacts on natural areas, incorporates proper stormwater management, and mitigates potential hazards to air or water quality.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Redevelopment Framework This approach to redevelopment planning focuses on areas that are anticipated to change. Some areas within the TDD boundary that are not anticipated to change are indicated as such. The redevelopment framework intends to create multiple mixed-use nodes within the TDD boundary. The redevelopment framework is shown in general categories, tied to the TOD Redevelopment Types, to guide future land use and development decisions while allowing for flexibility in densities and building types. The following descriptions illustrate the characteristics of these redevelopment types, including the recommended general character and scale of the built environment that is appropriate for each area. More detailed projections over 5-, 10-, and 20-year time horizons are mapped out for specific development sites included in this plan to represent a phased redevelopment.

Station Area The Station Area use applies to the immediate land surrounding the NICTD Rail Station. This area includes the station platform, transit centers or amenities, parking lots or structures for transit riders, and maintenance yards. In the long-term, some station areas may have the ability for Mixed-Use Joint Development to occur.

Mixed-Use Core Mixed-Use Core consists of high-density mixed-use areas, such as traditional downtown or central business district. The Mixed-Use Core is characterized by compact block patterns and tall buildings. Businesses, services, and institutions serve the immediate residential population and the entire community. Buildings are oriented to the sidewalk, with attractive and active ground floor uses that support and encourage pedestrian activity. Plazas, pocket parks, sidewalks, or activated alleys should serve as public spaces for residents, employees, and visitors. Hammond’s downtown is envisioned as a Mixed-Use Core. This TOD Redevelopment Type aligns with the vision of the 2019 Downtown Hammond Master Plan which articulates with greater detail how to acheive the characteristics of the Mixed-Use Core.

Mixed-Use Neighborhood Mixed-Use Neighborhood land uses are medium-scale mixed-use centers. They typically have compact development emphasizing connectivity and walkability with an accommodating public realm and 26

Hammond • Hammond Gateway & Downtown

storefronts that engage the street/pedestrians. The development pattern should be of appropriate scale in relation to the street and may include verticallyand horizontally-mixed uses. Plazas, pocket parks, sidewalks, or activated alleys should serve as public spaces for residents, employees, and visitors. This typology provides retail and services to surrounding neighborhoods in a pedestrian-friendly environment, making it possible to accomplish several errands in a single trip. Opportunities for a Mixed-Use Neighborhood exist around the Hammond Gateway Station and are focused on redeveloping vacant and underutilized properties that support the existing residential areas in this neighborhood. These areas include property immediately north and east of the station where the soon-to-be vacated Hammond South Shore Station is located.

Commercial Corridor Contains primarily single-story commercial, retail, and service businesses that are either in freestanding buildings or small, integrated centers. Development patterns tend to be more auto-oriented than mixed-use districts and are characterized by large parking areas, usually in front of or to the side of buildings, that may or may not be shared by adjacent uses. As a corridor, this development type is more auto-oriented, but could still support improvements for pedestrian and bike connections. The Calumet Avenue Corridor is identified for further development as a Commercial Corridor. The triangular land area along Hohman Avenue, between the two nodes of this district, is identified as Commercial Corridor. There are several challenges to redeveloping these properties - grade changes as Hohman bridges over the railroad tracks, disconnection from other commercial land uses. But the location as a midway point between then two stations and proximate to housing east of Hohman, this location has the potential to redevelop in the long term in support of the new mix of transit-oriented development to the north and south.

Industrial/Warehousing Long-term light and heavy industrial uses that are characterized by operations for production, warehousing, distribution, etc. Heavier industrial uses may be more intense and should be concentrated in areas separated and buffered from other land uses. Where possible, industrial or truck traffic should be separated from local/residential traffic. In the case of lighter industrial, such as artisan manufacturing or small tech centers, these uses may be located adjacent to other uses, such as office/employment or retail/ services, without causing compatibility or nuisance issues.

Redevelopment Framework Calumet Ave

Hohman Ave

Sheffield Ave

Gostlin St

Future Hammond Gateway Station

South Shore Line

ile 1/2 M Marble St

Existing Hammond South Shore Station

Chicago St

Hoffman St

NICTD Maintenance and Storage Facility

nA ve

INDIANA State Line ILLINOIS

Hoh

American Steel Foundries

Sib

ley

Gr an dC

199

ive r

nR ene

wa lP

lan

und

ary

Proposed Hammond Downtown Station

Hohman Ave

ile

rba

Sohl Ave

U.S. Courthouse and Federal Building

alu me

Turner Park

1/2 M

150th St

Douglas St

West Lake Line

2019 Downtown Hammond Master Plan Boundary

NORTH

Station Area

Commercial Corridor

Mixed-Use Core

Industrial/Warehousing

Mixed-Use Neighborhood

No Significant Change Northwest Indiana TDD

• TOD Strategic Implementation Plan

Development Planning Development Concepts

Three development opportunities were studied in this planning process and selected to illustrate the potential of TOD in more detail with scenario planning and renderings.

Within this TOD study area, two distinct strategies informed development opportunities that were tested more thoroughly. The primary strategy employed was to focus on sites with catalytic development potential that could spur investment by the private market in the short term. A secondary strategy was employed for long-term opportunities for which development potential is anticipated to increase with continued public and private investments as well as enabling infrastructure improvements. Specific development concepts were envisioned and analyzed by a range of development impacts that define an arc of development that supports Hammond’s economic development path.

Sh Ho effi hm eld an Av Av e e

Site A

stli

Site K

Site C

t So

uth

ore

Lin

e Av

t ey S

Sibl

Do s

Av e

es W

Av e

e ak

NORTH

Hammond • Hammond Gateway & Downtown

Site A NORTH

Potential Mixed-Use & Office/Flex

tlin

Gos

hm Ho an e Av

le S

rb Ma

Future NICTD Maintenance & Storage Facility

Development Program

Mixed-Use

8.4 Acres

59 Residential Units 5,000-10,000 SF Commercial

Multi-Family Residential

228 Units

Development Character • A Mixed-Use Neighborhood land use consisting of offices, retail, services, and residential integrated within buildings and sites. • This site is transformative for Northwest Indiana in its ability to offer TOD within a 30-minute train commute into Downtown Chicago. • This site has the potential to attract market-rate housing to increase and diversify housing options around the station and catalyze further investment in surrounding existing residential areas. • This property is owned by the City of Hammond and NICTD and is intended to be taken to developer RFP. • Development of this site would need to follow FTA Joint Development requirements due to federal interest in the property.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Site C NORTH

Enhanced Pedestrian Access across Rail Lines Potential for Additional Small-Scale Infill Development

n so hn Jo e Av

Gostlin

Hohm e an Av

son

Hud

Enhanced Pedestrian Access across Rail Lines

Development Program

7.1 Acres

Office/Flex

64,800 SF

Commercial

7,200 SF

The Alternative Residential Concept includes 12,000 SF of Commercial and 108 units of Multi-Family Residential.

Development Character • Development could include a destination-based commercial business such as a food hall at the location of the existing South Shore Station building with multi-family or office development further east. • Since this property is also owned by NICTD, Sites A and C could go to RFP jointly. • Development of this site would need to follow FTA Joint Development requirements due to federal interest in the property. • Due to the site being bordered on two sides by railroad tracks, access to this site is restricted to Hohman Avenue to the west and Johnson Avenue to the east. Improvements should be made at these crossings to enhance walkability and pedestrian safety. • Additional sites north of the NICTD rail should be considered for new residential infill development. 30

Hammond • Hammond Gateway & Downtown

Alternative Residential Concept

Site K NORTH

Future drop-off and underpass for station access

U.S. Courthouse

First Baptist Church

t ye Fa

le y Oa k

il Tra

Hammond Police Dept.

ie-

ck aw an

Tra il

Av e

n ono

ugl

Development Program

6.1 Acres

Multi-Family Residential

179 Units

Townhomes

9 Units

Development Character • Mixed-Use Core land use directly east of the future Downtown Hammond Station. This development is supportive of redevelopment recommended within the Downtown Hammond Master Plan. • Due to this site’s proximity to the downtown core, this area could become the eastern gateway into downtown. • This site is envisioned as a mixed-use development that may include some adaptive reuse of existing warehouse buildings and the ability to further attract food and beverage destinations. • This site is owned privately by a few owners but is underutilized as a book recycling facility today.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Hammond • Hammond Gateway & Downtown

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Hammond • Hammond Gateway & Downtown

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Arc of Development

re Li n e

Hoh ma nA ve

Sh o

West Lake Line

Projected Land Use & Development: 5-Year Horizon

Gostlin St South

re Li n

Hoh

nA ve

Sh o

West Lake Line

Projected Land Use & Development: 10-Year Horizon

Gostlin St re Li n

Hoh m

Sh o

West Lake Line

Projected Land Use & Development: 20-Year Horizon

Station Area Mixed-Use Core Mixed-Use Neighborhood

Hammond • Hammond Gateway & Downtown

Commercial Corridor Industrial/Warehousing No Significant Change

Ave

South

Calumet Ave

The arc of development for each community was defined collectively for selected development opportunities within the TDD boundary that projects future development potential over 5-, 10-, and 20-year time horizons. Quantitative and qualitative factors such as local/public property control, developer engagement or interest, site conditions, current regulations or future regulatory changes, among others were considered in determining the arc of development over time. This study is confident, however, that investments outlined herein can change the outlook and perception of this area and thus induce the private development market over time.

South

Calumet Ave

To understand the full range of potential of these sites, high-level capacity tests were conducted using various densities and types of development possible for each community. Estimations of several metrics of community impacts, including population changes, jobs created, and generated vehicle trips, were calculated based on future potential development. These impacts were informed by market analysis conducted by KPMG and Policy Analytics, ownership status, local guidance and interest, and quantitative and qualitative planning analysis.

Gostlin St Calumet Ave

At this level of study, it is difficult to assign exact timeframes to development, but this plan demonstrates a range of development and illustrates a potential arc of development over time that could be possible with the right set of incentives and conditions supported by the market.

Impact Projections Land Use

Total Development in Acres

21.63 - 45.85 Acres

Total Development in Sq. Ft.

942,300 - 1,997,100 SF

Retail Development

126,500 - 126,800 SF

Industrial Development

78,000 - 102,000 SF

Office Development

14,000 - 27,000 SF

Multi-Family Residential Development

723,800 - 1,741,300 SF

Residential Housing Units

Total Housing Units

1,005 - 2,170

Rental Units

660 - 1,580

Owner-Occupied Units

345 - 590

Projected Impacts

Residential Population Increase

1,535 - 3,630

Households with School-Aged Children

280 - 665

Employees

215 - 435

Vehicle Trips Generated*

10,200 - 17,350 (2022)** 10,200 - 17,350 (2040)**

* Vehicle trips generated include projected commuters in 2022 and in 2040 at full build out ** Source: NICTD

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Infrastructure Documentation and Analysis Functional Classifications Determined by Indiana Department of Transportation (INDOT) and the Northwest Indiana Regional Planning Commission (NIRPC) the roadway functional classifications were documented to understand the hierarchy of corridors in each community. These classifications also helped inform street design and public realm character typologies. The study area is well-connected by several major regional and local corridors. Calumet Avenue and portions of Chicago Street are the Principal Arterials connecting Hammond to the region. The Minor Arterials – Hohman Avenue, portions of Gostlin Street, portions of Chicago Street, State Street, Sibley Street, and Columbia Avenue – carry traffic from Principal Arterials and communities to the east into Downtown Hammond and the Gateway Station area. Sohl Avenue, Sheffield Avenue, portions of Gostlin Street, 150th Street, Michigan Street, State Line Avenue, Douglas Avenue, and Carrol Street serve as Major Collectors providing local vehicular circulation downtown.

Hammond • Hammond Gateway & Downtown

Hohman HohmanAve Ave

Calumet Ave

Sheffield Ave Sheffield Ave

Gostlin St

Functional Classifications 90 90

Gostlin StGostlin St

Future FutureHammond Hammond Gateway GatewayStation Station

South Shore Line

ile 1/2 M

NICTD NICTD Maintenance Maintenance and and Storage Storage Facility Facility

nA ve

INDIANA State Line ILLINOIS

Existing Hammond South Shore Station

Chicago St Chicago St

Sohl Ave

Marble St

HoffmanHoff St man St

Hoh

American Steel Foundries

ley

Gr anG drCa anldu Ca m elut m Riev teRr ive r

199

ley

Turner Park

rba

nR ene

Sohl Ave

lan

und

ary

ich

Proposed Hammond Downtown Station

Douglas St Douglas St Sohl Ave

West Lake Line

2019 Downtown Hammond Master Plan Boundary

wa lP

Calumet Ave

Hohman Ave Hohman Ave

ile

1/2 M

State Line Ave

U.S. Courthouse and Federal Building

Sib

150th St Columbia Ave

Sib

150th St

Carrol St NORTH

Freeways (Interstates)

Major Collector

Principal Arterial

Minor Collector

Minor Arterial Northwest Indiana TDD

• TOD Strategic Implementation Plan

TOD Priority Thoroughfare

Thoroughfare Typologies Thoroughfare Typologies were developed to analyze existing corridor conditions and create aspirational goals for future street design and streetscape. Typologies focused on important corridor segments within and connecting to the TDD boundary to guide the design and character of roadways, sidewalks, and amenities within the public right-of-way. These typologies depict typical elements of corridors, including the number of travel lanes, landscaping, lighting, bicycle infrastructure, and sidewalks and paths. Hohman Avenue is an important corridor throughout Hammond and the central spine from the Gateway Station Area to downtown. Hohman Avenue is designated as a TOD Priority Thoroughfare. As illustrated in the Thoroughfare Typologies plan, Hohman Avenue within downtown is being redesigned and reconstructed as recommended in the 2019 Downtown Hammon Master Plan.

The rebuilt portion of Gostlin Street is also a TOD Priority Thoroughfare due to its capacity for connecting to the new station area. Sohl Avenue, Sibley Street, portions of Chicago Street and Sheffield Avenue, and Hohman Avenue south of downtown are categorized as TOD Connectors for ANGLEDtheir PARKING) connection to TOD Priority Thoroughfares and function for local traffic circulation. Several other streets considered Key Vehicular Routes connect ption for t also the rest of the community to the TDD boundary area. angled curbs New Vehicular Routes are being planned or are businesses under construction north of downtown to enhance connectivity to the Gateway Station area. Potential cipate in a for Key Pedestrian Routes along Hohman Avenue, network. Sohl Avenue, and Douglas Street could enhance aza-like connectivity between seemingly disparate parts of e street as selves are the city: across the Grand Calumet River, across the haracter. Erie and Monon Trail, and8’ across 5’ Lackawanna 4’ 9’ 10’ Trail10’ 9’ 4’ 8’ 10’ save money, the future West Lake Line. Thoroughfare Typologies 56’ é seating on restaurants are defined in the following pages.

TOD Connector

Key Vehicular Route

BEFORE THE TRAIN

Trail/Greenway

EXISTING

Hohman Avenue

5’

4’

7’

5’ 7’ Parking Sidewalk Brick (Here Sidewalk Strip Parking/ with 4’ Parklet Brick Strip

wntown Hammond Masterplan

12’

12’ Lane (SB)

Lane (SB)

18’

18’ at 45 Back-in parking (accommodates NB and SB) 45o Back-In Parking 56’ Curb (NB Curb andto SB)

PROPOSED

12’

PROPOSED

12’ Lane (NB)

7’

7’ Brick Strip Parking

4’ 7’

7’ Sidewalk Sidewalk 4’ Brick Strip

56’ Curb to Curb

40 27 Hammond • Hammond Gateway & Downtown

Key Pedestrian Route

Calumet Ave

Hohman Ave

Sheffield Ave

Dearborn Ave

Gostlin St

Thoroughfare Typologies 90

Gost lin St

Future Hammond Gateway Station

South Shore Line

ile 1/2 M Marble St

Existing Hammond South Shore Station

Chic ago St

Sohl Ave

Hoffman St

Hh ohm maa nA nveA v

Gr an dC

Sib U.S. Courthouse and Federal Building

ley

199

Douglas St Douglas St

ile

1/2 M

ive r

rba

nR ene

wa lP

lan

und

ich

ary

Proposed Hammond Downtown Station

West Lake Line

2019 Downtown Hammond Master Plan Boundary

Turner Park

alu me

Columbia Ave

Sta

150th St

American Steel Foundries

INDIANA State Line ILLINOIS

NICTD Maintenance and Storage Facility

NORTH

TOD Priority Thoroughfare

TOD Connector

Key Vehicular Route

Downtown Hohman Avenue Cross Section

Key Pedestrian Route

Proposed New Key Vehicular Route

Northwest Indiana TDD

• TOD Strategic Implementation Plan

ace is consistently flush from curb to curb to create a plaza-like nhance pedestrian safety and promote the sense of the street as ther than just a driving zone. Only the travel lanes themselves are alt – other surfaces are cobbled to reinforce the plaza character.

ng sidewalk is of only moderate width and the plan, to save money, end moving the curbs, the design accommodates café seating on ets” inserted into parallel parking spacesHammond in front of any restaurants 2019 Downtown

Master Plan Implementation

5’

4’

9’

10’

9’

10’

8’

4’

8’

56’

Hohman Avenue Improvements (Downtown) EXISTING

Proposed changes to the cross sections of Downtown Hohman Hohman Avenue in Downtown Hammond is Avenue from the 2019 Downtown Hammond Master Plan. being reconstructed as a Complete Street with on-street parking and high-quality PROPOSED pedestrian amenities, as recommended in the 2019 Downtown Hammond Master Plan. This reconstructed segment of Hohman Avenue is indicated on the ThoroughfareBEFORE THE TRAIN Typologies plan. Beyond the Downtown Hohman Avenue cross section, the character of the thoroughfare can transition to the TOD Priority Thoroughfare, blending this 5’ 4’ 7’ 7’ 4’ 7’ 12’ 18’ 12’ high-activity corridor with the multi-modal 5’ 7’ 12’ 18’ 12’ 7’ 7’ (OPTION 1: ANGLED PARKING) o Sidewalk Parking/ Lane 45 Back-In Parking Lane Parking Sidewalk 56’ improvements currently underway. The 4’ Parklet 4’ (SB) (NB and SB) (NB) Brick Brick Thoroughfare Typologies, defined on the PROPOSED Strip Strip provide characteristics on the successfulfollowing Lancaster, pages, CA retrofit described earlier, this optionof for Avenue’s transformation is conceptualized as a linear plaza that also 56’ Curb to Curb streets within their classification without Hammond Masterplan Downtown parking and moves traffic. It adds a central column of back-in angled being prescriptive. This allows the existing 27 ith a new tree behind each car. On-street parking along both curbs EXISTING s this option’s significant infusion of new of parking supply Downtown to serve businesses recommendations the 2019 corridor. Hammond Master Plan to be integrated arking is much safer for cyclists thus helps these blocks within theseand recommendations forparticipate in a ng corridor connected to the broader downtown and regional network. implementation of the broader TOD plan.

HMAN AVENUE

Sidewalk Brick Strip

Parking (Here with

Lane (SB)

Back-in parking at 45 (accommodates NB and SB)

Sidewalk

Brick Strip

Curb to Curb

ntal surface is consistently flush from curb to curb to create a plaza-like ent to enhance pedestrian safety and promote the sense of the street as pace rather thanAdditional just a drivingwork zone. Only the travel lanes themselves are is being done throughout th asphalt – other surfaces are cobbled to reinforce the plaza character.

Downtown Hammond to implement

recommendations theand 2019 he existing sidewalk is of only moderate of width the Downtown plan, to save money, ecommend moving the curbs,Master the design accommodates café seating on Hammond Plan and reposition al “parklets” inserted into parallel parking spaces in front of any restaurants existing infrastructure to serve a greater e shops.

5’

4’

9’Parking

Sidewalk 9’ 5’ Sidewalk 4’ Parking Brick Strip

10’ Lane (SB)

10’Lane (NB)

10’ 10’ Lane 56’Curb to Curb Lane (SB) (NB)

EXISTING

9’ Lane (NB)

8’Parking

8’ Parking

4’

8’ Sidewalk

4’ Brick Strip

diversity of users. These on-going 56’ Curb to Curb improvements entail restriping streets which maintains the existing curbs. The proposed Thoroughfare Typologies provide a vision for Hohman Avenue Improvements (Bridge) the network of corridors connecting the TOD Plan area, complementing improvements Improvements to Hohman Avenue bridge segment proposed by the 2019 currently underway or envisioned by the Downtown Hammond Master Plan. These proposed changes align with 2019 Downtown Hammond Master Plan and the characteristics of the TOD Priority Thoroughfare designation. other City planning documents. The following PROPOSED pages contain a set of select example illustrations from the 2019 Downtown 5’ 4’ 7’ 7’ 4’ 7’ 12’ 18’ 12’ Hammond Master Plan; these examples 56’ are not comprehensive of all street recommendations proposed in the plan but PROPOSED are included to demonstrate compatibility 6’ 6’ 7’ 11’ 6’ 10’ 13’ 6’ 4’ Sidewalk Downtown Hammond Masterplan Sidewalk Bike Lane (SB) Bike Buffer Turn Lane Lane (NB) among the City’s completed and ongoing Shoulder Lane Lane 27 planning efforts. The 2019 Downtown 55’ Curb to Curb Hammond Master Plan should be referenced for the full extent of recommended EXISTING restripings. In any instances of conflict between Thoroughfare Typologies in this plan and the 2019 Downtown Hammond Master Plan, the Downtown Hammond Master Plan should take precedence for implementation.

6’ Sidewalk

15’ Lane (SB)

13’ Lane (SB)

14’ Lane (NB)

55’ Curb to Curb

Hammond • Hammond Gateway & Downtown

13’ 6’ Lane (NB) Sidewalk

Sibley Street Improvements

Proposed Restriping

Improvements to Sibley Street, east of Hohman, proposed by the 2019 Downtown Hammond Master Plan. These proposed changes align with the characteristics of the TOD Connector designation.

Street restriping changes proposed by the 2019 Downtown Hammond Master Plan.

MIC HIG AN

PROPOSED WIL LOW CT

Building Planned

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10’ Lane (WB)

7’ 6’ 8’ EAT 6’ 10’ Bike Bike Sidewalk Bistro Lane Parking Building 3’ Lane Lane (EB) Buffer

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SIB LEY ST RIM BAC HS T

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42’ Curb to Curb

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(No Centerlines)

CLINTON ST

EXISTING

DOUGLAS ST

OGDEN ST

LANES REMOVED Parking Lot

9’ Sidewalk

11’ Lane (WB)

11’ Left-Turn Lane (WB)

20’ Lane (EB)

Downtown Hammond Mast

42’ Curb to Curb

EAT 8’ Sidewalk Bistro Building

ONE-WAY CHANGED TO TWO-WAY HOHMAN AVENUE ENHANCEMENT AREA RESTRIPED BUT FUNCTION RETAINED

The 2019 Downtown Hammond Master Plan proposes a redesign of Hohman Avenue (Downtown). The City is currently advancing and planning to implement the concept shown in plan above.

Because the existing sidewalk is of only moderate width and the plan, to save money, does not recommend moving the curbs, the design accommodates café seating on occasional “parklets” inserted into parallel parking spaces in front of any restaurants and coffee shops. Northwest Indiana TDD

• TOD Strategic Implementation Plan

paved with asphalt – other surfaces are cobbled to reinforce the plaza character.

5’

TOD Priority

Thoroughfare Designed as a Complete Street, accommodating all modes of transportation with high-quality facilities, amenities, and public realm TOD Priority Thoroughfares support the highest intensity of activity, at local and regional scales. The function of these corridors is primarily to provide multi-modal access to the Station Area and to generate street-level activity for a mix of uses. These corridors will likely carry a high volume of traffic, but at lower vehicle speeds to also accommodate safe, highly-walkable conditions for pedestrians and bicyclists. An attractive, high-quality public realm provides abundant amenities for pedestrians and bicyclists, creating a safe and comfortable environment and establishing an identity/ sense of place. Buildings are typically oriented toward the sidewalk with active ground floor uses. Sidewalks should be wide enough to accommodate a clear walking path along with amenities such as street trees, planters, landscaping, outdoor dining, and gathering areas. Transit is also highly accessible along TOD Priority Thoroughfares, and transit stops should be enhanced and designed as part of the public realm. Parking is typically provided on-street, and access to development blocks or off-street parking should not occur directly from the corridor.

Hammond • Hammond Gateway & Downtown

TOD Priority Thoroughfare

Number of Lanes/ Target Speed

2-4 lanes / 25-35 mph

Non-motorized Facilities

Dedicated facilities (dedicated/separated bike lanes, sharrows, multi-use paths) wide sidewalks; frequent crossings that are well-designed and enhanced for safety and access, including mid-block crossings where necessary

Bus/transit Facilities

Well-served by bus/transit; enhanced transit stops including shelters and other amenities; Station Area as a hub for transit facilities; bus pull-off or drop-off zones encouraged

Parking

On-street parking; any off-street parking, either structured garages or surface lots, should be to the rear of buildings, interior to blocks, and/or properly screened and well-designed with landscaping

Access Management

Very limited to no driveways in the TOD Station Area; shared parking among buildings and uses is highly encouraged to reduce the number of driveways; driveways, if present, should be adequately spaced and offset to prevent conflicts; consolidation of existing driveways should be studied

Public Realm Design/Amenities

High quality and active public realm design with abundant amenities for pedestrians and bicyclists; design should be reflective of the community character and identity; sidewalks should provide adequate clear space for pedestrian circulation

Northwest Indiana TDD

• TOD Strategic Implementation Plan

TOD Connector Multi-modal street that balances modes of transportation to connect to other major facilities, with high-quality public realm and frequent amenities TOD Connector Thoroughfares may vary more in density of development and intensity of uses, depending on the context. These corridors serve to provide access to TOD Priority Corridors, transit-oriented development and the Station Area for the broader community and connect to other key destinations. TOD Connectors are multi-modal in design with lower vehicular speeds, connected pedestrian and bicycle networks, and transit stops. Bicycle infrastructure may vary from dedicated facilities to shared streets, depending on available right-of-way. A high-quality public realm should continue along these corridors, but may be less intense or frequent in amenities depending on right-of-way and context. Buildings are typically oriented toward the sidewalk with active ground floor uses, but setbacks may increase with a decrease in density. Driveways, both residential and commercial, may be present along the corridor, but infrequent; access management should ensure safe entry/exit along the corridor. Parking is typically provided on-street, and access to development blocks or off-street parking should not occur directly from the corridor.

Hammond • Hammond Gateway & Downtown

TOD Connector

Number of Lanes/ Target Speed

2-4 lanes / 25-35 mph

Non-motorized Facilities

Connecting gaps of existing facilities (dedicated/separated bike lanes, sharrows, multi-use paths, sidewalks, well-designed and enhanced crossings); enhancing existing facilities to improve safety and accessibility

Bus/transit Facilities

Well-served by bus/transit; enhanced transit stops including shelters and other amenities; bus pull-off or drop-off zones encouraged

Parking

Access Management

Limited driveways along corridor; shared parking among buildings and uses is highly encouraged to reduce the number of driveways; driveways, if present, should be adequately spaced and offset to prevent conflicts; consolidation of existing driveways should be studied

Public Realm Design/Amenities

High quality and active public realm design with many amenities for pedestrians and bicyclists; design should be reflective of the community character and identity; sidewalks should provide adequate clear space for pedestrian circulation

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Key Vehicular Route Primarily functions for vehicular travel but ensures adequate access and safety for all other modes along the corridor, connects to other facilities in the community Key Vehicular Routes serve areas of moderate density and transition areas to more residential or neighborhood scale areas of the community. These corridors are more auto-oriented, linking residents to major community destinations, services, and amenities, but should still contribute to the network of safe and comfortable pedestrian and bicycle facilities. Transit service may be less frequent on these thoroughfares, but should still be accessible to important transit routes. Vehicular speeds are low along these thoroughfares, and the public realm may be less formal in design, especially in residential areas. However, quality design should still contribute to a sense of place along these corridors. On-street parking may exist in denser areas, and residential and commercial driveways are more frequent along Key Vehicular Routes, especially in more suburban-style development areas. New development should establish a high level of public realm and prevent or mitigate any vehicular conflicts through access management interventions. Parking is typically provided on-street, and access to development blocks or off-street parking should not occur directly from the thoroughfare.

Hammond • Hammond Gateway & Downtown

Key Vehicular Route

Number of Lanes/Target Speed

2 lanes / 20-25 mph

Non-motorized Facilities

Connecting gaps of existing facilities and access to enhanced facilities (sharrows, multi-use paths, sidewalks, well-designed and enhanced crossings); focus on balancing of modes

Bus/transit Facilities

Some bus/transit facilities, less frequent but enhanced transit stops; stops should be located at key destinations

Parking

Access Management

Public realm design with basic amenities for pedestrians and bicyclists; design should be reflective of the community character and identity; sidewalks should provide adequate clear space for pedestrian circulation

Public Realm Design/ Amenities

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Key Pedestrian Route Functions primarily for pedestrians, typically as a highly-designed pathway or as a trail or greenway, and may also accommodate bicyclists Key Pedestrian Routes primarily serve pedestrians to connect to key destinations, transit access, and the Station Area. These routes may exist alongside vehicular corridors or they may exist in the form of a pedestrian pathway or trail. In the case of a trail, bicycles may also be accommodated. Amenities and landscaping should be designed at pedestrian-scale and either contribute to the surrounding character or to particular brand if part of a larger trail network. Wayfinding and signage is particularly important to highlight access points and destinations across the community. New Key Pedestrian Routes should be planned to avoid vehicular conflicts such as driveways, and these conflicts should be reduced to the extent possible along existing Key Pedestrian Routes.

Hammond • Hammond Gateway & Downtown

Key Pedestrian Route

Number of Lanes/Target Speed

N/A or Varies

Non-motorized Facilities

Completing gaps of existing facilities and access to enhanced facilities (sidewalks, multi-use paths, and well-design and enhanced crossings where intersecting with roadways); may exist along roadways or as a separated facilities like a path or trail

Bus/transit Facilities

Some bus/transit facilities, less frequent but enhanced transit stops; stops should be well-connected by a complete network of pedestrian facilities

Parking

Parking areas, on-street or off-street, should be located near trailheads. Pedestrian routes may connect parking areas to other destinations in the community.

Access Management

Limited driveways intersecting with pedestrian routes to reduce conflicts with vehicle entries/exits and maximize pedestrian safety. New pedestrian routes should be planned along corridors with minimal driveway conflicts, or access management interventions may be implemented.

Public Realm Design/ Amenities

Amenities along pedestrian routes should be tailored to pedestrians (or bicyclists if a multi-use path or trail); design should be reflective of the community character and identity; local or regional trails may be designed with individual branding

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Engineering and NICTD Coordination The team collaborated closely with the City of Hammond and NICTD to analyze the development site north of the Hammond Gateway Station (Site A) and to realign the NICTD South Shore Line tracks. The analysis determined that stormwater ponds proposed as part of the West Lake Line project could be resized and located adjacent to the station to create a smaller pond impacting future development north of the tracks. The City and NICTD collaborated to implement this strategy and commence the FTA Joint Development of this key TOD site. Further analysis showed that a combined stormwater approach with an underground tank could accommodate stormwater for future development on-site as well as NICTD’s stormwater needs. This analysis could be used to inform stormwater strategies on other sites nearby. Reduction of the size of the stormwater storage solutions can be achieved by using Low Impact Development principles during the site design process, including: • Permeable Pavement • Green Rooftops • Bioswales/Bioretention • Rain Gardens • Infiltration Trenches/Dry Wells

Stormwater Storage Options Cost estimates were prepared for two on-site stormwater solutions for Site A using a medium-range development scheme similar to concepts included in this plan. Those estimates resulted in a range of stormwater storage scenarios and order-ofmagnitude costs. Further technical documentation is located in the Appendix. Total detention required on-site: 51,000 CF

Option 1: Concrete Tank/Vault Required size and depth will depend on site elevation, grading, and how the stormwater is conveyed to the tank (pipes, overland, etc.)

Option 2: Pre-Engineered Chambers (StormTech) Configurations of these chambers can be widely variable and dictated by site conditions; they are mostly used under surface parking lots.

Cost Range Cost estimates for recommended stormwater storage options range from $1,275,000 to $2,000,000, which is equal to $40 per cubic foot of storage for underground systems.

• Rainwater Harvesting • Swales (in-lieu of Underground Pipes) Throughout the TDD boundary, the team further analyzed utility capacity to support TOD and found all power, sewer, water, and gas utilities to be sufficient. In addition, recent improvements to corridors negate the need for replacement in the vicinity of development sites.

Hammond • Hammond Gateway & Downtown

Example: StormTech Pre-Engineered Chambers

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Zoning Coding Objectives The team worked with City of Hammond staff to identify coding objectives, review the current code for the ability to achieve TOD, and prepare draft code language that the City can review and adopt following this planning process. The team recorded current zoning within the TDD boundary and relevant recommendations from previous plans. The City’s current zoning code requires an update to prepare the community for TOD. The team has prepared an evaluation of the current code and a new coding template. Due to the detail and length of the coding template, detailed zoning recommendations are in the Appendix.

Existing Zoning Districts The table below lists the existing Zoning Districts within the boundary of the TDD area, along with their description.

District

Description

Local Commercial

Small scale commercial uses, designed to meet the day-to-day convenience shopping and service needs of persons residing in adjacent residential areas; all biz establishments shall be retail or service establishments dealing directly with consumers; all goods produced on premises shall be sold at retail on premises where produced; all business, serving or processing, except for off-street parking or loading, shall be conducted within a completely enclosed building.

Central Business District

Designed for the downtown core of the City, comprising office and retail and government services; serves entire community and should provide room for the variety of retail services and offices requiring downtown locations.

General Commercial

Provides for automotive, service, and freestanding commercial activities which require limited comparison shopping; uses permitted require larger sites and buildings and often provide services which are not compatible with other commercial or residential districts; these commercial areas are usually located along major arterials or adjacent to limited access highway interchanges.

Light Industrial

Provides sites for heavy commercial and light manufacturing activities employing relatively large numbers of people; industrial uses would generally be located on sites of not more than 10 acres and activities would be of such a nature that they do not create serious problems of compatibility with other kinds of adjacent land use; permitted commercial uses would be those which are most appropriately located as neighbors of industrial uses or which are necessary to serve the immediate needs of the people in these districts.

Manufacturing

Areas suitable for development as heavy industrial sites, and at the same time, protect such industrial developments from the intrusion of non-industrial uses which impede the full utilization of properly located sites for industrial purposes; these uses are on large sites and typically need to be separated or isolated from residential or commercial areas to minimize any adverse effects on the residential or commercial areas; no use is permitted which violates any local/state/fed environmental law/regulation.

PUD

Allows Plan Commission to adapt non-traditional site layouts or mixture of uses not normally allowed to locate next to each other; this flexibility may be necessary in order to adapt to: unusual or unique topographical constraints, unusually shaped parcels of land, environmentally sensitive or natural areas, brownfield or contaminated land, new building methods, materials, etc. or the desire to secure benefit of solar orientation/ climate control or additional privacy.

Hammond • Hammond Gateway & Downtown

Existing Zoning Districts Calumet Ave

Hohman Ave

Sheffield Ave

R1-U Gostlin St

Future Hammond Gateway Station

R1-U

ile 1/2 M

South Shore Line

Marble St

Existing Hammond South Shore Station

Chicago St

I1 Hoffman St

NICTD Maintenance and Storage Facility INDIANA State Line ILLINOIS

American Steel Foundries

Hoh

nA ve

Sib

ley

Gr an dC

199

nR ene

wa lP

lan

2019 Downtown Hammond Master Plan Boundary

und

ary

C4 West Lake Line

Proposed Hammond Downtown Station

PUD R1-U

ive r

Turner Park

Sohl Ave

Douglas St

Hohman Ave

le /2 Mi

alu me

rba

C3 U.S. Courthouse and Federal Building

150th St

NORTH

R1-U

S2 Northwest Indiana TDD

PUD

• TOD Strategic Implementation Plan

Existing Zoning Metrics Some of the primary metrics that were taken into account in the analysis are provided in the table.

District

Height (max)

Lot Min. Lot Coverage Area

Min. Lot Min. Front Width Setback

Local Commercial

40 ft or 3 stories

max 60%

5000 sq ft (buildings prior to ordinance), 10,000 sq ft (buildings on or after ordinance)

40 ft (before) 80 ft (after)

50 ft from center of street; where 1+ lots are unimproved: not more than avg. setback or depths of existing front yards of lots adjoining on either side; 0 ft permitted when abutting buildings have existing 0 front setback

Central Business District

125 ft or 10 stories

90%

2750 sq ft

25 ft

0 ft where existed before ordinance, otherwise 20 ft

General Commercial

40 ft or 3 stories

max 45%

20,000 sq ft

100 ft

25 ft

Light Industrial

35 ft, except may max 50% be increased to max of 65 ft provided that for every ft of height in excess of 35 ft there shall be added to each yard requirement 1 corresponding foot of width & depth

2 acres

100 ft

30 ft

Manufacturing 35 ft, except may

5 acres

200 ft

50 ft

PUD

N/A

be increased to max of 65 ft provided that for every ft of height in excess of 35 ft there shall be added to each yard requirement 1 corresponding foot of width & depth N/A

Hammond • Hammond Gateway & Downtown

Height (max)

Lot Min. Lot Coverage Area

Min. Lot Min. Front Width Setback

35 ft not exceeding 2.5 stories

max 50%

4800 sq ft

40 ft

15 ft

dwelling: 35 ft or 2.5 stories; accessory building to dwelling: 15 ft or 1 story; nonresidential: 35 ft or 2.5 stories, except may be 65 ft max provided that for every foot of height in excess of 35 ft there shall be added to each yard requirement 1 corresponding foot of width and depth

40%

6250 sq ft

50 ft

25 ft

7500 sq ft

60 ft

5000 sq ft

50 ft

20,000 sq ft

100 ft

35 ft or 3 stories

max 40%

6250 sq ft

50 ft

single-family attached (max 6 units)

2500 sq ft

20 ft

two family dwelling

7500 sq ft

60 ft

multi-family dwelling 1st 2 units

7500 sq ft

60 ft

multi-family dwelling each additional unit up to 12

3500 sq ft

60 ft

District R1-U

Urban SingleFamily Residential

One and Two-Family Residential

permitted single-family residential permitted/ conditional use two-family residential permitted exception non-residential uses

Medium Density Residential

single-family dwelling

25 ft

Open Space and Recreational Facilities

35 ft

max 10%

1 acre

N/A

20 ft from all public ROWs

Institutional

35 ft

N/A

1 acre

N/A

20 ft from all public ROWs

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Code Recommendations The City of Hammond’s zoning regulations need to be updated to allow for the intensity, mix of uses, and residential types envisioned for the area. The existing C3 zoning and Downtown Hammond Master Plan is a good starting point for implementing a mixed-use center for Downtown Hammond, but the zoning needs to be updated to enforce and better implement the downtown plan. We recommend adopting the calibrated template and regulating plan as the zoning for the area. The Downtown Hammond Master Plan was utilized to calibrate the zoning metrics for Hammond Downtown—specifically, the development standards and expected and desired outcomes concerning the new transit location. The metrics found in the updated zoning will allow for the development envisioned in the downtown plan and are informed by the development standards, which call for building variety, human design scale, and low primary frontage setbacks. The downtown plan also influences the setbacks and height limits in the calibrated template.

TOD Principles

Evaluation

Recommendation

Infill Development

Hohman Ave between the Gateway station area and Downtown is a mix of Light Industrial and Local Commercial.

The zoning should be updated to create a complete corridor with a mix of uses. Parking should be required to be behind buildings.

Neighborhoods

Around the Hammond Gateway station area it is primarily single-family residential zoning. With the station area moving, the zoning around both the old station area and the new will need to be updated.

The zoning around the Hammond Gateway station area will need to be updated to allow for the mix of uses and residential types found in a neighborhood.

Mixed-Use Town Center

For the Downtown Hammond station area the existing C3 zoning combined with the Downtown Hammond Master Plan is a good starting point. The plan provides a detailed regulating plan for the Downtown Hammond future station area. It calls for using the C3 existing zoning with additional development standards from the plan. The Downtown Master Plan is not a regulatory document and further adjustments could be made to C3 to encourage mixed use and townhomes as development envisioned by the plan.

Some updates are needed to regulations to ensure the vision is implemented. Updates should build off of the existing C3 zoning district and the Downtown Hammond Master Plan.

Parking

Off-street parking is not required, except for Hotels/Convention Centers. The City would prefer to see less off-street parking with new development and encourage use of the municipal parking garage.

Minimal requirements for providing off-street parking are favorable to driving dense mixed use development in the Downtown.

Hammond • Hammond Gateway & Downtown

Proposed Zoning Districts Calumet Ave

Hohman Ave

Sheffield Ave

Gostlin St

Future Hammond Gateway Station

South Shore Line

ile 1/2 M Marble St

Existing Hammond South Shore Station

CD-4

Chicago St

Hoffman St

NICTD Maintenance and Storage Facility

nA ve

INDIANA State Line ILLINOIS

Hoh

American Steel Foundries

Gr an dC

CD-5 Sib

ley

199

CD-4

U.S. Courthouse and Federal Building

wa lP

lan

und

ary

Proposed Hammond Downtown Station

Douglas St

CD-4 Urban Renewal Boundary

West Lake Line

Hohman Ave

CD-4

2019 Downtown Hammond Master Plan Boundary

ive r

nR ene

CZ CZ

rba

Sohl Ave

CD-6

alu me

Turner Park

CD-5

le /2 Mi

150th St

NORTH

CD-6 Urban Core

CD-4 General Urban

CD-5 Urban Center

CZ Civic Zone

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Implementation Implementation Strategies

Enabling Actions

While planning efforts are inherently long-range in scope, there is a benefit to identifying early projects – catalyst projects – that are necessary to improve market conditions and spark changes. This is where a development plan becomes more tangible with near-term goals that can be brought into sharper focus for the community and achieved relatively quickly to create momentum into the future.

• Spark interest and energy about the history of Hammond, the legacy of the South Shore Line connection into Chicago, and the opportunity new transit connectivity brings to the city. Consider temporary food truck plazas, neighborhood movie nights, or a “Mayors Night Out” at the Hammond Gateway Station with a pop-up and celebratory feel to educate people on the possibility of TOD.

Critical components of an implementable development plan include site capacity, economic viability, and political support. The implementation strategy summarizes project recommendations contained within this plan and an explanation of associated infrastructure project costs that can be used to develop a capital projects plan that supports TOD. This process is aimed at providing implementable steps and technical resources for the community to advance and adopt in preparation for TOD in accordance with its growth path. Implementation strategies are outlined in three timeframes and are defined below: Immediate Next Steps, Short-Term Strategies, and Long-Term Strategies.

Immediate Next Steps Actions to take quickly to get recommendations set up for implementation.

Short-Term Strategies Tasks and projects that can be executed in a 1-5 year timeframe.

Long-Term Strategies Tasks and projects that require additional work to execute and can be completed in 5 or more years.

Hammond • Hammond Gateway & Downtown

• Host an educational session “road show” with the Northwest Indiana RDA inviting elected and appointed officials and residents to discuss the impacts of land use decisions within the TDD boundary and the potential impacts of TOD on population, employment, and economic growth. • Meet with City of Hammond staff to review TOD and zoning recommendations. Develop a responsibility matrix. • Collaborate with the RDA to understand how projects could be funded through TDD increment dollars as revenue begins to flow into the TDD fund in 2024. • Use the recommendations and illustrations within this plan for funding requests/applications for NIRPC, READI, Next Level Trails, and other state, federal, and philanthropic grant opportunities. • Adopt the TOD Strategic Implementation Plan as an amendment to the City’s Comprehensive Plan to streamline the redevelopment process and implement the 2019 Downtown Hammond Master Plan through reference and coordination of this document.

Recommendations

(Re)development

Land Use & Zoning

Immediate Next Steps

Immediate Next Steps • Create a working group of City staff and Plan Commission members to review the recommendations within the Hammond Gateway and Downtown TOD Implementation Strategy. Use the working group as an opportunity to build ownership and understanding across Staff and officials to set the stage to implement the plan over time. • With the working group, evaluate the potential of adopting this plan as an area plan to guide land use and development in this area as part of the City’s Comprehensive Plan. • Review the Character-Based Zoning Code Template, calibrated for the City of Hammond and included in this TOD strategy. Bring the draft zoning code template to the working group to further refine the content and evaluate the next steps to fold the character-based regulations into the City’s existing Zoning Ordinance. • Develop a roadmap for Staff, officials, and petitioners to clearly understand the role of overlapping planning documents and their recommendations to set objective expectations while working towards fully integrating the plans into codified regulations.

Short-Term Strategies • Begin updates to the City’s Comprehensive Plan, incorporating the Hammond Gateway and Downtown TOD Implementation Strategy by reference. Conduct a public process to vet the recommendations and make desired changes. Adopt land use recommendations in this plan as an update to the Comprehensive Land Use Plan. • Draft a text amendment to the Zoning Ordinance to incorporate the Character-Based Zoning Code, as calibrated for the City of Hammond and refined by the working group. Draft an accompanying regulating plan and conduct legal review. Engage the public to vet the recommendations and effect desired changes. Adopt new code language and regulating plan into the City’s Zoning Ordinance.

Long-Term Strategies

• Create a working group of City staff and Redevelopment Commission members to review this plan and educate members on how the TDD can help enable the City’s desire for TOD at the Gateway Station and downtown. • Reach out to developers who participated in the RDA TDD Industry Day to showcase the City’s opportunity sites. Gauge the interest of the development community to partner with the City in the overall TOD strategy. • Contact property owners on identified opportunity sites to evaluate their willingness to participate in a TOD revitalization strategy and redevelopment. • Continue to meet with NICTD to prepare for a City-led RFP following the FTA’s Joint Development process on Sites A and C.

Short-Term Strategies • Conduct the necessary legal and property due diligence and release a developer RFP for Sites A and C in collaboration with NICTD following the FTA Joint Development process. Review proposals and select a developer for one or both sites. Determine shared amenities such as sidewalks, roadways, stormwater infrastructure, and other enabling infrastructure for inclusion in the development deal. Negotiate a development agreement and get the developer under contract for phased development. • Explore the potential to acquire and assemble properties for development, either through the TDD, existing TIF, a potential future development corporation or 501(c)(6), or in collaboration with a market-rate or tax credit developer. • Use the Arc of Development study to advance conversations with the community and other major stakeholders about the potential for revitalization tied to TOD, including population growth, job creation, and economic development through TDD revenue. • Promote sustainable design through adaptive re-use or the use of local, durable and/or recycled building materials, permeable pavement, electric charging stations and solar panels, shared parking strategies, and native plant species.

• Apply the updated land use map and zoning regulations to elevate the quality of development in TOD areas and provide a smooth experience for petitioners.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Long-Term Strategies

Capital Improvements

• Conduct a follow-up study of neighborhoods within walking distance of the Hammond Gateway Station and build upon land use recommendations in this TOD strategy to produce a neighborhood revitalization strategy focusing on mobility and access to transit.

Short-Term Strategies

• Develop a mixed-income neighborhood with a variety of residential products, prices, and amenities that will serve the needs of a dynamic, growing TOD district. • Reference the brownfield assessment included in this TOD strategy as a resource as individual properties are redeveloped over time.

Thoroughfare Improvements Immediate Next Steps • Publicize recent City and INDOT thoroughfare investments near the Hammond Gateway Station and throughout downtown to indicate that the stage is set for economic development. • Support the continued implementation of corridor recommendations within the Downtown Hammond Master Plan.

Short-Term Strategies • Limit road cuts from Site A to through streets and/or restrict driveways to right-in right-out turning movements.

Hammond • Hammond Gateway & Downtown

• As an RFP process advances, utilize the research and order of magnitude cost estimates for underground stormwater storage on Site A and other sites needing stormwater retention. Utilize this information to hold conversations with developers about the infrastructure required to realize development. • Promote the use of TDD dollars to fund enabling infrastructure required for development, such as stormwater infrastructure, utility upgrades, parking and road improvements, and potential property acquisition. • Amend the City’s Capital Project Plan to include road and infrastructure costs needed to improve walkability to the station from development sites and neighborhoods, enhance key gateways, and enable development on opportunity sites.

Long-Term Strategies • Prioritize investments in infrastructure to enable desired land uses within the TDD boundary that may require utility or transportation upgrades. Locate future utility improvements strategically to preserve the developability of large sites. • Encourage walkable development supportive of TOD along Hohman Avenue, Chicago Avenue, and Gostlin Street.

Transportation & Mobility

Community Building & Identity

Short-Term Strategies

Immediate Next Steps

• Evaluate the potential of a trail connecting from the Hammond Gateway Station east along Hudson Street to an existing multi-use trail on Torrence Avenue eventually leading to downtown.

• Brand the Hammond Gateway Station Area as a new, transit-oriented neighborhood. Invest in temporary and permanent gateway signage to create a sense of place. Highlight local businesses, support district wayfinding, and tell the stories of local entrepreneurs and business owners with a changeable environmental graphics system on high-volume pedestrian corridors.

• Build a multi-use path along the south side of Gostlin Street connecting from Site A to the Hammond Gateway Station as part of phase one development. • Support first- and last-mile connections to the station such as upgraded sidewalks, ADA ramps, and bike/scooter share programs. • Evaluate the potential for private airport shuttle buses to Midway and O’Hare Airports from the Hammond Gateway Station.

• Employ an Equitable Development Toolkit to model impactful and inclusive growth on catalytic sites. Prioritize support for projects which: ›

Convene enhanced outreach to minority and non-English speaking populations within the community;

›

Support mixed-income and workforce focused development;

• Coordinate with NICTD to explore options for future joint development of NICTD commuter parking lots. If TOD is successful near the Gateway Station, there is potential for remaining surface lots to redevelop with a mix of uses and structured parking that serves both the development and commuters.

›

Establish a framework for preventing displacement;

›

Create pathways to community wealth-building;

›

Invest in the public realm and promote the development of an authentic identity;

• Build a pedestrian crossing over the NICTD rail that connects Site A to the Hammond Gateway Station.

›

Support the growth of a thriving minorityowned business community and startups.

Long-Term Strategies

• Evaluate the potential for local and regional bus access to the station areas connecting riders to the NICTD South Shore and West Lake Lines.

Short-Term Strategies • Support the integration of parks, trails, and conservation areas into all future development proposals near the Hammond Gateway Station and within downtown. The area around the Hammond Gateway Station currently lacks community-accessible open space. • Coordinate with NICTD to ensure appropriate landscaped buffering is maintained between the Hammond Gateway Station, adjacent TOD, and major corridors.

Northwest Indiana TDD

• TOD Strategic Implementation Plan

Lake Michigan

MICHIGAN INDIANA

11th Street

94 Hammond Gateway East Chicago

Ridge Road

Gary Metro Center

Main Street

INDIANA

ILLINOIS

Portage/ Ogden Dunes

Miller

Beverly Shores Dune Park

South Bend

Northwest Indiana TDD | TOD Strategic Implementation Plan for Hammond Gateway | Hammond, IN