Moving Tennessee Foward by Max Baker

MOVING TENNESSEE FORWARD MODELS FOR CONNECTING COMMUNITIES

Copyright ÂŠ 2012 Nashville Civic Design Center All rights reserved. This book or any portion thereof may not be reproduced or used in any manner whatsoever without the express written permission of the publisher except for the use of brief quotations in a book review. Book and Cover Design: Ron Yearwood, Nashville Civic Design Center April 2012 www.civicdesigncenter.org

Printed in the United States of America First Printing 2012 ISBN: 978-0-9850259-0-8 Print Craft Inc. 315 5th Avenue N.W. New Brighton, Minnesota 55112 www.printcraft.com

The publication was funded, in part, by the Nashville Area Metropolitan Planning Organization with grant funds provided by the Tennessee Department of Transportation and the United States Department of Transportation Federal Highway Administration. The Nashville Area MPO does not discriminate on the basis of race, color, national origin, gender, gender identity, sexual orientation, age, religion, creed or disability in admission to, access to, or operations of its programs, services, or activities.

MOVING TENNESSEE FORWARD MODELS FOR CONNECTING COMMUNITIES

Authors:

Ron Yearwood is an Urban Designer for the Nashville Civic Design Center.

Contributing Authors:

Thomas K. Davis is an Associate Professor at the University of Tennessee College of Architecture & Design, and former Design Director for the Nashville Civic Design Center.

Editors:

Julia Landstreet is the Executive Director of the Nashville Civic Design Center.

Gary Gaston is the Design Director for the Nashville Civic Design Center and a Lecturer with the University of Tennessee College of Architecture & Design.

Betsy Mason is a Design Fellow with the Nashville Civic Design Center.

Michael Skipper is the Executive Director of the Metropolitan Planning Organization.

A PUBLIC-PRIVATE PARTNERSHIP

NASHVILLE CIVIC DESIGN CENTER

NASHVILLE AREA METROPOLITAN PLANNING ORGANIZATION

The mission of the Nashville Civic Design Center is to elevate the quality of Nashvilleâ&#x20AC;&#x2122;s built environment and to promote public participation in the creation of a more beautiful and functional city for all.

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

www.civicdesigncenter.org

www.nashvillempo.org

Moving Tennessee Forward is a project of the Nashville Civic Design Center, in partnership with the Nashville Area Metropolitan Planning Organization (MPO).

The Nashville Civic Design Center gratefully acknowledges those who have supported the printing of Moving Tennessee Forward: Models for Connecting Communities

Regional Transportation Authority of Middle Tennessee James Stephen Turner Family Foundation Health Care REIT, Inc Lose & Associates, Inc. Transit Alliance of Middle Tennessee University of Tennessee Knoxville, College of Architecture & Design

CONTENTS

FOREWORD

INTRODUCTION

CONNECTING PEOPLE TO PLACES

RECLAIMING PUBLIC SPACE

DEVELOPING WITH TRANSIT

ANTICIPATING TRANSIT

161

HEALING THE PIKES

213

ENHANCING BRIDGES

259

ACKNOWLEDGEMENTS

312

Nashville Area Metropolitan Planning Organization A fair number of Middle Tennesseans experienced “shock” when a national report released in early 2010 moved the Nashville area from 31st up to number one for worst commute in America. How could this region’s commute possibly be worse than those of major metros like Chicago, L.A., and Washington DC? The measure that previously defined our commute as the 31st worst in America focused on a single aspect of urban transportation: time spent in congestion during peak commuting hours. The new approach, presented in Driven Apart by CEOs for Cities, argues that a 21st Century transportation policy should account for the total amount of time people spend traveling (usually in their car), not just the amount of time stuck in traffic, as that is perhaps a much more meaningful and complete measure of our quality of life. The report makes the case that distance between jobs and housing is just as significant in defining the commute for workers as is urban congestion. In Nashville’s case, the sprawling, low-density land development pattern that has largely materialized over the last 50 to 60 years is to blame for the region’s dubious recognition as the worst commute in America. In cities like Denver and Portland, local leaders have embraced the notion that it is the way communities are built in combination with a more systemic approach to transportation that allows their residents to spend less time in their cars, and

FOREWORD

more time with their families or being productive on the job. Creating opportunities for people to live affordably closer to where they work –accessing jobs via walking, biking, or transit trips, perhaps– is the only way we’re going to reduce the duration of our peak travel times, making our local economies more productive and prosperous over the long-haul. The MPO – A Regional Partnership focused on Sustainable Transportation Solutions: The good news is that Middle Tennessee has recognized these challenges too and is well underway in charting an aggressive path to mitigate the negative effects of years of urban sprawl. In our region, the Nashville Area MPO serves as a multijurisdictional partnership between federal, state, and local agencies, the business community, and citizens across the area to develop and maintain a regional plan for transportation and to contribute to ongoing efforts related to land use, economic development, the environment, safety and security, and health. Over the past few years, the MPO has worked with a broad coalition to develop a new transportation plan that would set policy and for how the region will fund transportation improvements over the next 25 years. That effort culminated in December 2010 when mayors from across the region adopted the 2035 Regional Transportation Plan. The Plan rests on the view that transportation infrastructure is more than just a tool to improve mobility – it is a significant contributor to the overall health, sustainability, prosperity, and character of a place – be that a small community or a large metropolitan region.

The 2035 Plan lays out a strategy to invest nearly $6 billion in anticipated revenues into the region’s transportation system as it absorbs an additional million people and a significant increase in vehicle miles traveled. • Create a Bold, New Vision for Mass Transit to help guide the expansion and modernization of the region’s mass transit system in preparation for the increasing competitive global economy and to more proactively address the growing concerns about the health of our environment, worsening congestion, and the sprawling land development pattern that has begun to encroach upon the area’s cherished rural countryside. • Support Active Transportation and the Development of Walkable Communities to help promote complete streets, improve connectivity between people and places within the urbanizing area of the region, foster healthier activity for the region’s citizens, and to serve as the backbone of investments in mass transit. • Preserve and Enhance Strategic Roadway Corridors with a focus on repairing an aging roadway and bridge network to ensure the safety and security of the traveling public, and an emphasis on using technology to make roadway corridors more efficient and ready for the vehicle fleet of the 21st century. Transportation, Economic Development, and Good Urban Design: Even with sound plan for the future, successful implementation of the proposed improvements will require significant effort

to address a variety of challenges. Resources are strained at all levels of government, and the primary revenue source for transportation funding – the gas tax – has not kept up with the growth in costs and is nearing the end of its useful life as our auto fleet switches to alternative fuels. For The Plan’s vision to become reality, especially its call for increases in transit opportunities, the region also will need to do more to act comprehensively when it comes to guiding growth so that our transportation dollars can be paired with investments in community and economic development to build more livable and sustainable places. The MPO’s partnership with the Nashville Civic Design Center and the production of this publication are major steps forward in aligning transportation policy, plans, and funding programs with good urban design to ensure the necessary linkage between transportation dollars and a community preference for development. It is often said that we must be the change we want to see. When it comes to changing public policy, it is sometimes necessary to first see the change you want to be. The MPO is honored to be working alongside the Nashville Civic Design Center and its university partners to help us all see the possibilities for our region. Michael Skipper, AICP Executive Director Nashville Area MPO

Transit Alliance of Middle Tennessee Transportation and its connections with neighborhoods, communities and cities once was easy to grasp: we simply brought up images of cars, trucks, buses, trains, roads, bridges and tracks. With abundant and relatively cheap energy sources, growing personal and family incomes, strong public investment in roads, bridges and transit systems, our images maintained the assumption that by continuing to invest in each of these “modes” of transportation we could meet most, if not all, of our transportation needs in the future. We now are beginning to suspect that this is not the case: fuel prices are rising; transportation demands a growing part of personal and family incomes; public investments in roads, bridges and transit are going more and more to simply maintain our earlier investments and, without question, there is growing frustration with the time and costs that result from increasing traffic congestion. It is clearly time for a new way of thinking about transportation and our future. Through this document and the work of the Nashville Civic Design Center, we are given a different and refreshing prism through which to view transportation and our future. In “Moving Tennessee Forward: Models for Connecting Communities,” the “modes” of transportation are not treated separately…they are an integrated part of the full discussion. The discussion of transit is a prime example of this integrated perspective. Transit is a powerful option when we consider

FOREWORD

effective (and efficient) ways of connecting people to places. The past era of “fixed route” bus systems is but a small piece of a new era of transit choices that can enhance our networks of roads and highways. Land use development that embraces transit options can multiply the value of development investments and provide residents, customers and visitors with valuable transportation choices. This has already been the experience of other regions; such as, Charlotte, Austin, Denver, Portland and Salt Lake City. And, as we look at “healing” our historic pikes and highways, we find we have more choices for the development of these critical corridors than simply adding lanes that will become full the day they open. The Transit Alliance of Middle Tennessee exists to foster discussion of new transportation choices across our tencounty region, including mass transit. Working with citizens, elected officials, civic leaders, businesses, and community organizations, the Alliance is dedicated to the development of public support for new transportation options in the years ahead. Part of that work depends on clear and timely understanding of what those options might be. The pages that follow provide us excellent tools as we undertake that task. Ed Cole Executive Director Transit Alliance of Middle Tennessee

Transit Now Nashville Public transit is on the move in Nashville! Our community has seen several major improvements to our transit system over the last half-decade. The Music City Star commuter rail line serves an ever increasing number of commuters, bus riders are enjoying Music City Central—a fantastic new central terminal, an initial stage bus rapid transit (BRT) route has improved service along the Gallatin Pike corridor, and downtown workers, residents, and tourists are able to easily get around on the three free Music City Circuit routes. Best of all, there is momentum for further improvements to our transportation options. The Mayors’ Caucus, the Metropolitan Transit Authority, the Metropolitan Planning Organization all support bold, regional and local initiatives. The most notable of these initiatives to date is the current study to improve movement and access along the Broadway/West End Corridor. This and other initiatives are supported by a broad base of individual supporters and partner organizations, including among others the Nashville Civic Design Center, Cumberland Region Tomorrow, the Transit Alliance of Middle Tennessee, and Transit Now Nashville. The Plan of Nashville’s goal for transit challenges us to “develop a convenient and efficient transportation infrastructure.” This is a smart investment for a number of reasons. It supports the thousands of riders who depend on public transportation

every day to get to their jobs, to go to school, or to make a run to the grocery store. It provides options to those who would otherwise drive to every destination. Options for the commuter tired of sitting in traffic. Options for the tourist looking for an easy way to visit all that our city has to offer. Options for seniors and residents with disabilities needing access to healthcare facilities. A system that can serve all of these riders well is an excellent system. An excellent transportation system helps to connect neighborhoods, supports tourism, reduces traffic congestion, and helps improve air quality. An excellent transportation system supports viable commercial corridors and contributes to an attractive quality of life, both of which encourages economic development—which means jobs for Nashvillians. In short, better transit equals better living equals a better Nashville. Transit Now Nashville applauds the vision that the Nashville Civic Design Center has helped bring to transit planning in our city and our region. We believe this volume is an important step in extending that vision. We encourage all, especially Nashvillians, to participate in the ongoing discussion of how to create the excellent transportation system that our community needs and deserves. Cliff Lippard Board President Transit Now Nashville

Moving Tennessee Forward Recent national trends indicate a significant shift in policies linking transportation and land use planning and urban design efforts.The U.S. Department of Transportation (DOT), the U.S. Department of Housing and Urban Development (HUD), and the Environmental Protection Agency (EPA) created an interagency “Sustainable Communities Initiative” in 2009 to better coordinate transportation and housing investments. The following six principles were identified by the agencies: • Provide more transportation choices. Develop safe, reliable, and economical transportation choices to decrease household transportation costs, reduce our nation’s dependence on foreign oil, improve air quality, reduce greenhouse gas emissions, and promote public health.  • Promote equitable, affordable housing. Expand location- and energy-efficient housing choices for people of all ages, incomes, races, and ethnicities to increase mobility and lower the combined cost of housing and transportation.  • Enhance economic competitiveness. Improve economic competitiveness through reliable and timely access to employment centers, educational opportunities, services and other basic needs by workers, as well as expanded business access to markets.  • Support existing communities.Target federal funding toward existing communities—through strategies like transit oriented, mixed-use development, and land recycling—to increase

community revitalization and the efficiency of public works investments, and safeguard rural landscapes.  • Coordinate and leverage federal policies and investment. Align federal policies and funding to remove barriers to collaboration, leverage funding, and increase the accountability and effectiveness of all levels of government to plan for future growth, including making smart energy choices such as locally generated renewable energy  • Value communities and neighborhoods. Enhance the unique characteristics of all communities by investing in healthy, safe, and walkable neighborhoods—rural, urban, or suburban. Since opening in 2001, the Nashville Civic Design Center (NCDC) has worked extensively with community groups, private developers, local government, and nonprofit organizations to help develop a cohesive vision for Nashville and Davidson County.The work of the NCDC consistently addresses issues related to land use and transportation planning. The Nashville Civic Design Center strives to enhance quality of life in local communities by coordinating and facilitating public participation opportunities to educate and engage residents and leaders alike on the importance of high-quality design for public infrastructure and new developments. The work we do supports local efforts to jump-start redevelopment, expand housing options, increase jobs and improve overall efforts towards environmental sustainability, all while increasing the functionality of our transportation infrastructure.

INTRODUCTION

This book illustrates many of the ways the Nashville Civic Design Center is working to implement the “sustainable community initiatives” on the local level. Our work compliments that of the Tennessee Department of Transportation (TDOT) and the Metropolitan Planning Organization (MPO) to improve transportation-related projects in Nashville Davidson County and the Middle Tennessee region. Our intention is to provide assistance in achieving these identified long-term community development goals. Many of the projects explored in this book expand upon concepts initially addressed in previous studies conducted in Nashville, particularly the work in our book, The Plan of Nashville: Avenues to a Great City (TPON), published by Vanderbilt University Press in 2005. The chapter entitled “Healing the Pikes” (ch. 5) explores the concept of rejuvenating our historic commercial corridors (as initially discussed in TPON), to remake them into vibrant and functional mixed-use walkable “High Streets.” “Connecting People to Places” (ch. 1) builds upon the recommendations in the 2009 Together Making Nashville Green report. For “Developing with Transit” (ch. 3), NCDC utilized its critical partnership with the University of Tennessee College of Architecture + Design (UT CAD) to focus on transit-oriented development (TOD) opportunities along the Music City Star commuter rail line and the Northeast Corridor Study, including the areas of Madison, Hendersonville and Gallatin.

“Anticipating Transit” (ch. 4) highlights developments that incorporate transit infrastructure for potential future transit investments. “Anticipating Transit” also involved a partnership with UT CAD. “Enhancing Bridges” (ch. 6) includes critical suggestions for improving Nashville’s bridges as gateways and important pedestrian enhancements. Moving Tennessee Forward: Models for Connecting Communities presents a range of realistic possibilities for Nashville. By using a variety of scales and types of communities in Davidson County, this work is also applicable to the diverse communities across the entire state of Tennessee. This work should ultimately help residents and leaders understand, and therefore support, programs and strategies that will enable our state to grow in an economically, socially and environmentally positively manner. For some areas this will include the provision of mixed-use development, as well as a variety of transportation options including transit, bicycle and pedestrian facilities, and the single occupancy vehicle. All of these efforts will help lead to a balanced intermodal transportation system that allows for the efficient and economical movement of people and goods, while helping to create vibrant healthy communities. Gary Gaston Design Director Nashville Civic Design Center

CONNECTING PEOPLE TO PLACES FOREWORD

INTRODUCTION

PRECEDENT STUDIES CASE STUDY: NASHVILLE

VISION DOWNTOWN CIRCULATOR URBAN CONNECTOR

NEIGHBORHOOD CONNECTOR

SUBURBAN CIRCULATOR

IMPLEMENTATION

45 51

1965 Development Pattern 750,000 People

Todayâ&#x20AC;&#x2122;s Development Pattern 1,700,000 People

Regional Development Patterns from 1965. The year 2035 depicts a projected growth scenario with no change in current policies. Image source: Nashville Area MPO.

FOREWORD

2035 Development Pattern 2,600,000 People

A Bold, New Vision for Mass Transit The MPO’s 2035 Regional Transportation Plan establishes guiding principles, goals and objectives for the enhancement of Middle Tennessee’s transportation system over the next 25 years. It details a multi-modal strategy to support the economic growth and prosperity of the region’s communities, while dealing with the problems of future congestion, concerns for the health, safety and security of travelers, as well as the negative effects that system expansion has on the natural and socio-cultural environment. The 2035 Plan is a comprehensive set of strategies aimed at improving the livability, sustainability, prosperity, and diversity of Middle Tennessee through investments in all modes of transportation, and in close coordination with land use planning. Livability- Enhance quality-of-life by supporting increased opportunities for affordable housing, education, jobs, recreation, and civic involvement without increasing the burden on citizens to enjoy their community.

Sustainability- Support growth and prosperity without sacrificing public health, natural and socio-cultural resources, or the financial stability of this or future generations. Diversity- Recognize the multitude of needs and variety of perspectives and backgrounds of Middle Tennessee’s citizenry by promoting a range of transportation choices designed with sensitivity to the desired context. Public transportation in the United States is a crucial part of the solution to the nation’s economic, energy, and environmental challenges – helping to bring a better quality of life. In increasing numbers, people are using public transportation and local communities are expanding public transit services. Every segment of American society – individuals, families, communities, and businesses – benefits from public transportation. Major initiatives are underway in Middle Tennessee to take advantage of those benefits.

Prosperity- Contribute to regional economic well-being through transportation solutions that reduce the cost of living and doing business, increase access to education, jobs and amenities, and attract new investment. -Nashville Area Metropolitan Planning Organization

Top: Proposed BRT connector, Nashville, TN. Image source: Nashville Metropolitan Transit Authority (MTA) Middle: Hybrid Circulator bus, Nashville, TN. Image source: Nashville MTA Bottom: Capitol Metro Light Rail, Austin, TX. Image source: Sitephocus

Top: Electric circulator bus, Chattanooga, TN. Image source: NCDC Bottom: Neighborhood connector bus, Nashville, TN. Image source: NCDC

INTRODUCTION

Connecting People to Places As cities across the country continue to redevelop their downtowns and urban neighborhoods, effective public transportation systems are becoming even more critical in providing people with alternatives to driving single occupancy vehicles. A successful transit system does not end when riders arrive downtown. Often destinations are not within walking distance from a centralized station. A simple and convenient â&#x20AC;&#x153;circulatorâ&#x20AC;? system offers a solution to this transit problem. Typically free or at a reduced rate, these circulators are also popular with tourists, visitors, and downtown residents, who might utilize the services to run errands such as grocery shopping. The results include increased system ridership, promotion of tourism and the downtown economy, and reductions in auto dependency during peak travel periods. The latter is critical in congestion management and maintaining air quality levels that are not detrimental to human health. Neighborhood connectors are a similar concept, but serve to connect neighborhoods that might be located off the main transit routes to services and amenities. Improved downtown circulation, in conjunction with new and improved neighborhood connectors, will improve the effectiveness of the existing Nashville MTA bus service, while also making regional service more attractive to those commuting into downtown from the suburbs and regional communities.

SHOPPERS

TOURISTS

WORKERS/STUDENTS

SENIORS

Top: Shoppers using bus rapid transit, Zurich, Switzerland. Image source: NCDC Middle: Commuters awaiting light rail vehicle, Pioneer Square, Portland, OR. Image source: NCDC Bottom: Seniors are increasingly using public transit to meet their needs. Muni Metro, San Francisco, CA. Image source: NCDC

FAMILIES

Top: Tourists on trolley car, San Francisco, CA. Image source: NCDC Bottom: Mother and two children boarding the Madison Neighborhood Connector, Nashville, TN. Image source: NCDC

INTRODUCTION

Stakeholders A well-designed transportation system should function to serve the needs of a diversity of ridership, ranging from commuters, students, seniors and families, to tourists and shoppers. With overlapping schedules and a multitude of destinations, incorporating all users requires an extensive, frequent and efficient model that functions throughout the day and night. Using public transportation should be easy and inviting for all, creating an equal, if not better, alternative to the personal vehicle. The circulator and neighborhood connector routes become an important component to meeting peoplesâ&#x20AC;&#x2122; needs, mitigating challenges related to access and convenience.

Map of downtown Chattanooga free shuttle routes (note water taxi route). Image source: Chattanooga Area Regional Transit Authority

PRECEDENT

Chattanooga Chattanoogaâ&#x20AC;&#x2122;s Downtown Electric Shuttle began operation in 1992, and has recorded over 11.3 million passenger trips. The frequent service (about every 5 minutes) stops at every block. The shuttle provides convenient access to area attractions, convention center, shopping, hotels, and employment sites in Downtown Chattanooga, with a second route added to provide access to the Northshore neighborhoods and amenities across the Tennessee River. The quiet, environmentally-friendly, electric buses have traveled more than 1.9 million miles, saving an estimated 65 tons of pollutants. All Shuttle buses are wheelchair accessible.

-Chattanooga Area Regional Transportation Authority website

MTA bus map of existing downtown circulator routes, Nashville, TN Image source: Nashville MTA

PRECEDENT

Nashville’s Downtown Circulators In March 2010, the Nashville Metropolitan Transit Authority launched a new service in downtown Nashville, the Music City Circuit. With federal assistance via the American Recovery and Reinvestment Act (ARRA), this bus service moves people around the urban core free of charge. The MTA identified two primary routes for its initial stage, connecting areas from the Riverfront to the Gulch, and another from SoBro to the Farmers’ Market. MTA has since added a third route extending from the Riverfront station to the Metro Government’s Fulton Campus. These buses run every 15 minutes, increasing frequency to every 10 minutes during mid-day peak hours. The green route extends its operation until midnight to dual-serve the vibrant, bustling night life (bars, restaurants, and live music venues) of both lower Broadway and the Gulch. In the first eight months, the Music City Circuit successfully provided nearly 120,000 rides around downtown, many of which include first-time transit riders.

Photo of Music City Circuit bus route 60 along Broadway. Image source: NCDC

Photo of neighborhood circulator bus, Charlotte, NC. Image source: Charlotte Area Transit System.

PRECEDENT

Charlotte, NC Neighborhood Circulators Currently, the Charlotte Area Transit System (CATS) operates a special type of bus route circulating in seven different neighborhoods, connecting residents to shopping centers, institutions, retail, and transfer points to other transit routes. These â&#x20AC;&#x153;neighborhood circulatorsâ&#x20AC;? are comprised of modern buses with shorter dimensions that allow them to more easily maneuver throughout urban residential areas. Routes are typically shorter in distance, allowing higher frequency circulation and the ability to efficiently coordinate transfers with the cityâ&#x20AC;&#x2122;s primary bus and rail routes.

Charlotte Area Transit System map highlighting seven neighborhood circulator routes. Image source: Charlotte Area Transit System.

Pearl District downtown streetcar, Portland, OR. Image source: NCDC

PRECEDENT

Portland, OR Streetcar In the late 1980’s, the city of Portland began discussing the idea of introducing a streetcar loop in the downtown core. Over a decade of planning would take place before an initial segment would begin service in 2001. Portland was the first US city to introduce a modern streetcar into the city fabric since World War II. The majority of the installation cost came from local sources, with less than 10% from the federal government. Portland’s streetcars are manufactured by Oregon Iron Works’ United Streetcar LLC, the first streetcar to be made in the US in about 70 years. Streetcars are now being manufactured by United Streetcar for numerous other U.S. municipalities that are also implementing new streetcar lines. Portland recently pursued construction of a 3.3-mile extension of its streetcar, extending service to neighborhoods across the Willamette River, to sports arenas and the city’s convention center.

Downtown streetcar map, Portland, OR. Image source: Portland Streetcar

Population density map of Nashville, TN, 2008 Image source: Nashville MTA

NASHVILLE, TN

Density Supporting Transit In city planning, the term “density” refers to the average number of individuals or units per space unit; for example, a population density of five hundred people per square mile or a housing density of ten dwellings per acre. A truly effective mass transportation system is dependent upon achieving higher levels of density in units and individuals, because it translates to a cost-effective amount of transit riders. In many communities the word “density” takes on a negative connotation associated with increased traffic congestion, crime, noise, and an overall feeling of change that many find unpleasant. In reality, higher-density development – when done well – can translate into increases in property values and access to the necessities and amenities of daily life. This critical mass supports patronage of public transit, groceries and pharmacies, bars and restaurants, retail shops and services. Density also translates into more jobs opportunities for locals, and higher sales and property tax revenues for the city. Redevelopment focused along the underutilized commercial corridors radiating from Nashville’s downtown core can also ease development pressures on undeveloped open spaces. An additional benefit of more density is that it promotes good health through increased opportunities for active transportation. Walkable neighborhoods are typically the most dense, they also tend to be safe, convenient, and inviting

1927 Transit map of electric trolley (red) and bus lines (blue), Nashville, TN. Note how extensive the streetcars were. Service existed on virtually all of Nashvilleâ&#x20AC;&#x2122;s historic pikes. Image source: NCDC

HISTORIC PAST

Nashville’s Transit Roots Transportation infrastructure is a means to an end, not an end in itself. The purpose of the infrastructure is to enable people and goods to move from place to place as efficiently and economically as possible. For much of Nashville’s history, the framework of movement was diversified because it served different vehicles and was relatively task specific. The long distance “avenues” were first the river for boats, then rails for trains, then runways for airplanes. Streets were for local traffic–biped and quadruped, then trolleys and cars, and later buses. Sidewalks distinguished paths for human foot traffic. The turnpikes, or farm-to-market roads, bridged the gap between short and long distance travel. By the 1900s, Nashville had a multimodal transportation system that included electric streetcars, horse-drawn carriages, sidewalks for pedestrians and trains which departed from Union Station. After World War II; however, Nashville–like much of the nation–declined from a multimodal transportation system into a transportation monoculture. City planners designed an infrastructure dedicated overwhelmingly to a single mode–the internal combustion engine–to serve patterns of newly segregated land uses. -Excerpted from The Plan Of Nashville: Avenues to a Great City Photograph of streetcar/trolley line along Broadway ca. 1900, Nashville, TN. Image source: NCDC

Nashville Area MPO 2035 Transportation Plan map. Image source: Nashville Area MPO

VISION

A Vision for Nashville - 2035 The Nashville Area Metropolitan Planning Organization’s 2035 Regional Transportation Plan for Nashville and its surrounding counties provides insight into the direction Middle Tennessee is headed, in terms of development and meeting the needs for future growth. The region’s expansion yields the need to facilitate additional connections and improvements to existing systems. This forward-thinking 25-year plan introduces alternative choices for mobility, some of which are rooted in the region’s history. A key component of this plan’s success and implementation will be solving crucial connections that enhance Nashville’s existing transit modes, creating an efficient regional and local transportation system. The Plan calls for an increase in circulator routes, both in the urban core and suburban centers; as well as, introducing more neighborhood connectors that help reduce the need for short trips taken by personal vehicles. This comprehensive plan prompts the need for an envisioning process, to not only elaborate on its potential complexities; but also, to assist in the promotion of its ideals and overall ambitions for the future of Nashville’s transportation system.

DOWNTOWN CORE

Within the downtown core, MTA has initiated the Music City Circuit (MCC), a free transportation service along three circulating routes. This new circulation provides mobility to various downtown locations throughout the day and evening on a frequent schedule. Expansion of the MCC could potentially include the introduction of modern streetcar – establishing more permanent fixed routes on rail. Opportunities exist for extending the service to the urban neighborhoods that surround downtown, re-linking areas that were separated by the construction of the interstate.

URBAN CENTERS

Thriving retail, office, and residential centers continue to develop along the primary commercial corridors surrounding the central business district. Developing efficient and frequent connections between these urban centers and the downtown core will further create a modern and effective transportation system. Higher frequencies and extended service throughout the day and evening attracts not only potential transit riders; but also enhances development patterns along routes within urban centers.

CIRCULATOR CIRCULATOR URBAN CONNECTOR RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT COMMUTER RAIL RIVER TAXI NEIGHBORHOOD CONNECTOR TRANSIT STOP

DOWNTOWN CORE BOUNDARY URBAN SERVICES BOUNDARY

5 MINUTE WALKING RADIUS

Conceptual map of the downtown core’s future transit routes, Nashville, TN. Image source: NCDC

URBAN CONNECTOR URBAN CONNECTOR RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT COMMUTER RAIL RIVER TAXI CIRCULATOR CIRCULATOR

DOWNTOWN CORE BOUNDARY

URBAN SERVICES BOUNDARY 5 MINUTE WALKING RADIUS

Conceptual map highlighting new routes that connect urban centers to downtown. Image source: NCDC

AREAS OF FOCUS

URBAN NEIGHBORHOODS

The current transit system functions as a “spoke and wheel’ network – meaning most routes utilize Nashville’s historic pikes that radiate from the downtown core, similar to the way spokes radiate from a wheel. Very few routes connect neighborhoods around the spoke; thus one must ride to downtown and transfer to another route. Neighborhood connectors will help solve this service deficiency by connecting neighborhoods with the multiple radial routes, linking people from homes to local destinations and transfer points for primary bus routes.

SUBURBAN CENTERS

Suburban centers typically include cul-de-sac neighborhoods, office parks, strip malls, and big-box retailers. Very rarely do these uses coexist within a pedestrian friendly site. Thus, a high number of short trips are required to perform basic everyday activities. While many suburban communities continue to grow in this conventional manner, some are beginning to implement transit-oriented components. Suburban circulator bus routes can begin to fulfill many people’s needs, connecting key community destinations as well as other transit modes.

D ROBERTSON

SUMNER

CHEATHAM

WILSON DAVIDSON

WILLIAMSON

CIRCULATOR DOWNTOWN CORE CIRCULATOR BOUNDARY URBAN CONNECTOR URBAN SERVICES RAPID TRANSIT BOUNDARY RAPID TRANSIT RAPID TRANSIT DAVIDSON COUNTY RAPID TRANSIT RURAL AREAS COMMUTER RAIL RIVER TAXI NEIGHBORHOOD CONNECTOR EXISTING NEIGHBORHOOD CONNECTOR

Conceptual map illustrating potential new neighborhood connector routes for MTA bus service. Image source: NCDC

RUTHERFORD

SUBURBAN CIRCULATORS COUNTY BORDER DOWNTOWN CORE BOUNDARY URBAN SERVICES BOUNDARY

DAVIDSON COUNTY RURAL AREAS

Conceptual map showing Davidson County and surrounding counties’ proposed suburban circulator services. Image source: NCDC

CIRCULATOR CIRCULATOR URBAN CONNECTOR RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT COMMUTER RAIL RIVER TAXI NEIGHBORHOOD CONNECTOR TRANSIT STOP

DOWNTOWN CORE BOUNDARY URBAN SERVICES BOUNDARY 5 MINUTE WALKING RADIUS

Map showing potential downtown circulator and rapid transit routes. Image source: NCDC

DOWNTOWN CIRCULATOR CONCEPTS

Circulating Downtown In this plan, Downtown becomes a hub of transit activities. Bus, light rail, commuter rail, Bus Rapid Transit (BRT), streetcar, automobile, cyclists and pedestrians all interact together, forming a complete transit system. Proposed features include: • A high frequency “downtown transit mall” loop that offers five minute headways for downtown circulation, and connects the multiple modes of transit • Expanded two-way circulator routes, providing connections to newly redeveloped areas in SoBro, the Gulch, and Germantown • Integrated, multi-modal “complete streets,” creating safe and inviting urban spaces along downtown corridors for users of all ages and abilities. • New transfer hubs where multiple routes and transit modes intersect, featuring modern shelters and real-time information systems • Overlapping Light-Rail and Streetcar routes to increase circulation frequencies in the downtown transit mall

Zurich Transit System Map

D.C. Transit System Map Many cities around the world showcase their transit services with clear, readable maps to help improve the usability of public transportation. Top Image source: ZVV Zurich City. Bottom Image source: WMATA

Conceptual 2035 Nashville Rapid Transit System Map. Image source: NCDC

DOWNTOWN CIRCULATOR

BEFORE

Existing View of Broadway + 4th Ave intersection. Image source: NCDC

AFTER

Rendering of a potential scenario for the Broadway + 4th Ave intersection transit hub. Image source: NCDC

MUSIC CITY CENTER

Aerial photograph showing the footprint of the new Music City Convention Center, Korean Veteranâ&#x20AC;&#x2122;s Blvd extension and new roundabout. Image source: Nashville Public Works + Music City Center.

DOWNTOWN CIRCULATOR

NEW KVB

Rendering of a possible scenario along Korean Veteranâ&#x20AC;&#x2122;s Blvd with streetcars. Image source: NCDC, Tuck-Hinton Architects

ROUNDABOUT

Rendering of a potential mass transit stop inside the new roundabout, fronting the new Music City Convention Center. Image source: NCDC, Tuck-Hinton Architects

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URBAN CONNECTOR URBAN CONNECTOR RIVER TAXI RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT RAPID TRANSIT COMMUTER RAIL CIRCULATOR CIRCULATOR DONELSON CONNECTOR

DOWNTOWN CORE BOUNDARY URBAN SERVICES BOUNDARY DAVIDSON COUNTY RURAL AREAS

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Map of potential urban connector routes, with initial focus on the West End corridor, Nashville, TN. Image source: NCDC

URBAN CONNECTOR

Connecting Urban Centers Donelson Music City Star Station

Nashville Intl. Airport

This plan zooms out from the downtown core to focus on urban connectors along the West End Corridor. As Nashville’s busiest street, West End Ave/Broadway is the historic terminus of the spoke roads or pikes that tie Nashville to the Middle Tennessee region. Two additional important urban connector routes are highlighted in the map (left) and explained below. Rosa L. Parks Blvd, 28th/31st Ave, Wedgewood Ave: This transit line connects a large circle of urban neighborhoods surrounding the Central Business District. It links Downtown to Metro Center and Watkins College, Tennessee State University and Fisk/Meharry, Centennial Park, Vanderbilt, Belmont, Lipscomb, TN State Fairgrounds, and potentially to Trevecca beyond. Nicknamed the “University Connector,” this route essentially connects most of Nashville’s major higher educational institutions. Whitebridge Rd. Woodmont Blvd, Thompson Ln. Briley Parkway: This proposed route could create a “circle” line around Nashville, connecting developments on the radial routes of White Bridge Road, Woodmont, Thompson Road and Briley Pkwy, to Charlotte, Harding, Hillsboro, Granny White, Franklin, and Nolensville Pikes.

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URBAN CONNECTOR

BEFORE

Existing View of Broadway/West End Ave split. Image source: NCDC

AFTER

Rendering of a potential scenario for the Broadway/ West End Ave split, and resulting urban design/land use elements that rapid transit investments can help promulgate. Image source: NCDC

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Aerial view of the Harding Pike and White Bridge Rd. intersection, Belle Meade Plaza, and Richland Creek Greenway entrance. Image source: ÂŠ 2011 Google

URBAN CONNECTOR

BEFORE

Existing view of N Kenner Ave. at Harding Rd. Grocery stores, office spaces, restaurants, higher density residential units, a hospital, doctorâ&#x20AC;&#x2122;s offices, banks, schools and retail shops are all within a half mile radius. Image source: NCDC

AFTER

Rendering of the streetcar end station at N Kenner Ave. and Richland Creek Greenway entrance. Image source: NCDC

CIRCULATOR DOWNTOWN CORE CIRCULATOR BOUNDARY RAPID TRANSIT URBAN SERVICES RAPID TRANSIT BOUNDARY RAPID TRANSIT RAPID TRANSIT DAVIDSON COUNTY RAPID TRANSIT RURAL AREAS COMMUTER RAIL DONELSON CONNECTOR NEIGHBORHOOD CONNECTOR EXISTING NEIGHBORHOOD CONNECTOR

Conceptual Map of Nashville’s Neighborhood Connectors in 2035, Nashville, TN. Image source: NCDC

NEIGHBORHOOD CONNECTOR

The First and Last Mile For many Nashvillians, taking transit may be considered a nuisance because getting from the home to a transit stop is not easily accessible, thereby adding to total trip length, which in todayâ&#x20AC;&#x2122;s environment for traffic congestion is not always competitive with the personal automobile. In this circumstance, those with the ability to drive alone or car/van pool will probably do so, instead of making a concerted effort to use a somewhat inconvenient transit route. Neighborhood Connectors are meant to bridge the gaps between the home, main transit routes, and final destination. They connect residential neighborhoods to employment centers, local businesses, schools, hospitals, grocery stores, restaurants, retail, and main transit linesâ&#x20AC;&#x201D;thus greatly eliminating the need for personal vehicles for both commuting and even short trips for local services basic errands.

The 2035 Plan envisions a system of neighborhood connectors throughout the city that link neighborhoods to urban centers and downtown, greatly increasing transit usage across Nashville.

MTA bus map of route 76, Madison Connector. Note how it connects the neighborhoods of Madison with the main transit line along Gallatin Pike. Image source: Nashville MTA

NEIGHBORHOOD CONNECTOR

Neighborhood Connector Among recent achievements of the Nashville MTA is a new type of bus route, a Neighborhood Connector. Unlike the typical Nashville bus route that runs along a major road or pike, this service circulates within neighborhoods surrounding Gallatin Pike in Madison—connecting homes with educational and health institutions, and to other, more prominent intercity bus routes. Route 76 runs two loops every half hour, connecting two high-density Madison neighborhoods. A keystone component of this type of service is its ability to close the distance gap between residential areas and other available transit. New bus shelters along the BRT Route 56 can accommodate multiple buses, becoming “mini hubs” for efficient transfers between city-wide transportation and Neighborhood Connector routes.

Photo of a family utilizing the Madison Connector, Nashville, TN. Image source: NCDC

Top: Madison Connector shoppers unload bus in front of their house. Middle: A senior prepares to disembark, arriving within feet from her door. Bottom: The transfer point to bus 56 from the Madison Connector All images above by NCDC

Top: Madison Connector stop in front of senior citizen housing Middle: Madison Connector arriving at Gallatin road BRT shelter Bottom: Madison Connector stop at condominium complex All images above by NCDC

NEIGHBORHOOD CONNECTOR

Madison Connector bus stop at Skyline Medical campus. Image source: NCDC

ROBERTSON SUMNER

CHEATHAM

DICKSON

WILSON DAVIDSON

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RUTHERFORD

MAURY SUBURBAN CIRCULATORS COUNTY BORDER DOWNTOWN CORE BOUNDARY URBAN SERVICES BOUNDARY

DAVIDSON COUNTY RURAL AREAS

Middle TN regional map identifying areas for suburban circulators. Image source: NCDC, Nashville Area MPO

SUBURBAN CIRCULATOR

Suburban Circulators Over half of all Americans live in suburban neighborhoods. It is not surprising then, that only a small percentage of suburban dwellers use mass transit to commute to work, as those neighborhoods were not designed to be transit friendly. Morning commutes create significant congestion for Nashville’s roadways because so many suburban residents have no mobility options other than driving from home to work. Rising gas costs have catalyzed efforts to offer alternatives, including carpooling and commuter bus services. Future suburban growth has prompted long-term studies into light-rail, BRT and commuter rail as options for relieving congestion by increasing transit’s share of commuter trips. Suburban Circulators follow the same concept as a Neighborhood Connector, linking residents to shopping districts, educational institutions, office parks, greenways, as well as other modes of transit that connect to major employment centers, but are focused in suburban areas. In Nashville, these suburban areas typically appear just outside the border of Davidson County, in high-growth “Edge Cities*.” Examples include Hendersonville, Mt. Juliet and Brentwood. *Term for a concentration of business, shopping, and entertainment outside a traditional urban area in what had more recently been a residential suburb or semi-rural community

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Plan of Hendersonville with a potential Suburban Circulator route (blue). Note how multiple shopping centers are interconnected with one another, and the main transit line that services downtown Nashville, TN (orange). Image source: NCDC

SUBURBAN CIRCULATOR

EXISTING

Existing view of â&#x20AC;&#x153;The Streets of Indian Lakesâ&#x20AC;? shopping center. Image source: NCDC

ALTERNATIVE

Rendering as a mixed-use development provides residential/office uses above to help support retail and restaurants below, while Suburban Circulator routes connect shopping centers to other nearby destinations, promoting walkability and decreasing congestion. Image source: NCDC

Big Box + Suburban Infill Tremendous economic opportunity exists for “Big Box” retail centers through the infill development of enormous surface parking lots into mixed-use “lifestyle centers.” These types of interventions encourage higher-density developments and help reverse suburban sprawl. Including transit components within developments promotes effective and efficient public transportation. Infill development in suburban areas of the region would increase the density of commercial centers, offer a wider range of services and activities for residents and dramatically increase the efficacy and functionality of mass transit for the community. Large expanses of parking lots evolve into new buildings with internalized parking, creating a more pleasant walking experience. Transit links shopping centers so that consumers can utilize a “park once” strategy—greatly reducing automobile congestion within suburban cores.

SUBURBAN CIRCULATOR

BEFORE

Existing view of the Aldi shopping center parking lot, Hendersonville, TN. Image source: NCDC

AFTER

Rendering of potential suburban infill development in parking lot of existing retail centerâ&#x20AC;&#x201D;creating a TOD. Image source: NCDC

MONTGOMERY ROBERTSON

PLEASANTVIEW

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SOUTH NASHVILLE

WEST NASHVILLE

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NCDC visualization of the Nashville Area MPO’s 2035 Transportation Plan, highlighting population and workforce densities along existing and future transit routes. Image source: NCDC, base image source © 2011Google Earth

IMPLEMENTATION

SHORT TERM ACTIONS MTA identified three phases of implementation in order to reach the 2035 goals. Key investments to be made by 2015 include: increasing frequencies on eleven existing routes, introduce real-time information, service to new + unserved areas, implement green building practices, enhance + fabricate more shelters, increase marketing, and pursue dedicated funding sources.

GALLATIN

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MID TERM ACTIONS

HERMITAGE DONELSON

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NASHVILLE INTL AIRPORT

From 2016-2025, MTA foresees all prior goals met, allowing for further expansion of the service area. This may include: extending of the Gallatin Road BRT, instituting more â&#x20AC;&#x153;mini hubs,â&#x20AC;? phasing in BRT on additional Neighborhood Connectors throughout the city, and revising the downtown system map to clarify routes to transit riders.

LONG TERM ACTIONS

RUTHERFORD

The previous investment phases should put the MTA in a position to pursue in higher-capacity services reaching beyond Davidson County and into surrounding communities experiencing high levels of growth, through partnerships with the RTA and other transit providers. Investments may include: light rail, commuter rail, and more intensive BRT routes. It will be crucial, however, to parallel these investments with increasing neighborhood connectors and circulators + bike/ped facilities, to fully support and feed into the regional and city routes. Local Rapid Transit Regional Rapid Transit, Rutherford County Regional Rapid Transit, Williamson County Regional Rapid Transit, Sumner County Commuter Rail Transit, Wilson + Montgomery Counties

NEW MODES OF TRANSIT

TRANSIT SHELTERS

HYBRID BUS FLEET

DEDICATED TRANSIT LANES

FUNDING

PUBLIC ART + TRANSIT

Top: Modern Streetcar, Portland, OR. Image source: NCDC Middle: Hybrid Articulated Bus, Nashville, TN. Image source: Nashville MTA Bottom: Funding for Public Transportation per Person by Source Image source: Nashville Area MPO

Top: Transit Shelter, San Francisco, CA. Image source: NCDC Middle: Transit Mall, Portland, OR. Image source: NCDC Bottom: Public art at Light Rail station, Portland, OR. Image source: NCDC

IMPLEMENTATION

“MINI HUBS”

Toolbox The components that create successful communities can be likened to a “kit of parts” that, when used correctly, produce efficient and successful transit systems. Careful attention must be given when applying these various tools, ensuring quality of design and functionality. These components can function together in a cohesive plan, creating a new type of streetscape, catering to all users in the area. To maintain the level of quality design throughout each phase of a streetscape project, many cities have developed a checklist to be followed until construction is complete. These “Complete Street Checklists” serve as a vital tool for future development and ensure the design components are not left out in the construction process.

ELECTRIFICATION Top: Madison “Mini Hub” bus transfer stop, Nashville, TN. Image source: NCDC Bottom: Modified street lamp with catanery wire, Portland, OR. Image source: NCDC

AMENITIES

REAL TIME DISPLAYS

ON-BOARD INFORMATION

FARE BOXES

SMART PHONE TICKETING

EFFICIENT BOARDING

Top: Recycling + garbage containers, San Francisco, CA. Image source: NCDC Middle: On-Board real-time bus route information, Zurich, CH. Image source: NCDC Bottom: Applications available on smart phones as alternate method of ticket purchasing. Image source: wikimedia commons user Mtcv

Top: Digital display of real-time information at station, San Francisco, CA. Middle: Fare boxes at transit stops accepting cash + credit, Portland, OR. Bottom: All-door loading and unloading speeds boarding process and reduces headways, double articulated Bus 31, Zurich, CH. All images above by NCDC

IMPLEMENTATION

PEDESTRIAN CONNECTIONS

Usability Implementing a more extensive and efficient transit system will not succeed if its usability does not attract and increase ridership. Currently, very few components exist among transit routes that improve ridership usability. Thus, impassable barriers are created for many potential riders. Installing various amenities and information systems are crucial investments for the MTA. These include digital real-time displays inside buses and shelters, clear and easy-to-read route maps and directional information providing awareness and assurance for transit users, as well as increased confidence and familiarity with the transit system. Other features of an efficient transportation system include multiple methods of acquiring transit passes. Allowing passengers to buy tickets at fare boxes placed under bus shelters could significantly reduce travel delays due to passengers boarding. Many cities operate on a proof of payment â&#x20AC;&#x153;honor system,â&#x20AC;? with periodic inspections of passenger fare credentials. This allows for maximum time savings and efficient boarding through any door on the transit vehicle. Usability components improve accuracy and consistency, reduce overall commute times, while creating a hassle-free way of moving from one place to another.

WAYFINDING Top: Pedestrian-only zones with bike parking, downtown Portland, OR Bottom: Large route map along BRT 56, Nashville, TN All images above by NCDC

RECLAIMING PUBLIC SPACE INTRODUCTION

PRECEDENT STUDIES

AREAS OF FOCUS VISION

IMPLEMENTATION

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Aerial view of downtown Nashville, TN. Encircled area depicts location of intersection with under-utilized right-of-way and potential transit infrastructure. Image source: NCDC

INTRODUCTION

Reclaiming Public Space Like most cities, Nashvilleâ&#x20AC;&#x2122;s streets and public right-of-way make up a significant portion of open space in the city. Far too often these spaces are under-utilized, unfriendly to pedestrians and unsupportive of surrounding developments. New York and San Franciscoâ&#x20AC;&#x2122;s Pavement to Parks programs have been hugely successful in transforming these types of under-utilized spaces. These programs have helped add to the quality of the public realm while also contributing to redevelopment efforts within the communities. Often these projects begin as temporary installments meant to give the city and public an opportunity to test and refine the designs prior to permanent installation. In Nashville, a prime opportunity exists to reclaim an under utilized right-of-way at the intersection of 21st Ave and Broadway. This highly visible site would serve as an excellent demonstration projectâ&#x20AC;&#x201C;helping better connect the Midtown Neighborhood with Vanderbilt University, increasing pedestrian safety and public transportation usage, and promoting urban infill development in the large surrounding parking lots. This report examines the potential impact reclaiming public space could have in Nashville.

Pedestrian Plaza with Streetcar line, Portland State University, Portland, OR. Image source: NCDC

PRECEDENT

As plans for Nashville’s future public transportation infrastructure develop, new ideas for creating urban infill development incorporating unique public spaces are starting to emerge. To transition from “big idea” to reality, a project should involve study of recent successful examples in other cities that have achieved similar outcomes. The area of focus at the split of 21st Ave + Broadway resembles similar street conditions in other cities, where diagonal streets cut through the traditional grid, creating unique triangular-shaped spaces. In some cases, these are filled by corner buildings, however, many sites are characterized by an abundance of asphalt with no specific use. Several organizations and cities across the United States have begun addressing these unused spaces, converting them into functioning outdoor pedestrian plazas. San Francisco’s Pavement to Parks is one successful example. The program identifies the following criteria for selecting appropriate sites: • Sizeable area of under-utilized roadway • Lack of public space in the surrounding neighborhood • Pre-existing community support for public space at the location • Potential to improve pedestrian and bicyclist safety via redesign • Surrounding uses that can attract people to the space • Identified community or business partner

Photographs of reclaimed intersection, Castro Commons plaza, San Francisco, CA. All images above by NCDC

PRECEDENT

“Castro Commons” San Francisco, CA “After being evaluated for over a year, the Castro Plaza has been made permanent by request of the community. Marking this milestone, the plaza was upgraded using grant funds awarded to the Castro/Upper Market Community Benefit District. Building off lessons learned during the trial, Seth Boor of Boor Bridges Architecture designed this new space, providing a greater sense of enclosure, more seating, and more greening opportunities. In collaboration with Flora Grubb Gardens, a beautiful palette of low-water, wind tolerant plants have been added, including a variety of palms, olives, and succulents. Seth contributed his design services pro bono while Flora Grubb provided materials at a significant discount. Paul Cesewski fabricated the movable gates over the unused Muni tracks using surplus rail and other metal donated to the project by the Port of San Francisco. And finally, Nibbi General Contractors, who installed the concrete planters, provided their services at reduced cost to the CBD. Building off the community partnership model common to all Pavement to Parks projects, much of the labor was volunteered by people in the community. The Castro / Upper Market CBD provided invaluable help in organizing these volunteers (many of the member businesses were even out with shovels) and has graciously accepted responsibility for maintaining this beautiful public space.” - Pavement to Parks SF

Photographs and renderings of Pearl Street Triangle, Brooklyn, NY. All images above by NCDC

PRECEDENT

“Pearl Street Triangle” Brooklyn, NY (DUMBO) The Pearl Street Triangle between Pearl Street and Anchorage Place was a parking lot before the city and Improvement District transformed it into a green-themed public plaza three years ago. On Sundays it is home to the Improvement District’s Farmers’ Market. An “ideas” competition intended to get people interested in creating a long-term strategic plan for the Pearl Street Triangle and the use of public space in the neighborhood was sponsored by the DUMBO Improvement District. Eight sets of designs were entered, and panelists representing both the private and public sector selected a winner. ‘The Tracks plaza takes it’s inspiration from the myriad of rail lines that at one time weaved their way through the industrial streets of DUMBO. As these tracks emerge from beneath the pavement surrounding the triangle, they become the armature for a series of tiered seats that wind through the site to create three amphitheater-like spaces: the first, facing the Manhattan Bridge, is delineated by seating for films projected onto the masonry wall that encloses the arch beneath the bridge; the second, a performance and display space enclosed by two opposing tiers; and the third, where a low tier hugs a series of in-ground fountains. Shallow alcoves are molded underneath the higher tiers, welcoming local artists to display their creations.’ - New York Post

BROADWAY+21st TRIANGLE

Currently, this large traffic island has no pedestrian connections even though it is home to a bus stop. The site’s proximity to Vanderbilt University, existing restaurants, businesses and residential units, as well as potential mixed-use development parcels, will provide sufficient activity to sustain its pedestrian focused programming.

BROADWAY+DIVISION TRIANGLE

Coined “Broadway Park,” this under-utilized sliver of space will serve as a key element in the new streetscape plan. The park space could offer outdoor dining opportunities for restaurants or possibly a pocket park for residents of the Midtown neighborhood.

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Site Information: 1 Bus Stop 10 Parallel Parking Spaces 4,300 sq ft of â&#x20AC;&#x153;Parkâ&#x20AC;?/Green Space 10,000 sq ft of Unused Paved Surface

IO VIS

The zones highlighted in green at the intersection of 21st Ave, Broadway, and Division St., indicate areas suitable for new public spaces, becoming key features in the future growth occurring on adjacent parcels. With more commercial and residential development materializing, these new areas will receive an increasing amount of foot traffic, justifying the transition from striped-off pavement to welcoming pedestrian parks and plazas.

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VISION

Envisioning a Pedestrian Plaza Location: 21st Ave + Broadway Nashville,TN The process of reclaiming public space should involve a site study (utilizing the bullet points identified on page 7) to determine the best way to integrate multiple functions. The goal is to create a new place that successfully incorporates pedestrians, cyclists, transit users and automobiles. The concept for 21st Ave + Broadway is to create a transit hub, incorporating a proposed new streetcar or BRT line from the Broadway/West End corridor, a bicycle station, cafe/ restaurant space with abundant outdoor seating and public art. Mixed-use development adjacent to the plazas should include a mixture of retail, office and residential uses. This will ensure an activated space throughout the day and night, improving its overall function. The result is a new public space that becomes the heart of the Midtown/Vanderbilt neighborhood.

Panorama view of existing conditions looking West on Broadway. Image source: NCDC

Transforming this unusable traffic island into a functioning public space, requires several significant changes to the existing conditions. Traffic calming is an important tool in creating a pedestrian-friendly environment. Creating a more defined edge to the site, with new barriers, landscaping and different paving materials will serve to drastically alter the relationship between vehicle and pedestrian. A more dramatic change at the Division Street intersection is called for, including the removal of the one-way portion of the street. The new plaza space integrates the existing pavement, connecting sidewalk to outdoor spaces. This enables and encourages people to use the space more frequently. Adding a variety of new programs to this urban plaza will promote activity throughout the day and evening. Examples could include a bike station, cafe, outdoor seating, and public art. Incorporating these components into one space, flanked by new mixed-use development, stimulates a unique dynamic to the spatial quality and daily use. Overall, this series of pedestrian plazas can begin to realize the potential of relationships between the built form and open space.

VISION

EDGE DEFINING PLANTERS

PUBLIC TRANSIT

CAFE/BAR/BISTRO

BIKE STATION

TRAFFIC CALMING

OUTDOOR SEATING + PLAZA

MIXED-USE DEVELOPMENT

PUBLIC ART

PEDESTRIAN CONNECTIONS

PERMEABLE PAVING

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Rendered plan showing added amenities and improvements. Image source: NCDC

LACK OF STREET CALMING

LACK OF DEVELOPMENT

POOR PEDESTRIAN ACCESS

POOR TRANSIT LOCATION

UNDER USED R.O.W.

TRAFFIC CALMING

MIXED-USE DEVELOPMENT

PEDESTRIAN-ONLY ZONE

SLOW TRANSIT LANE

OUTDOOR SEATING

DEDICATED BICYCLE LANE

PEDESTRIAN CONNECTIONS

CAFE/BAR/BISTRO

BICYCLE STATION

EDGE DEFINING PLANTERS

Catering to Alternate Transit Currently, the location shown in the adjacent photo serves as a landscaped traffic island as well as a bus stop for the MTA route 7, though lacking any adequate connectivity. With an influx of students, professionals and residents circulating between the Vanderbilt campus and private developments, the foot traffic around this area already proves the need for an increase in pedestrian spaces. Enhancements to this site also means a drastic improvement to the existing bus stop, creating a well-connected and accessible destination. This site could be an integral part of the reccommendations proposed in the Broadway/West End Corridor Study as it is the point where the West End line connects with Broadway. The site is envisioned as a compact multi-modal transfer hub. To expand upon this scenario, it will be crucial to include cycling as a third mode of transit. Installing a bike station would allow for a secure transition between modes and encourage cycling as a means of daily transportation and circulation.

VISION

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Existing View of Broadway + 21st Ave split. Image source: NCDC

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Rendering of a potential scenario for the Broadway + 21st Ave split. Image source: NCDC

LACK OF STREET CALMING

LACK OF DEVELOPMENT

POOR PEDESTRIAN ACCESS

POOR TRANSIT LOCATION

UNDER USED R.O.W.

TRAFFIC CALMING

MIXED-USE DEVELOPMENT

PEDESTRIAN-ONLY ZONE

SLOW TRANSIT LANE

OUTDOOR SEATING

EDGE DEFINING PLANTERS

PEDESTRIAN CONNECTIONS

CAFE/BAR/BISTRO

BICYCLE STATION

PERMEABLE PAVING

Pedestrian Plaza An important quality of a good pedestrian plaza is safety. Several methods can be applied to obtain a high level of secure space. Separation of vehicular traffic and pedestrian-only zones becomes crucial, with a variety of techniques to employ. Creating barriers, usually in the form of bollards, help to maintain a clear boundary. In some cases, a combination of planters and low concrete walls serve as edge defining barriers while creating semi-private outdoor rooms protected from moving vehicular traffic. The atmospheric qualities of an urban plaza assist in activating the space and attracting new users. Allowing a small cafe to occupy a portion of the site provides a service to the increased foot traffic and adds a consistent usage throughout the day. Provisions of outdoor seating, both for dining and leisure, encourages a mixed utilization. This new plaza should be seen and felt as an extension of the sidewalk, the only existing pedestrian space currently. Raising the plaza surface to be on grade with the sidewalks will improve the accessibility, as well as assist in the separation of vehicular traffic from pedestrians. Applying stone, brick, and other textured materials will also improve the pedestrian zone qualities, but also can be used for traffic calming devices to ensure safer connectivity across streets.

VISION

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Existing view of Broadway + 21st Ave split. Image source: NCDC

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Rendering of a potential scenario for the Broadway + 21st Ave split. Image source: NCDC

OUTDOOR SEATING

BIKE STATION

PUBLIC ART

CAFE/BAR/BISTRO

MIXED USE DEVELOPMENT

TRAFFIC CALMING

Top: Times Square, NY, NY. Image source: Sitephocus Middle: Mission Bay Plaza, San Francisco, CA. Image source: NCDC Bottom: Mixed Use Development, Seattle, WA. Image source: Joe Mabel

Top: Bike Station, Washington D.C., Image source: Sitephocus Middle: Greenley Square outdoor cafe, NY, NY. Image source: Sitephocus Bottom: Traffic calming methods applied to Octavia Blvd, San Francisco, CA. Image source: NCDC

IMPLEMENTATION

SPACE DEFINING PLANTERS Toolbox The components that create successful public plazas can be likened to a “kit of parts” that, when used correctly, produce vibrant public spaces. Careful attention must be given when applying these various tools, ensuring quality of design and functionality. These components can function together in a cohesive plan, creating a new type of an urban room, catering to a wide variety of users in this area.

TRANSIT INFRASTRUCTURE

PEDESTRIAN CONNECTIONS Top: Castro Commons, San Francisco, CA. Image source: NCDC Middle: Castro Commons, San Francisco, CA. Image source: NCDC Bottom: Crosswalks, Portland, OR. Image source: NCDC

DEVELOPING WITH TRANSIT FOREWORD

INTRODUCTION

101

PRECEDENT STUDIES VISION

105

AREAS OF FOCUS POST-WAR SUBURBS EDGE CITIES

113

SATELLITE CITIES

135

IMPLEMENTATION

153

111

115 125

Potential TOD locations along NE Corridor identified by students, Hendersonville, TN. Image source: University of Tennessee Knoxville, College of Architecture & Design (UTCoAD)

FOREWORD

Pioneering new Development Concepts for TN With broad support of both the public and private sectors, Greater Nashville is rapidly laying the groundwork for an extension of its mass transit network out into the region. In conjunction with these efforts, University of Tennessee School of Architecture (UT) urban design students in Spring 2009 and 2010, under the direction of Associate Professor T. K. Davis, worked as teams on projects for five potential or existing transit station stops in Greater Nashville. The Nashville Area Metropolitan Planning Organization (MPO) sponsored the studio, in close cooperation and collaboration with the Nashville Civic Design Center. An example of teaching, creative designs, and service learning as a form of applied research, the design proposals applied current urban design theories and best practices related to Transit-Oriented Development (TOD) and Livable Communities. The Spring 2009 semester focused on an existing station stop and its immediate vicinity in Lebanon for TOD sites. For the Spring 2010, the MPO identified four sites for “Transit Villages” in suburban areas surrounding Nashville. One site, in Donelson, has an existing commuter rail transit stop, which could serve as a catalyst for economic development. At the remaining sites, however, the future mode of mass transit was yet to be determined. In these cases, design proposals were requested that would be capable of accommodating all three of the potential

mass transit options: commuter rail, light rail transit (LRT) or bus rapid transit (BRT). Subsequent discussion has focused on BRT as the probable mode for this northeast corridor. A unique aspect of the 2009 and 2010 studios was the formation of interdisciplinary teams pairing UT urban design students with students from the Vanderbilt University Owen School of Management (VU). Under the direction of VU faculty member Thomas McDaniel, a case study of regional transit villages was the “Capstone Project” for the Real Estate Development Program. These urban design studios sought to balance three equally important agendas. First, to present a very intense learning opportunity in urban design for the students. Second, to engage design students in the thinking about the priorities of developers, on the principle that this knowledge can significantly empower the designer to be proactive, and not reactive, thus adding value to the project design through economics. Finally, to structure the studio as a public advocacy of TOD as a way to build “Livable Communities.” Could this collaboration between two university programs and disciplines, be a model for in-depth consideration of TOD in other metropolitan areas? This publication is put forth, in part, to discuss the challenges and opportunities of a “creative work as applied research” teaching and learning model. It also discloses design and development outcomes as case studies, and suggests where Nashville goes from here.

Charlotte TOD station, Charlotte, NC. Image source: Charlotte Area Transit System

INTRODUCTION

What is TOD? Transit-Oriented Development is generally defined as a mixed-use neighborhood or a community within a half-mile maximum, or ten minute walk, from a mass transit stop. Concentrating development within a 2,500-foot radius encourages walkable, pedestrian-friendly environments. In this model, medium to high densities are desirable, yielding increased property values. A variety of housing types, and prices, promote diversity of choice for residents. With the exception of “park and ride” accommodation at the transit center, parking requirements are typically reduced. In comparison to traditional suburban sprawl, TOD enhances quality of life for its residents, improves public health by encouraging walking rather than driving, is inherently environmentally sustainable due to its compact density, and increases transit ridership. TOD necessitates public-private partnerships, by virtue of the public sector’s investment in transit infrastructure that determines a TOD’s location. Because of the complexity of design and development issues related to TOD, the urban design studio served as an ideal “laboratory” to test basic principles of TOD in suburban settings, including marketing and financial analysis of the final design proposals. The Urban Land Institute (ULI) has pointed out that high-

density, mixed-use real estate development in proximity to mass transit is “one of the hottest development trends… Far-flung greenfield homes may cost less, but filling the gas tank burns holes in wallets. Both empty nesters and their young adult offspring gravitate to live in more exciting and sophisticated 24-hour places–whether urban or suburban– with pedestrian-accessible retail, restaurants and offices. Transit-oriented development at subways and light rail stations almost cannot miss.” The term “Transit-Oriented Development” can be difficult to envision by the general public. “Transit Village” is a commonly accepted and more readily understood alternative term for TOD in a suburban context. The sought-after characteristics of “Livable Communities” are based on ten principles– including “providing transit options”–articulated by the American Institute of Architects (AIA). As an interdisciplinary and multi-institutional collaboration, the objective of the Spring 2010 semester was to develop urban design proposals for four priority sites identified by the MPO as potential transit villages in the Nashville region. The design proposal for each site emerged from a team of three advanced architecture students from the University of Tennessee and two to three real estate development students from Vanderbilt University.

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As their Capstone project, the Vanderbilt students worked with the Tennessee students in a relationship analogous to design and development co-consultants. The Vanderbilt teams conducted a land assessment, a market study, a stakeholder analysis, an economic analysis as a pro forma of a component of the development, and evaluated both financing capacity and public-private partnership strategies that might enable the design students’ projects to achieve economic viability. In developing the design proposals, the urban design students interpreted and sought to fulfill the principles and goals of TOD. Priority was given to creating a sense of community through walkable streets and high quality public spaces, with parking requirements carefully considered. Each student was responsible for developing at least one of their team’s housing types in plans and sections at 1” = 8’ detail in order to allow realistic estimates for the development pro formas. Designs sought to meet basic standards of the International Building Code, as well as LEED-ND criteria. Given the complexity of changing transportation infrastructure and land development, all of the designs were represented as a “full build-out” of three logical phases of development identified for each site.

For both the design and development students, the initial four weeks of the semester was spent developing expertise in the topic of TOD. Two required texts were Peter Calthorpe’s The Next American Metropolis: Ecology, Community, and The American Dream and Gloria Ohland and Hank Ditmar’s The New Transit Town: Best Practices in Transit-Oriented Development. The urban design students researched and analyzed the sites and housing type precedents, through targeted exercises. One particularly useful exercise involved the collage of known precedents superimposed and transformed for each of the four transit village sites, inspired by Rem Koolhaas’ design process for the IJ-Plein in Rotterdam. This helped students to understand the scale of the sites, as well as to experiment with different densities and spatial patterns. In addressing the environmental issues of the various sites, students created a site context “Greenprint,” a method championed by the National Land Trust for mapping an area’s natural resources to guide growth. The Community Resource Inventory found in the publication Growing Greener includes nine elements to be mapped: Wetlands and their buffers, Floodways and floodplains, Moderate and steep slopes, Aquifer recharge areas, Woodlands, Productive farmlands, Significant wildlife habitats, Historic, archeological, and cultural features, and Scenic view sheds from public roads.

INTRODUCTION

Both design and development students shared their early research and analysis with each other. The real estate students initially conducted their own land assessment in a market study, and identified project constraints. It was interesting to observe throughout the semester, from beginning to end, how the unique criteria each sub-group brought to the discussion modified the four teamsâ&#x20AC;&#x2122; work and proposals. The semester culminated in an all-day public review event, in which the teams presented their work for comments and criticism in front of six or more regional experts, most of whom were planners, ULI Nashville developers, architects, and regional civic leaders. More than 30 professionals attended the eight-hour review. The design and development students were able to make recommendations regarding public-private partnerships that could provide legal and financial incentives to achieve the benefits of TOD. From the financial analysis, we were able to estimate the magnitude of annual tax revenue at full buildout of each project, which allows one to make the case to local officials and the community-at-large of the economic benefits to the local tax base provided by medium density development of TOD.

Tax Increment Financing or TIF, is a public-private financing technique employed for over 50 years in the United States to enable redevelopment and community improvement projects. When new development is proposed, higher future property tax revenues are generally anticipated. This difference, called the tax increment, can be captured within designated redevelopment areas under this financing technique, and utilized to pay for initial infrastructure and other front-end development costs that enable a project to become viable, which otherwise would not be feasible. Such costs can include land acquisition, parking facilities, and streetscape improvements. Joint public-private development incentives proposed for all the sites included TIF, a public land acquisition and disposition plan, adjusted zoning to promote density and diversity, reduced parking requirements, and Location Efficient Mortgages (LEMs). LEMs are mortgages available to households whose locations require lower transportation costs. LEMs can enable households to purchase homes they might otherwise not be able to afford.

TK Davis, Associate Professor University of Tennessee College of Architecture + Design

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Top: Orenco Station, Hillsboro, OR. Image source: M.O. Stevens Middle: Pearl District, Portland, OR. Image source: NCDC Bottom: Orenco Station, Hillsboro, OR. Image source: Sitephocus

PRECEDENT

Top: Orenco Station, Hillsboro, OR. Image source: M.O. Stevens Middle: Pearl District, Portland, OR. Image source: NCDC Bottom: Orenco Station, Hillsboro, OR. Image source: Sitephocus

Portland TODs In the 1970s Portland developed strong planning policies to promote higher density, mixed-use developments within its urban areas. Portland is a trailblazer in developing transitoriented communities–often ranked one of the greenest cities in the world, and considered one of the most “European” cities in the US. Portland was the first US city to re-introduce the modern streetcar into the city fabric, giving priorities to public transit and pedestrian environments. As a result, the city has seen significant return on investments (ROI) with a public contribution of $89M and $2.5B in private development along the streetcar corridor. One of the Portland’s first TODs was Orenco Station, an award-winning development focused around the MAX light rail transit line. It is an example of a successful suburban TOD, with more than 22% of its inhabitants using mass transit for commuting, compared to the 6% of the overall region. A more recent accomplishment is the Pearl District neighborhood, which is located in an area that was historically industrial. Many infrastructure improvements were put in place that allowed for the Pearl district’s success, including removal of a freeway ramp and extension of the streetcar line. Another key component was the city’s commitment to diversity and affordability. The goal for affordable, subsidized housing units in this district was set by the city at 35%. Top: Town Center Station + MAX Park-N-Ride, Clackamas, OR. Image source: NCDC Bottom: Orenco Station, Hillsboro, OR. Image source: Sitephocus

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Top: New Bern Station, Charlotte, NC. Image source: Charlotte Area Transit System Bottom: East/West Station, Charlotte, NC. Image source: Charlotte Area Transit System

PRECEDENT

Top: Bland Street Station, Charlotte, NC. Image source: Charlotte Area Transit System

Charlotte TODs Charlotte, NC exemplifies a southern city that has utilized land-use zoning changes, in conjunction with strategic planning for transit, to help create numerous new TODs along its 9.5 mile LYNX light rail line. LYNX, which opened in 2007, records 15,000 daily users. Charlotte has seen ROI well over 300% since the rail lineâ&#x20AC;&#x2122;s completion. The $1.87 billion in private investment and development along the south corridor spurred $515 million in additional real estate tax value, an increase of 121% since 2000. The city established an acquisition fund to purchase land near the stations planned along its South Corridor light rail line to ensure the development of mixed-income, mixed-use TOD. Charlotteâ&#x20AC;&#x2122;s City Council capitalized the fund with an initial grant of $5 million.

Source: Center for Transit-Oriented Development www.reconnectingamerica.org

Top: New Bern Station, Charlotte, NC. Image source: Charlotte Area Transit System Bottom: LYNX Blue Line map, Charlotte, NC. Image source: Charlotte Area Transit System

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Top: Belmar, Denver, CO. Image source: Sitephocus Bottom: Lincoln Station, Denver, CO. Image source: Jeffrey Beall

PRECEDENT

Top: Belmar, Denver, CO. Image source: Sitephocus

Denver TODs Nashville’s projected population growth will bring one million more people to the Middle TN region in the next 20 years. Another way to conceptualize this transformation is that the Nashville region in 2035 will be roughly the same size as the Denver Metropolitan area is today. Denver’s recent accomplishments with TOD highlight what is possible in a city that suffered from sprawling land use patterns similar to Nashville. Denver’s political leaders saw the need for a change in development patterns and moved quickly to implement light rail infrastructure. Their fast-paced light rail construction displays how public-private investments, incorporating public transportation and pedestrian-friendly spaces with new development, can translate into higher qualities of life for people of all income levels. A similar case exists for Nashville to begin implementing similar concepts set forth in the 2035 Regional Transportation Plan now, to prevent last-minute reactionary plans to future, more costly congestion problems.

Top: Belmar, Denver, CO. Image source: Sitephocus Bottom: Belmar, Denver, CO. Image source: Sitephocus

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Nashville Area Metropolitan Planning Organizationâ&#x20AC;&#x2122;s 2035 Regional Transportation Plan with ideal locations for Transit Oriented Development along existing and future high frequency transit. Image source: NCDC + Nashville Area MPO

VISION

Development Supporting Transit The 2035 Regional Transportation Plan identifies strategic corridors ideal for implementing higher levels of service for mass transit options. Consistent ridership increases along the east and northeast corridors make these routes ideal for promoting how a new focus on development patterns could have positive affects, not only for the transportation system, but also for local communities by creating more liveable environments and economic opportunities. Access to transportation is a necessity in todayâ&#x20AC;&#x2122;s world, but in car-centric cities like Nashville, mobility options for most people present only one choice, the automobile. As driving costs continue to rise, obesity rates are questioned, and the population ages, more options are sought by a larger percentage of the population. New opportunities for connectivity must also be paired with affordability. TODs are most successful when they incorporate a mix of incomes. Allowing both market-rate and affordable units within the same developments provides variety in culture and demographics,

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POSTWAR SUBURBS

Postwar neighborhoods sprung out of the housing boom following WWII–starting the trend of suburbanization that became the dominant land use pattern across the US. Many new publications exist on the idea of “retrofitting” suburban areas to make them more transit friendly. Areas such as Madison and Donelson show great potential in becoming new models of livable communities, focusing on transit as a central component of their transformations.

EDGE CITIES

An Edge City refers to a concentration of business, shopping, and entertainment outside a traditional urban area in what had recently been a residential suburb. Areas around Nashville, like Mt. Juliet and Hendersonville, have become shopping destinations and prime locations for office parks, restaurants and entertainment.

AREAS OF FOCUS

SATELLITE CITIES

Satellite Cities are small to medium sized towns located near a much larger metropolitan area. They have their own form of city government and jobs base and unique character, including historic downtowns surrounded by traditional neighborhoods and suburbs.

Map highlighting proximities of satellite cities to downtown Nashville, TN. Image source: ÂŠ 2011 Google + NCDC

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MADISON

DONELSON

Map highlighting proximities of postwar suburbs to downtown Nashville. Image source: ÂŠ 2011 Google + NCDC

POST-WAR SUBURBS CONCEPTS

Postwar Suburbs The Postwar suburbs of Nashville epitomized the â&#x20AC;&#x153;American Dreamâ&#x20AC;? during the furious growth period following WWII. Emphasis was placed on providing safe environments, large lots, ownership of single-family dwellings and most importantly, efficient access for the automobile. As cities have continued to expand outward, newer suburbs have replaced the earlier suburbs in popularity. As a result, postwar communities are sometimes considered agingâ&#x20AC;&#x201D;in need of redevelopment. A great opportunity exists for these communities to embrace future development paired with public transit infrastructure. Transit developments cannot occur in isolation. A successful TOD exemplifies a livable community, emphasizing all pedestrian environments. Incorporating and enhancing public transit into postwar suburbs begins to add to the components needed for a well-functioning community. The communities of Madison and Donelson are excellent examples of postwar suburbs poised for positive implementation strategies and positioned to pioneer transformations into transit-oriented developments. Both communities show need for a wide spectrum of improvements, concerning both public and private realms, and express a strong desire to embrace the principles of livable communities that are supported by successful transportation systems.

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Madison Village The proposed transit village for Madison Village was designed by Jordan Dugger, Josh Johnson and Arya Kabiri of the University of Tennessee, with development strategy by Peter Kleinberg and Gavin McDowell of Vanderbilt University. Madison Village is an aging suburb in need of revitalization, lacking a town center as a true “place,” and afflicted by a deteriorated commercial arterial. The students first examined a Metro Planning Department urban design plan that was the outcome of a recent public participation process. They sought to retain the best features of the plan, including an intensive redesign of the arterial over time to make it a walkable commercial boulevard. They also sought to design a “Village Green” at the location of a recently built public library as both a spatial and symbolic center for Madison Village. To the south of this area is an aging strip mall, which students proposed to retrofit with new uses and new parking assumptions. The idea is to conceal parking behind the mall, turning the former parking area into an outdoor market. The entire precinct would make connections to potential new greenways, and spatially clarify sprawling surface parking lots. With the mall then a community center and entertainment venue, new terraces are proposed down to the creek that would have pathways leading to the Cumberland River, all located within walking distance.

MADISON

Section drawing through students’ design of a Madison TOD. Image source: UTCoAD

Anchoring the new Village Green, a market hall building is introduced, with meeting and exhibition space above. The historic, relocated Amqui Station is incorporated as part of the ensemble. An existing supermarket becomes an anchor asset in the district, with mixed-use courtyard buildings and row houses developed to take advantage of future proximity to BRT in the arterial, and the supermarket. New row houses feature alley access to garage parking, with accessory apartments above the garages to double the density. These provide affordable housing for a nationally changing demographic of increasing single person or childless households, or for an aging population in need of nearby family care.

Conceptualized plan for a Madison TOD. Image source: UTCoAD

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Perspective rendering of studentsâ&#x20AC;&#x2122; conceptual design for Madison Village. Image source: UTCoAD

MADISON

Enlarged plan of central green space in the proposed Madison village TOD design. Image source: UTCoAD

Plan and section details of housing typologies and conceptual designs within the Madison Village. Image source: UTCoAD

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Donelson The proposed transit village for Donelson was designed by Joshua Bradshaw, Brian Doherty and Jeffrey Stahl of the University of Tennessee, with development strategy by Shane Kaiser and Gavin Richey of Vanderbilt University. The existing Donelson transit stop for Nashville’s commuter rail line is located adjacent to a run-down commercial strip in an aging postwar suburb. As part of their efforts to remediate problems associated with commercial arterials, the Metro Planning Department has engaged the Donelson community in numerous public meetings during the past several years. These meetings have been taken into careful consideration in the formulation of the students’ proposal. The absence of an identifiable center for this suburban town is its most conspicuous shortcoming. The design team proposed taking advantage of site topography to platform over needed parking, in order to make a new crescent-shaped village green where the historic Donelson Pike diverges from the arterial’s previous realignment. To help spatially define the new “Crescent,” a continuous curving two-story arcade is introduced to unify the disparate existing buildings around it. A small lake is formed as a park amenity in an existing ravine to the north of Donelson Pike, opening in turn to the oxbow of the Stones River. A new community center is proposed with terraces overlooking the lake element. Therefore, new

DONELSON

Section drawings through students’ conceptual design of a Donelson TOD. Image source: UTCoAD

construction enhances existing landscape features, creating a sense of community identity for Donelson. A future connector to Madison Village towards the north, anticipated by Metro Planning, has been incorporated in the planning proposal. Consistent with best practices of TOD, commercial space, a new hotel, and mid-rise housing is proposed along the Pike. An outdoor market is proposed as a public plaza at the transit stop. The proposal also incorporates an existing senior center in a former elementary school, and generates considerable high-density housing to the east in courtyard blocks and six-story “urban villas.”

Conceptual plan of a Donelson TOD. Image source: UTCoAD

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Enlarged plans and diagrams of the proposed Donelson TOD design. All images above by UTCoAD

DONELSON

Perspective renderings of the proposed Donelson TOD. All images above by UTCoAD

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HENDERSONVILLE

MT JULIET

Map highlighting proximities of edge cities to downtown Nashville. Image source: ÂŠ 2011 Google + NCDC

EDGE CITIES

Edge Cities The outward growth of suburbanization—away from existing metropolitan areas—spawned the concept of edge cities (e.g. Hendersonville and Mt. Juliet). They are sometimes derisively referred to as “Anywhere USA” because they lack the history, character and urban form that has traditionally defined a sense of place. Shopping centers, chain restaurants and office parks may abound, but typically there is no center to the community. Efforts to change the “Anywhere USA” mentality are now being realized in communities across the country. Edge cities are beginning to utilize urban design practices to create more walkable streets, implement circulator transit systems and adopt codes that stress architectural character, all intended to create more livable communities. As available open space in Middle TN dwindles, opportunities arise for Nashville’s edge cities to adopt new policies permitting higher density, mixed-use developments centered around existing or future transit station locations. These new TODs will help create a sense of place that ultimately create successful, engaged communities.

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Hendersonville The proposed transit village for Hendersonville was designed by Tyler Blevins, Dean McKenzie and Zach Sherrod of the University of Tennessee, with development strategy by Tom Miles, Stehen Songy and Andrew Steffens of Vanderbilt University. The Hendersonville site selected for study has the potential to link Gallatin Pike to a new, more formal town center, opening the site to significant new office space along the Vietnam Veterans expressway. A new road, already in place, is facilitating this planningâ&#x20AC;&#x201D;tying it to greenways, and new civic and shopping venues to the west.

Section drawings through studentsâ&#x20AC;&#x2122; conceptual design of a Hendersonville TOD. Image source: UTCoAD

development captures water draining from natural lines in the topography, and becomes a picturesque garden shared by residents. At the southern, arterial end of the site, a village center would be located, lined by commercial space, with a green square atop a level of parking. Between the garden and the square are a marketplace and meeting and exhibit hall with views of both the garden and the public square. Along the expressway to the north, considerable office space is developed above parking and commercial space, topped with green roofs.

This was a very challenging site, constrained in its dimensions, bisected by a freight-only railroad and confronting contours that limited where one could build. Nevertheless, a wide variety of housing types have been invented, and the design proposal succeeds in capturing the feel of a village, with corresponding density. While one might have built taller and denser, this would have been in conflict with the scale of adjacent one and two story neighborhoods, and probably would have met with significant public resistance. The existing railroad has been addressed by converting its embankments to a visually more open trestle as it traverses the site. A new water feature in the center of the site

HENDERSONVILLE

Conceptual plan drawing of the studentsâ&#x20AC;&#x2122; design for a TOD in Hendersonville. Image source: UTCoAD

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Site diagrams of students’ design for a Hendersonville TOD. All images above by UTCoAD

Enlarged plans and elevations of housing typologies in students’ design for a Hendersonville TOD. All images above by UTCoAD

HENDERSONVILLE

Enlarged plans and elevations of mixed use buildings in studentsâ&#x20AC;&#x2122; design for a Hendersonville TOD. All images above by UTCoAD

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Mt Juliet In September of 2006, the Music City Star regional commuter rail had just begun its operations from Lebanon to Nashville, with six stations located along its route, including Mt. Juliet. The commuter rail station location lies near the intersection of Division Street and Mt. Juliet Road, outfitted with covered shelters, an accessible platform and a large park-and-ride lot. Two miles south of the station, Providence Place was well under way in its second and third phases of retail, commercial and residential development. Hundreds of new homes within a few miles of commuter rail was good for ridership, but there was still very little activity occurring to the station’s adjacent sites. In the spring semester following the grand opening of the Music City Star, one of TK Davis’s first students to focus on TOD took the Mt. Juliet Station as his thesis project. After a thorough site analysis, Nathan Narwold began to rearrange existing program, while introducing new concepts to create a higher density, mixed use development, centered around the transit station. Moving the station across Mt. Juliet Road to be nestled into an existing residential community was an important move. From this location, he used the topography to guide the creation of both natural features, including a small lake from an existing creek, and new infrastructure. A new network of neighborhood streets, arranged in a more traditional grid pattern, connects existing cul-de-sac

MT JULIET

Section drawings through student’s conceptual design of a Mt. Juliet TOD. Image source: UTCoAD

neighborhoods on either side of proposed new development. A strong focus on implementing a pedestrian-friendly, urban environment was at the core of his design principles, compared to the more traditional, car-centric Providence Place. Other key features to his design include shared common space, parks, public plazas and event space. This TOD design is not only comprised of a mix of uses, but does so in less than a half-mile radius. Tightly knit, dense, walkable neighborhoods are imperative for a TOD’s success.

Figure ground of existing conditions around the Mt. Juliet Music City Star station area. Image source: UTCoAD

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Diagram of Mt. Juliet transit station area, highlighting key features of the landscape and concepts for the proposed TOD. Image source: UTCoAD

MT JULIET

Final plan of the proposed Mt. Juliet TOD with relocated train station centered in the mixed use development. Image source: UTCoAD

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GALLATIN

LEBANON

Map highlighting proximities of satellite cities to downtown Nashville. Image source: ÂŠ 2011 Google + NCDC

SATELLITE CITIES

Satellite Cities Nashvilleâ&#x20AC;&#x2122;s historic pike system radiates out of the downtown core like the spokes of a bicycle wheel â&#x20AC;&#x201C; each connecting to a satellite city that typically shares the name of the pike (e.g. Lebanon Pike and Gallatin Pike). These ever-growing satellite cities experience significant daily commuter traffic, creating congestion, environmental pollution, stress and frustration for drivers. An effective regional transportation system that connects satellite cities to the metropolitan urban core is an effective tool in combating these problems. The Music City Star was Middle TNâ&#x20AC;&#x2122;s first example of a commuter train, connecting Lebanon to downtown Nashville. Typically a satellite city is separated from the nearby metropolitan area by a rural landscape or other natural features. In Tennessee, there is keen interest in preserving our decreasing farmland and open space. Creating more walkable, dense, mixed-use developments near transit in satellite cities will help preserve valuable open space crucial to surrounding communities, and help increase the quality of life among residents of these towns.

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Gallatin Station The proposed transit village for Gallatin was designed by Aaron Grohol, James Sloan, and Stephen Struttman of the University of Tennessee, with development strategy by Douglas Archibald, Russell Autry, and Clarence James of Vanderbilt University. The Gallatin site proposed by the MPO is a pasture lying just across the CSX rail tracks from the one million square foot, 1,000 employee Southeast Region Distribution Center for The Gap, a global retailer. These two sites are separated by a tall line of trees. Gallatin is a high growth area approximately 30 miles from Nashville, very rapidly converting from an agrarian ambiance to a residential suburb. The site proposed has many intrinsic advantages: a circle of buildable area within a half mile radius of the proposed transit station, proximity to an expressway, and relatively flat topography, all of which gave the designers flexibility in proposing economically viable development. The proposal seeks to maximize the housing density and mixed-use without excessive height. Street sections have been carefully considered, with on-street parking encouraged. Alternatively, parking is found a half level below grade under courtyard housing terraces.

GALLATIN

Section drawings through students’ conceptual design of a Gallatin TOD. Image source: UTCoAD

A large quadrangle lined by housing with a rail or bus station and hotel to its south, and an elementary school to the north, anchors the transit village’s layout. Courtyard housing blocks and “urban villas” complement linear apartment buildings along a boulevard perpendicular to the quad providing a wide variety of housing types and prices. A perimeter road has a park-like ambiance, with connections to walking, biking and horse trails (including a connection to an equestrian farm), as well as athletic facilities. This urban design plan proposal seeks to build considerable phase one commercial space in close proximity to the expressway, helping to capitalize the transit village at the front end of its development. An office complex is located to the southwest of the housing precincts.

Plan drawing of studentsâ&#x20AC;&#x2122; design for a Gallatin TOD. Image source: UTCoAD

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Enlarged plans and section drawings of housing typologies in the studentsâ&#x20AC;&#x2122; design for a Gallatin TOD. All images above by UTCoAD

GALLATIN

Perspective and elevation drawings of various conditions throughout the proposed Gallatin design. All images above by UTCoAD

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Lebanon During the Spring semester of 2009, Associate Professor T. K. Davis led sixteen advanced level graduate and undergraduate urban design students in exploring the potential of transitoriented infill development in Lebanon, Tennessee. The design studio initiative followed two prior, well-attended community assessment and visioning meetings, followed by reports, completed in 2007 and 2008. Both efforts were a collaboration formed as the American Institute of Architects (AIA) 150 Blueprint for America initiative, involving AIA Middle Tennessee, The City of Lebanon, Cumberland Region Tomorrow, the Greater Nashville Regional Council, the Nashville Civic Design Center, and the University of Tennessee College of Architecture and Design. The first topics explored were “Lebanon’s Town Center and Its Neighborhoods; Strengths, Weaknesses, Opportunities and Threats” and “The Potential of Transit-Oriented Development.” The next topic a year later was “The Potential of an Urban Redevelopment Plan in Lebanon.” Lebanon, located 32 miles to the east of downtown Nashville, is the final stop on Nashville’s Music City Star commuter rail line. One of the interesting characteristics of the Lebanon site is that the TOD half mile radius encompassed its historic town square (unique in Tennessee as the intersection of two state highways at a “courthouse” town square), as well as a

LEBANON

large mill complex which has been adaptively redeveloped as a conference center, and a greenway system that links the square and the mill to the transit stop and beyond, to a very popular town park. There is considerable potential for infill development and structured parking, in the downtown core’s blocks surrounding the historic square. The challenges of the half-mile radius surrounding the station is that it contains, in part, a 100-year flood zone, and existing neighborhoods of modest scale and density. The studio divided into design teams of four, each to develop a master plan identifying sites where development could and should occur, with a determination of the building types, configurations, and massing that might produce contextually appropriate architecture and public space. Individual students then developed one or more components of their master plan in greater detail. Ultimately, six sites of opportunity were identified: The Music City Star Station controlled by the Regional Transit Authority, the Lebanon Historic Town Square and its four blocks, The Mill at Lebanon imagined as an “office and conference campus,” a deteriorated strip mall on North Cumberland Street Downtown, Town Creek Park South as a gateway space from the interstate into Lebanon and Cumberland University, the Hill Street North Neighborhood, and the Greenway North Neighborhood.

A B

Figure-ground plan drawing of downtown Lebanon. Existing buildings in black, proposed designs in gray. Image source: UTCoAD

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LEBANON TRANSIT STATION

The Music City Star commuter train terminates near the historic square in Lebanon, TN. Currently the area surrounding the existing station is comprised of a mix of landuse typologies. The site itself is primarily devoted to a park-and-ride lot for commuters.

Figure-ground plan drawing of area around the existing Music City Star train station. Existing buildings in black, proposed designs in gray. Image source: UTCoAD

LEBANON

THE MILL AT LEBANON

Originally occupied by Woolen Mills, a manufacturer of wool products, this historic building has been successfully renovated to provide retail, restaurant and event space for the community. Adjacent to the Music City Star, this site has great potential to continue its development to include residential and office space.

Figure-ground plan drawing of area around The Mill at Lebanon. Existing buildings in black, proposed designs in gray. Image source: UTCoAD

HISTORIC TOWN SQUARE

Once a bustling central business district for the city of Lebanon, the Historic Town Square is primarily a collection of retail and antique shops. Most buildings have been preserved and renovated over the years, but still much potential exists in transforming the numerous underutilized properties.

TOWN CREEK PARK SOUTH

Just south of the town square, Town Creek Park is nestled in a unique landscape between rail yards, main arterial streets, industrial and residential land uses, as well as a fluctuating active creek flowing through the city.

N N

Figure-ground plan drawing of area around the Historic Town Square. Existing buildings in black, proposed designs in gray. Image source: UTCoAD

Figure-ground plan drawing of area around the town creek park, just south of Lebanonâ&#x20AC;&#x2122;s Historic town Square. Existing buildings in black, proposed designs in gray. Image source: UTCoAD

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The existing zoning pre-dated the presence of the commuter rail transit stop, so students sought either maximize its potential, or knowingly advocate for variances or modifications of the zoning ordinance to maximize the unique potential of the transit stop for new scales and density of development. In addition, students could, with restraint and considerable discretion, acquire for demolition non-residential structures that they felt were dilapidated, underutilized, or inappropriate as uses within the half-mile radius. Acquisition of existing residential structures to enable new development was possible, but had to be held to an absolute minimum. The semester culminated in a series of reviews and presentations at the Nashville Civic Design Center (NCDC) with â&#x20AC;&#x153;jurorsâ&#x20AC;? from the Urban Land Institute Nashville District Council, an evening presentation before citizens of Lebanon, and a final design review at the University of Tennessee College of Architecture & Design in Knoxville. In addition, an Urban Design Forum was held to present the projects for discussion at the NCDC, and a joint presentation was made to the Nashville Area Metropolitan Planning Organization and the Regional Transit Authority Board of Directors.

LEBANON

LEBANON TRANSIT STATION

Rendered perspective drawings of various conditions throughout the studentâ&#x20AC;&#x2122;s design of a new transit station TOD in Lebanon, TN. All images above by UTCoAD

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Key Findings During Both Semesters Density assumptions for a transit village in a suburban context presented a key dilemma for the design and development students. Suburban communities tend to resist buildings significantly taller than their context, yet higher density is required for a viable return on investment, as well as being a way to boost ridership for mass transit. In general, the students found that 3-6 story buildings seemed plausible for a suburban transit village. Three of the sites identified were considering one of three choices for transit: commuter rail, LRT and BRT. National trends, and discussions throughout the semester indicated that bus systems are the least appealing to the riding public, although they clearly represent the lowest initial infrastructure investment. Interestingly, the cost of rail infrastructure investment provides the most permanent guarantees to developers for long-range stability and success in real estate development. Bus routes can change, while the permanence of a rail stop insures the stability of nearby property values. All of the design proposals developed a range of unit types, including affordable dwellings. The students were especially impressed with the economic viability of creating “two bedroom flexible-unit types” which, with a simple door hardware change and the inclusion of a kitchenette, could

LEBANON

be alternatively marketed as a one bedroom apartment with balcony and an adjacent studio apartment with balcony. Accessory units such as “granny flats,” often above the garage in a block with landscaped alleys, are a type we need to recuperate. Not only can this flexibility double density, but it accommodates live/work, or the more diverse and smaller demographic trends of the contemporary household (not to mention the changing spatial needs of households over long periods of life). With regard to the work of the development teams, three thoughts occur. First, it is somewhat problematic to undertake a financial assessment of a new transit village in the context of our “Great Recession,” where money is not being lent, very little construction is underway, and all bets are off. What does one assume for a baseline condition: today’s facts or tomorrow’s potential facts? This is compounded by the absence of in-state TOD “comparables” for the development students to model. A second related challenge the development students faced was coming to grips with the logical timeline of transit villages relative to planning, design, construction, and phased build-out. If a mass transit line is not anticipated to be operational for up to five years, then that logically would be when phase one of the project becomes occupied—and

THE MILL AT LEBANON

Rendered plan drawings of the student’s conceptual design around the Mill near Lebanon’s Historic Town Square. All images above by UTCoAD

Perspective and section drawings of the student’s conceptual design around the Mill near Lebanon’s Historic Town Square. All images above by UTCoAD

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not before. The subsequent two phases would probably be completed in another 5-10 year time frame. Hence, we are looking at metrics that are well over the horizon, and unknown. This uncertainty makes analysis very difficult. As a result, the development students tended to want to focus their quantitative analysis on only phase one, and often only on an initial portion of phase one. This limited the value of the financial analysis, because it didn’t project a precise tax increment over time that would accrue beneficially to both the project and the community. Third, given a long build-out period, initial cash flow, or “internal rate of return” (IRR) is going to inherently be relatively low. IRR on a project is the annualized effective compounded return rate, or discount rate, that makes the net present value of cash flows equal to zero. Internal rates of return are used to evaluate the profitability of projects, with the higher its IRR, the more attractive the project. IRR is a key metric developers use in determining whether to “pull the trigger” to proceed on a development. The initial IRR is low because most of the heavy development costs are front-loaded: land acquisition, design and approval fees, site preparation, infrastructure improvements, etc. As the project gets built-out over time, these front end costs are amortized and cash flow improves significantly.

LEBANON

HISTORIC TOWN SQUARE

Top: Before and after, birdâ&#x20AC;&#x2122;s-eye perspective massing drawings Middle + bottom: Elevation drawings of the Lebanon Historic Town Square showing proposed infill, mixed-use buildings. All images above by UTCoAD

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We argue, as Christopher Leinberger with the Brookings Institution does, that what is needed is “patient money” investment (perhaps borrowed in tranches), and held over a much longer period of time than that of a 5-7 year “flip” of ownership. Leinberger states that the total return on investment is much higher through such long-term investment. The TOD urban design studio benefited the students and the School of Architecture in several interesting ways. Students benefited from the exposure of their work to civic leaders, public sector agencies in Metro Nashville, design and development professionals, and ULI membership.

the study promoted innovation through teaching, creative design, and outreach service as applied research. The design students also extensively engaged the development students in their financial thinking and priorities, and were empowered as designers to add ideas and be proactive to improve the value of both the designs and economics of the projects. National trends and emerging practices in urban design were applied in a comprehensive way to suburban areas now recognizing their need for public transit. The advent of Transit villages would have enormous value in Middle Tennessee in creating more livable communities.

The University of Tennessee benefits from the high visibility of relevant and engaged outreach in the state’s capital city, consistent with the University’s land grant mission. In addition, the College’s partnership with the Nashville Civic Design Center (NCDC) has been substantially strengthened through utilizing the Center as a base of operations for studio presentations at NCDC events, as well as exhibitions, publications, and web site access of this work. In conclusion, the TOD urban design studio was characterized by its applicability as a public advocacy, and demonstrated a learning process and consideration of a wide range of issues. Student evaluations and review commentary strongly suggest

LEBANON

TK Davis, Associate Professor University of Tennessee College of Architecture + Design

TOWN CREEK PARK SOUTH

Elevation drawings of proposed mixed-use TOD design at Town Creek Park South. All images above by UTCoAD

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COMPLETE STREETS

TRANSIT INFRASTRUCTURE

WALKABLE PROXIMITIES

PUBLIC SPACE

SUSTAINABILITY

STRUCTURED PARKING

Top: A “complete street,” Portland OR. Image source: NCDC Middle: Pearl District, Portland, OR. Image source: Sitephocus Bottom: Solar Canopies in parking lot, Vacaville, CA. Image source: NCDC

Top: MAX light rail infrastructure, Portland, OR. Middle: Union square plaza + cafes, San Francisco, CA Bottom: MAX Park and Ride structured parking + retail, Clackamas, OR All images above by NCDC

IMPLEMENTATION

PEDESTRIAN CONNECTIONS Tool Box The components that create successful communities can be likened to a “kit of parts” that, when used correctly, produce efficient and successful TODs. Careful attention must be given when applying these various tools, ensuring quality of design and functionality. These components can function together in a cohesive plan, creating a new type of development, catering to all users in the area. Many TODs around the country incorporate design features and amenities to best suit the community’s needs. One of the primary concepts of a TOD is its ability to sustain quality of life, maximizing development potential without making a large physical footprint, thus having as minimal impact as possible. This concept may trigger other practices of sustainability; such as: water conservation, energy harvesting, pedestrian-friendly streets and most importantly, emphasizing public transit options as an integral component to the development.

MIXED-USE DEVELOPMENT Top: Urban greenway, Portland, OR. Image source: NCDC Bottom: Pearl District, Portland, OR. Image source: Sitephocus

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Rendering of the pending Hamilton Springs transit station along the Music City Star corridor, Lebanon, TN. Image source: Lose & Associates, Inc.

IMPLEMENTATION

PRIVATE: HAMILTON SPRINGS

Hamilton Springs Hamilton Springs is the first community in Middle Tennessee that will be planned, designed and constructed as a traditional neighborhood “village” with residences and businesses centered around a train station. It will emphasize use of transportation modes other than cars. Hamilton Springs is located in west Lebanon on property fronted along Highway 70 and extending to Old Horn Springs Road. The plan for Hamilton Springs has been commended by transportation and planning officials throughout the region, noting that the project will encourage community and economic development efforts and enhance transportation infrastructure in a sustainable way. The first phase for this landmark TOD project is expected to break ground in early 2012. When the project was announced, Michael Skipper, director of the Nashville Area Metropolitan Planning Organization, noted, “The region’s new 2035 Regional Transportation Plan rewards communities that find ways to attract mixed-use developments with a range of housing and job opportunities by providing funding for much needed infrastructure improvements to accommodate the growth that is coming our way.”

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STREET TYPES: VILLAGE CENTER

Above: Street typology for the boulevard in Hamilton Springs development, Lebanon, TN. Image source: Lose & Associates, Inc.

Top: Map of Hamilton Springs site location. Image source: Lose & Associates, Inc. Middle: Enlarged Site Location. Image source: Lose & Associates, Inc. Bottom: Station Area Concept Plan. Image source: Lose & Associates, Inc.

IMPLEMENTATION

PRIVATE: HAMILTON SPRINGS

Masterplan of Hamilton Springs TOD, Lebanon, TN. Image source: Lose & Associates, Inc.

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Bird’s eye view of Greyfield TOD Madison Station concept. Image source: Nashville Area MPO

Madison Station: Greyfield TOD A greyfield TOD prototype was developed using Madison as an example location and assuming service by the Gallatin Pike BRT. Greyfield TODs are developments within existing urbanized areas that are supported by permanent transit infrastructure such as platforms or stations for BRT and LRT. Within areas served by transit, they offer an opportunity to upgrade transit service and utilize existing infrastructure while enhancing prosperous areas that offer density, a mix of uses, and/or destinations that are characteristic of successful TODs. Upgrading transit infrastructure can facilitate the redevelopment of existing areas. As with most infill development, it is difficult to assemble large properties. Due to common constraints, the existing development patterns can make it difficult to establish an ideal urban environment. Examples of constraints include: • Existing street network can limit the establishment of marketable block sizes • Limited right-of-way width reduces transit infrastructure options • Location of existing buildings can disrupt ideal blocks and interior parking opportunities • Existing development has been developed at lower than desirable densities for transit oriented development

Like varying areas of cities, not all TODs are alike. Each has its unique qualities and challenges. While transit infrastructure and/or other public investments can be a catalyst for new development, ultimately each instance is heavily influenced by market forces. The real estate market strongly drives the mix of uses and potential businesses within a TOD and dictates the level of density it can successfully support. The greyfield TOD shown encompasses nearly 63 acres. It illustrates TOD infill opportunities within Madison, an established but aging low density commercial thoroughfare corridor, primarily comprised of a mix of one-story buildings. While the area’s transportation options include walking and bus service, access is focused on the automobile. Typical of many thoroughfare commercial areas outside of the downtown core, the economies of the real estate market limit the ability to utilize parking garages, due to higher cost per space that cannot be supported by current lease rates. As a result, the development densities shown are moderate but appropriately scaled to the existing context. Building heights range between one and four stories.

-Excerpted for the Nashville Area MPO’s NorthEast Corridor Mobility Study

IMPLEMENTATION

PUBLIC: MADISON STATION

Birdâ&#x20AC;&#x2122;s eye view of Greyfield TOD Madison Station concept. Image source: Nashville Area MPO

Madison Station Conceptual Plan Image source: Nashville Area MPO

Portion of concept within 1/4 mile radius from transit platform. Image source: Nashville Area MPO

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Bird’s-eye perspective of the conceptual Saundersville station TOD. Image source: Nashville Area MPO

Saundersville Station: Greenfield TOD The protoype Hendersonville TOD site spans 46 acres and portions of eight parcels of land, located between a limited access highway and major arterial roadway. These parcels are largely undeveloped with the exception of the Terrace at Bluegrass Assisted Living and Memory Care Community and Hendersonville Animal Hospital. The site is an extension of a planned office and retail development. The first phase of the project includes a retail center, office, and a public library. The Hendersonville TOD prototype is classified as a greenfield. Greenfield TODs are planned districts built on undeveloped land. As with all TODs, permanent transit infrastructure (i.e. BRT and LRT) is a central component of the area. Greenfields offer their own unique opportunities and challenges. These include: • Large undeveloped parcels offer considerable flexibility in the form they can take • Site requires new infrastructure and services to be provided for the development • They are further away from urban centers • Development eliminates existing landscape character and reduce open space within a community The concept plan incorporates 195,000 sf of new commercial space. With the exception of the mezzanine retail space above the grocery store, commercial spaces are located on the first floor. Retail opportunities line the main street connecting

the two distinct areas of the development. A medium-sized grocery store (40,000 sf) anchors the mixed-use concept at the intersection of the boulevard and the north-south main street. An opportunity for a junior retailer (10,000-12,000 sf) is accommodated within the most southern portion of the development at the corner of the main street and the major arterial. The commercial space in the northern portion of the development is served by structured parking while the uses in the southern half are served by surface parking. Due to the mix of uses, availability of transit, and facilitation of pedestrian access, the development anticipates a reduction of at least 25% in the need for parking. The concept also includes a total of 304,000 sf of office. Of this total, approximately 65% is located in two 100,000 sf office buildings anchoring two of the four corners at the intersection of the main street and boulevard near the transit station. They are served by two parking structures. The remaining office space is located within upper stories of retail buildings along the main street connecting the two halves of the development. Residential units are comprised of loft style flats and 3-story townhouses. The overall development averages 17.6 residential units per acre. These architectural residential typologies offer the opportunity to maximize residential uses within close proximity of the transit station while minimizing building heights throughout the development. -Excerpted for the Nashville Area MPO’s NorthEast Corridor Mobility Study

IMPLEMENTATION

PUBLIC: SAUNDERSVILLE STATION

Birdâ&#x20AC;&#x2122;s-eye perspective of the conceptual Saundersville station TOD and surrounding community. Image source: Nashville Area MPO

Conceptual plan drawing of Saundersville station TOD. Image source: Nashville Area MPO

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Gallatin: End of Line TOD A park-and-ride lot is envisioned at the end of the Northeast Corridor. The terminus includes a transit station for the bus rapid transit and/or light rail line and a parking lot. The location of the facility takes advantage of its proximity to a major intersection along the limited access highway. It has been internalized into the development area in order facilitate future development around it.

Conceptual plan drawing of a Gallatin end-station park and ride, Gallatin, TN. Image source: Nashville Area MPO

impact and manage the stormwater on the site. In an effort to increase transportation choices, a greenway connects the transit station to nearby development (i.e. employers) and bike lockers within the transit station are provided. The two large vacant areas on the site can be used to expand the parking lot or build park and recreation facilities for the community (i.e. baseball fields, playground).

Due to its current relative isolation, no development is proposed on the site in the first phase and all parking is provided exclusively for commuters. This could include both commuters using the transit line and/or those participating in carpooling. The parking capacity at the end of line facility is 390 vehicles (4.7 acres). The concept anticipates future development on the site as the market for the area matures. The location of the drive aisles are designed to allow for future high-density development and parking structures to replace the surface parking, while keeping the entry drives and associated streetscape. The size of the transit station can accommodate up to 8,000 sf of retail associated with the commuter traffic. The parking lot incorporates a series of sidewalks throughout the parking lot to increase pedestrian safety to the facility. Additionally, green infrastructure elements (i.e. bio-retention, pervious pavements) are used to mitigate the developments

-Excerpted for the Nashville Area MPOâ&#x20AC;&#x2122;s NorthEast Corridor Mobility Study

IMPLEMENTATION

PUBLIC: GALLATIN STATION

Gallatin end-station location in relation to the overall rapid transit route, Gallatin, TN. Image source: Nashville Area MPO

Diagram showing future land use near the proposed Gallatin end-station, Gallatin, TN. Image source: Nashville Area MPO

Conceptual plan drawing of a proposed mulit-use, Gallatin station park-andride with sports fields and park space adjacent to the end-station, Gallatin, TN. Image source: Nashville Area MPO

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TOD’s and Impacts of Health The opportunity to get physical activity as part of travel is available through facilities such as sidewalks, bike lanes, greenways and transit. These facilities have no membership fees or hours of operation, and combine the purposes of traveling and getting physical activity. With the rise of the automobile and the construction of the Interstate system in the 1950’s, Americans have increasingly relied on the car. Interestingly, the increase in obesity follows a similar trend linked to the increase in vehicle miles traveled (VMT). The more roadways that were constructed without accommodations for bicycles or pedestrians, the more car trips were made, and obesity rates rose accordingly. Several studies have also shown that areas with more suburban land uses patterns (residential separated from commercial, for example) also have higher rates of obesity than more traditionally urban areas with mixtures of land uses. In fact, one study shows that compact development will reduce the need to drive between 20 and 40 percent, resulting in a reduction in VMT by 30 percent. In response to the need to integrate considerations of health into transportation planning and other projects of the built environment, Health Impact Assessments (HIAs) were created approximately a decade ago, and until recently, were used primarily in European countries. An HIA is “a combination of procedures, methods, and tools by which a

policy, program, or project may be judged as to its potential effects on the health of a population, and the distribution of those effects within the population” (1999 Gothenburg consensus statement). As of 2009, approximately 60 HIAs had been conducted in the United States, with approximately four involving a major transportation component such as a transit center. An HIA pilot project was conducted in coordination with the Nashville area MPO to intercept and alter health outcomes such as obesity, physical inactivity, asthma, injuries, and social equity in conjunction with the Northeast Corridor Study’s proposed Transit-Oriented Development (TOD) sites. The Centers for Disease Control has formalized six “steps” to conduct a Health Impact Assessment. These six steps are categorized in the following way: screening, scoping, assessing risks and benefits, developing recommendations, reporting, and evaluating. The first phase of the HIA was completed in the Spring of 2010, resulting in design considerations that were included in the landscape and architectural renderings for one TOD site featuring elements such as senior housing, community gardens, walking paths, a community gathering space and public art. The second phase of the HIA is currently being conducted, and involves focus groups and surveys centered around the public’s perception of the relationship between the built environment and health.

IMPLEMENTATION

In addition to conducting an HIA, the MPO conducted other data analysis to consider the incorporation of health outcomes into transportation planning. A few examples include the High Health Impact Areas from the Regional Bicycle and Pedestrian Study which looked at areas with higher rates of impoverished, elderly and minority populations; analyzing projects in relationship to proximity to schools; as well as analyzing projects in relationship to grocery stores, farmers markets and emergency food sources. By considering transportation corridors as links to community amenities such as schools, food, religious centers, parks and community centers, the MPO was able to highlight the importance of transportation corridors for the economic, personal and environmental health of the community, and went beyond looking at transportation corridors as opportunities to move motor vehicles as quickly as possible from point A to point B. Transportation corridors must serve a variety of users, modes and destinations efficiently and safety.

-Excerpted from the Nashville Area MPO 2035 Regional Transportation Plan

Top: Map showing Nashvilleâ&#x20AC;&#x2122;s Health Impact Areas Image source: Nashville Area MPO Bottom: Incorporating recommendations from the Madison health impact assessment into the Madison station design concept Image source: Nashville Area MPO

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ANTICIPATING TRANSIT FOREWORD

169

INTRODUCTION

171

2035 TRANSIT VISION PRECEDENT STUDIES

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CASE STUDIES ACADEMIC EXPLORATIONS REAL-WORLD VISIONS

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TOOLBOX

215

179

189 207

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Embracing the Future “Across the country, state and local governments are searching for ways to create vibrant communities that attract jobs, foster economic development, and are attractive places for people to live, work, and play. Increasingly, these governments are seeking more cost–effective strategies to install or maintain infrastructure, protect natural resources and the environment, and reduce greenhouse gas emissions. What many are discovering is that their own land development codes and ordinances are often getting in the way of achieving these goals. Fortunately, there is interest in tackling these challenges. As the nation’s demographics change, markets shift, and interest in climate change, energy efficiency, public health, and natural resource protection expands, Americans have a real opportunity to create more environmentally sustainable communities.”

–excerpt from “Essential Smart Growth Fixes for Urban and Suburban Zoning Codes”, EPA.gov

FOREWORD

Negative consequences can occur from employing the conventional zoning practices used by many communities. The physical separation of land uses has made our development patterns inefficient, forcing residents to drive longer distances to get to their jobs, schools, shops, and services, all of which increase traffic congestion, air pollution, and greenhouse gas emissions. Such separation can frustrate efforts to promote alternative modes of transportation and create lively, urban places. Current zoning codes, and their minimum lot sizes and widths, low floor area ratios, large setbacks, excessive off-street parking requirements, and constricting building heights, have stifled more compact development in many cities and towns. These policies impede the development of attractive, lively, and cost-efficient places. Much of America’s modern day built environments have been designed around the internal combustion engine–automobiles. This practice has come with a wealth of consequences. The size and design of streets has been largely based on traffic capacity consideration, overlooking the integral role they play as the primary public spaces shaping neighborhoods and communities. Many communities are struggling to balance water quality protection while accommodating new growth and development. Our current, sprawling development patterns are costly and do not create sustainable

economies. Commuting into cities from the suburbs is becoming increasingly expensive, with regard to transportation costs, negative environmental impacts and time lost sitting in traffic. It is not always more affordable to live outside the city and commute into the city for work. Affordability is most closely measured by the combined cost of housing and transportation (auto ownership, insurance, parking, repairs, maintenance, fuel costs, etc.). These standard practices and resulting oversights are hampering the creation of healthy, vibrant, pedestrian– oriented communities. Our developmental practices need to be radically altered to ensure a sustainable future–socially, economically and environmentally. Municipalities must transition from a reactive, short-term approach to growth to a proactive, visionary one. Planning for jobs, housing, education, transportation, health and leisure should work in concert to shape cities that are able to respond to 21st century population demands and simultaneously afford a high quality of life. They must in order to compete with those that do.

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Proposed rapid transit stop and corresponding 1/2 mile pedestrian shed, at the intersection of Charlotte Avenue and the 28th/31st Avenue connector. Image source: NCDC + ÂŠ 2011 Google Earth

INTRODUCTION

A Proactive Approach to Smart Growth Transit-ready development (TRD) is transit-supportive development (TSD) without the transit infrastructure in place at the time of construction. Both TODs and TRDs are conceived as “transit villages”–developments designed around a ten minute walk, or half-mile walk, from a transit stop. Following Smart Growth guidelines, transit villages adopt, as a premise, high densities, mixed-uses (such as housing, jobs, shops, restaurants and entertainment), mixed types and prices of housing and reduced parking requirements. Vertical mixing of uses is necessary to create a vibrant, pedestrian-oriented character. Densities are highest near transit stops and decrease in intensity as they transition to the surrounding existing uses. Adjacent, existing neighborhoods should be protected and strengthened. The intent is to produce a walkable, pedestrian-friendly environment where the design of high quality public space is prioritized. The design intent of transit villages, both TODs and TRDs, is the same. It is their relationship with transit infrastructure that distinguishes them: TRD is proactive, anticipating future transit, while TOD is reactive, responding to existing transit.

The benefits of transit villages include: • Contribute to community character through the design of public space • Promote healthy lifestyles–encouraging walking and biking rather than driving • Lead to economic development through increased foot traffic for local businesses and increased municipality tax base • Foster environmentally sustainable cities: a more efficient use of land, energy and resources, helping preserve open space and leveraging expensive investments into infrastructure more effectively • Increase transit ridership minimizing the impacts of traffic, resulting in cleaner air and less dependence on oil • Respond to changing demographics by giving Americans more housing options • Offer more transportation choices: people can walk, bike and take transit as they choose

Transit villages benefit residents, transit agencies, local governments, local merchants, developers, investors, property owners, and those looking for other housing and transit options. The long-term benefits contribute to creating environmentally, socially and economically sustainable communities.

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Development patterns in Middle TN: Each black dot represents a parcel containing a building. From left to right: 1965, 2008, 2035 (projected) Image source: Nashville Area MPO

INTRODUCTION

Middle Tennessee’s Development Patterns Since TN’s first highway opened, Middle Tennessee’s population has increased by nearly 1.2 million people. By 2035, there is expected to be approximately 1 million additional citizens across the Ten-county Middle Tennessee region. The Nashville Area MPO has prepared an all encompassing transportation plan to complement and facilitate planned growth throughout 2035. Three major transportation policy initiatives bracket these efforts: 1.

Create a Bold, New Vision for Mass Transit. Greatly expand mass transit options including: rapid transit options, a larger network of busses running more frequently, expansion of regional vanpool program, and continued support for the transportation disadvantaged

Support Active Transportation and the Development of Walkable Communities. Improve and expand upon active transportation choices, bicycling and walking, and walkable com munities; creating safe, scenic pathways connecting people to places while fostering healthy activity

Preserve and Enhance Strategic Roadway Corridors. Repair an aging roadway and bridge network to ensure the safety and security of the traveling public, utilizing technology to make roadways more efficient

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Commuter Rail

Rapid Transit (BRT or LRT)

Nashville Area MPO 2035 Transportation Plan map. Image source: Nashville Area MPO

2035 VISION

Express Coach Service

COMMUTER RAIL Connecting a Region To accommodate the current and future citizens of Middle TN, a strategic mix of transit options are proposed: The northwest corridor to Clarksville and the eastern corridor to Lebanon will utilize commuter rail. This is a passenger rail transport service that primarily operates between a city center and the middle to outer suburbs and commuter towns with less frequent schedules.

LIGHT RAIL

Rapid transit will serve the northeast corridor to Gallatin, the southeast corridor to Murfreesboro and the southwest corridor to Franklin. Light rail transit (LRT) or bus rapid transit (BRT) are two rapid transit options. The remaining corridors–west to Dickson, south to Spring Hill, northwest to Springfield and northeast to Portland– will employ express coach service offering park-and-ride options to suburban communities. Connecting our region with these effective mass transit options will spur growth and economic prosperity throughout the region mobilizing nearly 1.8 million people–connecting them to the places they live, work and play.

BUS RAPID TRANSIT

Top: Music City Star Commuter Rail: Image source: Chris Wage Middle: MAX Light Rail vehicle, Portland, OR. Image source: Steve Morgan Bottom: Bus Rapid Transit system, Mexico City, MX. Image source: Wikimedia Commons user gaed

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ROBERTSON

GALLATIN SUMNER PLEASANTVIEW CHEATHAM

HENDERSONVILLE DAVIDSON MADISON EAST NASHVILLE

HERMITAGE DONELSON

NORTH NASHVILLE

WILSON

NASHVILLE INTL AIRPORT WEST NASHVILLE

SOUTH NASHVILLE

BRENTWOOD

ANTIOCH

WILLIAMSON

NCDC Visualization of the Nashville Area MPO’s 2035 Transportation Plan, highlighting population and workforce densities along existing and future transit routes. Image source: NCDC

2035 VISION

Local Rapid Transit Regional Rapid Transit, Rutherford County Regional Rapid Transit, Williamson County Regional Rapid Transit, Sumner County Commuter Rail Transit, Wilson + Montgomery Counties

EAST/WEST BRT Nashville’s Strategy Nashville is Tennessee’s capitol city and the primary economic engine of Middle Tennessee. To efficiently and sustainably compete with other well connected cities, Nashville must connect its neighborhoods and urban destinations with efficient transit options. Rapid transit, circulator buses, and extensive greenways will work in unison to connect citizens and tourists alike with live-work-play destinations, fostering the redevelopment of Nashville’s urban spaces into walkable mixed-use, high density environments.

DOWNTOWN CIRCULATOR

The primary, radiating pikes, or “spoke” roads, will utilize rapid transit, maximizing capacity and frequency into and out of the city’s center. The primary concentric streets, or “loop” roads, will employ urban circulator buses to shuttle riders from neighborhoods to rapid transit transfer stations on the spoke roads. A streetcar or bus rapid transit may act as a connective spine along the important West End corridor. Existing fixed-route bus services are to increase in frequency and bus fleet vehicles will be upgraded. With these efficient transit options implemented, Nashville will be able to accommodate its citizens and dazzle its tourists with inviting transit alternatives.

STREETCAR

Top: Proposed recommendations for BRT service along West End Ave. Nashville, TN. Image source: Nashville MTA Middle: Music City Circuit, Nashville, TN. Image source: Nashville MTA Bottom: Portland Streetcar, Portland, OR. Image source: Wikimedia Commons user Cacophony

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Victoria Gardens, in Rancho Cucamonga, CA, adopts high densities with mixed-uses to offer a vibrant, â&#x20AC;&#x153;regional lifestyle centerâ&#x20AC;? with housing and shopping options under the pretense that a mass transit stop may make its way to the development in the future. Image source: Wikimedia Commons user Sirimiri

PRECEDENTS

TRD Models Studying projects in peer cities should play a major role when designing and implementing transit villages. Due to the design, financial and political complexity of transit villages, it is important to learn from the successes and the failures of others. Municipalities large and small have the opportunity to learn from each other. Cities throughout the United States, and around the globe, are beginning to understand the importance of smart growth, and in turn realizing its benefits. Several TRDs have been implemented, or are in the process of being implemented, across the nation. The following examples showcase a TRD that is on its way to becoming a regional transit village in Richardson, TX, and a former TRD that has since implemented a light rail transit line in Leander, TX. They were chosen to highlight their exemplary efforts to bring pedestrian-oriented, robust communities to their regions. They are lauded for their holistic approach to design and implementation. These transit villages are rich places to live, work and play, and they are environmentally, socially, and economically sustainable.

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Rendering of Roth Creek Drive at Bush Central Stationâ&#x20AC;&#x201C;offering a variety of live, work and entertainment options at a regional scale, near Richardson, TX. Image source: Gateway Planning Group

PRECEDENTS

A Regional TRD Sets the Stage for Commuter Rail Bush Central Station is located at the southeast quadrant of the intersection of Central Expressway (US 75) and the George Bush Turnpike in the Dallas-Fort Worth Metroplex. These two major regional highways, and the Dallas Area Rapid Transit (DART) Red Line running north from Dallas, converge here in Richardson, TX. An added synergy to Bush Central Station is the potential to incorporate a stop on the planned Cotton Belt commuter rail line. It is set to be one of the regionâ&#x20AC;&#x2122;s most critical transit lines, stretching sixtyseven miles from northeast Dallas to southwest Fort Worth, also connecting DFW International Airport. It will be the spine for over three hundred miles of potential regional rail transit. Implementation of the Cotton Belt at Bush Central Station is set for 2016. These transit conveniences and highdensity residential, retail, office, and hotel uses, combine to offer a regional hub of activities. A form-based smart code has been adopted for the entire 107 acres immediately adjacent to the existing DART station. A proposed Tax Increment Financing (TIF) district would use increased property, sales, and hotel occupancy taxes to invest in the necessary infrastructure and a portion of the funds could be used to help bring the Cotton Belt on board.

Top: Regional Rail Transit System. Image source: Gateway Planning Group Bottom: Illustrative Plan. Image source: Gateway Planning Group

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Santa Rosa Downtown Specific Plan, Santa Rosa, CA. Image source: City of Santa Rosa

PRECEDENTS

Putting Schools on the Map The Santa Rosa Downtown Specific Plan provides the framework for new development in anticipation of the forthcoming Sonoma–Marin Area Rail Transit. The plan’s major objectives are to enhance the distinct identity and character of the downtown area, encourage a diverse mix of uses, incorporate transit–ready development, and improve pedestrian and bike access. Two school districts overlap the planning area: the Santa Rosa Elementary and Santa Rosa High School. Santa Rosa’s Junior College is adjacent to the planning area as well. With the city and districts planning for new schools, the additional 1,300 students anticipated over the next 20 years in the station area could be accommodated. Sonoma County Child Care Planning Commission became an important stakeholder. In addition to joint use agreements and open communication around long–term demographic projections, the plan includes as policy the integration of planning processes around school facility siting as the demand rises. The case illustrates how long–standing relationships in medium–sized cities can facilitate positive city–school collaboration.

Top: Perspective drawing of live/work units. Image source: City of Santa Rosa Bottom: Perspective drawing of mixed–use development. Image source: City of Santa Rosa

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Illustrative Plan. Image source: Gateway Planning Group

PRECEDENTS

Top: Illustrative drawing of promenade linking rail station to tollway. Bottom: Illustration of mixed-use rail station. Images above by Gateway Planning Group

A TRD Successfully Implements a Transit Line Located north of Austin, TX, the Leander TRD is a mixeduse development centered around the pedestrian experience. Although initially built without transit infrastructure, the high density, pedestrian-oriented community has successfully attracted both rapid transit, via the Capital Metro Rail, express bus service; and a 600 space park-and-ride garage. The transit village includes downtown Leander in addition to the adjacent 1,700 acres of greenfield, all anchored by the transit stop. Thanks to the 2,000 acre smart code zoning ordinance, residents are able to shop for groceries, pick up laundry, eat at restaurants and enjoy entertainment without getting in their car. TIF made this project viable by allocating increases in property and sales tax to repay initial infrastructure investments. Prior to the development, Leanderâ&#x20AC;&#x2122;s population was just over 30,000, but it is predicted to be at least 250,000 with some estimates as high as 350,000 at full build out, generating $1 Billion in additional tax base value. Leander is a great example of visionary smart growth with innovative financing solutions and effective zoning ordinances.

Austin, TX area transit map highlighting the Red Line Light Rail route. Image source: Gateway Planning Group

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Metrocenter Watkins School of Art, Design & Film

Tennessee State University Fisk University/ Meharry Medical College Downtown

Centennial Park Vanderbilt University Trevecca Nazarene University Belmont University Fairgrounds

Diagram of proposed thoroughfare throughout Nashville, connecting some of the cityâ&#x20AC;&#x2122;s key places where people learn, live, work and play.

CASE STUDIES

Implementing Smart Growth Several of Nashville’s current planning, policy and construction efforts are working towards creating a new prominent corridor through an important part of Nashville’s urban fabric. Referred to as “University Row” by some and “hospital row” by others, it is certain to link many of the city’s key places where people learn, live, work and play. It is currently comprised of several streets–Rosa Parks Boulevard, Ed Temple Boulevard, 28th Avenue, 31st Avenue, Blakemore Avenue, and Wedgewood Avenue. The success of the corridor hinges on the construction of two new street connections. The 28th/31st Avenue connector, currently under construction, will link 28th Avenue and 31st Avenue over the CSX rail lines via a new bridge. A new boulevard segment from the Fairgrounds to Trevecca Nazarene University would complete the corridor to the east. Upon completion, the loop throughout the city will increase access to some of the city’s most important educational, cultural and civic spaces and lend itself as a landmark thoroughfare.

the first large-scale project to be built, from the ground up, under Nashville’s Complete Streets Directive. It will have an emphasis on low-impact construction and include wide sidewalks, color-coded bike lanes, LED markers, a rain garden median (retaining water for irrigation and diverting stormwater from roadway and drains), on-street trash and recycling, bioswales, a new transit service to be part of a university run, and six new bus shelters to be designed by local artists are to be included. This is a site very much on the radar screen of Nashville’s civic leadership and citizens alike. Metro Nashville would like to see the 28th Avenue Connector site developed to benefit its property tax base. In turn, Nashvillians will have a new artery throughout the city, accommodating cyclists, pedestrians and vehicles. It is hopefully a foreshadowing of more progressive growth to come.

The 28th/31st Avenue Connector will lead the way by profoundly improving north-south connectivity at the western end of the city, and open up numerous blocks for new development between downtown and west Nashville. The site for the connector lies just north of Centennial Park. Charlotte Pike traverses the site on its northern boundary. Between the site and Centennial Park lie the CSX mainline railroad tracks. The $20 million connector bridge will be Above: Typical section of 28th/31st Avenue Connector; the first step in creating a continuous loop through the city’s fabric. Image source: Metropolitan Government of Nashville & Davidson County, Department of Public Works, available online at http://www.nashville.gov/pw/docs/projects/connector/DesignFeatureCloseups.pdf; courtesy of Hawkins Partners, Inc. and Gresham Smith and Partners

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Plan showing: proposed Centennial Park Masterplan and its relationship to the 28th/31st Avenue Connector site; Nashvilleâ&#x20AC;&#x2122;s new connective corridor; Charlotte Pike; the rapid transit stop located at the intersection of Charlotte Pike and 28th Ave; and its 0.5 mile pedestrian shed. I mage source: NCDC + ÂŠ 2011 Google Earth, Gustafson Guthrie Nichol

ACADEMIC

A New Transit Village During the Spring Semester 2011, University of Tennessee College of Architecture & Designâ&#x20AC;&#x2122;s Associate Professor T.K. Davis led student urban design teams that were coupled with teams of advanced graduate students from the Vanderbilt University Owen School of Management Real Estate Development Program, led by Thomas McDaniel, Adjunct Professor in Real Estate Finance and Partner with Boyle Investment Co. A recently completed revitalization master plan of Centennial Park by world-class landscape architect Kathryn Gustafson, set the stage for reinterpreting the area. The UT architecture students studied the site and developed the programming and project designs. Concurrently, the Vanderbilt teams conducted land assessments, prepared market studies, performed a stakeholder analysis, prepared an economic analysis of a portion of the proposed development as a project pro forma, outlined anticipated project absorption, and evaluated both financing capacity and project constraints. In line with the MPO 2035 Regional Transportation Plan, it was assumed that Charlotte Avenue will have rapid transit. They anticipate future transit growth as a foundation for their development.

Renderings from Centennial Park Masterplan illustrating the future character of the area. Image source: Gustafson Guthrie Nichol

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Birds Eye 3D Projection of proposed student master plan. Image source: UT CoAD

ACADEMIC I

Scheme One Scheme One–designed by Clare Borsari, Mahamadou Diarra, Matthew Hiatis, Tim Kilroy and Ruyi Shi–proposes “Centennial Plaza” to anchor development, although as open space it represents the most modest amount of public green space of all four team proposals, in reference to the proximity of Centennial Park. This project also ambitiously runs eastward along Charlotte Avenue well beyond the half–mile transit village radius, because of the opportunity for new development in this extended site. The transit stop at the heart of the project is complemented by a corporate headquarters tower, a grocery store and retail center, a covered outdoor public market structure with a cable canopy held aloft by fixed cable masts, and extensive underground parking. A series of mid-rise, mixeduse towers atop low-rise buildings are found throughout the site to help animate the overall massing, and are intended to recall the ad hoc nature of most urban form.

Notes from the Vanderbilt University Owen School of Management Real Estate Development

Top: Diagram highlighting street frame Middle: Diagram highlighting proposed landmarks Bottom: Diagram highlighting proposed districts All images above by UT CoAD

Centennial Plaza consists of 25 acres of developable land and structures. A specific plan district is employed to modify the uses and standards currently allowed on the site.

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Top: Section through proposed student design Bottom: Rendered perspective illustration Images above by UT CoAD

ACADEMIC I

Top left + right: Diagrams of student work Bottom: Rendered perspective illustration Images above by UT CoAD

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Proposed masterplan for scheme two. Image source: UT CoAD

ACADEMIC 2

Scheme Two Scheme Two–designed by Casey Arthur, Sam Barringer, Nicholas Davis, Matt Garner and Billy Stogner forms a significant park space north of the railroad tracks to welcome visitors upon arrival via the 28th Avenue Connector bridge. This green space incorporates a large water feature. The southern railroad edge of the site is developed with platform buildings, which in turn sponsor vertical housing slab buildings, forming a high–rise edge to Centennial Park, providing views into the park. The remainder of the site is largely comprised of perimeter blocks with parking internalized. Overlapping this park with Charlotte Avenue is a paved four–square transit plaza, with one quadrant occupied by a corporate headquarters tower. Additional pedestrian bridge connections over the tracks, and new tree grids in the existing HCA parking lots along Centennial Park facilitate connections to the park. Along the north edge of the site, townhouses form low–rise residential development as a transition to the residential scale of the existing neighborhood. Notes from the Vanderbilt University Owen School of Management Real Estate Development

Top: Diagram highlighting campus loop and greenway Bottom: Diagram highlighting proposed districts Images above by UT CoAD

A specific plan district is employed to modify the uses and standards currently allowed on the site. Tax Increment Financing (TIF) capacity is valued at $22 million, or 15.43%.

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Top: Elevation along Charlotte Pike Bottom: Rendering of courtyard Images above by UT CoAD

ACADEMIC 2

Top: Site section Bottom: Rendering of reflection pool Images above by UT CoAD

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Proposed masterplan of scheme three. Image source: UT CoAD

ACADEMIC 3

Scheme Three Scheme Three–designed by Lauretta Cocke, Drew Ewing, Samantha Schneider, Andrew Walker and Alyssa Watson– creates a major green space opposite the 28th Avenue Connector bridge fronting on Charlotte Avenue, which in turn is addressed by a transit stop and a new, full-block hotel. The southwest end of the site is occupied and terminated, by a major corporate headquarter building. A large platform structure incorporating retail, cinemas, and parking, occupies much of the southern half of the site. This incorporates five high-rise office/housing towers with views in all directions, including Centennial Park, the downtown skyline and Vanderbilt campus. Lining the north side of Charlotte Avenue are perimeter blocks with internalized parking decks topped by green roof courtyards. New townhouses blend the scale of development to the existing neighborhood to the north. Additional pedestrian bridge connections over the railroad tracks are proposed. A significant greenway connection from the site to downtown Nashville is anticipated, utilizing the unused single track railroad spur running from the site to the east. Four additional mid to high-rise housing buildings are imagined at the northeast end of the site. Notes from the Vanderbilt University Owen School of Management Real Estate Development

Top: Ground level plan Bottom: Diagram hhighlighting “University Row” Images above by UT CoAD

TIF financing is a viable option while serving the public interest–parking, BRT station, and access to the needed greenway and park.

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Top: Hotel and office block elevation Bottom: Rendering of movie theater entrance Images above by UT CoAD

ACADEMIC 3

Top: Tower base section Bottom: Rendering of proposed development along Charlotte Pike Images above by UT CoAD

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Rendering of proposed office building Image source: UT CoAD

ACADEMIC 4

Scheme Four Scheme Four–designed by Konstantin Egorov, Daniel Heering, Kyle Mills, Chris Piazza and Daniel Topping–develops a nine-block long series of perimeter mixed–use buildings along Charlotte Avenue. Parking is concentrated and concealed in the center of these blocks, with a green roof constituting an elevated garden courtyard in each block. The BRT stop straddles Charlotte Avenue with public space, with both hard and green public sub-spaces activated by market buildings and community-oriented pavilions. Two funnellike public green spaces draw pedestrians into the center from both the southeast and northwest subdistricts of the site area. A mid-rise, corporate headquarters on Charlotte Avenue points towards the downtown skyline, while offering views in all directions, including Centennial Park. The north edge of the CSX railroad tracks is lined by office buildings, and incorporates additional pedestrian bridge connections over the tracks, and trees in the existing HCA parking lots.

Notes from the Vanderbilt University Owen School of Management Real Estate Development

Renderings of marketplace Images above by UT CoAD

“Urban villas,” which are freestanding residential buildings of 4-6 stories, transition the scale of buildings from the existing low-rise community to the north to this new mid–rise community.

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Top: South elevation drawing Bottom: Section through tower Images above by UT CoAD

ACADEMIC 4

Top: Renderings of market place Bottom: Proposed building plans Images above by UT CoAD

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Bird’s Eye View of ONEC1TY Development. Image source: Healthcare REIT

REAL-WORLD VISIONS 1

ONE C1TY : An Avant-garde Healthcare Village The campus plan of ONEC1TY窶電esigned by Healthcare REIT 窶田onsists of a 20 acre, mixed-use neighborhood, with pre-certification as a LEED Neighborhood Development and an occupancy strategy that will provide a center for activity and commerce in the healthcare and technology industries. The podium for the anticipated eight buildings will mix a variety of health and wellness retail concepts, with office and residential towers of varying heights providing character to the overall campus massing. Metro Council has approved a specific plan that includes structured parking, a FAR that allows for more than three million square feet if desired, within buildings with a maximum height of twelve stories. Public transit considerations include sites reserved for BRT, streetcar or rail. Approximately 7 acres of the site is designed as outdoor public space, including trails surrounding creeks and reservoirs that double as storm water systems. Economic development incentives are being structured based on job creation from tenants in the campus and the private development firm leading the project is looking to other federal and state programs to lower the cost of occupancy to the community of occupants.

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Street level view of ONEC1TY Development. Image source: Healthcare REIT

REAL-WORLD VISIONS 1

Top: Rendering of ONEC1TY yard Bottom: Rendering of ONEC1TY Blvd Images above by: Healthcare REIT

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Top: Rendering of proposed bus rapid transit stop at the heart of Greensboro North Bottom: Aerial view of proposed transit-ready development in Gallatin Images above by: Lose & Associates Inc.

REAL-WORLD VISIONS 2

Transit Station and 1/4 mile radius

A Robust TRD: Greensboro North Conceptual Building Layout

Greenway & Open Space

Dedicated Bike Lanes & Sidewalks

Greensboro Northâ&#x20AC;&#x201C;designed by Lose and Associatesâ&#x20AC;&#x201C;is envisioned as a walkable village that will capitalize on the future rapid transit line along the Northeast Corridor, from Gallatin to Downtown Nashville. The project is a TRD with the intent to foster a distinctive community with a strong sense of place. It will accommodate a vertical mix of uses including commercial, office, a variety of housing options, and open space. It will promote a compact community connected by a walkable and bikeable street network. As the realization of adding new roadway lanes will not be sufficient for the increasing demand on interstates and highways, a need for alternative solutions grows. In response, the Greensboro North TRD provides one option. It is one of thirteen proposed stations along the Northeast Corridor transit line and it is uniquely positioned to be the central transit stop for this area due to its location near Volunteer State Community College, and its sophisticated vision that leverages its proximity to the future transit line. Greensboro North will provide a mix of live, work and play options for students, faculty and Gallatin residents alike.

Existing & Proposed Street Hierarchy

Diagram of Greensboro North. Image source: Lose & Associates Inc.

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LE GAP, INC.

1/ 4 M IL E

CSX R A IL R O

2 1/

VOLUNTEER STATE COMMUNIT Y COLLEGE

GREENSBOR O NOR TH

GREENSBOR O COMMER CIAL FAIR VUE PLANATION

N AS HV

GREENLEA BLVD

IL LE PI KE HW Y 31

AM Y N W ET S H VI ’ 6 AN 38 TER VE

KENNESAW FARMS DE VELOPMENT

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Conceptual plan drawing of Greensboro North and surrounding development Images above by: Lose & Associates Inc.

Greensboro

Proposed Development

REAL-WORLD VISIONS 2

Existing Development

Village Center

Village

Village Edge Masterplan of Greensboro North and 3D massing diagrams. Images above by: Lose & Associates Inc.

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GREEN INFRASTRUCTURE

PEDESTRIAN CONNECTIONS

COMPLETE STREETS Example design components of a successful transit village. All images by Sitephocus

TOOLS

PUBLIC SPACE

PUBLIC ART Using Thoughtful Building Blocks

TRANSIT INFRASTRUCTURE

MIXED-USE DEVELOPMENT

• Complete Streets enable efficient and safe access for all users–pedestrians, bicyclists, motorists and transit riders of all ages and abilities • Green Infrastructure is the interconnected network of open spaces and natural areas–such as greenways, wetlands, parks, and forests–that naturally manages stormwater, reduces flooding risk and improves water quality • Public art adds character and gives a sense of place • Pedestrian connections including crosswalks, wayfinding elements, bicycle parking, greenways, and pedestrian bridges–engage the pedestrian and make walking and bicycling an efficient, safe and enjoyable mode of transportation • Transit infrastructure including transit lines, transit stops and convenient, comfortable, safe and predictable transit waiting environments, are all necessary for successful transit villages • Public space is well-designed flexible space, open to all and able to accommodate a variety of civic functions • High densities and mixed-uses work together to provide an array of live-work-play options

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Financial Strategies: With the demand for transportation infrastructure steadily increasing while the funding lags far behind, complex new partnerships are necessary to raise the required capital and operating costs. A certified Community Development Financial Institution (CDFI) is one example. It delivers: needed program, policy and technical assistance support; aggregates public, CDFI and/or private capital into economic structures that share risk; and assists in identification of new monetary sources for community projects. Mixing public and private sector participation has advantages of sharing capacity, expertise, risk, and building complex relationships to achieve policy objectives. TRANSIT VALUE PREMIUM

Nationally, a growing number of transit lines and transit villages are being financed by a broad spectrum of innovative financing mechanisms that usually involve value capture strategiesâ&#x20AC;&#x201C;repaying bonds and initial private investments as the value created by the infrastructure and developments appreciates. Examples include: property and sales taxes, real estate lease and sales revenue, fare box revenues, parking and business license fees, assessment districts such as TIFs and BIDs; developer fees; and negotiated investments such as developer agreements and community benefit agreements.

TIME

New Transit Announced

Initial Value from Introduction of Transit

Transit Opens

Other Impacts (system expansion, etc)

Potential Additional Benefits

Graph illustrating value-capture principle Image source: Center for Transit-Oriented Development. http://reconnectingamerica.org/resource-center

TOOLS

Policy Ordinances: Codes are the foundation upon which communities are built. They regulate where and what type of development may occur. Codes structure everything from permissible land uses, building densities, locations, and setbacks, to street widths and parking requirements. When done well, codes make it easier for a community to implement its vision and set the stage for robust communities. However, when they are out of date or do not line up with the communityâ&#x20AC;&#x2122;s vision, codes can actually keep communities from getting the development they want. For example: the standard zoning practice of the past few decades has separated residential, retail, and office uses. Today, however, this zoning stands in the way of communities that want to create vibrant, walkable neighborhoods that mix these uses and give residents the flexible transit and housing options they want. Smart growth supportive codes are form based codes, moving away from the less supportive prescriptive codes. Urban design overlays (UDO) and specific plan districts (SP) are two examples. The specific plan district allows you to alter design standards and uses, while a urban design overlay only allows you to alter design standards.

Illustration comparing typical, prescriptive zoning codes (top) versus smart growth supportive, form-based codes (bottom). Image source: copyright 2006 Peter Katz & Steve Price. http://formbasedcodes.org/

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HEALING THE PIKES FOREWORD

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INTRODUCTION

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PRECEDENT STUDIES NOLENSVILLE PIKE

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VISION

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AREAS OF FOCUS

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URBAN NEIGHBORHOOD

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COMMERCIAL CORRIDORS

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SUBURBAN CENTERS

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IMPLEMENTATION

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Nashvilleâ&#x20AC;&#x2122;s Historic Pikes converge in Downtown

FOREWORD

Reforming the Pikes: Streets that Move Cars and Create Great Places Over the past 50 years, Nashville’s Historic Pikes have passed through three stages: from multimodal mixed-use corridors, to high-speed single-mode commercial arteries, to roads characterized by excess vehicle capacity and decayed and underutilized low density commercial buildings. We have tried to make these roads carry heavy traffic, yet zoned them almost entirely commercial. These goals work in opposition to each other. Places and markets change. The belief that the commercialonly arterial is best must be rethought in favor of concentrated commercial nodes linked by higher density mixed-use corridors. There is much more property along our arterials zoned for commercial use than can be economically sustained. An important challenge of The Plan of Nashville is to recapture Nashville’s historic pikes-turned-arterials as the means to link and enhance all elements of the city. To reestablish our traditional pikes as great corridors we must do nothing more–or less– than apply the lessons of urban avenues and boulevards.

Avenue in New Orleans and even Second Avenue in downtown–are great places. Nashville currently has few great streets, and none of them are our major arterials. But all have the potential to become pleasant to drive on and, more importantly, reward pedestrian traffic. Nashville’s urban form was at one time seamlessly integrated with its pikes and avenues. They provided the means of commerce, communication, and community structure. The city’s major streets were the conduit for walkers, streetcars, and automobiles and reflected the diverse urban experience. Our objective is to recapture that balance. Rick Bernhardt, FAICP, CNU Executive Director Metropolitan Planning Department

Excerpted from The Plan of Nashville: Avenues to a Great City

Great streets–such as King Street in Charleston, Mulberry Street in Boston, Washington Avenue in Miami, St. Charles

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Nolensville Pike Case study extents. Google Maps

INTRODUCTION

Healing the Historic Pikes of Nashville The Plan of Nashville chapter entitled “Nashville and its Region: Making Connections” explored the concept of healing the historic pikes by coordinating land use and transportation planning policies. The article “Reforming the Arterials: Streets That Move Cars and Create Great Places” describes the effort of revitalizing the historic pikes as “the means to link and enhance all elements of the city. The following bulleted points outline the process of Healing the Pikes: • Use a participatory process to develop a public consensus as to the redevelopment potential of individual corridors. • Identify important commercial nodes. At these nodes create places where people feel comfortable, by slowing traffic and providing interesting uses and convenient access. • Intensify the development flanking our corridors with increased residential and office activity connected with appropriate pedestrian linkages and mass transit service. • Develop a plan that, in addition to recommending land uses, provides clear visual examples of how to enhance the physical environment through properly placed and scaled buildings, properly located parking, efficient access, and easy way finding. • Develop strategies for the arterial street system that provide

for motor vehicles, pedestrians, bicyclists, and mass transit with equal attention. Buildings placed next to the sidewalk, with direct pedestrian access from the primary street, encourage walking. Parking located to the rear shields the undesirable appearance of parking lots while leaving the street available for more interesting building frontage. The network functions best with few vehicular access points or curb cuts–except from alleys or lanes to parking in the rear–and short blocks (600 feet max, preferably 400 feet) with properly signaled intersections. • Make it easy for builders and developers to do the right thing. All too often, developers support the vision of the community discussed above and would develop in ways that are pedestrian-friendly and supportive of transit use. But time is money. Unless the development review system is redesigned to speed up the process of obtaining permits for projects such as the community envisions, developers are forced to revert to previous building patterns because they cannot wait for more flexibility. This study uses Nolensville Pike as an initial case study. Nolensville Pike is ideal as an initial study area because it has recently been the focus of several additional studies including: The Metropolitan Planning Department’s Nolensville Road Corridor Study, The Urban Land Institute’s Daniel Rose Fellowship “Corridor Economic Development Study,” as well as the Nashville Civic Design Center’s report on the future use of the TN State Fairgrounds.

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NW Naito Pkwy, Portland, OR

PRECEDENT

Importance of Precedent Studying projects in peer cities should play a major role in the design process, particularly when their successes can be directly related to a specific project(s) initiated by local governments. Peer cities of Nashville that have implemented successful projects in mixed use development, complete streets, pedestrian connections and light rail include: Charlotte, NC; Denver, CO; Austin, TX; and Portland, OR.

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New mixed use development 12th & Paris Avein the 12South Neighborhood

PRECEDENT

Mixed Use Redevelopment Throughout Nashville many new developments are emerging within historic urban neighborhoods. Many of these new projects are located along the main arterial streets and feature retail and commercial on the ground level with residential above. One example can be found in the 12South Neighborhood at 12th and Paris Ave. The project was built within close proximity to the street, offers on-street parking, a variety of shopping opportunities, pedestrian spaces for outdoor dining and socializing and beautiful landscaping.

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Deadrick Street in Downtown Nashville, Tennessee’s first “Green Street”

PRECEDENT

Complete Streets A complete streets policy helps ensure that users of all ages and types are adequately provided for, not just vehicular traffic. Sustainability is also an underlying consideration. Deaderick Street, in downtown Nashville, was Tennessee’s first “green street,” incorporating sustainable elements such as porous pavement, locally manufactured tree grates, infiltration zones/bioswales, LED lighting, recycled materials, native plants and high-efficiency irrigation systems. On October 7th, 2010, Mayor Karl Dean signed an Executive Order mandating a complete streets approach in the city of Nashville. Future redevelopment efforts along Nashville’s historic pikes will benefit from policies that will transform the streetscape.

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Pedestrian Bridge, Portland, OR

PRECEDENT

Pedestrian Connections How one gets from their home to a place of business or leisure should not be an afterthought in the design development process. Pedestrian connections are primarily provided through the use of sidewalks and greenways. Many cities include pedestrian-only zones dedicated to walking and biking. Pedestrian access from neighborhoods to arterial corridors must be carefully considered as well. In Nashville, the greenway system will become increasingly useful in linking the historic pikes. In Portland, OR, a pedestrian bridge links two sides of a development that is divided by rail corridors. Each end of the bridge opens onto a small pedestrian plaza that leads to the main road.

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Tanner Springs Park, Portland, OR

PRECEDENT

Greenfill As urban infill development becomes more common, it is crucial that consideration for new green/open space plays a role in linking people to places. New parks, open/green fields, and natural habitats allow for leisure and recreation activities for new and existing residents â&#x20AC;&#x201C; all qualities of a livable community. Recent efforts in Nashville include the Nashville Naturlly open space planning process and the Tree Canopy Assessment.

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Existing conditions along Nolensville Pike, Nashville, TN

NOLENSVILLE PIKE

Nolensville Pike South Nashville’s concentration of office, commercial, industrial and parking uses creates a situation fairly unique in Nashville/Davidson County, what is called “jobs/ housing balance,” where there is significant employment in close proximity to residences. Office, commercial and industrial uses make up 38 percent of the land, while residential use represents 35 percent of land use. The remaining land is 17 percent community services and open space, and 8 percent vacant land. The result is that residents of South Nashville have more opportunities than most Nashvillians to live and work in the same community. In addition to lessening commuting times, this creates a unique sense of investment in the community. There is a diversity of housing types and settings in South Nashville, although on a smaller spectrum than the rest of Davidson County. Inner-ring neighborhoods such as Wedgewood-Houston, Chestnut Hill, Woodbine provide urban housing options, while Glencliff Estates, Patricia Heights, Raymond Heights, and others offer a more suburban setting. South Nashville residents are strongly committed to preserving the character of existing neighborhoods while providing additional housing options, primarily along corridors such as Nolensville Pike, to attract more businesses. – South Nashville Community Plan

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VISION

A Vision for Nolensville Pike

â&#x20AC;&#x153;Give us clear vision that we may know where to stand and what to stand forâ&#x20AC;&#x201C;because unless we stand for something we shall fall for anythingâ&#x20AC;? -Peter Marshall

No longer can our communities continue the same development patterns of the recent past. Sprawl brings a burden of cost and maintenance for the private sector, and especially for city governments. It leads to increased air pollution and makes service by public transit inefficient. It devours open space and creates congested roads and highways. Recent trends of suburban migration to urban areas are forecast to continue and grow. Open spaces are now considered precious, as cities seek to maintain what is left of their natural resources. As cities look to where to grow in the future, they will be forced to look back to the underutilized commercial corridors as opportunities for development and growth. Investments in these corridors just makes sense.

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URBAN NEIGHBORHOOD

4th Ave and 2nd Ave merge to create Nolensville Pike â&#x20AC;&#x201C; an area in great need of improvement. Devastated from the May 2010 flood, the sites flanking this arterial street have potential to become a new gateway for the surrounding community.

COMMERCIAL CORRIDORS

Businesses, residential neighborhoods and destination sites surround the intersection of Nolensville Pike and Harding Place. A change in the development patterns could transform this area into a more enjoyable town center.

AREAS OF FOCUS

COMMERCIAL CORRIDORS

Much like Harding Place, the intersection of Old Hickory Blvd and Nolensville Pike has many crucial assets to support the groundwork for new mixed use development, creating a denser and more pedestrian-friendly environment.

SUBURBAN CENTERS

Lenox Village presents a hopeful step towards higher density residential communities, with some small retail and commercial development. Its success should serve as the framework for future suburban developments.

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Urban Neighborhood Description: Nolensville Pike diverges at the point where 4th Ave S and 2nd Ave S meet, creating two one-way thoroughfares. The sites surrounding this split are underdeveloped and provide poor access for pedestrians. Much of this area had major damage from the 2010 flood, and redevelopment should begin in the near future, including the Tennessee State Fairgrounds site. This corridor gives precedence to the automobile, providing little to no emphasis on the pedestrian. The businesses operating here are small, and were developed using conventional auto-centric standards for placement â&#x20AC;&#x201C; parking lots separating sidewalks from building facades. The deteriorating sidewalks and lack of proper streetscaping create a blighted environment.

1-WAY TO 2-WAY STREET

NEW GREENWAY+PARK

COMMUNITY GATEWAY

STREET REALIGNMENT

CALMING INTERSECTIONS

TREE LINED MEDIANS

PEDESTRIAN CONNECTIONS

INFILL DEVELOPMENT ENLARGED PLANS SEE PG 26-27

URBAN NEIGHBORHOOD CONCEPTS

2 1

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4 2

8 8

Conceptual Plan of a new Wedgewood extension and intersection.

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INFILL DEVELOPMENT

NEW GREENWAY+PARK

REALIGNMENT OF STREETS

IMPROVED STREETSCAPING

INFILL DEVELOPMENT

PEDESTRIAN CONNECTIONS

Enlarged Plan showing new development, new park and greenway, and realignment of the streets to eliminate the one-way traffic split.

URBAN NEIGHBORHOOD

NEW GREENWAY+PARK

PEDESTRIAN CONNECTIONS

IMPROVED STREETSCAPING

ADAPTIVE REUSE

INFILL DEVELOPMENT

Enlarged Plan showing new development, adaptive reuse, and proposed new greenway.

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LACK OF STREET CALMING

FLOODPLAIN PROPERTY

POOR PEDESTRIAN ACCESS

CLUTTERED UTILITIES

INADEQUATE SIDEWALKS

STREET REALIGNMENT

NEW GREENWAY+PARK

PEDESTRIAN CONNECTIONS

BURIED UTILITIES

TREE LINED SIDEWALK

MIXED USE DEVELOPMENT

DEDICATED BICYCLE LANE

TRANSIT INFRASTRUCTURE

BIORETENTION

Urban Neighborhood The point where 2nd Ave S and 4th Ave S come together is a highly prominent site that could be developed into a new urban neighborhood center. This plan proposes reconfiguring both avenues to two-way traffic. The siteâ&#x20AC;&#x2122;s access to major roads, public transit, the redeveloped Fairgrounds, new parks and greenways connections, as well as the existing surrounding neighborhoods would make it highly desirable for businesses, retailers and residents.

URBAN NEIGHBORHOOD

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1 3

BEFORE

Existing view of 4th + 2nd Ave split

9 4

7 1

3 7

AFTER Rendering of a potential scenario for the 4th Ave + 2nd Ave split

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LACK OF STREETSCAPING

SPACE FOR BIKE LANES

POOR PEDESTRIAN ACCESS

CLUTTERED UTILITIES

FLOODPLAIN PROPERTY

TREE LINED MEDIANS

DEDICATED BICYCLE LANE

PEDESTRIAN CONNECTIONS

BURIED UTILITIES

NEW GREENWAY+PARK

IMPROVED SIDEWALKS

COMMUNITY GATEWAY

PEDESTRIAN BRIDGE

Urban Neighborhood Gateway The area adjacent to the TN State Fairgrounds and Brown’s Creek, in particular, experienced severe flooding in May 2010. As a part of the city’s efforts to prevent future flooding, the land located across Nolensville Pike from the Fairgrounds (seen in left of the existing photo) was purchased and will be converted into open space, connecting to the new 40 acre Fairgrounds Park and a restored Brown’s Creek.

URBAN NEIGHBORHOOD

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3 2

BEFORE Existing view of the main entrance to the former fairgrounds site.

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AFTER Rendering of a potential scenario for the Community Gateway site

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LACK OF STREETSCAPING

SPACE FOR BIKE LANES

POOR PEDESTRIAN ACCESS

CLUTTERED UTILITIES

SINGLE USE DEVELOPMENT

TREE LINED MEDIANS

DEDICATED BICYCLE LANE

PEDESTRIAN CONNECTIONS

BURIED UTILITIES

INFILL DEVELOPMENT

COMMUNITY GATEWAY

NEW GREENWAY+PARK

PARALLEL PARKING

New Infill + Adaptive Reuse Commercial corridors often have existing buildings that are worthy of renovation and reuse. These buildings help maintain some of the historic character of the streetscape while combining well with new construction, and reusing structures is inherently environmentally friendly. Existing structures can also be expanded with new construction along the fronts, bringing them closer to the street edge. Examples of adaptive reuse projects can be found throughout Nashvilleâ&#x20AC;&#x2122;s growing urban neighborhoods.

URBAN NEIGHBORHOOD

1 2 3

BEFORE

Existing view of area south of Craighead St.

6 8

AFTER

1 2

Rendering of a potential scenario for the area south of Craighead St.

243

Commercial Corridors At the Harding Place intersection, Nolensville Pike becomes an oversized arterial street, further emphasizing the automobile and leaving very little room for pedestrians. Some transit infrastructure is in place, however the connections to and from bus shelters and transit stops proves to be difficult for riders to access. Development along this section of Nolensville has transitioned from the original functions, now providing various services dissimilar to the initial uses. Several “big-box” retail stores exist here, each equipped with oversized parking lots, set far back from the road and sidewalks.

TRANSIT INFRASTRUCTURE

NEW GREENWAY+PARK

INFILL ADAPTIVE REUSE

INFILL NEW DEVELOPMENT

CALMING INTERSECTIONS

TREE-LINED SIDEWALKS

PEDESTRIAN CONNECTIONS ENLARGED PLANS SEE PG 38-39

COMMERCIAL CORRIDORS

6 4

7 1

4 5 1 7

Conceptual Plan of the Harding Place intersection

245

Commercial Corridors With many similar characteristics to the Harding Place intersection, the area around Old Hickory Blvd and Nolensville Pike shows fewer signs of transition of uses, and a higher level of economic prosperity. Three large “big-box” retail stores, strip malls and stand alone facilities occupy sites within a close proximity of the site. As with Harding Place, prominence is given to vehicular traffic. Sidewalks are present, in most cases, however crosswalks occur only at major intersections. Many apartment buildings and condominiums outline the area, with single-family suburban cul-de-sac developments beyond.

TRANSIT INFRASTRUCTURE

GREENWAY CONNECTION

INFILL ADAPTIVE REUSE

NEW INFILL DEVELOPMENT

CALMING INTERSECTIONS

TREE-LINED SIDEWALKS

PEDESTRIAN CONNECTIONS

COMMERCIAL CORRIDORS

6 1 4 3

3 4

5 1

4 7 6 6

N 2

Conceptual Plan of the Old Hickory Blvd intersection

247

WELCH RD

INFILL DEVELOPMENT

PEDESTRIAN CONNECTIONS

SVILLE

N NOLE

PIKE

D DR O O W H WELS

DEDICATED BUS/BIKE LANES

IMPROVED STREETSCAPING TRANSIT INFRASTRUCTURE

Enlarged Plan showing infill development along Nolensville Pike, utilizing unused property on “big box” site.

COMMERCIAL CORRIDORS

DEDICATED BUS/BIKE LANES

E SVILL

N NOLE INFILL DEVELOPMENT

PIKE PEDESTRIAN CONNECTIONS INTERSECTION CALMING

G DIN R A H

NEW GREENWAY+PARK

Enlarged Plan showing changes to the Harding Place intersection, incorporating traffic calming techniques and improved pedestrian connections.

249

LACK OF STREETSCAPING

SPACE FOR TRANSIT LANE

POOR PEDESTRIAN ACCESS

CLUTTERED UTILITIES

SINGLE USE DEVELOPMENT

TREE-LINED MEDIAN

DEDICATED TRANSIT LANE

PEDESTRIAN CONNECTIONS

BURIED UTILITIES

INFILL DEVELOPMENT

TRANSIT INFRASTRUCTURE

OUTDOOR SEATING

Completing the Street Transitioning from conventional development practices to those incorporating mixed-uses and complete streets will require city leadership, community support and political will. Changes in zoning policies, improved transit infrastructure and most importantly, the mind-set of drivers, shoppers and residents, towards acceptance of higher density structures, are all critical in creating walkable, bikeable, pedestrian friendly and economically vibrant commercial corridors.

COMMERCIAL CORRIDORS

5 1 3 2 3

BEFORE

Existing view of area north of Harding Place intersection.

6 1

3 7

3 2

AFTER Rendering of a potential scenario for infill development occurring near the Harding Place intersection.

251

Suburban Centers Beyond the conventionally sprawling developments around Old Hickory Blvd two very different faces of new development flank Nolensville Pike. One conventional “asphalt islands” approach (buildings surrounded by parking on all four sides), the other with development that fronts the sidewalk and parking located in the rear. This new type of development – focused on higher density, walkable neighborhoods – is known as Lenox Village. It is clear from these two examples (located across the street from one another) the importance consistency among development types plays in the functionality of a place. When planning policy does not dictate the form, proximities, pedestrian access, or vehicular control, the pedestrian suffers in the equation.

SUBURBAN CENTERS

TRANSIT INFRASTRUCTURE

GREENWAY CONNECTION

INFILL ADAPTIVE REUSE

NEW INFILL DEVELOPMENT

CALMING INTERSECTIONS

TREE-LINED SIDEWALKS

PEDESTRIAN CONNECTIONS

1 5

Conceptual Plan of Lenox Village area

253

COMMUNITY SPACE

RETAIL ON SIDEWALK

PARKING STRUCTURE

PEDESTRIAN-ONLY SPACES

MIXED USE

Photos of spaces within Lenox Village

SUBURBAN CENTERS

View of recently completed development in Lenox Village

255

COMPLETE STREETS

TRANSIT INFRASTRUCTURE

GREENWAY NETWORK

MIXED USE DEVELOPMENT

SUSTAINABILITY

BIKING AS COMMUTING

Top: NW Naito Pkwy, Portland, OR Middle: Tanner Springs Park, Portland, OR Bottom: “Green Street”, Nashville, TN

Top: Bus Shelter Portland, OR Middle: 12th + Paris, Nashville, TN Bottom: “Bike Boulevard”, Portland, OR

IMPLEMENTATION

PEDESTRIAN CONNECTIONS Toolbox The components that create successful communities can be likened to a “kit of parts” that, when used correctly, produce vibrant public spaces. Careful attention must be given when applying these various tools, ensuring quality of design and functionality. These components can function together in a cohesive plan, creating a new type of streetscape, catering to all users in the area. To maintain the level of quality design throughout each phase of a streetscape project, many cities have developed a checklist to be followed until construction is complete. These “Complete Street Checklists” serve as a vital tool for future development and ensure the design components are not left out in the construction process.

SIDEWALKS Top: Crosswalks, Portland, OR Bottom: Pearl District Sidewalk, Portland, OR

257

ENHANCING BRIDGES FOREWORD

267

INTRODUCTION

269

TYPOLOGY TN BRIDGES

271

AREAS OF FOCUS SHARED BRIDGES VEHICULAR BRIDGES

277

PEDESTRIAN BRIDGES

299

RAIL BRIDGES

309

IMPLEMENTATION

314

273

283 293

FOREWORD

Better Bridges for TN On November 12, 2009, the Tennessee Department of Transportation (TDOT) launched the largest bridge replacement and rehabilitation program of its kind in state history. TDOT’s Better Bridges Program is a four year program approved by the Tennessee General Assembly that utilizes bonds to pay for the repair, replacement or rehabilitation of more than 200 structurally deficient bridges in the state. The 111 bridge projects selected for the first year of the bonding program are spread evenly across the three grand divisions of the state, including one project costing more than $20 million and five projects costing more than $4 million each.

“The bridge projects identified for the first year of this program will improve the safety and reliability of more than one hundred bridges in Tennessee,” said then Governor Phil Bredesen. “Addressing these projects now rather than later allows us to take advantage of today’s lower construction costs.” “Without this program much of this critical work on structurally deficient bridges would have to be deferred for years,” said TDOT then Commissioner Gerald Nicely. “The bridges we rebuild today with this investment will serve the state for decades to come and provide a lasting benefit for future generations.”

“The investments we are making today with the Better Bridges Program will serve the state for decades to come and will provide a lasting benefit to the many citizens who travel our roadways every day. Tennesseans deserve safe and efficient bridges and this program will bring much needed improvements to hundreds of communities across the state.” -TDOT Chief Engineer Paul Degges

267

Gateway Bridge (now Korean War Veterans’ Memorial Bridge) was painted according to NCDC’s recommendations. Image source: NCDC

INTRODUCTION

Promoting Beautiful Bridges for Nashville Since its founding in 2001, the Nashville Civic Design Center (NCDC) has played a significant leadership role in shaping the form of Nashville’s most significant bridges. One of our initial projects involved assisting Metro Public Works in the selection of a color scheme for six bridges that cross the Cumberland River. NCDC conducted exhaustive research on the history and past colors of local bridges, finding that there was no traditional color for painting bridges in Nashville. The study included constructing a model of the Cumberland River with scaled bridges, computer simulations, on-site investigations and research in various local archives. Interviews were conducted with people involved in the construction and maintenance of the bridges, paint manufacturer’s representatives and a painting contractor. NCDC staff recommended the color scheme – silver on top, red on bottom – for the Jefferson Street Bridge, CSX Railroad Bridge, Victory Memorial Bridge, Woodland Street Bridge and the Gateway Bridge. We singled out the Shelby Street Bridge for special treatment due to its historic significance, proposing what would ultimately become its brilliantly lit, award-winning design. In 2002, NCDC held meetings and produced a report to solicit feedback from East Nashville residents on ways to improve connectivity between the West Bank and historic East Nashville neighborhoods. Residents were concerned

about how the new Gateway and Shelby Street Pedestrian Bridges could increase connectivity, and not simply serve as access corridors to the football stadium and interstates from the West side. In 2004, NCDC became involved in the process of rebuilding the Demonbreun Street viaduct, after it was unexpectedly closed in July 2004, due to structural deficiencies. We hosted an Urban Design Forum entitled “A New Civic Bridge: the Demonbreun Street Viaduct,” to ensure that public input and a high-level of design consideration would be given to the process. We viewed the rebuilding of Demonbreun as a precedent for future bridges over the railroad Gulch; a tremendous opportunity to build a visually appealing, pedestrian and bicycle friendly entrance into Downtown. Public Art also became a key factor in the final design. Enhancing The Bridges is meant to elevate the conversation and consideration of innovative bridge designs for city and state officials when new projects emerge – offering alternatives to standard designs. It also explores the concept of “signature” bridges – highly visible gateways and entrances – and showcases potential future locations for these bridges in downtown Nashville. Gary Gaston, NCDC Design Director

269

TYPE A: SHARED VEHICULAR + PEDESTRIAN The majority of bridges and overpasses allow both vehicular and pedestrian traffic. These bridges can best accommodate all users when certain criteria are met.

Items to include: — Accessible, separated pedestrian pathways — Human-scaled street lighting for security + aesthetics — Public Art incorporated into bridge details — Decorative fencing + separations from vehicular traffic — Marked, dedicated or shared bike lanes — Landscaping to act as buffer for pedestrians — Improved street signage Replacement overpass, St. Louis, MO Image source: NCDC

TYPE B: PEDESTRIAN-ONLY Pedestrian bridges allow safe crossings for pedestrians and cycling traffic, connecting neighborhoods and greenways.

Items to include: — Accessible pedestrian pathways — Signature design component for new/replacement bridges — Human-scaled street lighting for security + aesthetics — Public Art incorporated into bridge details — Decorative fencing — Improved greenway + pedestrian path signage

Millennium Park pedestrian bridge, Chicago, IL Image source: NCDC

TYPOLOGY

TYPE C: VEHICULAR-ONLY Nashville’s extensive interstate system loops around the urban core, providing abundant opportunities as they cross entering roadways above and below. Items to include: — Minor aesthetic enhancements, painting etc. — Lighting as component for security + aesthetics and art — Public Art incorporated into bridge details — Enhancements to spaces beneath, including active programming components — Landscape features

Interstate overpass, 8th Ave S, Nashville, TN Image source: NCDC

TYPE D: RAIL BRIDGE

Rail bridges are typically privately owned. Several of these bridges have a dramatic presence in the landscape, both in rural and downtown settings. Many could be added to the Historic Bridge Foundation for the preservation of their unique structures. Public-private partnerships have been effective in the past when replacing or enhancing privately owned rail corridors. Items to include: — Minor aesthetic enhancements, painting, etc. — Community participation in structure beautification — Public Art incorporated into bridge details — Major aesthetic enhancements, lighting, etc.

Rail Bridge, Shelby Bottoms Park, Nashville, TN Image source: Sitephocus

271

Top: Natchez Trace Parkway Arch Bridge, Franklin, TN. Image source: Sitephocus Bottom: Wolf River Greenway bridge, Memphis, TN. Image source: Thomas R Machnitzki

TN BRIDGES

Hernando de Soto Bridge, Memphis, TN. Image source: public domain

Tennessee Bridges Tennessee is well-known for it diverse landscape of rivers, lakes, valleys, mountains and farmland. Dispersed throughout this varied terrain are masterpieces of innovative and aweinspiring engineering that connect our communities, both rural and urban, and intensify our trades, commutes, networks, and sense of adventure and leisure. From Memphis to Nashville, Chattanooga and Knoxville, Tennesseeâ&#x20AC;&#x2122;s 19,000+ bridges range from ordinary to extraordinary, covering all typologies of structures and materials. Internationally, Tennessee is known for many of its signature bridges. Perhaps the most famous lies not in a downtown setting, but in a rural landscape in Williamson county. The Natchez Trace Parkway Arch Bridge was the first of its kind, built from hollow segmented precast boxes, in the United States. Its award winning design inspires bridge enthusiasts and attracts many tourists to the Natchez Trace Park.

Top: Walnut Street Pedestrian Bridge, Chattanooga, TN. Image source: Sitephocus Bottom: Shelby Bottoms Park pedestrian bridge, Nashville, TN. Image source: NCDC

273

Top: Korean War Veterans Memorial Bridge, Nashville, TN. Image source: NCDC Bottom: Hall of Fame Drive overpass, Knoxville, TN. Image source: NCDC

TN BRIDGES

Above: Henley Street Bridge, Knoxville, Tenn. Image source: Brian Stansberry

Top: Demonbreun Street Viaduct, Nashville, Tenn. Image credit: sitephocus Bottom: Shelby Street bridge, Nashville, Tenn. Image credit: sitephocus

Top: John Ross bridge, Chattanooga, TN. Image source: NCDC Bottom: Cumberland River Bicentennial Trail, Ashland City, TN. Image source: Sitephocus

275

1062 Bridges 62 Deficient: 28 On-system 34 Off-system

SHELBY

802 Bridges

34 Deficient: 24 On-system 10 Off-system

DAVIDSON

TN map of cities with priority for gateways + bridge enhancements. Four major counties shown with number of bridges to be enhanced or replaced. Image source: Nashville Area MPO + NCDC

TN AREAS OF FOCUS

460

Bridges 23 Deficient: 13 On-system 10 Off-system

HAMILTON

576 Bridges

18 Deficient: 4 On-system 14 Off-system

KNOX

There are 19,550 bridges on public roads in the state of Tennessee. These bridges fall into two categories for the purpose of distributing state and federal funds. On-System Bridges are those maintained, owned and operated by the state. They are found on the Interstate System, the National Highway System and the State Route System and include 8,150 bridges. Off-System Bridges are those found on roads owned, maintained and operated by local governments that include counties, cities and towns in Tennessee. Those number 11,400.

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Map highlighting all bridges in downtown Nashville. Image source: NCDC + ÂŠ 2011 Google Earth

NASHVILLE CONCEPTS

Gateways to the Capital city Highlighting Nashville as an initial case study for many of TDOTâ&#x20AC;&#x2122;s bridge enhancements can hopefully assist in creating standards to be used across the state. With a growing list of bridges needing repairs or complete replacement, careful attention must be given to these investments that will last over half a century. It is crucial to capitalize on these opportunities now. Nashville already has many policies in place involving streetscaping, sustainability and accessability for all usersâ&#x20AC;&#x201C; new and enhanced bridges become a unique component to remaking these roadways. The variety of bridge types is a strong characteristic evident in most Tennesseeâ&#x20AC;&#x2122;s cities. With its many overpasses, underpasses, viaducts, fly-overs, pedestrian bridges and river crossings, downtown Nashville can become an example and useful tool when implementing similar strategies in other key cities across Tennessee.

279

SHARED ROADWAY BRIDGES

Many of the bridges in the downtown area cross over the interstate highways. These accomodate both vehicular and pedestrian traffic. With an aging infrastructure system in need of repairs, future enhancements can incorporate many components that create a “Complete Street” bridge – inviting and accessible for all user types. These may provide opportunities for signature designs and gateways into the city.

VEHICULAR-ONLY BRIDGES

Though many streets have been disconnected due to the construction of the interstate, some still pass underneath the freeway. Most of these situations share similar characteristics, and are usually viewed as unpleasant spaces of temporary experience. Many cities have begun to experiment with various transformations to activate and enhance these underutilized, dark spaces.

NASHVILLE

PEDESTRIAN BRIDGES

Two of the downtown pedestrian bridges were constructed across the interstate highways as a means to keep a physical connection between neighborhoods. These two aging bridges are located in metro public housing developments. Enhancements to these existing structures could also transform the public spaces on each end of the bridges – further improving the quality of the neighborhoods that these bridges connect.

CSX TRAIN BRIDGES

Railroad overpasses provide many with their first impression of downtown. Some, like the camelback “through truss” bridge over the Cumberland River, are signature structures in the urban landscape. There is great potential for these historic bridges to become recognized gateway structures to downtown Nashville, with enhancements to their rusty, aged appearance. A partnership with the Federal Railroad Administration (FRA) and CSX may be necessary for such improvements to be made.

281

Aerial view of Nashville, highlighted shared bridges in orange. Image source: NCDC + ÂŠ 2011 Google

SHARED BRIDGES

Complete Bridges In 2010, Mayor Karl Dean signed an executive order to create â&#x20AC;&#x153;Complete Streetsâ&#x20AC;? for new construction or enhancements to roadway projects. This policy could also be transferred to bridge projects, where users of all types are included in the design and implementation of new and enhanced bridges. These shared structures should be inviting and easily accessible, with accomodation for vehicles, non-motorized vehicles and pedestrians. Too often our existing bridges do not offer the same components and features of their abutting streets â&#x20AC;&#x201C; bike lanes disappear, sidewalks crumble and narrow, landscape features never realize, and lighting is installed as an after-thought.

When repairs and enhancements are made to existing bridges, those components must be planned and included in the redesign. Repeating these efforts across multiple projects in near proximity add to the effects of creating a cohesive, aesthetically pleasing environment. This, in turn, creates gateway corridors of consistent design characteristics with signature bridges placed at strategic entrances into the city.

283

Top: Gateway overpass, Columbus, IN. Image source: Brian Phelps Middle: Kings Highway, Replacement overpass, St. Louis, MO. Image source: NCDC Bottom: Interstate corridor improvements, Denver, CO. Image source: ÂŠ 2011 Google

PRECEDENT

Top: McEwan Drive overpass, Franklin, TN. Image source: Sitephocus Middle: Fort Washington Way, Cincinnati, OH. Image source: Sitephocus

Interstate Corridor Gateways In many cities, a bridge needing repairs becomes an opportunity for a new gateway, signaling the entrance into an urban area. Over the past decade, many US cities have rebuilt numerous overpasses. In St. Louis and Denver, the bridge replacement program succeeded in creating a new experience for motorists nearing the city, through the application of consistent design components for each bridge replaced. Repetition of concepts, materials and aesthetics over a series of overpasses creates a strong statement for those areas. A cohesive, enhanced corridor is commonly announced by one or more signature structures. In Cincinnati, the enhancements made to the Fort Washington Way freeway included two identical â&#x20AC;&#x153;gatewayâ&#x20AC;? overpasses framing the five-bridge corridor. Specialty lighting, decorative sound walls, separated pedestrian paths and landscaping elements have all been combined to create an overall enhanced experience of downtown and the connections made across a freeway.

Top: Gateway Bridge, Portland, OR. Image source: NCDC Bottom: The Erasmusbrug, Rotterdam, Netherlands. Image source: NCDC

285

BEFORE

SHARED BRIDGES

BEFORE

Existing view of the I-24/40 corridor from the Broadway overpass. Image source: ÂŠ 2011 Google

AFTER View from the Broadway overpass showing enhancements made to the interstate corridor, including public art, decorative sound walls, special lighting, green walls and a signature design for the Church Street overpass. NCDC + Image source: ÂŠ 2011 Google

287

BEFORE

Existing view down 12 Ave S, into the Gulch. Image source: NCDC

AFTER Scenario of 12 Ave S overpass with a signature design, announcing the entrance to the Gulch and downtown. This overpass is also the first of a series of five in the downtown interstate corridor. Image source: NCDC

SHARED BRIDGES

BEFORE

Existing view of the Broadway bridge over the CSX rail yard and mid Gulch area. Image source: NCDC

AFTER Scenario envisioning a gateway bridge to replace the Broadway bridge over the CSX rail yard. Other improvements show future development in the Gulch and a potential commuter rail station, identified in the 2035 Regional Transportation Plan and Connecting People to Places. Image source: NCDC

289

BEFORE

Existing view from the Terrazzo building in the Gulch. Image source: NCDC

AFTER

Scenario of potential enhancements to the downtown interstate corridor and overpasses. Image source: NCDC

SHARED BRIDGES

The convergeance of three interstates around Nashville’s downtown core brought massive scars to many urban neighborhoods, as the interstates cut through and blocked streets, thus separating neighborhoods. The interstate loop around Nashville creates a physical barrier, limits adjacent land uses, impedes pedestrian access and the use of non motorized vehicles. Interstate highways through downtowns are often depressed below the surrounding roadways. This creates

great opportunities for building land bridges – and new urban parks. Dallas is currently building this type of reconnection of a freeway scar by creating a park that “caps” the vehicular corridor. A similar situation exists in Nashville, between the 12th Ave S and Church St overpasses. Creating a land bridge is not new to Nashville, as one can be found on Brightwood Ave over I-440, and one has been proposed in new the Centennial Park Master Plan over 31st Ave N.

Rendering of “The Park” land bridge over a freeway in downtown Dallas, TX. Image source: Woodall Rodgers Park Foundation

Proposed master plan of Centennial Park, including a land bridge over 31st Ave, Nashville, TN. Image source: Gustafson Guthrie Nichol

LAND BRIDGE

Scenario with a land bridge capping the downtown interstate corridor, providing a new layer of connectivity, while dramatically providing additional area to downtown open space and creating a bold statement for those entering Nashville’s downtown core. Image source: NCDC

291

Aerial view of Nashville highlighting vehicular-only bridges for potential enhancements. Image source: NCDC + ÂŠ 2011 Google Earth

VEHICULAR-ONLY BRIDGES

Interstate Overpasses The arrival of interstates 40, 65 and 24 reshaped Nashvilleâ&#x20AC;&#x2122;s urban core beginning 50 years ago. In The Plan of Nashville: Avenues to a Great City, one recommendation was to convert the interstate loop into an urban boulevard, reconnecting many streets cut off from the cityâ&#x20AC;&#x2122;s street grid, providing new opportunities for redevelopment along the existing road right-of-way. Though drastic and controversial, this concept brings into question the roles of interstates in cities that have experienced massive reinvestment in their urban centers over the past decade.

The interaction of infrastructure, connectivity and functionality becomes the center of conversation when considering enhancements and repairs to the aging freeway overpasses. There are a large number of interstate bridges and overpasses surrounding Nashvilleâ&#x20AC;&#x2122;s urban core, all sharing similar characteristics of dark, dingy and unusable spaces beneath the heavy structures. Many view these areas as crime-ridden and graffiti defaced, and especially unattractive when experienced as a pedestrian on foot. Many cities around the world are looking at these abundant overpasses as opportunities for creating visually-pleasing, interactive public places.

293

Top: Art lighting installation, Brooklyn, NY. Image source: NCDC Bottom: I-35 Reconnection Project, designed by Cotera + Reed Architects, Austin TX. Image source: FODA studio

PRECEDENT

Top: transformation of underpass along river walk, Chattanooga,TN. Image source: NCDC

Human Interaction with Vehicular Infrastructure Around the globeâ&#x20AC;&#x201D;and especially in the US where our national highway system has penetrated nearly every major cityâ&#x20AC;&#x201D;local governments, state departments of transportation, and even private organizations are experimenting with transforming the quality of space found beneath and near interstate overpasses. Areas typically designed for cars are receiving face-lifts, and occasionally, new programmatic uses. Enhancements to these types of bridges and overpasses range from minor treatments to intense renovation and reconstruction. Public art can be used as a tool when conceptualizing these transformations, enhancing and highlighting existing structural details, and converting bare concrete walls into a palette of creativity. For these types of spaces, art can be incorporated in a new lighting component that not only provides a sense of security, but evokes emotional response and gains public interest. One popular enhancement is to create skate parks or bike skills courses, like the Colonnade Park under I-5 in Seattle, Washington. Introducing day and nighttime activities provides a new layer of security, discouraging crime and illegal activities.

Top: FDR Skate Park, Philadelphia, PA. Image source: Jeffrey Phillips Freeman Bottom: Colonnade Park, Seattle, WA. Image source: Pinbike.com user Mike Levy

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OPPORTUNITY

BEFORE

OPPORTUNITY

BEFORE

Existing view of I-24/40 overpass at Lafayette + 2nd Ave, Nashville, TN. Image source: NCDC

VEHICULAR-ONLY BRIDGES

AFTER

Scenario of enhancements made to an interstate overpass and creating an active, more attractive space below. Image source: NCDC

AFTER

Scenario of enhancements made to an interstate overpass, including public art and special lighting features. Image source: NCDC + ÂŠ 2011 Google

297

Aerial view of Nashville highlighting new and existing pedestrian bridges. Image source: NCDC + ÂŠ 2011 Google Earth

PEDESTRIAN BRIDGES

PedXing With 46 miles of dedicated, paved trails, Nashvilleâ&#x20AC;&#x2122;s Parks Department maintains one of the largest pedestrian-only, paved trail systems in the southeast. Over 22 pedestrian bridges provide crucial connections throughout this growing network of greenways. Recent achievements include the completion of two bridges crossing the Cumberland River, connecting over 20 miles of continuous pathways. The Shelby Street Bridge rehabilitation was completed in 2003 and reopened as one of the worldâ&#x20AC;&#x2122;s longest pedestrian bridges. Originally constructed in 1909, it was the first bridge in North America to have concrete arch trusses. A smaller portion of Nashvilleâ&#x20AC;&#x2122;s pedestrian bridges is maintained by TDOT. These few examples allow safe crossings over the interstate highways, primarily connecting lower income and public housing neighborhoods. Rehabilitation is needed on some, due to aging infrastructure and decay. This could provide new opportunities for creating new gateways into the city, highlighting existing structural features and adding various components for visual enhancements and improved safety and security measures.

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Top: Ponte della Costituzione, Venice, Italy. Image source: Timothy Brown Middle: A Rails-To-Trails project, converted railroad to pedestrian bridge, Ohiopyle State Park, PA. Image source: Frank Kovalchek Bottom: I-5 Gateway Pedestrian Bridge, Eugene, OR. Image source: OBEC consulting engineers

PRECEDENT

Top: I-44 Pedestrian Bridge, St. Louis, MO. Image source: NCDC Middle: Walnut Street Pedestrian Bridge, Chattanooga, TN. Image source: Sitephocus Bottom: Holmberg Walking Bridge, Chattanooga, TN. Image source: NCDC

Opportunities for Creativity Not only do new and rehabilitated pedestrian bridges provide people with safer, easier and more pleasant experiences to access places to work, live, shop and play, but simultaneously act as signature design features within a city. Many places around the world use pedestrian bridges to create unique landmarks as gateways into the community. In many cases, a deteriorated vehicular bridge may be converted for pedestrian-only access, flanked by new pedestrian plazas and parks. TDOT first experimented with this concept in Chattanooga, when the Walnut Street Bridge was refurbished and reopened for pedestrian use in 1993. Rails-to-Trails is a non-profit group using a similar model to transform abandoned rail viaducts into usable walking and biking pathways, such as the railroad bridge in Ohiopyle State Park, Pennsylvania. In cities like Portland, St. Louis and Denver, bridges are commonly found crossing the interstate highway to connect residential neighborhoods to light rail transit stations. TriMet saw the opportunity to incorporate functional public artwork and commissioned an artist to design the pedestrian bridge at the MAX Rosebank light rail station in Portland, Oregon.

Top: TriMet’s MAX Light Rail “Fishbird” pedestrian bridge at Rosebank station, Portland, OR. Image source: NCDC Bottom: Union Station Pedestrian Bridge + plaza, Portland, OR. Image source: NCDC

301

Aerial view of the Sudekum/Academy Place pedestrian bridge highlighted. Image source: NCDC + ÂŠ 2011 Google Earth

PEDESTRIAN BRIDGES

BEFORE

Existing view of the Sudekum/Academy Place pedestrian bridge crossing I-24/40. Image source: ÂŠ 2011 Google Earth

AFTER Scenario of the Sudekum/Academy Place pedestrian bridge with minor modifications and aesthetic enhancements. Image source: NCDC + ÂŠ 2011 Google Earth

303

BEFORE

Existing view of the Sudekum/Academy Place pedestrian bridge from the public housing entrance. Image source: NCDC

AFTER

Scenario showing improvements to the Sudekum/Academy Place pedestrian bridge and enhancements made to the public space surrounding the entrance. Image source: NCDC

PEDESTRIAN BRIDGES

BEFORE

Existing view of the Sudekum/Academy Place pedestrian bridge from the Academy Place entrance, which terminates at the intersection across from the new developments at Rolling Mill Hill. Image source: NCDC

AFTER

Scenario of the Sudekum/Academy Place pedestrian bridge from the Academy Place entrance, transforming the dead-end street into a pedestrian plaza and pocket park. Image source: NCDC

305

Birds eye view of a 3D model of SoBro, highlighting a potential pedestrian bridge over the CSX rail yard connecting the Gulch to Cummins Station, SoBro and the new Music City Center convention center. Image source: UT CoAD

PEDESTRIAN BRIDGES

BEFORE

Existing view from the Gulch towards SoBro and the CSX rail yard. Image source: NCDC

AFTER Scenario with a pedestrian bridge connecting SoBro to the Gulch. Other improvements include a new platform for a potential commuter/passenger rail line. Image source: NCDC

307

Aerial view of Nashville, highlighting rail bridges for potential enhancements. Image source: NCDC + ÂŠ 2011 Google Earth

VEHICULAR-ONLY RAIL BRIDGES BRIDGES

Train crossings Another type of bridge included in this report is the rail bridge. Though not owned and operated by TDOT, many of these bridges have considerable impact in the urban areas, which both affect the interaction of vehicular roadways and potentially hinder development patterns. The rail network within Nashville is an ever-present, growing method of transportation, both cargo and passenger rail. Much of the rail system is aged beyond the roadway infrastructure, and in many cases unutilized for years. Many of the existing rail bridges crossing the Cumberland River are historic structures, ones to suggest protection and rehabilitation. These infrastructure elements perform on a daily basis, some with a moveable apparatus to allow efficient crossings with barge traffic below.

Another consideration to be made is the opportunity for grade separation of vehicular and rail traffic. Same-grade, multi-modal crossings are not only an annoyance but also a dangerous hazard. According to the Federal Railroad Administration, 90 percent of rail related deaths are due to same-grade highway and rail crossings. Eliminating these crossings with an over/under pass alleviates traffic congestion while enhancing safety conditions.

309

Top: Rail replacement bridge, Bicentennial Mall, Nashville, TN. Image source: Wikimedia Commons user Thegreenj Bottoom: Rail overpass enhancement sculpture “Water Music” by David Teeple, Northhampton, MA. Image source: David Teeple

PRECEDENT

Rail Bridge Enhancements Examples from across the US show how improvements can be obtained through public-private partnerships. In many situations, rail bridges are privately owned and yet through public initiatives, minor cost effective enhancements can be done with minimal effort. Public art is a repeated method used for these enhancements, which also allow community participation and expression. Some cities, like Northhampton, Massachusetts, have explored local design competitions to spur creativity and new concepts for aesthetic enhancements.

Top: Rail viaduct market infill project, Zurich, CH. Image source: NCDC Bottom: Norwottuck Rail Trail bridge, Northampton, MA. Image source: John Phelan

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Existing view of second rail overpass along 1st Ave N, Nashville, TN. Image source: NCDC

Aerial view of CSX bridge over the Cumberland River. Image source: NCDC

RAIL BRIDGES

BEFORE

Existing view of CSX rail bridge over the Cumberland River, Nashville, TN. Image source: NCDC

AFTER CSX rail bridge with minor enhancements made. Image source: NCDC

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Gateways at Night Nashville has a recent history of creating and branding its skyline in both day and night. Incorporating special lighting into the design as a prominent feature transforms these functional, highly-engineered structures into works of art, highlighting the details and creating a dominant presence in the landscape and urban environment. New enhancements to existing bridges may include special lighting to not only increase security and create safe environments for pedestrians, but also to effectively and affordably create new

gateways at night. The Sudekum/Academy Place pedestrian bridgeâ&#x20AC;&#x2122;s current deterioration and aged appearance convey signs of poverty and abandonment, however this structure contains ideal framework for transformation into a signature gateway bridge with minimal effort. Enhancements like these not only improve perspectives of motorists entering the city, but also the experience for the community using this public infrastructure, gaining a sense of pride and ownership of a unique structure and asset to their neighborhoods.

The Shelby Street bridge was rehabilitated and converted to pedestrian-only in 2003, attracting locals and tourists alike. It has quickly become an iconic gateway structure for Nashville and Tennessee, activated at night with its dramatic up-lit components. Image source: Sitephocus

IMPLEMENTATION

Scenario at night with new and existing design features up-lit, providing extra security for its users while creating a spectacular first impression as one of the first sights one experiences as a motorist entering the city. Image source: NCDC

The John Ross bridge creates a lit gateway into Chattanooga over the Tennessee River. Image source: Sitephocus

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DECORATIVE CASTINGS

DETAILED FENCING

LANDSCAPING

LIGHTING

CORRIDOR IMPROVEMENTS

ACCESSIBILITY

Top: Demonbreun Street viaduct, Nashville, TN. Middle: 2nd to 3rd street, Cincinnati, OH. Bottom: Fort Washington Way improvements, Cincinnati, OH. Images above by: Sitephocus

Top: Nichols Bridgeway, Chicago, IL. Image source: Sitephocus Middle: John Ross Bridge, Chattanooga, TN. Image source: Sitephocus Bottom: Walnut Street Pedestrian Bridge, Chattanooga, TN. Image source: NCDC

IMPLEMENTATION

SEPARATED SIDEWALK Enhancing Bridges When considering enhancements to bridges and the spaces surrounding them, it is crucial to incorporate the right tools and components that help provide new opportunities and create high-quality projects. Where pedestrians are allowed to utilize the bridgeâ&#x20AC;&#x2122;s paths, confirm accessibility, safety and ease with buffers between vehicular traffic and foot traffic. Landscaping elements can also be used as buffers, meanwhile enhancing its aesthetics and experiential quality. Special attention should be made to material selection, considering its potential functions. Enhancing a bridge may only go so far as the enhancements made to its immediate context. In some cases an enhanced corridor produces comparative results to a signature bridge. Unique bridge designs should be placed along strategic corridors, where its striking features will have the strongest impact on creating new gateways into a city.

SIGNATURE DESIGN

Top: Fort Washington Way overpass, Cincinnati, OH. Image source: Sitephocus Bottom: Millennium Bridge, Denver, CO. Image source: Sitephocus

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ACKNOWLEDGEMENTS Nashville Civic Design Center Staff: Julia Fry Landstreet, Executive Director Gary Gaston, Design Director Stephanie McCullough, Communications and Community-Outreach Coordinator Ron Yearwood, Urban Designer

The Nashville Civic Design Center would like to give a special thanks to the following people who helped create Moving Tennessee Forward: Models for Connecting Communities

Kira Appelhans, Design Fellow Betsy Mason, Design Fellow Hana Chmielewski, Intern Keaton Browder, Intern Finis Ray, Intern

Ed Cole, Executive Director, Transit Alliance of Middle Tennessee

Michael Skipper, Executive Director, Nashville Area Metropolitan Planning Organization

Jeanne Stevens, Former Director, Long-Range Planning, TDOT Jim McAteer, Director of Planning, Nashville MTA + RTA Mercedes Jones, former President, NCDC Board of Directors Thomas K. Davis, Associate Professor, UT CoAD Thomas McDaniel, Adjunct Professor in Real Estate Finance, Vanderbilt Owen Graduate School of Management and Partner with Boyle Investment Co. Jay Everett, Lose & Associates Inc. Mary Vavra, Lose & Associates Inc.

The Nashville Civic Design Center would like to give thanks to: Nashville Area MPO for assistance in obtaining background data and images used in this book, particularly, Michael Skipper, FĂŠlix Castrodad, Leslie Meehan, Max Baker, Nick Lindeman, ChinCheng Chen, Mary Beth Ikard, and Jennifer Hill.

Metropolitan Planning Department for assistance in obtaining aerial photographs and maps used in this book, particularly, Jennifer Carlat, Joni Priest, Scott Morton and Rebecca Ratz The Nashville office of Parsons Brinkerhoff, particularly Michelle Kendall and Nancy L. Card Vanderbilt Owen Graduate School of Management The Nashville Civic Design Center would also like to give special recognition to Sitephocus for providing many of the photographs represented in this book www.sitephocus.com

Continuing Support for the Nashville Civic Design Center is provided by the University of Tennessee, Knoxville College of Architecture & Design

NASHVILLE CIVIC DESIGN CENTER THINK

DESIGN

CREATE

SUSTAIN

Regions throughout the United States are making strides toward creating policies that link Urban Design, Transportation and Land Use Planning efforts. Moving Tennessee Forward: Models for Connecting Communities showcases over one hundred illustrations addressing innovations in transportation, development, infrastructure and public space. To compliment the Nashville Area Metropolitan Planning Organization’s (MPO) 2035 Regional Transportation Plan, the Nashville Civic Design Center explored various scenarios that depict how the public and private sectors could begin to implement the MPO’s plan into the built environment This book is intended as a tool to help visually convey the ideas presented in the 2035 Regional Transportation Plan. It also depicts precedent studies from around the world, and how they can be applied to our future development patterns.Though we focused our efforts on the Middle TN region, these applications and visuals can easily be interpreted to many different regions across the United States. As growth continues, this toolbox can be used to help communicate visionary ideas that truly serve the goal of Moving Tennessee Forward.

A PROJECT BY THE NASHVILLE CIVIC DESIGN CENTER The Nashville Civic Design Center was founded in 2000 as a nonprofit organization dedicated to elevating the quality of Nashville’s built environment and promoting public participation in the creation of a more beautiful and functional city for all. To this end the Design Center: promotes the Ten Principles of The Plan of Nashville, a vision for growth and development, created and endorsed by the citizens of Nashville; presents lectures by speakers prominent in the history and practice of urban design; hosts the monthly Urban Design Forum, a public dialogue on development projects and proposals affecting downtown and the surrounding neighborhoods; provides professional staff and design interns to consult on civic and other community development projects; and researches and writes on the myriad impacts of urban design issues.

MOVING TENNESSEE FORWARD MODELS FOR CONNECTING COMMUNITIES