Urbanizing Suburbia

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D E T N E I R N I O R I T I U T S O N N S E A S I M R A T ELOP LD, M E V I E F D G N I R P S

Masters Thesis Urbanizing Suburbia Proposing a TOD in Springfield, MO March 527 Nathan Burkholder

(Source: Federated Realty Begins Development of Pike & Rose MUD)

TABLE OF CONTENTS: CHAPTER01:

The History of the Modern Planned Community

Ebenezar Howard and the Garden City

Early American Dream, Post World War II, and Urban Sprawl

New Urbanism

CHAPTER02:

Why Transit-Oriented Developments?

Economic Factors

Social Factors

Environmental Factors Designing a Transit-Oriented Development

Elements of a Transit-Oriented Development

Four types of walks to create a more walkable city

CHAPTER03:

Case Studies for a Transit-Oriented Development in Springfield, Missouri

Urban Design: Establishing Connections in the Suburbs

Sydney, Australia: Parramatta City Portland, Oregon

Blacktown Westpoint Bus Terminal

CHAPTER04:

Proposing a Transit-Oriented Development for the Area North of Kearney Street on Kansas Expressway

The History of Springfield’s City Planning

Growth Trends

Vision of Planning Springfield for TOD

Site Analysis Location

Concept Designs

The Station as Object

The Station as Urban Bridge

The Station as Mixed-Use Gateway

The Station as a Community Center and Civic Presence

Transit Station Typologies

Bus Station Program

APPENDIX:

Index of Images Bibliography

(Source: Siqveland, John)

Residents of neighborhoods with good transit access and mixed-use development use their cars less than residents of suburban neighborhoods -Portland Metro

THE “SIX D’S” OF TRANSIT-ORIENTED DEVELOPMENT

D

ESTINATIONS

Major DESTINATIONS and centers are lined up in reasonably direct corridors making them easy to serve efficiently by frequent transit

D

ISTANCE

Walking DISTANCE to frequent transit is minimized using a fine-grained urban structure of well-connected streets around which to focus

D

ESIGN

People-friendly urban DESIGN including safe, comfortable, and direct pedestrian and cycling routes

(Source: Gabriele, Miro)

D

ENSITY

Use of higher levels of residential and employment DENSITY

D

IVERSITY

Provide a rich DIVERSITY of land uses and housing types

D

EMAND

DEMAND management measures that discourage unnecessary auto trips

(Source: Pedestrian Pockets)

CHAPTER01: THE HISTORY OF THE MODERN PLANNED COMMUNITY

THE GARDEN CITY

Despite the inherent bold nature of the Garden City, the concept over the years has come to be identified with a theory of small towns, with suburban development, with intensive family and neighborhood life, leisure activity, felicitous site design and fixed densities [Christensen, 1986]. This idea of the garden city was not what Ebenezer Howard originally had in mind when he came up with the original plans for the Garden City. Howard was more interested in the efficiency and economy rather than aesthetic quality of city.

In his book, Garden Cities of To-morrow, Howard was not specific in the definition of the garden city, but some years later a detailed definition was formalized by the Garden Cities Town and Planning Association in consultation with the author:

“A garden city is a town designed for healthy living and industry; of a size that makes possible a full measure of social life, but not larger; surrounded by a rural belt; the whole of the land being in the public ownership or held in trust for the community.”[Howard and Osborn, 1965] This was not as Howard conceived it. The economy of the Garden City was a key aspect of his concept; the needs of the population were to be met within the city with a sufficient population to support the community.

The activities were zoned for the convenience and efficiency of the community. Steven Ward [1992, p.46] diagramed the Garden City as having “concentric zones of civic/service buildings, parkland, commercial/ shopping arcades, residential, and industrial/rail corridor radiate out from a central public garden, with all zones connected by boulevards radiating from the center. Rural/agricultural/institutional uses for the benefit of the garden city would surround the developed city, providing for a self-sufficient and selfgoverned entity.”

THE EARLY AMERICAN DREAM The American Dream, defined

by Cal Jillson in Pursuing the American Dream, is “a shimmering vision of a fruitful country open to all who come, learn, work, save, invest, and play by the rules.” [Jillson, 2004].

Over the years, the definition of the American Dream has changed.

In the 18th and 19th centuries, the American Dream was forty acres and a mule. The shift changed in the early 20th century from an agricultural ideal to a suburban ideal. In the 1920’s, the factory jobs caught up to the agricultural jobs signaling the shift to the new industrial economy based primarily in metropolitan areas.

(Source: Leinberger, Christopher B.)

POST WORLD WAR II AND URBAN SPRAWL “The built environment represents 35% of the assets of the American economy which is the largest single asset class” as shown in the graph on the facing page [Roulac Global Places, LLC]. After World War II, walkable cities became old fashion and were not what the veterans and home-front families wanted. The American dream began to transform.

Cities were justifiably becoming more dangerous and dirty places during the nineteenth century. It was in the early twentieth century that the changing definition of the American Dream began to transform from agricultural to suburban.

The “American Dream” of a single-family home with a big front yard and the low emphasis and investment in public transit have become just a couple of the challenges faced to make the Garden City ideals a constructive and more prevalent influence in shaping the urban

developments in the United States. Despite the selective interpretation by American planners and architects of the Garden City, the ideals have continued to guide new development within the United States. A greater focus has been placed on identifying proper densities and mix use to appropriately support transit rider-ship after looking at successful transit systems as well as limitations found in early transit-oriented development (TOD) attempts in the U.S. TOD has moved beyond Greenfield developments and more frequently sees application as an infill approach both in urban and more suburban contexts.

In the early twentieth century the changing definition of the “AMERICAN DREAM� began to transform from agricultural to suburban.

(Source: Shapiro, Ari)

ONE MAJOR DIFFERENCE BETWEEN THE NEW URBANISM IDEOLOGIES AND THOSE ADOPTED BY THE GARDEN CITY MOVEMENT IS THE WAY THAT THE TWO MOVEMENTS ADDRESS THE RELATIONSHIP OF THE AUTOMOBILE AND THE PEDESTRIAN.

(Source: Mostafavi, Mohsen)

NEW URBANISM New Urbanism has three major components that mirror garden city ideas: 1) developments should form compact, walkable neighborhoods (approximately ¼ mile in diameter); 2) a diverse mix of uses (civic, residential, commercial, recreational) should exist within close proximity, as well as a diversity of housing types; and, 3) open spaces, including parks and greenbelts, should exist within 10 neighborhoods and civic buildings should be sited in prominent locations [Parsons & Schuyler, p. 185186].

One major difference between the New Urbanism ideologies and those adopted by the Garden City movement is the way that the two movements address the relationship of the automobile and the pedestrian.

Though both encourage pedestrian activity, New Urbanism abandons the Garden City idea of complete separation of automobile and pedestrian and also promote the use of a more urban street grid system. It is this formalization of geometries in plan that most clearly distinguishes the New Urbanism approach from that of the original garden city movement. Similar to other American manifestations of the Garden City principles, New Urbanism developments have left Howard’s social concepts, trying to abandon the collectively owned lands and agricultural/economic selfsufficiency.

The Transit-Oriented Development is one approach of the New Urbanism movement. Peter Calthorpe is primarily credited for the idea in the 1980’s. TOD pushes the development of small, walkable communities, of higher densities than the traditional suburban community. It provides a variety of housing types, with commercial, civic, and business centers located within 1/4 to 1/2 mile of a transit stop [Kelbaugh, pp. 128-131].

Planner Alex Krieger points out that though the New Urbanist goals are commendable, they have done very little to meet their goal of controlling urban sprawl and creating diverse neighborhoods. Instead, Krieger argues that, at the expense of urban centers, the New Urbanist developments have continued to preserve and validate the low-density residential developments. The developments created unconnected and expensive neighborhoods that come with the gloss of “urbanism.” Krieger’s main critique was centered on the lack of density, failure to create useful public transportation connections, and the relative expense of real estate costs.

(Source: 3 Civic Plaza)

TRANSIT-ORIENTED DEVELOPMENT IS THE EXCITING, FAST GROWING TREND IN CREATING VIBRANT, LIVABLE COMMUNITIES.

WHY TRANIST - ORIENTED DEVELOPMENT? The new American Dream is being shaped by the changing demographics happening throughout the United States. It is estimated that over 1,500,000 baby boomers will be heading in retirement every year between 2012 and 2020. Younger people are starting their families later, and families tend to be smaller, changing the American norm. What Americans are saying they want is changing along with the demographics. Studies during the 1980s and 1990s, known as trade-off studies, have shown that a significant number of Americans want something different than the standard driving products that the suburbs are geared to provide.

Walkable places have proven to be more desirable than drivable suburban places.

Evaluation of the advantages and the value of creating TOD requires distinguishing the difference between the concepts of the mere adjacency to transit opposed to being transit “oriented�.

Though mass transit requires a large public investment, it balances against other, usually unrecognized, economic, social, and environmental costs associated with the current state of suburban sprawl that permeates our culture.

Current TOD practice focuses on increasing land value, transit ridership, and quality of life issues by providing a mix of densities, uses, and users that will maximize the return on the investment. In order to understand these considerations, a true look at all costs of sprawl is essential. Distinguishing between the cost and price of how we create our built environment informs the choices we make.

We tend to think that the price of commuting by car might be limited to the dollars spent for gas, insurance, maintenance, and financing the car, but the cost also includes public taxes and subsidies for building and maintenance of the roads, supporting the auto and energy industries, consists of environmental degradation caused by burning fossil fuels, loss of time from family, and the mental and physical stress caused by frustrations of commuting congested roads.

(Source: Chon, Dok)

CHAPTER02: WHY TRANSIT-ORIENTED DEVELOPMENT?

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MILLENNIALS ARE DRIVING LESS THAN PREVIOUS GENERATIONS

AfterAfter a 60ayear 60 ye bo in the in United the United Stat returning returning to previ to p

THE FUTURE OF DRIVING SCENARIOS OF FUTURE VEHICLE MILES TRAVELED 5,000,000

4,000,000 2013

3,000,000

2,000,000

1993

1995

2002

2009

2016

2023

ear oom, boom, driving driving is onisthe on the decline decline tes, States, and and no likely no likely scenario scenario shows shows it it previous ious trends trends

GOVERNMENT SEES: A CAR-DEPENDENT FUTURE

(VMT)

The U.S. Government’s official forecasts envision an increase of 44% to 67% in miles driven by 2040 - a return to steady increases in annual driving.

“Conditions & Performance.” US Dept. of Transportation 2010 “Paying Our Way,” Ntl. Surface Transportation Infrastructure Fincancin Comm. 2009 “Annual Energy Outlook 2013,” U.S. Energy Infromation Administration Actual Vehicle miles traveled

RECENT TRENDS SUGGEST: A NEW DIRECTION Using the latest data, we developed three possible scenarios for the future of driving. Americans are already driving less, and will likely continue to drive less than was predicted just a few years ago.

BACK TO THE FUTURE SCENARIO: the recent decline in driving is just a blip that will revert to peak levels and grow with population.

ENDURING SHIFT SCENARIO: the recent decline in driving represents a real change and today’s habits will continue into the future.

ONGOING DECLINE SCENARIO: the recent decline in driving is the beginning of a deeper change in transportation patterns.

2030

2037 (Source: A New Direction in Driving Trends)

ECONOMIC BENEFITS Suburban sprawl is largely due to the government subsidies given to the development of communities. As much as 40% of the costs of building and maintaining roads comes from taxation sources outside of taxes and fees generated from the actual vehicle use (i.e., gas taxes, registration fees, etc.). [Kelbaugh, p.31].

The larger society bears the costs associated with individual driving decisions. Automobile travel (generally recognized as one of the least safe methods of travel) results in deaths and injuries that add another unseen cost to our decision of how to travel. Finally, typical suburban development results in unneeded duplication of infrastructure and services.

Three factors contribute to the economic advantages of walkable urbanism. First, urban living is more appealing for young “creative�. Second, massive demographic is becoming more dominant in the pro-urban population and creating a spike in demand for walkable. Third, walkable living generates considerable savings which are spent locally.

(Source: Robert Wood Johnson Foundation)

(Source: Ravani, Kajal, and Liz Treutel)

SOCIAL BENEFITS

of roads and increase of time spent in the car (whether commuting or running simple errands) decreases the time available for spending with our families and for interacting with our community.

committees chaired, fewer petitions signed, fewer church services attended, and so on.”

The suburbs, besides resulting is a On the opposite side of that, segregation of use, has commonly Dan Buettner, the charismatic resulted in a segregation of races National Geographic host and and socio-economic classes. The bestselling author of The Blue typical suburban community favors Zones: Lessons for Living development towards single-family, Longer from the People Who’ve multi-bedroom homes. A misallocation Robert Putnam, in his book Lived the Longest (2008), of buildings in a society that includes Bowling Along (2000), states learned from his travels that the an ever decreasing representation of that “each ten additional number one solution is to “move families with children result is the minutes in daily commuting naturally.” He explains, “Rather segregation of families because these time cuts involvement in than exercising for the sake of communities provide opportunities for community affairs by ten exercising, try to make changes multiple generations of families to find percent – fewer public to your lifestyle. Ride a bicycle appropriate housing choices within the instead of driving to work.” same community. Finally, the congestion meetings attended, fewer

(Source: Street Life | Yerba Buena a Community Design Initiative)

ENVIRONMENTAL BENEFITS Walking, bicycling, and mass transit alternatives comprise well under 10% of average national choice for how to travel. These decisions have been dictated by our allocation of transportation resources and how to develop land. Americans utilize resources at a rate of four times our representation in the global community. A current movement towards building efficiency seeks to lighten the impact.

ENERGY UTILIZATION FOR TRANSPORTATION MAKES UP 3X THE ENERGY UTILIZED IN BUILDINGS IN THE TYPICAL SUBURB. Increases in the number of vehicles and the number of miles traveled has far exceeded the increase in automobile fuel efficiency. This suggests that a reorientation towards more fuel efficient mass transit options could greatly effect energy usage. Environmental cleanup and the negative health effects from our polluted environment comprise costs that rarely appear in the price of our development decisions.

(Source: Ding, Yu, Melissa How, and Kees Lockman)

When it came to carbon footprint, researchers use to believe that the more dense cities had larger carbon emissions that rural communities. Studies were done measuring carbon per square mile. New ways of thinking began to challenge the idea of how carbon footprint should be measured, and ask the questions relevance or if there is a more meaningful way to interpret the data. Newer studies have begun to compare carbon emission per household rather than per square mile. This inversed the previous studies results. Researchers began to find that more dense cities actual have a smaller carbon footprint than rural suburbia.

This form of study does have some limitations. The biggest is that they only show CO2 from household automobiles [Speck 2012, p.52]. This limitation is actually useful because it causes us to confirm that the automobile is not only the single greatest contributor to our total carbon footprint, but also a reliable predictor of that total. It is also useful because it is a much less pressing issue to limit our greenhouse gas emissions than our dependency on foreign oil.

(Source: Teh, Kelly, Public Transportation)

(Source: How Urbanism Slows Global Warming)

50% to 80% reduction in emission is needed by 2050 to limiti global warming to 40F.

95% of all transporation related greenhouse gas emissions com from CO2

Transportation is the second largest source of U.S. greenhouse gas emissions; the electric power industry is number one. The focus here is transportation because as an individual, it is the sector in which you have the most control

(Source: Teh, Kelly, Commuting Statistics)

HEALTH BENEFITS

(Source: Better Transporation Options = Healthier Lives, 2012. RWJF

WHAT IS IMPORTANT IS THAT MOST OF THE RESIDENTIAL, COMMERCIAL, AND EMPLOYMENT DENSITY WITHIN A COMMUNITY IS CONCENTRATED WITHIN A RELATIVELY SHORT WALK OF FREQUENT TRANSIT.

(Source: Portland Oregon Night - Human and Natural)

ELEMENTS OF TRANSIT-ORIENTED DEVELOPMENT (Source: Layout and Orientation of a Building)

COMPACT

Residential and job density is required to support different levels of transit services. The most common TOD practice is having at least six units per acre in residential areas and twenty five per acre in a commercial center. Creating an appropriate density will support a sustainable transit ridership and cost effectiveness, while supporting the vitality of walkable, mixed use, neighborhoods.

MIXED-USE

The traditional zoning practice is to separate uses to prevent the inconveniences and annoyances of industrial and residential properties being next to each other. This has created a need of frequent driving for routine trips. By allowing mixed-use development, businesses, restaurants, and residents are located on the same block, creating a live, work, play environment within the neighborhood. Planners often use form-based code to promote mixed-use, walkable communities. This emphasizes building form and their relation to each other over the particular building uses.

(Source: Katz, Peter, and Steve Price)

ACCESS TO MASS TRANSIT

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

(Source: Better Transporation Options = Healthier Lives, 2012. RWJF

CHAPTER02: DESIGNING A TRANSIT-ORIENTED DEVELOPMENT

(Source: Transit Revitalization Investment District (TRID) Master Plan)

FOUR TYPES OF WALKS

(Source: Roberts, Jason)

THE USEFUL WALK

The automobile is the servant that has become the master. It has been the dominant factor in shaping American cities. The role of the car in communities needs to be regulated for pedestrian activity. This regulation takes form in numerous ways, including complete streets, public transportation, and pushing buildings to the street edge. For people to choose to walk, the walk must serve some purpose. Mixed use development places the proper balance of activities within walking distance of each other. Walkable neighborhoods can survive without public transportation but is completely necessary for walkable cities.

People that live in a city want to have access to everything that city has to offer. If most of those things cannot be accessed via public transport, then people are forced to buy cars and the automobile-dominant city returns. “When more than a quarter of workers take transit, more than 10 percent go on foot.

When fewer than 5 percent take transit, fewer than 3 percent go on foot�

[Freemark 2010]. It isn’t just that transit users walk more, but that nontransit users also walk more in cities that are shaped around transit.

(Source: Managing Public Space)

THE SAFE WALK

This is the most straightforward of the four types of walk. There is more parts in this walk than in the others, that include block size, lane width, turning motions, direction of flow, signalization, roadway geometry, and a number of other factors that all determine a car’s speed and pedestrian’s likelihood of getting hit. When these parts are done right, the city is not only a safe walking city but a bike-able city as well. The bicycle survives in pedestrian-oriented environments.

THE COMFORTABLE WALK

The way spaces are shaped is perhaps the most counterintuitive discussion in planning, and most often gotten wrong [Speck 2012, p.72]. Open spaces and great outdoors are enjoyed by most people.

On the other side, a sense of some kind of enclosure is needed to feel comfortable. Public spaces can only be as good as its edges.

Like transit, trees are good but are either used improperly or not implemented at all.

(Source: BRT Do Dudu E O Metrô De Curitiba)

THE INTERSTING WALK

Lively streetscapes have three main enemies: parking lots, drugstores, and star architects [Speck 2012, p.72]. Just because a street is walkable does not mean that it is the most interesting path. Because of this, the walkable core should be carefully considered for the size and location so that resources aren’t spent where pedestrians will never use it.

(Source: Top 10 Walkable U.S. Cities)

(Source: Huntley’s Point Wharf)

(Source: Naparstek, Aaron, Sunday Afternoon Traffic)

CHAPTER03: CASE STUDIES

(Source: Discover Excursions)

PARRAMATTA, SYDNEY, AUSTRALIA Most workers employed in Sydney’s Central Business District (CBD) travel by public transport: around 46% use trains, 22% buses and ferries, 7% walk or cycle and just 19% travel by car [Christie 2010, p. 1420]. Sydney has no overall public transport operating agency, although there was a short-lived Public Transport Authority in the 1970s. Services are delivered by a range of public and private sector entities, with the Department of Transport and Infrastructure responsible for overall coordination [Mees 2011, p 8]. The public agency TSydney Buses operates services in the inner suburbs while many middle and outer suburban area’s services are provided by private institutions.

For decades, these firms planned their own services with the Department’s role confined to regulation and payment of public subsidies, but increasing financial problems led to new arrangements in 2006, under which private bus operators are now paid as sub-contractors to the Department [Mees 2011, p 8]. Other players in public transportation are the Independent Pricing and Regulatory

CITY SPACES AND STREETS

Tribunal (IPART) and the Independent Transport Safety and Reliability Regulator (ITSRR). The IPART assesses fares and regulatory issues while the ITTRR is responsible for regulating safety and other issues on the state-wide rail system.

Parramatta City is located in Sydney’s western suburbs.

The city is a predominantly established, residential, commercial and institutional municipality with a diverse range of housing stock and residential neighborhoods [Parramatta City Council]. The CBD area is one of the earliest settlements and acted as a major commercial hub for western Sydney. Parramatta has become more attractive in recent years due to the access to employment, education, and access to transport. The population of Parramatta City is estimated to be around 179,163 as of 2013 according to the Parramatta City Council Population Forecast. The graph shows the influx of patrons from surrounding Local Government Areas for live, work, play.

CITY CULTURE, ENTERTAINMENT, AND RECREATION

STREET-SCAPING

CITY ACCESS:C PUBLIC TRANSP

The big “take-away” from Parramatta is that anchors are strategically placed throughout the area in order to activate the entire area rather than a “build it, and they will come,” sort of mentality. Some streets are specifically designed for pedestrian use only. The streets are also narrower. This creates slower automobile traffic, making it safer for pedestrians to walk where they would like.

All buildings along the main corridors are designed for mixed-use, with retail along the bottom and residential on top levels. Instead of the transit station being at the center of the community, all streets running north-south feed into the transit station that is also connected to the Westfield Mall. Here, community members are able to travel to other areas of the greater Sydney Region.

(Source: Parramatta Migration Diagram)

:CITY ACCESS: PEDESTRIAN SIT NETWORK

(Source: City of Sydney)

PARRAMATTA TRANSPORT INTERCHANGE

(Source: Boardman, Brett)

(Source: Parramatta Railway Station)

(Source: Parramatta Transport Interchange Lower Concourse)

• INTERCHANGE IS PLACED NEAR CITY CENTER • PEDESTRIAN PICK UP AND DROP OFF IS SEPERATE FROM MAIN ROAD • SHOPPING MALL IS LOCATED DIRECTLY ADJACENT TO BUS STOP FOR WALKABILITY • THROUGH BELOW GRADE CONCORSES, PEDESTRIANS HAVE SAFE ACCESS ACROSS THE BUS INTERCHANGE TO THE MALL AND TRAIN STATION • TOWN HISTORY AND CIVIC PRESENCE IS PRESERVED THROUGH THE BUILT ENVIRONMNET (Source: Parramatta Railway Station)

(Source: Keene, Greg)

PORTLAND, OREGON, USA The Goose Hollow District in Portland, Oregon, is predominantly urban residential, transit-oriented, community located on the western edge of Central City between Washington Park and downtown Portland [Goose Hollow District Design Guidelines, p.13]. Goose Hollow encompasses three stations that are surrounded by mixed-use developments with pedestrian amenities.

Each station has its own identity. Two stations are characterized by urban plazas and special day-lighting features, creating important activity centers. Green parks are pocketed in dense mid and high-residential developments that surround the station, creating neighborhood play spaces. The design of the Goose Hollow District Station aims to reach the following goals [Goose Hollow District Design Guidelines, p.15]: •Encourage urban design excellence in the Central City.

•Integrate urban design and preservation of heritage into the process of Central City development.

•Enhance the character of Portland’s Central City districts.

•Promote the development of diversity and areas of special character within the Central City.

•Establish an urban design relationship between the Central City districts and the Central City as a whole.

•Provide for a pleasant, rich and diverse pedestrian experience in the Central City.

•Assist in creating a 24 hour Central City which is safe, humane and prosperous.

•Assure that new development is at a human scale and that it relates to the character and scale of the area and the Central City.

(Source: Go By Streetcar)

(Source: Portland YLG Leadership Team)

PROPOSING A TRANSIT-ORIENTED DEVELOPMENT FOR SPRINGFIELD, MISSOURI

(Source: Freedom Photography)

(Source: Springfield Then and Now)

CHAPTER04: TRANSIT-ORIENTED DEVELOPMENT FOR SPRINGFIELD

THE HISTORY OF THE CITY OF SPRINGFIELD Though the geographic location of the city is in the middle of the country, it has also found itself to be in the center of history. From the Louisiana Purchase to the Civil War, from the railroad to the famous Route 66 – it all happened here and made Springfield what it is today [Springfield Missouri Travel & Tourism].

The St. Louis-San Francisco railroad appeared in Springfield on April 21, 1870, creating a new city, North Springfield, with Commercial Street as its downtown. Seventeen years later the railroad brought commercial and industrial diversification that

strengthened the City of Springfield when the two towns merged in 1887.

Springfield became distinguished as the origin of Route 66 in April 1926.

In 1938, the Route 66 became the first completely paved transcontinental highway in America—the “Mother Road”—stretching from the Great Lakes to the Pacific Coast [www. springfieldmo.org].

Parts of the “Mother Road” can still be seen in downtown Springfield. The Historic Route 66 borders downtown Jordan Valley, mixing Springfield’s past with the future. The road that once

was to be the east/west thoroughfare for travelers in a hurry to get their destinations now serves sightseers who take a more relaxed pace [SpringfieldCVB].

As the City of Springfield began to grow, the early “American Dream” of suburban living, began to influence the shaping of the city, with retail corridors being built along major roads. The four major highways along with the Springfield-Branson Airport, makes Springfield easy to access, with plenty of opportunity to grow.

GROWTH TRENDS

As Springfield, Missouri contiues to grow, the current growth trends should be updated to prevent urban sprawl. According to Springfield’s Comprehensive Plan, Vision 20/20, there were three conceptual, alternative growth patterns studied. The first, the City of Springfield could continue its development south. This alternative growth trend becomes detrimental to the continuing growth of the community. By continuing development south, the automobile becomes more depended on from people living on the north.

The second alternative is almost opposite of the current trend. The plan is to grow intrinsically, creating a denser city. This alternative is on the right path but still doesn’t offer solutions to creating a better quality of life through walkability.

The third alternative combines the first and second but with a more balanced development to the north, east, and west relative to the south.

This alternative allows great opportunity for growth and implementation of TOD practices for creating a more stable community. As the city continues to grow, implementing TOD practices will help to control the already problematic urban sprawl.

(Source: Burden, Dan)

VISION Walkability can happen on many scales from neighborhoods to corridors, from city to region. Major cities tend to do each of these well. This thesis will explore how major cities become more walkable through transit-oriented development and public transportation, and apply the same principles, to a smaller scale, in the City of Springfield, Missouri. The master project will look at three ratios of creating a more walkable city. First, there will be an exploration of the urban design of Springfield to implement TODs in pototential locations and creating a BRT system that serves the entire city more efficiently. Second, this thesis will delve into designing a single TOD at a location that will become a model of future TOD locations to be phased into the city planning. Finally, designing a transit station within that TOD to promote and encourge ridership and creating a more walkable city.

Currently, most retail and other businesses are set up along major roads creating corridors with consentrations of businesses at some intersections. This setup creates

opportunities to rethink the public transit system and destintination as potential TODs. Creating a Bus Rapid Transit (BRT) system that acts as a fast mode of transportation between these destinations will provide an option for pedestrians to park at one place and use public transit to commute between TODs throughout the city.

The BRT System would run more frequently with less stops between destinations creating a more efficient mode of transportation for pedestrians. The idea is that a TOD is planned so that people can live, work, and play in the same community without having to commute across town for daily needs and if they do need to cross town, the BRT System will allow for a more enjoyable commute option. As the City of Springfield begins to grow, planning for TODs in strategic areas can create a more walkable city allowing people to use the alternative transportation to commute where they need to go. Current potential and future TOD zones should be phased to meet the pedestrian needs rather than automobile as diagrammed on page xx.

OBJECTIVES The transit station becomes the center of the community.

Increase mobility choices, including the option to walk, bicycle, drive and take transit more easily to more destinations.

Reduced household transportation costs, including the option to own fewer cars and take more trips by cheaper modes such as walking.

Ability to live, work and shop within the same neighborhood.

Better health and public safety, including reduced pollution-related illnesses, increased physical activity, and reduced traffic accident.

Higher productivity of employees through reduced stress factors and useable commute time.

Create the transit station as the civic presence of the community.

(Source: Yabe, Yoshihiro)

Collector Road Secondary Artery Primary Artery

Expressway Freeway

Future TOD ExistingUrban Development Central Business District

SITE ANALYSIS

Springfield is a growing city. Most urban developments are along major street corridors. The city’s current plans have created a sprawl situation in which the automobile is king.

For people to get anywhere, even to the store next door, they would need to jump in their car to get there. Having all retail along these major corridors have created an unbalanced city growth with most of the retail on the south side while the low-income families are pushed to the north side.

The design of the City of Springfield is primarily for the automobile with wide streets and big parking lots in front of each building. The condition is unsafe and unpractical for pedestrians to walk from one place to the next because they would have to walk across a big parking lot or cross major roads to get to another place.

1/2

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a ile r

Currently, there is a bus system that serves the city. Most complain about the route and frequency of the schedule to each stop, only providing access once every hour; and the only transfer seems to be at the downtown hub. With the already existing wide lanes and implementation of TOD stations, a more efficient bus system can be implemented, providing an alternative transportation method.

There are many opportunities to implement TOD practices at key locations already determined by current retail corridors.

As the city continues to grow, additional TOD stations can be implemented in key growth locations to provide a live, work, play community.

LOCATION The City of Springfield has many opportunities to begin to implement TOD practices and improve public transportation and its rider-ship.

For this thesis, I will be looking at the one mile corridor along Kansas Expressway, North of Kearney, to service the surrounding community.

The goal is to provide a more balanced growth for the city and improve the quality of life on the north side.

The proposed site is also bordered by a highway to the north. The two expressways to the south provide a great opportunity for connection of the proposed BRT System.

At the beginning phase of this project, the BRT would connect the proposed TOD station to downtown Springfield by Kansas Expressway and Chestnut Expressway. The BRT Station at the proposed site would become the “center� of the TOD to activate the region.

CONCEPT DESIGN TRANSIT STATION AS OBJECT TRANSIT STATION AS URBAN BRIDGE TRANSIT STATION AS MIXED-USE GATEWAY

TRANSIT STATION AS OBJECT

This axon shows the station being the object buiding in a round plaza along Kansas Expressway.

By placing the station directly on Kansas Expressway, it creates a “urban boulevard� to serve as a gravity center. The station also becomes a visual marker as the center for motorist, who travel along Kansas Expressway. The south side of the development provide mixed-use commercial, office and residential buildings at a density significantly higher than what is normally found in a suburban setting. The southern most buildings are slightly more heavily weighted towards office development. The area to the north operates slightly less dense than the north side and is mainly a residential zone with a residential square and park. The entire area will be serviced by a structured car park.

office retail

office transit station

retail

residen

reta

ntial

ail

High Density Commercial

High Density Residential

residential

residential

retail

retail

residential

office retail

office transit station

TRANSIT STATION AS URBAN BRIDGE Much like the last one, this concept keeps the urban boulevard to but uses the TOD to “bridge� surrounding communities instead of being divided by the freeways passing through it. The freeways can keep the traffic flow by moving under the development to pass through. The mixed-use project also acts as an anchor in the TOD that draws community members. The bridge element is mainly used by pedestrians creating a plaza surrounded by buildings and centered by a transit station. The transit station allows for the BRT system to be easily accessed by the entire community, yet be seperated by the freeways, providing a safer connection of the community.

office residential

retail

retail

retail

residential

retail

High Density Residential

High Density Commercial

residential

residential

retail

retail

residential

High Density Residential

office transit station

retail

office residential

retail

retail

tran

TRANSIT STATION AS MIXED-USE GATEWAY This design conceives the station to be a mixed-use gateway that contains retail and the transit station in one building. The two towers would indicate the location of the transit station within the TOD. The station would sit along Kansas Expressway and becomes the gateway to an urban square surrounded by other mixed-use buildings with restraunts and small shops. as with previous concept designs, areas to the south is predominantly mixed-use buildings with higher densities of commercial use; and the area to the north is less dense and caters to residential living.

office residential

residential

retail

retail

transit station

High Density Residential

office retail

nsit station

High Density Commercial

office retail

residential retail

TRANSIT STATION AS CENTER OF COMMUNITY AND CIVIC PRESENCE A transit station is a place where people can shop, get coffee, spend time with friends, eat, work, and live. The transit station becomes an active part of the community, generating revenue and promoting a healthier lifestyle.

The transit station will provide a sense of place by creating identifiable architecture and important site lines. The use of form-based codes will begin to shape the identity of the TOD. The station should serve to highlight the importance of transit and give a civic presence that lacks in a suburban context. The building might still have a mixture of uses, but the scale that highlights its main use as transit should be prevalent.

Recognizing the stations role as part of a larger mixed-use project creates a role for the station to be a part of the urban fabric. The station can still have a large civic presence when placed in a mixed-use building at a slightly larger scale. Then the entire building can act as a focal point for the entire development instead of just the station. The retail at this particular building should house anchors that will draw the community, and might include restaurants, Movie Theater, or grocery store. Also, by creating a figural element within the design of the building that gives hierarchy to the transit entrance, can emphasize the civic nature of the station.

(Source: Jeager, Eric)

Low-Density Residential

High-Density Residential

Major Employment Center

Central Business District

Park-and-Ride Lot

Transit Center

Typology

Large retail/office development adjacent to station or in close proximity, such as major federal complex, regional shopping mall, or major hospital

One or multiple apartment/condo residential complexes

x

x

residential within defined local neighborhood with potential smaller-scale apartment/condo complex

Street-side retail and/or office development

x

x Single-family

Separate park-and-ride without major bus transfers

x

to rail transfer Metrorail or MARC Station x Bus to bus transfer – at other than Metrorail/MARC station

x Bus

Development at Station

Single-family residential

pedestrian access given level of sidewalk development; bike facilities could focus on major access roadways x Pedestrian access could be circuitous without street grid; bikes normally share street with traffic x

x Minimal shelter x Bike racks x Possible on-board

bus

fare collection

x Moderate shelter x Bike racks x Connections to local

x Local

3

x Substantial shelter x Potential for shared-use parking x Potential for some station facilities

Pedestrian/bicycle connections will be dependent on the form of the development – if in suburban environment, could have circuitous access in some locations x Good

of shelter pending level of development/major attractors around station x Possible integration into adjacent plaza x Street-side bus access – connection with local bus service

Normally lower-density single-family residential

x Size

Focus on sidewalk accessibility; bike facilities could be limited due to downtown traffic conditions – exclusive bike facilities desired

x

dedicated park-and-ride lot (typically greater than 200 spaces) x Substantial shelter x Other station amenities pending level of parking development

shared with development transit circulator for large scale developments

x Larger

Multiple bus bays Kiss-n-ride area Potential shared facilities with rail - platform/ticketing/passenger information/bike racks/security system x Park-and-ride lot (associated with rail) x x x

Basic BRT Station Provisions

More limited with limited surrounding development; focus on major access roadway

x

x

x

added higher density land uses in support of major development, typically supporting retail, office, and higher density residential

x Normally

area of suburban community – mixture of retail, office and higher-density residential; meets minimum BRT density threshold for employment

x Downtown

lower-density development

If residential or mixed-use around station, good street connectivity and pedestrian/bicycle treatments

Could be any land use type or density x

Pedestrian/Bicycle Connections

Development within 1/2Mile Station Area

x Normally

x

Table 1: Characteristics of Station Land-Use Typologies

TRANSIT STATION TYPOLOGIES Transit stations have many different typologies depending on various locations and land-use types for the area. The stations area in assessing the land-use type is usually immediately adjacent to and within one-half mile of an identified transit station. There are many land-use types, but six major typologies are: • • • • • •

Transit Center Park-and-Ride Lot Central Business District Major Employment Center High-Density Residential Low-Density Residential

This thesis will primarily focus on a Bus Rapid Transit (BRT) system as an initial step for implementing TOD in Springfield. Table 1 identifies the basic characteristics of the different BRT station areas related to the six land-use types.

(Source: Net Density)

(Source: Woodhead)

(Source: Otto and Partner)

BUS RAPID TRANSIT (BRT) SYSTEM The City of Springfield currently has a bus transportation system in place that is inefficient and unsupportive for most destinations. To ride the bus now, you would have to wait at bus stops, as they only run every hour, and make many transfers just to get across town.Implementing TOD stations along with a more efficient BRT system will provide an alternative transportation method. Since most people will walk a 1/2 mile to a transit station, implementing key TOD’s around Springfield and then creating a BRT system that runs between each TOD will create a more efficient transit system, which will promote rider-ship.

The BRT should be set up to run between TOD’s with less frequent stops inbetween.

The idea is that each TOD is within a reasonable walking distance from pedestrian’s final destination. Parking may be provided at each TOD. To provide fast transportation between destinations, the BRT should have its own designated lanes as not to get caught in traffic. Though some automobile lanes may be used to provide this, as rider-ship goes up, because of an efficient BRT system, traffic should decrease in these lanes. This will also provide an incentive to take public transportation as it will be able to get you there more efficiently.

Between TOD’s, bust stations can be strategically placed in order to promote more rider-ship. Though buses do not have to stop here every time, when a rider would like to stop at the next station, they will be able to notify the driver.

(Source: Carris)

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Huntley’s Point Wharf. Digital image. The Red Bike. N.p., 2 June 2013. Web. 03 Nov. 2013. <http://redbikemap.wordpress. com/tag/bike-route/>.

Naparstek, Aaron. Sunday Afternoon Traffic. Digital image. Streetsblog.org. N.p., 22 Nov. 2006. Web. 03 Nov. 2013. <http://www.streetsblog.org/2006/11/22/happy-holiday/>.

Discover Excursions. Stroget, Copenhagen, Denmark. Digital image. DiscoverExcursions Blog. N.p., n.d. Web. 03 Nov. 2013. <http://discoverexcursionsblog.com/what-to-do-in-copenhagen-denmark/>.

City of Sydney. George Street with Trams. Digital image. Transport Sydney. N.p., 10 Apr. 2013. Web. 03 Nov. 2013. <http://transportsydney.wordpress.com/category/transport/page/3/>.

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Edwards, Gareth. City End of Parramatta Railway Station. Digital image. Wikimedia. N.p., 12 Jan. 2012. Web. 03 Nov. 2013. <http://commons.wikimedia.org/wiki/File:Parramatta_railway_station_with_Sydney_Water_building_behind.jpg>.

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1

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