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A Model Housing Transportation Plan, Coordinating Housing and Transportation
A Model
Housing
Transportation
Plan
Coordinating Housing
and Transportation
U.S. Department of Housing and Urban Development | Office of Policy Development and Research Visit PD&R’s website
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A Model
Housing
Transportation
Plan
Coordinating Housing
and Transportation
Prepared for
U.S. Department of Housing and Urban Development
Affordable Housing Research and Technology Division Office of Policy Development and Research
Prepared by
Newport Partners, LLC.
Kimley-Horn and Associates, Inc.
June 2012
Acknowledgments
The development of the model housing transportation plan for the selected site in Overtown in the City of Miami was the result of a collaborative effort by the U.S. Department of Housing and Urban Development (HUD), Newport Partners, LLC, and Kimley-Horn and Associates, Inc.
Throughout the process, there were individuals from HUD whose input and guidance contributed significantly to the plan’s design, content, and quality. The planning team would like to thank the following HUD staff for the time and effort they contributed to this project:
• Luis F. Borray, Architect, HUD Office of Affordable Housing Research and Technology
• Regina C. Gray, Program Coordinator and Research Analyst, HUD Office of Affordable Housing Research and Technology
• Edwin Stromberg, Program Manager, HUD Office of Affordable Housing Research and Technology Upon being selected as the chosen city for this project, there were several officials from the City of Miami that were instrumental in helping select an available site and leading the effort to gather community stakeholders from local housing, redevelopment, and transportation agencies and organizations. The planning team would like to recognize the following individuals for their contribution to this project:
• Alfredo Duran, Deputy Director, Department of Community Development
• Jose Gonzalez, Assistant Transportation Coordinator, Office of the City Manager
• Colin Worth, Bicycle Coordinator/Special Projects Assistant, City of Miami Capital Improvements Program
• Pieter Bockweg, Executive Director of the Omni and SEOPW CRA
• Clarence Woods, Assistant Director of the SEOPW CRA Disclaimer
The contents of this report are the views of the authors and do not necessarily reflect the views or policies of the U.S. Department of Housing and Urban Development or the U.S. Government.
iii
A Model Housing Transportation Plan
Executive Summary
The purpose of this study was to bring
downtown Miami and near employment
transit-oriented development planning
centers including the medical district, the
together with affordab le housing
port of Miami, the entertainment district
planning through the development
and city and county government buildings.
of an implementable Model Housing
Currently, most people traveling to the
Transportation Plan. The plan, with input
employment centers come by car from
from local, regional and federal planning,
Miami-Dade and Broward counties. A recent
housing and transit agencies and other
article cited Miami as one of the worst cities
stakeholders, is unique to the site for
in the nation for renters (Brennan, Morgan.
which it was developed; however, it is
“The Best and Worst Cities for Renters,”
intended to serve as an illustrative model
6/8/11, Forbes.com). As a result of all of
for planning professionals, community
these factors, this station area presents an
advocates and community-based
opportunity for quality urban growth in the
organizations in other jurisdictions with
City of Miami that fits within the regional
similar contexts. It endeavors to advance
context.
the nation’s understanding of the need
for affordable housing near transit and to
Through collaborative discussions during
promote strategies and tools to empower
a planning workshop and following the
stakeholders to implement housing
Mixed-Income Transit-Oriented Development
transportation station area plans that benefit
(MITOD) Action Guide (Reconnecting
the entire region. And finally, it seeks to
America and the Center for Transit Oriented
demonstrate how federal agencies, such as
Development), the team identified the
the U.S. Department of Housing (HUD) and
needs of the community and designed a
the Federal Transit Administration (FTA) can
plan to serve as a catalyst for continued
work together to support local and regional
development and revitalization of the area.
efforts to develop coordinated housing and
The plan envisions mixed-use development
transportation plans.
throughout the station area with the highest
densities closest to the Overtown station. An
The study city for this planning effort is
interconnected network of pedestrian- and
Miami, Florida. The station area chosen
bicycle-friendly streetscapes, green and
for the plan is a ¼-mile radius around the
open spaces, and appropriate ground floor
Overtown Metrorail Station. This station
uses would create an environment that is
area encompasses a once thriving African-
engaging and supportive of restoration of
American neighborhood blighted by the
the neighborhood.
construction of highways and resulting
Urban Renewal of the late 1950s and
At the request of stakeholders, plans that
early 1960s. Unlike many transit-oriented
incorporated affordable housing were more
development studies, this station already
fully developed for two blocks within the
exists, and was designed for a much higher
station area. The first was a “maximum
volume of traffic than it currently serves. The
zoning plan” to test how much affordable
station area includes a fair amount of vacant
housing the newly adopted Miami-21
land and parking lots. I t is located next to
zoning ordinance would allow. The other
A Model Housing Transportation Plan
iv
is a “market plan” based on feedback
Under this strategy, local public/private
from local stakeholders. The market plan
partnerships would apply to the federal
reflects densities that stakeholders felt
partnership for funding to capitalize a
were realistic and marketable given the
rotating loan fund and then a consortium
context of the community. Both plans show
of lenders would agree to participate in
infill development that would bring people
partially funded projects. The Southeast
back to the neighborhood and could be
Overtown/Park West (SEOPW) Community
implemented with different housing options
Redevelopment Agency (CRA) could serve
to suit the needs of different populations – all
as a pilot to test the effectiveness of this
the while having convenient access to many
approach and to ensure that the Housing
of the city’s and region’s major employment
Transit Market Plan can be implemented.
centers and service destinations.
To enhance the possibility of successful
implementation, the city and CRA should
The real challenge presented in this study
also use Tax Increment Financing (TIF), the
is how to build affordable housing in an
bonus density available through provisions
underdeveloped inner-city neighborhood
in Miami 21 to increase site yield, and Low
within walking distance of an underutilized
Income Housing Tax Credits (LIHTC).
public rail station. The challenge for transit-
oriented development during a booming
housing market is to keep the long-term
rental and ownership costs affordable,
but in a time of high unemployment and a
depressed housing market, the greatest
challenge is financing to construct the
buildings.
To address this challenge, our recommended
strategy is to create a coordinated public/
private – national/local partnership for an
affordable housing trust fund to attract
local private development. The creation of
an affordable housing trust fund leveraging
Transportation Infrastructure Finance and
Innovation Act (TIFIA) funds, Transportation
Investment Generating Economic Recovery
(TIGER) funds, Community Development
Block Grants (CDBG) and HUD HOME funds
would reflect the goals of HUD and FTA to
support coordinated housing-transportation
efforts, while providing the seed money
needed to attract private local investment.
v
A Model Housing Transportation Plan
Table of Contents
Chapter 1: Introduction
1
Study Context
1
Mixed Income Transit-Oriented Development and How it Relates to Affordable Housing 1
Station Area Planning
3
Purpose of this Model Station Area Plan
5
Chapter 2: Setting the Context 7
Process 7
Regional Context
9
General Character of the Station Area
11
General Circulation and Transportation Character
15
Chapter 3: Gathering and Analyzing the Data
19
Introduction to Mixed-Income Transit-Oriented Development Guide 19
Existing Conditions Analysis
19
Mixed-Income Transit-Oriented Development Opportunities Analysis 26
Mixed-Income Transit-Oriented Development Strategies Analysis 29
Chapter 4: Modeling the Station Area Plan
31
Conceptual Station Area Plan
31
Site Specific Plans
34
Chapter 5: Summarizing Potential Strategies and Tools 55
Potential Strategies
55
Tools to Implement Strategies
57
Chapter 6: Conclusion and Recommendations for Implementation 61
Strategies, Actions, Policies, and Capital Investments Recommended to Support Implementation
61
Lessons Learned from the MITOD Process
62
Next Steps
63
Appendix: Planning Process Overview A-1
A Model Housing Transportation Plan
vi
Figures
Figure 1.1: Site Location
5
Figure 2.1: Miami-Dade County Metrorail and Metromover Systems 10
Figure 2.2: Selected Sites Vicinity
11
Figure 2.3: Overtown Station Area
12
Figure 2.4: Metrorail System Schematic
16
Figure 3.1: MITOD Process
19
Figure 3.2: Population Density by Block Group
21
Figure 3.3: Median Household Income by Block Group 21
Figure 3.4: Affordability Index
22
Figure 3.5: Housing Unit Occupancy by Block Group 23
Figure 3.6: Percent of Households Receiving Public Assistance by Block Group 25
Figure 3.7: Area Zoning
28
Figure 3.8: Miami 21 Permit Process Summary
29
Figure 4.1: Station Area Study Area
31
Figure 4.2: Parks, Open Spaces, Trails, and Green Streets 32
Figure 4.3: Street Network
33
Figure 4.4: Major Bicycle and Pedestrian Facilities 34
Figure 4.5: Maximum Zoning Plan
35
Figure 4.6: Market Plan
36
Figure 4.7: Looking Northeast (maximum plan)
38
Figure 4.8: Looking Southeast (maximum plan)
38
Figure 4.9: Maximum Master Plan
39
Figure 4.10: Ground Floor Plan (maximum plan)
41
Figure 4.11: Upper Floor Plan (maximum plan)
41
Figure 4.12: Vehicular Circulation and Parking (maximum plan) 42
Figure 4.13: Pedestrian and Bicycle Accommodation (maximum plan) 43
Figure 4.14: Zoning Maximum Plan Massing (looking southeast from NW 2nd Avenue/
44
NW 10th Street intersection)
Figure 4.15: Ground Level Open Space Plan (maximum plan) 45
Figure 4.16: Upper Floor Open Space Elements (maximum plan) 45
Figure 4.17: Cross Section Legend for Figures 4.18 to 4.20
46
Figure 4.18: Cross Section (A) along the 9th Street Pedestrian Mall, Looking North 47
Figure 4.19: Cross Section (B) along NW 8th Street, Looking North 47
Figure 4.20: Cross Section (C) along the Metrorail Alignment, Looking West 47
Figure 4.21: Zoning Maximum Plan Massing (looking northeast from NW 2nd Avenue/
48
NW 8th Street intersection)
Figure 4.22: Zoning Maximum Plan Massing (looking south from NW 10th Street) 48
Figure 4.23: Zoning Maximum Plan Massing (looking east from NW 2nd Avenue) 48
Figure 4.24: Zoning Maximum Plan Massing (looking west from the Metrorail) 48
Figure 4.25: Looking Northeast (market plan)
49
Figure 4.26: Looking Southeast (market plan)
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