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

www.huduser.org

to find this report and others sponsored by HUD’s Office of Policy Development and Research (PD&R). Other services of HUD USER, PD&R’s research information service, include listservs, special interest reports, bimonthly publications (best practices, significant studies from other sources), access to public use databases, and a hotline (800-245-2691) for help accessing the information you need.

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 affordable 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. It 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)

49

Figure 4.27: Market Master Plan

50

vii

A Model Housing Transportation Plan

Figure 4.28: Ground Floor Plan (market plan)

52

Figure 4.29: Upper Floor Plan (market plan)

52

Figure 4.30: Market Plan Massing (looking southeast from NW 2nd Avenue/

53

NW 10th Street intersection)

Figure 4.31: Market Plan Massing (looking northwest from the proposed New Street/

54

NW 8th Street intersection)

Figure 4.32: Market Plan Massing (looking northeast from NW 2nd Avenue/

54

NW 8th Street intersection)

Figure 4.33: Market Plan Massing (looking southeast from NW 2nd Avenue/

54

NW 10th Street intersection)

Figure 4.34: Market Plan Massing (looking southwest from the proposed New Street/

54

NW 10th Street intersection)

Figure A.1: Selected Sites Vicinity

A-4

Figure A.2: Coconut Grove Metrorail Station Area Vicinity A-5

Figure A.3: Brickell Avenue Metrorail Station Area Vicinity A-5

Figure A.4: School Board Metromover Station Area Vicinity A-6

Figure A.5: Overtown Metrorail Station Area Vicinity A-6

Figure A.6: Concept Developed During the Workshop A-7

Tables

Table 2.1: Summary of Goals and Guiding Principles for SEOPW Community Redevelopment Plan 8

Table 3.1: Household Income Distribution

20

Table 3.2: Household Composition

23

Table 3.3: Age Distribution

23

Table 3.4: Summary of Housing Unit Types

24

Table 4.1: Master Plan Summary

37

A Model Housing Transportation Plan

viii

Chapter 1

Introduction

Study Context

community environments. This chapter

compact, mixed—use development in close

overviews a people-focused way of thinking

proximity to high-quality transit. According

about planning and introduces the goal of

to TransitOrientedDevelopment.org, the

As Americans begin to realize the high

this study effort.

predominant aspects of TOD are the

economic and social costs of housing and

following:

commuting and the importance of safe,

stable communities, there is a growing

Mixed Income

• Compact walkable design with the

trend toward maximizing existing resources

pedestrian as the highest priority

while promoting a high quality of life, not

Transit-Oriented • Transit station as prominent feature of the only natural resources like water, but also

Development

development

existing transportation assets. Places like

• Regional node containing a mixture of uses

Seattle, San Francisco, Denver, Chicago,

and How it

in close proximity including office, residential, Arlington, and Portland—just to name

retail, and civic uses

a few—have and are expanding the

Relates to

• High-density, high-quality development

number of work, living, and entertainment

within a 10-minute walking radius

surrounding a transit station

opportunities around high quality transit.

Affordable

These places are actively preparing plans

Housing

• Good access to high-quality transit services

and implementing policies to reduce the

• Designed to encourage nonmotorized travel

(walking, bicycling, etc.)

number of vehicles on their streets, reduce

Transit-oriented development (TOD) can

• Reduced and managed parking within the

traffic congestion, increase walking and

generally be described as walkable, dense,

10-minute walk radius around the transit station

bicycling, and the improve the quality of

Transit-Oriented Development in Chicago, IL.

A Model Housing Transportation Plan

1

The Center for Transit Oriented

transit stations, the demand for such

Development (www.ctod.org) defines TOD

housing will price lower-income households

as projects that accomplish the following:

out of the market for this type of housing.

Furthermore, with low-income households

• Increase “location efficiency” so that people

more dependent on public transit than

can walk, bicycle, and take transit

other higher income categories, an increase

• Boost transit ridership and minimize traffic

in ridership is often the result of locating

• Provide a rich mix of housing, shopping, and

affordable housing near transit.

transportation choices

• Generate revenue for the public and private

Another critical aspect of mixed income

sectors and provide value for both new and

transit-oriented development is to maintain

existing residents

the affordability of housing over the long

• Create a sense of place

term. Since these multiuse developments

Mixed-income housing is an important

frequently improve the quality of life for

aspect of TOD. It helps eliminate income

residents with nearby retail, employment,

segregation and allows low-income

transportation, recreation, and walkable

households the opportunity to benefit

environments, they become very desirable

from having easy access to public transit.

and the cost of housing increases.

Without mixed-income housing, low-income

Finally, the term mixed income is a

households are forced to retreat to lower

clarification suggesting that people of

cost housing further from employment,

different incomes should live within the

shopping, and social activities. As a result,

community to make it vibrant. When we

any savings in housing is offset by higher

started this project, we used the term

transportation costs. Without a concerted

affordable housing and although the goal

effort to include affordable housing near

Adaptation of large scale retail uses in an urban environment (Whole Foods, Chicago, IL).

2

A Model Housing Transportation Plan

is to ensure that low-income residents can

of station areas along with development

As the consulting team began this project

benefit, stay or move to the community, the

guidelines and planning principles. The

with HUD, the Center for Transit Oriented

term, according to the project stakeholders,

planning principles identified in the guide

Development launched their Mixed-Income

carries misleading connotations.

include:

Transit-Oriented Development (MITOD)

Action Guide, an online tool to support the

Station Area

• Maximize Ridership Through Appropriate

planning of mixed income TOD at station

Development

areas. In Chapter 3, the methodology

Planning

• Generate Meaningful Community

suggested by this guide is referenced as

Involvement

a process for creating a model housing

• Design Streets For All Users

Reconnecting America and the Center for

transportation plan.

• Create Opportunities for Affordable and

Transit Oriented Development produced

Accessible Living

a series of guidebooks on TOD and

• Make Great Public Spaces

station area planning. The first is Mixed-

• Manage Parking Effectively

Income Housing Near Transit: Increasing

• Capture The Value Of Transit

Affordability with Location Efficiency. The

• Maximize Neighborhood and Station

second is Station Area Planning: How to

Connectivity

Make Great Transit-Oriented Places. This

• Implement The Plan And Evaluate Its

guide defines eight typologies or types

Success

Infill development next to transit in Chicago, IL.

A Model Housing Transportation Plan

3

Project Goals

Implement a Coordinated Approach

In cities and regions across the United States, there A coordinated approach was undertaken to develop

are locations well served by high-capacity transit the affordable housing and transportation plan.

systems where there is highly underutilized land and Joint participation from housing and transportation low transit use. Cities and regions are weighing the stakeholders from federal, regional, and local

cost of extending transit systems to increase the jurisdictions was coordinated during the planning and number of people that are served with encouraging plan development process. The two-day planning

infill development around existing transit lines and in workshop held in Miami, FL, in September 2010,

station areas to increase transit ridership. The model brought a diverse group of stakeholders together to plan follows the second approach to increasing transit achieve the aforementioned coordination.

ridership by locating traditionally transit-dependent populations proximate to transit at an underutilized Formulate an Actionable Plan

station.

The model affordable housing transportation plan

is more than an abstract analysis of a specific site Develop a Strategy to Locate

and its potential for locating affordable housing near Affordable Housing Near Transit

transit. Instead, the plan is implementable within city The model plan outlines a strategy for how mixed-planning and zoning regulations in terms of density income or affordable housing can be developed

and general urban form for the selected site. The plan around transit, understanding factors such as the respects local context and demographics as well

cost of land, market conditions, and local codes

as local codes and ordinances, such as Miami-21,

and ordinances. Traditionally, the development

the city’s new comprehensive zoning code. The site demand that accompanies high-quality rail transit plan is tailored to the chosen city and site; however, has driven up land cost to a point where it becomes the general guidance provided is more universal and economically infeasible to develop any other type intended to serve as a reference for other locations of housing than market rate or market rate with a considering affordable housing proximate to transit.

minimum affordable housing provision. In an era

where financing is increasingly challenging for many Create a Site-Specific Plan that Fits market rate types of development, there continue to Within a Regional Context

be subsidies available for affordable and nonmarket While the housing transportation model plan is

rate type developments. With an understanding of

site specific, its design carefully considers regional local codes and ordinances, available sources of

demands and the site’s location and role within the financing, and market needs, affordable housing

larger city and regional context. Considerations such can be developed proximate to transit and in such a as the locations where low- and moderate-income

way that it meets market rate housing and affordable populations work, shop, and recreate were important housing demand.

in the planning process. Providing affordable housing is important and noble; however, equally important is providing affordable housing in the right location.

4

A Model Housing Transportation Plan

Purpose of this response to the Joint Explanatory Statement best strategy for increasing the supply issued by the House-Senate Conference

of affordable housing as applied to the

Model Station

Committee with the fiscal year (FY) 2008

Overtown station in the City of Miami.

Area Plan

Consolidated Appropriations Act.

The Plan considers land availability,

This Act urged HUD and FTA to continue

affordable housing options, existing and

The purpose of this effort was to bring

their efforts to promote the inclusion of

proposed development incentives, financing

transit-sensitive planning together with

affordable housing near transit. This project

options and ridership, and travel trends.

affordable housing through the development is a direct result of a statement contained These are presented through a series of

of a Model Housing Transportation Plan

in the HUD and FTA report where both

layers—a master plan, a conceptual plan,

(the Plan). The Plan, with input from local

agencies resolved to help support the

open space plan, vehicular access plan, and

and regional planning, housing and transit

development of a model affordable housing

a pedestrian and bicycle access plan. It also

agencies, and other stakeholders, is

transportation plan that could serve as a

includes two options for implementation;

unique to a specific site, yet serves as an

template for other jurisdictions.

a site maximum plan whose design is

illustrative model for jurisdictions with similar reflective of the maximum amount of density

The Plan focuses on a single site so that it is

typologies.

and building height under current zoning

implementable while also serving as a model requirements, and a market plan that This project is in response to a 2008 report

for other communities with similar traits or

incorporates a design that is more reflective

by the U.S. Department of Housing and

typologies. This represents the first effort

of current market conditions.

Urban Development (HUD) and the Federal

from HUD and demonstrates incremental

Transit Administration (FTA) that served to

improvements to the process. The plan itself The Plan explores a number of tools, that outline strategies for how the two groups

is intended to be catalytic and impact the

local jurisdictions can use to help encourage

could work together to better coordinate

future of the chosen community.

the development of affordable housing near

housing and transportation programs to

transit in their own communities and makes

Communities interested in creating their own

promote affordable housing near transit.

suggestions for implementation.

station area plans will be able to see what

The report entitled, Better Transportation

data was gathered, where it was found,

and Housing Programs to Promote

and how it was analyzed to determine the

Affordable Housing Near Transit, was in

Figure 1.1: Site Location

A Model Housing Transportation Plan

5

Chapter 2

Setting the Context

Process

are currently owned and controlled by the

The redevelopment plan includes vibrant

Southeast Overtown Park West (SEOPW)

streetscapes and is guided by 6 goals and

Community Redevelopment Agency (CRA)

14 principles (Table 2.1) that are broader

To find the model location for this study, the

that are in need of mixed-income housing to

than, but still similar to, the goals of the

team went through a series of steps. The

catalyze redevelopment and revitalization in

Model Housing Transportation Plan (the

team began with a broad list of cities and

this very low-income, inner city location.

Plan). Our effort brings the transportation

pared that down based on transit-oriented

asset to the forefront of the Plan and

development criteria. After choosing the

In the CRA’s redevelopment plan ( Southeast

focuses on mixed-income housing within a

city of Miami, representatives from Miami’s

Overtown/Park West Community

walkable distance to the Overtown station.

planning and housing departments took

Redevelopment Plan; November 2004

This chapter provides the context for the

the team on a site visit to choose a specific

Dover Kohl & Partners; May 2009, City of

region and the neighborhood to inform the

station. The team visited the Brickell

Miami Planning Department1), the goal is to

design of the Plan.

Avenue Metrorail station area, School Board

create “a thriving mixed-use neighborhood

Metromover station area, and Overtown

and commercial hub in the heart of

station area.

downtown.” The residents and stakeholders

are concerned with “affordable housing for

During a workshop with local, regional,

existing residents” and “support for small

and federal representatives from housing

businesses and the creation of new jobs for

and transportation agencies to coordinate

current residents.”

efforts, local stakeholders identified

Overtown as their priority for mixed income

TOD. More specifically, they identified

1 http://www.miamicra.com/docs/2009_SEOPW_

properties near the Overtown station that

Redevelopment_Plan.pdf

Metrorail Greenway, Overtown (Miami)

A Model Housing Transportation Plan

7

Table 2.1: Summary of Goals and Guiding Principles for SEOPW Community Redevelopment Plan Goal 1:

Goal 2:

Preserving

Goal 3: Housing:

Goal 5:

Goal 6:

Expanding the

Goal 4: Creating

Historic

Infill, Diversity

Promotion &

Improving the

Tax Base using

Jobs within the

Buildings &

& Retaining

Marketing of the Quality of Life for

Smart Growth

Community

Community

Affordability

Community

Residents

Principles

Heritage

Principle 1: Livable











Community

Principle 2: Affordable





Housing

Principle 3: Housing











Variety

Principle 4: Job Variety









Principle 5: Walkable







Streets

Principle 6: Promotion











Principle 7: Green &





Open Space

Principle 8: Historic









Preservation

Principle 9:

Appropriate









Architecture

Principle 10: Attractive







Streets

Principle 11: 24-Hour









Environment

Principle 12:







Neighborhood Centers

Principle 13: Revise







Zoning Regulations

Principle 14: Restore







Community

Note: The names of the Guiding Principles above have been reduced to a few key words for purposes of brevity. Check marks in the boxes above indicate where a principle is supported by a goal of the plan.

Source: Southwest Overtown/Park West Community Redevelopment Plan, City of Miami, May 2009.

8

A Model Housing Transportation Plan

Regional

the economy grew at an approximately 3.5

than sixfold at Miami International Airport

percent annual rate. The County’s economy

since 1970. The region’s cargo economics

Context

is led by the following group of four sectors

remain largely tied to Latin America as has

that provide more than 50 percent of

been demonstrated by significant declines

employment:

in air and sea cargo volume during Latin

Community and Economics

American economic declines in the 1980s.

Miami-Dade County experienced steady

• Professional and business services

and rapid population growth in the 1960s

• Government

Tourism in the Greater Miami area (Miami

and 1970s. Population doubled from

• Education and health services

Beach and City of Miami) remains an

1960 to 1990. Population then increased

• Retail trade

important component of the overall Miami-

again between 2000 and 2010, rising to

Dade County economy. Since 1980 tourism,

The two significant external generators of

2,496,435 in 2010 according to the 2010

as measured by overnight visitors, grew

economic activity in Miami-Dade County are

U.S. Census. Projected growth through

steadily from more than 6.7 million in 1980

international trade and tourism. Wholesale

2025 is expected to follow a similar trend,

to 11.3 million total visitors in 2005. In 2010,

trade and transportation (which are linked to

albeit at a somewhat slower rate. The

a survey by the Greater Miami Convention

international trade) provide approximately 11

principal driver of population growth has

and Visitors Bureau indicated that greater

percent of the County’s employment base,

been and will continue to be immigration,

Miami and the beaches had hosted more

while the leisure and hospitality industry

historically from Latin American, South

than 12.6 million annual visitors. These

provides more than 140,000 jobs (roughly 9

American, and nations within the Caribbean

visitors contributed more than $18.8 billion

percent of total employment).

basin.

to the region’s economy.

The County’s role as a transshipment hub

In 2005, Miami-Dade County boasted a

Despite economic growth and relative

has increased in terms of volume and origins

nearly $106 billion economy. Miami-Dade

diversity among population, there is a large

and destinations of goods. Cargo tonnage

County experienced real economic growth

divergence between the low end and the

increased nonlinearly by more than 10

dating back 30 to 35 years from 2005. From

high end of the region’s economy. There is

times at the Port of Miami and slightly more

2001 to 2005 the county estimated that

a widening gap in wage income between

Overtown Transit Village in Overtown (Miami)

A Model Housing Transportation Plan

9

those who work in positions requiring high

appear to be common among the County’s

transportation infrastructure in eastern

levels of education and training and those

lower income populations.

Miami-Dade County.

who do not. As a result, while the economy

as a whole has done well, there are many

In addition to the region’s air and sea

Transportation Access and

communities in the County that have been

access, the metropolitan area has a well-

Facilities

bypassed by the benefits of economic

developed interstate and major highway

Miami and the surrounding metropolitan

growth.

system. Interstate 95 runs north from

area are well-located at the intersection of

Miami and is closely paralleled by Florida’s

Current income figures for Miami-Dade

North and South America. With exceptional

Turnpike and historic US Route 1. East/

County are low by national standards.

air and sea transportation access, Miami is

west are I-195 (Airport Turnpike), I-395

Median household and median family

a significant international trading center and

(Dolphin Expressway), and State Route

income are approximately 80 percent of the

has been an entry point for people into the

826 (Palmetto Expressway). These major

corresponding figures for the nation. Upper

United States from Caribbean and South

highways are important routes to support

income ranges of Miami-Dade households

American nations for decades. The region’s

the region’s economy by moving people and

essentially mirror national figures; however,

airports (including those outside of Miami-

goods efficiently by road in South Florida.

lower income ranges are over-represented

Dade County) move millions of passengers

relative to the nation. More than 20 percent

and tons of freight annually. Meanwhile, the

Three major fixed guideway transit systems

of households in Miami-Dade have an

region’s ports handle goods from across

operate within the metropolitan area. The

income below $15,000. Current income

the globe and transfer them to rail and

South Florida Regional Transportation

and income distribution patterns are partly

truck for distribution across the country.

Authority (SFRTA) operates the Tri-Rail

a result of massive immigration in the late

The region is a significant cruise port with

Commuter Rail Service. This service

1970s and early 1980s followed by a steady

most cruise lines servicing the United States

operates along a railroad alignment parallel

inflow thereafter. Continued low educational

having terminal access. Millions of people

to the I-95 corridor from Miami to West

attainment and other factors common to

travel though the region annually, destined

Palm Beach. The service spans Palm

lower income groups throughout the country for the many cruise lines serving the port.

Beach, Broward, and Miami Dade Counties

Figure 2.1 shows the general layout of

and has 22 stations.

Figure 2.1: Miami-Dade

County Metrorail and

Metromover Systems

10

A Model Housing Transportation Plan

Miami-Dade County’s 22-mile, elevated

General

bordered Miami. Literally located on the

rapid transit system runs from Kendall

“other side of the tracks” of Henry Flagler’s

through South Miami, Coral Gables, and

Character of the Florida East Coast (FEC) railroad, the name downtown Miami; to the Civic Center/

Overtown was derived from neighborhood

Jackson Memorial Hospital area; and to

Station Area

residents’ references on how they traveled

Brownsville, Liberty City, Hialeah, and

“over town” to this neighborhood.

Medley in northwest Miami-Dade. It has

History, Cultural Heritage, and

connections to Broward and Palm Beach

Once a vibrant community, time and the

Identity

Counties at the Tri-Rail/Metrorail transfer

impacts of haphazard city-building policies

The study area is within the Southeast

station. An extension of the system is

and growth of the past have taken their

Overtown/Park West Community

currently under construction and will bring

toll on Overtown. Like many historically

Redevelopment Agency’s (SEOPW CRA)

service directly to Miami International

African American and predominant minority

area. The quarter—mile area surrounding

Airport.

neighborhoods in cities across the United

the Overtown station (Figure 2.3) is located

States, the construction of the region’s

The third system that operates solely in

within the historic boundaries of Overtown,

major highway system, and resulting “urban

the City of Miami is the Metromover (Figure

which is one of the oldest residential

renewal” in the late 1950s and 1960s

2.2) automated people mover (APM),

and commercial areas of Miami. The

disproportionately impacted Overtown.

circulator. This 20—station APM system

neighborhood was originally settled by

Significant population displacements and

runs elevated throughout Miami’s downtown African Americans late in the 19th century dislocations occurred as a part of the

and also serves the Omni and Brickell

(1890s). During the time of its settlement,

accommodation of I-95 and I-395 in the

neighborhoods. It serves as the downtown

African Americans were not allowed to live in area. The construction of these freeways core’s transit circulator and operates fare

the other developing areas of Miami and as

fractured once vibrant African American

free. Numerous connections are provided

a result, settled just beyond the developed

neighborhoods and left disconnected

with Metrorail and local bus services in

city boundary, which was near to the many

urban places in their wake. Geographically

downtown Miami.

citrus and other fruit farms that originally

fractured, Overtown experienced substantial

Figure 2.2: Selected

Sites Vicinity

A Model Housing Transportation Plan

11

Figure 2.3: Overtown Station Area

12

A Model Housing Transportation Plan

disinvestment and degradation. Today, few

Community Character, Urban

are adorned with paintings by Overtown’s

significant structures of historic or cultural

Form, and Quality

famous urban expressionist painter, Purvis

significance remain in the neighborhood.

Overtown lies just northwest of Miami’s

Young), and L. E. Thomas Building.

downtown, divided by I-95, I-396, and the

Historically, jobs available to Overtown

Today, the study area as well as much of

FEC railroad. A once vibrant community,

residents were a combination of those

Overtown is in transition. Countless vacant

until the late 1950s, Overtown was filled with

associated with Henry Flagler’s Florida East

lots, empty buildings, and parking lots are

a mixture of shops, community institutions,

Coast (FEC) Railroad Company, the tourist

located throughout the area. By virtue of its

and residences. The neighborhood was

service industry, and agriculture. As the

convenient location to Miami’s downtown,

traditionally comprised of buildings in the

community matured (prior to its decline),

major transportation facilities and services,

one- to three-story height range of a mixture

African Americans enjoyed increasing

and relatively easy access to Miami Beach,

of architectural characters and building

success within the neighborhood and

there is renewed development interest in the

types. Many of the best examples of the

became business owners and leaders of

area. At the height of the real estate market

community’s historic architecture have long

important community institutions. They

in 2007 and 2008, several substantial

been demolished; however, a few significant

created a viable economic community

development projects were planned within

structures remain. The restored historic Lyric

by building important community and

easy walking distance of the Metrorail

Theatre is among the few architecturally-

commercial institutions such as schools,

station at Overtown. Little development has

significant buildings that remain in the

homes, churches, hotels, apartments,

occurred in the neighborhood since the start

neighborhood. Other culturally significant

theaters (including the Lyric Theatre, which

of the current national economic recession.

landmarks in Overtown include the Greater

still stands and is in active use), night clubs,

Bethel AME Church, Mt. Zion Baptist

and neighborhood markets. N W 2nd

What change did occur in the neighborhood

Church, and St. Agnes Episcopal Church.

Avenue, which is at the core of the study

amid the national economic slowdown

Other places of interest in the neighborhood

area, was referred to as Avenue G in the

included significant renovation to the Lyric

include the reconstructed Dorsey House,

1920s and 1930s. It was a center for

Theatre and a major public development

the Old Black Police Precinct Museum, the

entertainment, retail stores, and hotels.

project called Overtown Transit Village. In

Overtown Public Library (its exterior walls

Parking on a vacant lot in the study area

A Model Housing Transportation Plan

13

the last decade, some businesses have

extensive modifications to several of these

Neighborhood

returned to NW 2nd Avenue; however,

transportation facilities to lessen their

Development Zone

work remains to revitalize the community’s

neighborhood impact; however, without

(NDZ)

historic commercial street. The SEOPW

substantial funding, they are unlikely to be

Overtown is one of eight Neighborhood

CRA continues to expend time, energy, and

pursued.

Development Zones (NDZs). Within the

money to encourage and support quality

City of Miami, NDZs are distressed areas

initiatives that enhance the neighborhood’s

Many of the neighborhood’s streets

in need of assistance with their efforts

quality, livability, and safety.

terminate at major transportation facilities

or are at least partially blocked (visually or

toward revitalization. The identification

A challenge to any future neighborhood

physically) by them. Corresponding with

of NDZs is part of the City of Miami’s

enhancement and change will be

the decline in the neighborhood, many

two-tiered approach to community

overcoming significant physical barriers—

of the area’s streets have incomplete

development. Within these zones, Model

many of which were those that sent the

tree canopies and sidewalks that are in

Blocks are identified to serve as catalysts

neighborhood into decline in the 1960s.

need of repair. Where redevelopment

for future development within the NDZ.

Overtown and parts of the study area

has occurred, streetscapes have been

are defined by substantial transportation

redesigned and are of good quality;

features such as I-95 (elevated), I-395

however, there are countless blocks that

(elevated), Metrorail and Metromover

will need investment in streetscapes in the

alignments (both elevated), and the

future. As redevelopment continues, special

Florida East Coast Railroad. Each of

attention will need to be paid to creating

these transportation facilities are physical

safe, walkable, and attractive streetscapes

barriers for neighborhood connectivity and

throughout the neighborhood.

continuity, but also are visually obtrusive

and psychologically difficult to cross.

Numerous local plans have proposed

Overtown Transit Village along Metrorail

14

A Model Housing Transportation Plan

General

facilities perspective, numerous barriers to

network of bicycle facilities citywide. With

walkability exist. Among the most notable

Overtown’s largely interconnected network

Circulation and of these are concern for people’s safety and many wide streets, there are many

Transportation

and security, a lack of nearby and desirable

opportunities (as identified in the Miami

destinations, and physical barriers such as

Bicycle Master Plan) for bike facilities in

Character

major transportation facilities. Based on

Overtown.

limited data available from the city’s police

department, crime of many different types

Transit Facilities and Services

Pedestrian Access and Safety

appears to be a continuing issue throughout Overtown is served by numerous bus The local (noninterstate and highway) street

Overtown. Creating a truly walkable (and

services, the Overtown station, and

network throughout Overtown is largely

bikeable) network of streets within Overtown stations along the Metromover system at pedestrian scale. Most local streets are two

will require physical improvements to

Government Center and Arena/State Plaza.

to four lanes, have low posted speeds, and

streets, but also a change in the developed

The Overtown station receives Metrorail

allow on-street parking. A preponderance

realm to make the neighborhood safer, more service at the following intervals: of stop signs at intersections and striped

secure, and more desirable for walking.

crosswalks make traversing streets relatively

• 10-minute headways during weekday rush

Bicycle Access

safe and easy.

hours

Currently, there are few bicycle facilities

• 15-minute headways at midday

From a landscape perspective, the tree

within the City of Miami and no contiguous

• 30-minute headways approximately

canopy on many streets is fractured and

dedicated lane facilities (bike lanes, cycle

between 7:30 p.m. and system closure

incomplete; however, where redevelopment

tracks, or off-street trails) in the study area.

• Weekend service at 30-minute headways

has occurred, new trees have been

Miami is working to implement extensive

planted and are steadily restoring portions

bicycle facility recommendations from the

The Metrorail system runs in a generally

of the urban tree canopy. While the

Miami Bicycle Master Plan (September

north/south direction, arcing toward the

street network is largely walkable from a

2009), which will create an extensive

west at its northern and southern termini.

NW 9th Street “Safewalk”

A Model Housing Transportation Plan

15

Figure 2.4 shows the organization of

The Overtown station is situated in the

Figure 2.4: Metrorail System

Metrorail and its stations. Many of the

Schematic

relative middle of the Metrorail line and

Metrorail stations outside Miami’s downtown has good access to stations on north and core provide park-and-ride facilities to

south legs of the line. In fiscal year 2010,

increase the reach of the transit system. The the Metrorail system experienced more than total parking provided by the 16 stations

17 million boardings. This was a decrease

with park-and-ride facilities is more than

of approximately 1.5 percent from fiscal

9,300 parking spaces. May 2011 data

year 2009, when the system experienced

provided by Miami-Dade County indicates

more than 18.2 million boardings. Based

that the parking is approximately 67 percent

on data provided by Miami-Dade County,

occupied on average weekdays.

the Overtown station experienced 36,283

boardings in May 2011. The Overtown

Generally, heavy rail transit stations have

station is the 14th busiest station in the

walk sheds of approximately ¼ to ½ mile,

Metrorail system. The Government Center

depending on the quality of the urban

station, one station to the south, is the

environment surrounding the transit station.

busiest station and experienced more

The bike shed for similar systems tends to

than 270,000 boardings in May 2011. The

be in the 2 to 3 mile range, more dependent

following summarizes average weekday,

on the presence of suitable bicycle routes

weekend, and holiday boardings at the

and facilities to potential transit users. The

Overtown station for May 2011:

provision of interconnected bus service to

stations further increases the reach of the

• Weekday (average): 1,540 boardings

fixed guideway transit lines, dependent on

• Saturday (average): 434 boardings

the quality of the service and its geographic

• Sunday (average): 374 boardings

orientation.

• Memorial Day: 330 boardings

Urban conditions vary throughout the

Based on monthly origin-destination

Metrorail system. Within the downtown area, data provided by Miami-Dade County for pedestrian conditions are generally good

Metrorail, many of the trips to and from

and the walk shed of Metrorail is likely to

the station appear to originate at the

be in the ¼ to ½ mile range. Extending into

Dadeland South and North stations. Nearly

transitional and suburban areas of the city

30 percent of all weekday trips destined

and county, conditions for many different

for the Overtown station originate at the

reasons are less supportive of walking and

Dadeland South and North stations, where

the walk shed for stations is likely to be in

there is considerable parking available to

the ¼ mile or less range. Bicycle facilities

transit patrons. More than 3,300 parking

throughout the metropolitan area are limited

spaces are available at the two Dadeland

and it is unlikely that a significant portion of

stations. Data provided from Miami-Dade

the transit system’s ridership is generated

County indicated that the park-and-ride lots

from people bicycling to transit.

at the Dadeland stations were more than 90

percent full during average weekdays.

16

A Model Housing Transportation Plan

The Overtown station also seems to have

some link to the adjacent Government

Center Station and Civic Center Station.

Approximately 1,500 daily trips destined

for the Overtown station originate at the

Government Center and Civic Center

stations, both of which are served by

Metromover services.

The Metromover system operates its inner

and outer loops (Omni and Brickell) from

5:00 a.m. to midnight seven days a week.

Trains arrive at frequent intervals, but not

based on specific headways. Bus service

(Metrobus) to the Overtown Metrorail station

varies by line. Metrobus service to the

station includes Routes 2, 7, 95 Golden

Glades, 95 Dade-Broward Express, 211

Overtown Circulator, and the 243 Seaport

Connection.

NW 2nd Avenue

A Model Housing Transportation Plan

17

Chapter 3

Gathering and Analyzing the Data

Introduction to Figure 3.1: MITOD Process

Mixed-Income

Transit-Oriented

Development

process used for the purpose of this project

Guide

parallels the one outlined in the MITOD

Guide.

Part of the process for preparing and

How Mixed-Income Transit-

developing the Plan was to gather

Oriented Development was

information on the Overtown station area.

Applied in this Study

Much of the general information was

The Action Guide serves as a template

gathered through the charrette workshop

for asking the questions needed to create

held in September 2010 and by reviewing

the Plan. Part of the process in answering

the 2009 SEOPW Redevelopment Plan (City the questions was to review the ease of of Miami) and the City’s Consolidated Plan.

gathering MITOD required information

In addition, the team followed the newly

and then assessing the usefulness of this

released Mixed-Income Transit-Oriented

information in developing a plan. In addition

Development (MITOD) Action Guide1 to test

to the resources outlined above, much

its guidance in developing a plan. Experts

of the information was gathered from the

at HUD added additional questions to

National TOD Database (NTD) and the U.S.

help clarify and address the housing and

Census Bureau (Census)3.

transportation needs of the community.

Summary of the Mixed-Income Existing

Transit-Oriented Development

Guide

Conditions

The MITOD Action Guide developed by the

Analysis

Center for Transit-Oriented Development2

is intended to be a “how to” tool for local

planners and other stakeholders to follow

Station Area Population

to create successful communities around

Characteristics

planned transit stations. Using the MITOD

Overtown is within a Neighborhood

Action Guide involves adhering to the

Development Zone (NDZ) with just over

following three-part process (shown in

10,000 residents living in 3,646 households

Figure 3.1):

with a median household income of

$13,211. The population is 75 percent

• Existing Conditions

African American and 20 percent Hispanic.

• MITOD Opportunities

The bounds of the Overtown community are

• MITOD Strategies

1

more expansive than the studied Overtown

Available at http://www.mitod.org

2 Available at http://wwwtoddata.cnt.org

The process calls for the collection of a

station area. The station area itself (1/4 mile

3 www.census.gov

wide range of data including demographic,

radius surrounding the station) has relatively

real estate, development capacity, and

few housing units and the median income

neighborhood stability. The planning

is slightly lower than the overall community.

A Model Housing Transportation Plan

19

As a result of the many vacant properties

has incomes between $10,000 and

percent of household income. Areas

within the station area, its overall population

$15,000.

shaded in yellow represent locations

density (people per square mile) is low (less

where the housing is less than 30 percent

than 2,000 people per square mile). Several

Distribution of Household Income

of household income. Areas shaded in

blocks within the station area are higher

More than 80 percent of households within

turquoise are those whose housing costs

density individually. Figure 3.2 shows study

the Overtown station area earn less than

exceed the 30 percent threshold. Areas

area population density by block group.

$25,000 annually. The specific blocks

shaded in white contain no housing

identified for this project, show a median

units. Based on the data from the Center

Median Household Income

household income between $10,000 and

for Neighborhood Technology, with the

Based on data from the National TOD

$15,000, which is consistent with the NTD

exception of northern and southern

Database (NTD), the station area’s median

median income figure of $11,300.

shores of Biscayne Bay, the housing near

income is approximately $11,300. This

and within the study area appears to be

is less than 30 percent of the median

Percentage of Income

affordable by definition.

income for the Miami transit region. The

Spent on Housing

U.S. Department of Housing and Urban

To determine the percentage of household

Household Composition

Development (HUD) defines an area whose

income spent on housing, data from the

The Overtown station area is composed

median income is less than 30 percent of

Center for Neighborhood Technology’s

largely of single, nonfamily households.

area median income to be extremely low

Housing & Transportation Affordability

Based on data from the NTD, nearly

income. Table 3.1 shows a distribution

Index was used.4 This index tool uses color

70 percent of all households are single,

of household income in the station area

gradations on interactive maps to depict

nonfamily (Table 3.2). Interestingly, the most

from data provided by the National TOD

the cost of housing relative to household

dense areas have the lowest occupancy

Database. Figure 3.3 shows household

income. Figure 3.4 shows the affordability

rate, as shown in Figure 3.5. The blocks to

income in the study area. As shown in the

index for the station area.

the west of the station have moderate unit

figure, a significant portion of the station

Housing is considered affordable when

occupancy and the Northeast corner of the

area, area between Metrorail and I-95/395

housing costs are no more than 30

station area has the highest occupancy.

Table 3.1: Household Income Distribution

Source: National TOD Database

4 Center for Neighboring Technology’s

Housing & Affordability Index measures

the true affordability of housing based on

its location. It does this by measuring the

transportation costs associated with a

housing unit.

20

A Model Housing Transportation Plan

Figure 3.2: Population Density by Block Group

Figure 3.3: Median Household Income by Block Group A Model Housing Transportation Plan

21

Figure 3.4: Affordability Index

Source: Center for Neighborhood Technology H+T

Affordability Index.

Distribution of Ages

Change in Population and

Existing Housing

The median age in the station area is

Housing Characteristics Over

Percentage Share of Multi- and

approximately 34 years old. Slightly more

Time

Single-Family Housing Units

than 30 percent of the households in the

Prior to the late 1950s and early 1960s,

According to the city’s latest Consolidated

study area are between the ages of 35 and

Overtown’s population was significantly

Plan, there are about 4,800 housing units in

54. Approximately 30 percent are aged 65

higher and the neighborhood was

the Overtown NDZ. More than 80 percent

and over. An age distribution summary for

arguably more stable and successful. The

of these housing units are multifamily units.

the study area is shown in Table 3.3.

construction of I-95, I-395, Metrorail, and

Thirty-three percent of the multifamily unit

urban renewal that followed decimated the

buildings/complexes contain 10 to 19 units

Composition of Local Employment

neighborhood. The area’s housing stock

and 37 percent contain 20 or more units.

Participants at the workshop noted that

was significantly affected and the once

Table 3.4 summarizes housing unit types

the major employment areas within the

contiguous neighborhood was divided by

within the study area.

City of Miami were the Port of Miami,

transportation infrastructure, helping send

the Miami International Airport, the Civic

it into rapid decline. When asked about

Mix of Housing Unit Size

Center area, downtown, and the Medical

current changes, officials from the SEOPW

Data on housing unit size was not readily

Center. Metrorail connects directly or has

CRA noted that two large residential

available. Understanding the area’s context

interconnecting bus or rapid transit services

developments within the neighborhood

and the significant percentage of single

to each of these areas.

have resulted in the housing of a diverse

person households, the units are likely to be

and educated group of newcomers and a

comparatively (to the region) small.

significant number of students.

22

A Model Housing Transportation Plan

Table 3.2: Household Composition

Table 3.3: Age Distribution

Source: National TOD Database

Source: National TOD Database

Figure 3.5: Housing Unit Occupancy by Block Group A Model Housing Transportation Plan

23

Percentage Share of Renters and

stock is more than 30 years old. The Plan

a report from the American Association

Homeowners

further stated that more than half of Miami-

of Retired Persons Public Policy Institute.

The city’s 2009-2013 Consolidated Plan

Dade County’s oldest housing stock is

This report— Preserving Affordability and

noted that about 87 percent of residents in

located within Miami.

Access in Livable Communities: Subsidized

the Overtown NDZ are classified as renters.

Housing Opportunities Near Transit and

Subsidized Affordable Housing Near the 50 + Population—provided the quantity Age of the Housing Stock

the Transit Region

of affordable units near transit and noted

Approximately 25 percent of the total

HUD’s Multifamily Assistance and Section

the number of units under contract set

housing units in the Overtown NDZ were

8 Contracts Database was used to identify

to expire by 2014. The City of Miami has

built before 1949.

subsidized affordable housing within the

approximately 6,800 units within a half-mile

transit region. Two properties were noted

of a rail station or frequent bus service.

Quality and Condition of the

to be in the Overtown neighborhood.

Approximately 5,700 of these units will

Housing Stock

According to the database, the Section 8

expire by 2014. Within the station area, 75

According to Miami’s latest Consolidated

contract for a property that contained 30

percent of the census blocks have up to

Plan, the condition of housing within the

units had expired in April 2011. The contract 7.5 percent of households receiving public Overtown neighborhood is poor. The Plan

for another property containing 70 units is

assistance as shown in Figure 3.6.

stated that the Overtown community is in a

set to expire in July 2013.

deteriorated state with substandard housing

Populations Served by the

To get a better understanding on the

and many abandoned and boarded-up

Subsidized Housing

amount of subsidized housing near transit

buildings. Furthermore, the Plan found that

Understanding the demographics of the

in the City of Miami, the team referenced

within the City of Miami, most of the housing

station area, it is very likely that the primary

Unit Type

Overtown

% of Total

Single-Family

885

1-unit, detached

429

48.5%

1-unit, attached

456

51.5%

Multifamily

3,922

2 units

90

2.3%

3 or 4 units

189

4.8%

5 to 9 units

905

23.1%

10 to 19 units

1,279

32.6%

20 or more

1,459

37.2%

Table 3.4: Summary of Housing Unit Types

Source: National TOD Database

24

A Model Housing Transportation Plan

population group served by subsidized

CRA is currently looking to acquire has

units in foreclosure, this is much less than

housing is African American.

nearly tripled in price in recent years.

what most other communities in Miami

have experienced. Foreclosure data on the

Likelihood that Units will Remain

Comparison of the Cost of Housing

web site is tracked for each zip code. Each

Affordable

to the Rest of the Region

of the zip codes immediately surrounding

There is concern that currently affordable

Officials from the SEOPW CRA were asked

Overtown has a higher rate of foreclosures.

units will remain as such once Section 8

to describe how the cost of housing in

The City of Miami has a foreclosure rate of

subsidies expire. This was discussed by City Overtown compares to the rest of the one in every 346 properties.

and CRA officials at the planning workshop

region. Officials noted that there is still a

conducted for this study. Given the proximity significant difference between the price Populations Not Served by the

to downtown Miami and transportation

of real estate in Overtown and the rest

Current Housing Stock

services, efforts will continue to be needed

of Miami; however, the gap is beginning

Miami’s Consolidated Plan noted that there

to maintain an adequate volume of

to close. The officials indicated that the

are no neighborhoods within the City of

affordable housing in the area.

difference in real estate values between

Miami where an average household can

Overtown and the rest of Miami is closer

afford to purchase a single-family home

Change in Cost of Housing Over

than it has been in many years.

without becoming cost burdened. Similarly,

Time

the average household cannot afford to

Officials from the SEOPW CRA were asked

Prevalence of Foreclosures in the

purchase a condominium in the city without

to describe how the cost of housing in

Area

becoming cost burdened. This is due to

Overtown has changed over time. The

The rate of foreclosure in Overtown is one

a combination of price appreciation, high

officials noted that while overall real estate

in every 1,876 properties. This is according

maintenance fees, and a population with a

values are generally declining in Miami,

to Realtytrac, a real estate web site that

low median household income.

Overtown has experienced unheard of

tracks foreclosure, auction, bank-owned,

The Consolidated Plan also provided

escalation of property values in some areas.

for-sale-by-owner, and resale properties

some insight into the city’s rental market

On a square foot basis, land the SEOPW

across the United States. In terms of total

Figure 3.6: Percent of Households Receiving Public Assistance by Block Group A Model Housing Transportation Plan

25

and in terms of affordability and noted that

square footage to be developed within the

it has challenges. The high rate of condo

study area.

conversions over the past few years has

reduced the supply of rental units. Combined Demonstrating the relatively favorable with an increase in demand for rental units

market conditions in the study area, The

due to the economic downturn, this has led

Gatehouse Companies submitted a detailed

to the city experiencing a very low rental

development proposal for Blocks 25 and

market vacancy rate. It appears

36 in 2007 and have continued to pursue

that much of the low-income population

development plans for these same blocks

is not being served by the current housing

since that time. The proposal submitted by

stock.

The Gatehouse Companies contained the

following development totals:

Mixed Income

• Residential rental units (affordable): 200 to

220 units

Transit-Oriented • Residential for sale units (workforce targeted): Development

65 to 75 units

• Parking garage (public): 300 spaces

Opportunities

• Retail space: 40,000 to 45,000 square feet

(including a 30,000 to 35,000 grocery store)

Analysis

The Gatehouse Companies development

proposal was a public-private venture,

working with the SEOPW CRA. Their

Preservation Opportunities

proposal indicated that the specific type and

There are not many preservation

tenants to inhabit the retail component of the

opportunities within the station area given

development would be determined by the

that most of the housing was razed during

market, but that there had been considerable

urban renewal. Culturally significant and

interest from specific tenants at the time of

community important buildings have been

their development plan submittal.

retained and many are undergoing or have

already undergone some form of renovation.

Recent and Planned

Development in the Area

Development Site Capacity

There have been two large housing projects

Based on numerous urban design studies

in the area and another 2,000 housing units

prepared for the City of Miami as well as

are planned within the area. Numerous

assessments completed by speculative

buildings along the NW 3rd Avenue corridor

and proposing developers within the study

have received façade improvements and

area, there appears to be considerable

the street was designated “The Historic

development capacity. Setting aside the

Overtown Business Corridor.”

existing development market and the

area’s ability to absorb more residential and

Predominant Land Uses in the

commercial development, Miami 21 provides

Transit District

considerable capacity for development

The majority of the land uses in the study

within the study area. The City’s zoning code

area are currently residential uses. Some

includes several different mixed-use and mid- small-scale commercial exists along NW 2nd to high-density zoning classifications within

Avenue and NW 3rd Avenue and Overtown

the study area. With or without bonuses

Transit Village contains government and

and other special conditions, existing zoning

institutional office space. Zoning varies

provides the ability for thousands of dwelling

throughout the area, but generally allows for

units and parking spaces and nonresidential

significant density and a mixture of uses.

26

A Model Housing Transportation Plan

Quantity and Character of

Protections for Current Renters

Vacant Land or Underutilized

Miami uses Community Development Block

Land within the Transit District

Grant (CDBG) funds to maintain affordable

There are a number of vacant parcels within

multifamily rental housing.

the study area. The majority of the parcels

are entirely vacant—buildings and access

Designated Redevelopment

infrastructure removed—with security fencing

Area

surrounding them to discourage illegal and

With some of the highest concentrations

undesirable activities, uses, and trespassing.

of poverty, segregation, low educational

A few of the vacant parcels, particularly those

attainment, homelessness, and HIV/AIDS

along NW 2nd Avenue, are being temporarily

in the nation, the city of Miami is one of the

used for parking for area organizations

most difficult redevelopment areas in the

through an agreement with the underlying

country. Given the scope and severity of these

property owners.

problems, a concentrated neighborhood level

The vacancy of some properties within the

approach to community development was

station area is a result of the relatively recent developed by the city. As such, the 2004-demolition of the Miami arena, which is now

2009 Consolidated Plan identified a two-

located at the waterfront. Many of the now

tiered approach to community development.

vacant properties served as parking lots for

Under this system, the city targets distressed

the arena and several were the site of the

neighborhoods within the city that are in most

arena itself.

need of assistance. These areas are referred

to as NDZs. Overtown is one of eight NDZs.

Compatibility of Existing

The NDZ concept is a comprehensive long-

Policies and Mixed Income

term approach to neighborhood revitalization

Transit-Oriented Development

that focuses on community assets as a means

Miami recently adopted Miami 21, a landmark

of stimulating market driven redevelopment.

form-based zoning code for the city. This

It calls for sustained, multiyear commitments

ordinance promotes TOD and the creation

from local governments, the private sector,

of mixed-income communities through

foundations, and community-based

the encouragement of a mixture of uses

organizations. The following is a list of the

in projects, appropriate density, context

principles that guide the NDZ model:

sensitivity, appropriate parking ratios, high

quality design, and the creation of quality

• Community-based leadership and collaboration

streetscapes and public open spaces.

• Community decision support infrastructure

• An inventory of built, economic, and social

Presence of Inclusionary Zoning

assets

• A neighborhood plan/vision for the future

Miami’s zoning ordinance (Miami 21) is not

• Sustainable development plan

explicitly inclusionary; however, it offers

developers many incentives to provide

Adding to being within an NDZ, Overtown also

affordable housing within development

is covered by a CRA, as described in previous

projects. The incentives identified in the zoning sections.

ordinance include height and density increases

for providing affordable housing. They also

include reduction in parking requirements. By

providing the maximum amount of affordable

housing, in some zoning classifications,

density and height are permitted to be

increased by as much as 100 percent of by-

right density and height.

A Model Housing Transportation Plan

27

Station Area Zoning

• Existing Zoning: T6-24

The station area (1/4 mile radius) is within

• Height

the City of Miami and is subject to the

– By Right Maximum Height (without

city’s newly adopted zoning code, Miami

bonuses): 24 stories

21. Zoning limitations vary throughout the

– Bonus Height: 24 stories

study area and the city’s specific zoning

– Total Maximum Height: 48 stories

classifications for land within the study

• Density

area is shown in Figure 3.7. The city’s new

zoning code is a largely form-based code

– By Right Maximum Density: 150 dwelling

and provides flexibility in nearly all aspects of units/acre

built form. Figure 3.8 shows the permitting

– Bonus Density: 150 dwelling units/acre

processes for development, which

– Total Maximum Density: 300 dwelling units/

includes various processes for applicants

acre

to use to request and receive approval for

• Parking Requirements

exceptions to the zoning code. The bonus

and exception process is not uncommon

– Residential: 1.5 spaces per unit and 1

visitor space per 10 units

to development proposals and has been

– Retail: 3 spaces per 1,000 square feet

successfully undertaken by many approved

– Affordable housing: 50% reduction for

and completed development projects. The

affordable units

following summarizes zoning requirements

– Transit: 30% for transit adjacency

for Blocks 25 and 36:

Figure 3.7: Area Zoning

Source: Miami 21 Atlas, City of Miami, November 2009

Legend

28

A Model Housing Transportation Plan

Mixed Income

Potential Post-Transit Housing and reduce the cost of housing production.

Market Conditions

The tools to implement these strategies

Transit-Oriented The Overtown station already exists, but is are identified at the end of this report. The Development

underutilized. The overall housing market

Overtown station area is best described as

is slow in South Florida, but given the

an urban neighborhood by Reconnecting

Strategies

appreciation of land values in the station

America and CTOD’s Station Area Planning:

area, mechanisms need to be put in place

How to Make Great Transit-Oriented Places.

Analysis

to retain the affordability of units. Some

market appreciation could be beneficial

for the community and attract more

Stability of Station Area

professionals who work in the government

Population

and downtown and can build ridership at

The station area’s population appears to be

the station.

increasing. Recent development projects

and continued efforts by private developers

Site Classification

and local organizations have brought new

With a relatively stable population, a

housing units and people to the area.

regionally stagnant real estate market, and

Surrounding neighborhoods also appear to

significant capacity for future development,

have slowly rising populations and relatively

the MITOD Guide classifies this station area

low rates of foreclosure.

as one whose primary strategies are to

promote affordable housing development

Figure 3.8: Miami 21 Permit Process Summary

Source: Miami 21

A Model Housing Transportation Plan

29

Chapter 4

Modeling the Station Area Plan

Conceptual

useful information for station area planning

efforts as a part of this study.

Station Area

The study area for this project is shown

Plan

in Figure 4.1 and is a ¼ mile radius

surrounding the Overtown station. This

Completed in 2004, the Southeast

figure also shows the envisioned built

Overtown/Park West (SEOPW) Community

form, street network, and network of

Development Plan outlines a long-

interconnected open spaces envisioned for

term strategy for the enhancement of

the station area.

portions of the Overtown and Park West

The general station area plan is intended

neighborhoods. This document covers

to include a mixture of uses, architectural

a much broader geographic area and

characters of buildings, parks, open spaces,

subject matter than that included in

enhanced streetscapes, new pedestrian and

this planning effort. The document was

bicycle facilities, and a mixture of incomes

prepared consistent with the Community

and housing types. The station area plan

Redevelopment Act of 1969 for eliminating

shown is only one possible buildout plan for

and preventing slum or blight conditions

the area and is intended to be illustrative,

by rehabilitation, conservation or

not prescriptive. Based on other, more

redevelopment, or a combination thereof.

detailed studies that have been performed,

The community development plan provides

Figure 4.1: Station Area Study Area

The figure shows the 1/4 mile radius surrounding the Overtown Station

ve

Legend

ve

ve

Infill Development

d A

NW 2nd A

ve

Existing Buildings

NW 1st A

ve

ve

NW 3r

I-395

Institutional Buildings

N Miami A

NE 1st A

NE 2nd A

1/4-mile Radius

NW 11th St

Bicentennial

Park

NW 10th St

NW 9th St

Lyrie Theatre

NW 8th St

American

Airlines

Arena

NW 7th St

Overtown Transit Village

NW 6th St

Overtown Station

I-95

A Model Housing Transportation Plan

31

to achieve the vision generally illustrated in

Metrorail and extending from the Metrorail

Open Space

Figure 4.1 will require a long list of actions

to Biscayne Bay. West of NW 2nd Avenue,

There are a number of parks and enhanced

and partnership from many different

built form and building height should

public spaces (including heritage trails,

agencies and organizations. A number

conform more closely to the scale of the

greenways, and streetscapes) within the

of the guiding principles of the SEOPW

existing neighborhood and should remain

station area. These include the FEC and

Community Development Plan are relevant

within previously adopted plan limits—

Metrorail greenways, the Black Heritage

to this study, relating specifically to a desire

especially the Historic Overtown Folklife

Trail, and green streets along several street

of the community to have a mixed income

Village plan.

corridors. In addition, new and enhanced

neighborhood. Guiding principles relating to

open spaces are shown at several locations,

mixed income include:

The overall plan suggests that bicycle and

taking advantage of underutilized land and

pedestrian enhancements should be made

irregularly shaped properties. Figure 4.2

• The neighborhood has to retain access

to streets throughout the area and that

shows the open space plan for the

to affordable housing even as the

greenways and trails from adopted local

neighborhood becomes more desirable to

station area.

plans should be accommodated. Public

households with greater means

open spaces of different configurations

• There must be variety in housing options

and uses should be provided at locations

• Restore a sense of community and unify the

throughout the area and connected with one

area culturally

another through high-quality streetscapes

The station area plan shown in Figure 4.1

and special green streets corridors, such

shows a conceptual framework of buildings,

as are planned along portions of NW 9th

parks and open spaces, and street

Street, NW 2nd Avenue, NW 3rd Avenue,

modifications. It suggests that development

NW 8th Street, and NW 11th Street. The

densities should be consistent with Miami

following sections briefly describe open

21 zoning, which essentially encourages the

space, and vehicular, pedestrian, and

largest buildings and tallest development

bicycle elements of the station area plan.

heights east of NW 2nd Avenue along the

Figure 4.2: Parks, Open Spaces, Trails,

and Green Streets

ve

ve

ve

Legend

d A

Green Street

NW 3r

NW 2nd A

NW 1st A

ve

Greenway

I-395

ve

ve

Black heritage Trail

N Miami A

NE 1st A

NE 2nd A

Park

Bicentennial

Park

1/4-mile Radius

NW 11th St

NW 10th St

Lyric Theatre

American

NW 9th St

Airlines

Arena

Overtown Transit Village

NW 8th St

NW 7th St

Overtown Station

NW 6th St

I-95

32

A Model Housing Transportation Plan

Vehicular Access

• Possible reorganization of existing one-way

Within the station area, there are a number

streets in the study area and downtown

Miami (not shown)

of long-term plans for enhancements to

the vehicular transportation network. These

include modifications to streets to improve

vehicular circulation as well as pedestrian,

bicycle, and transit accommodation.

Figure 4.3 shows the city-envisioned street

network for the station area. This figure

shows several significant changes to the

existing street network including:

• Streetscape enhancements along all street

corridors where redevelopment has not

already occurred

• Reconfiguration of NW 1st Avenue to

improve pedestrian and vehicular conditions

related to the FEC Railroad

• New street between NW 10th Street and

NW 8th Street

• Possible reconfiguration of a section of

I-395 (possible “trench configuration of

the roadway” to reduce its impact on the

neighborhood)

Figure 4.3: Street Network

ve

Legend

ve

ve

Street

d A

NW 2nd A

ve

NW 1st A

I-395

ve

ve

NW 3r

N Miami A

NE 1st A

NE 2nd A

1/4-mile Radius

NW 11th St

Bicentennial

Park

NW 10th St

NW 9th St

American

NW 8th St

Airlines

Arena

NW 7th St

NW 6th St

Overtown Station

I-95

A Model Housing Transportation Plan

33

Pedestrian and Bicycle Access

Site-Specific

and transportation from local, regional, and

Currently, most streets within the study area

federal agencies and groups.

have sidewalks. As mentioned in previous

Plans

During the workshop, the stakeholders

sections of this document, despite the

and planning team worked cooperatively

presence of sidewalks, the street network

The planning and coordination efforts of

to review and evaluate selected sites within

is largely not conducive to walking and

the Model Housing Transportation Plan

the city and discuss key considerations

bicycling. Figure 4.4 shows proposed

project culminated in the development of

of site selection. Items such as area

enhancements to the pedestrian and bicycle site-specific master plans. To help identify demographics, travel patterns, local plans,

network (including greenways) based on

the specific sites to develop the site-

development activity, transportation access,

adopted local plans and studies as well

specific plans, extensive coordination was

locations of services, and employment all

as planning a part of this study. Notable

undertaken with City of Miami staff and

were discussed. The general outline of the

facilities include:

stakeholders identified by city staff. At the

workshop was the following:

core of the site selection process was a

• Extension of the 9th Street safe walk to

two-day planning workshop, facilitated in

Biscayne Bay through a green street project

• Introductions and stakeholder representation

Miami. At this workshop, local stakeholders

• FEC greenway

• Orientation to the sites under consideration

had the opportunity to provide input and

• Metrorail greenway

• Site selection discussion—strengths,

guidance on their respective visions for

weaknesses, opportunities, and threats

• Bicycle facilities on many streets within the

redevelopment locations and opportunity

station area

• Selection of the site

sites, affordable and market rate housing,

• Establishment of site priorities, needs,

nonresidential uses, and public open

desires, and vision

spaces proximate to transit in the selected

• Site concept development

area. The planning workshop brought

• Model plan development

together individuals with backgrounds in

• Review of model plan concepts

development, government, housing, finance,

• Comments and discussion

Figure 4.4: Major Bicycle and Pedestrian Facilities Source: Miami Bicycle Master Plan Sept. 2009 and City of Miami proposed bicycle network.

ve

ve

Legend

ve

d A

On Street Blue Route

ve

NW 2nd A

NW 1st A

ve

Greenway

NW 3r

ve

I-395

N Miami A

NE 1st A

NE 2nd A

1/4-mile Radius

NW 11th St

Bicentennial

Park

NW 10th St

NW 9th St

Lyric Theatre

NW 8th St

American

Airlines

Arena

Overtown Transit Village

NW 7th St

NW 6th St

I-95

34

A Model Housing Transportation Plan

During site selection and evaluation

discussions, stakeholders noted that

the role of the city’s two fixed guideway

transit systems was important to consider.

Metromover is downtown Miami’s circulator

service. It is fare free; however, it operates

only within downtown. It connects to

Workshop: September 23 and 24, 2010

Metrorail at a number of locations. Metrorail

is the region’s heavy rail transit service.

Stakeholders, including developers, housing, community development and It extends from downtown and the city

transportation planners, and regional and national representatives from into neighboring Miami-Dade County.

HUD and FTA, met on September 23 and 24, 2010 in Miami to develop A major extension of Metrorail is under

a conceptual Model Housing Transportation Plan. The participants at this construction and will extend its reach

Planning Workshop were instrumental in helping to provide a local perspective to Miami International Airport, a major

on the area as it related to helping define the site selection criteria, major employment center of the region. Other

employment centers for low-income residents, and important aspects of the major employment areas in the city were

city’s transit network. In addition, this group highlighted policies used by the noted as the Port of Miami, Civic Center

City of Miami to encourage affordable housing while bringing forth innovative area, and Medical Center area.

ideas for project financing. The following people attended the workshop: Approaching site selection, stakeholders

• Barbour, Christine—Newport Partners

offered specific ideas on the ways in

• Bockweg, Pieter—City of Miami CRA

which the supply of affordable housing

• Borray, Luis—U.S. Dept of HUD

near transit in Miami could, understanding

• Duran, Alfredo—City of Miami-Dept of Community Development market conditions and practical limitations,

• Fernandez, Wilson—Miami-Dade MPO

be increased. Workshop participants

• Gay, Gregory—City of Miami-Planning Dept

• Gonzalez, Bert—Omni CRA

• Gonzalez, Jose—City of Miami-Office of the City Manager/Transportation

• Gray, Regina—U.S. Dept of HUD

• Hernandez, Albert—Miami-Dade County Transit

• Inamdar, Nick—The Gatehouse Companies

• Lefton, Steve— Kimley-Horn

• Madsen, Michael—Kimley-Horn

• Melton, Keith— Federal Transit Administration

• Patterson, Don—Mt. Zion Development Corporation

• Pons, Jose—Housing Finance Authority of Miami-Dade County

• Quade, John—U.S. Dept of HUD Atlanta Regional Office

• Sapone, Phil—Newport Partners

• Snow, David—City of Miami-Planning Dept

• Spanioli, Mark—Southeast Overtown/Park West CRA

• Thorne, Eric—Miami-Dade County

A Model Housing Transportation Plan

35

were highly supportive of the sites selected

significant advantages to the development of

for the development of the site-specific

affordable housing.

plans. A group of conceptual site selection

• Local government buy-in. City, county,

considerations were developed during the

and local organizations are supportive of the

proposed development type.

workshop to aid in selection of the sites within

• Connection to adjacent neighborhoods.

the station area. These considerations (and a

Neighborhood demographics are supportive

summary of comments related to the selected

of affordable housing.

sites) included:

• Addresses community priorities.

Economic development is a priority within the

• Site control. Site is owned by the SEOPW

area.

CRA who has issued requests for proposals

• Flexibility toward parking ratios. Zoning

for development of affordable housing.

code provides reductions for affordable

• Access to rail and circulation. Site

housing, which improves development

is adjacent to the Overtown station and

economics.

Overtown Transit Village.

• Community need. Site is located in an area

The site-specific master plans that were

where affordable housing has been successful

developed show specific physical forms and

and is needed.

organization of uses. They illustrate elements

• Population served. Appropriate

important to creating diverse, attractive,

demographics exist within the area to support

functional, and desirable urban places.

the creation of affordable housing.

• Neighborhood compatibility. Surrounding

neighborhood is of a compatible context.

Master Site Plan

• Connection to employment. Metrorail

Site-specific plans were developed for two

and local bus services connect the area

blocks within the ¼ mile station area of the

conveniently to major employment centers.

Overtown station. Understanding site

• Appropriate zoning. Zoning provides

Figure 4.5: Maximum Zoning Plan

This view of the project is in a generally Southwest direction.

36

A Model Housing Transportation Plan

conditions and local context, two site

layouts were prepared. One layout focused

on the maximum allowable building height

based on existing zoning and requirements

of Miami 21, the city’s comprehensive

zoning ordinance. Miami 21 provides

significant advantages to residential and

mixed-use developments considering

inclusionary affordable housing. It provides

bonus density and height as well as reduced

Table 4.1: Master Plan Summary

parking ratios depending upon the level of

Maximum Zoning Plan

Market Plan

affordable housing proposed.

Description

Block 25

Block 36

Block 25

Block 36

The second plan put more emphasis on

Maximum

48 stories

48 stories

6 stories

8 stories

assumed anecdotal market conditions

Height

and existing neighborhood context. It also

Residential Units

benefited from flexibility contained in Miami

Market Rate

312 units

312 units

None

None

21 to reduce parking ratios and increase

Affordable

287 units

230 units

212 units

202 units

density; however, it did not maximize size

Total

599 units

542 units

212 units

202 units

density and height. Each plan presents a

Commercial Uses

planning-level application of good urban

Retail

None

40,000 square feet

None

40,000 square feet

design principles and maximizes affordable

Parking

housing opportunities on-site.

Residential

603 spaces

555 spaces

180 spaces

172 spaces

A plan maximizing affordable housing

Retail

None

84 spaces

None

84 spaces

opportunities within the limits of Miami

Source: Kimley-Horn and Associates, Inc., 2010

Figure 4.6: Market Plan

This view of the project is in a generally Southwest direction.

A Model Housing Transportation Plan

37

21 is shown in Figure 4.5. For simplicity,

Focus Site Maximum Plan

residential or commercial wrap. Each tower

this plan is referred to throughout this

Shown in Figures 4.7 through 4.9, the

unit is comprised of residential units and

document as the Maximum Plan. The

maximum plan assumes that the maximum

amenities. Key plan elements include:

second plan, reflecting a general market

density or height is achieved for each of

reality as presented by a local developer

• Density. The plan creates considerable

the two blocks under the current T6-24

density proximate to the Overtown station.

who participated in the planning workshop,

zoning. The maximum plan assumes that

• Appropriate setbacks. Buildings have

is shown in Figure 4.6. For simplicity, this

each block—Block 25 (north block) and

adequate setbacks from adjacent public

plan is referred to throughout this document

Block 36—is developed in a single phase.

streets, Metrorail, and existing uses.

as the market plan. Each plan reflects the

Significant concepts incorporated into the

• Street network integration. The site

following:

Maximum Plan include:

master plan shows the development

enhancing the 9th Street Pedestrian Mall

• Community goals and objectives

• Significant density and height

and creating a new north/south street

• Local social and physical context

• Significant proportion of affordable housing

between NW 1st Avenue and NW 2nd

• Local regulatory context

• Mixture of uses

Avenue.

• Transportation services and access

• Structured shared parking

• General market conditions

• Off-street loading

• Rooftop (of base building) amenities

Master Plan Totals

• Extensive network of plazas and high-quality

Based on site constraints and opportunities

streetscapes

as well as adopted zoning for the area,

• Active transparent building facades at the

Table 4.1 shows a summary of development

ground floor

totals for the market and zoning maximum

The building on each block is comprised of

plans.

a base unit and tower unit. Each base unit

contains a parking core surrounded by a

Figure 4.7: Looking Northeast

Figure 4.8: Looking Southeast

This view of the maximum plan is in a generally This view of the maximum plan is in a generally Northeast direction toward I-395.

Southeast direction toward downtown.

38

A Model Housing Transportation Plan

NW 1st A

venue

New Plaza

NW 10th Street

NW 2nd A

New Public Street

venue

Tower Building

Residential Wrap

Metrorail

Amenity Deck

Vehicular Access

9th Street

NW 9th Street

Pedestrian Mall

Lyric Plaza

Tower Building

Vehicular Access

Lyric Theatre

Amenity Deck

Residential/

Commercial Wrap

NW 8th Street

Overtown Transit

Village

Overtown

Metrorail Station

Figure 4.9: Maximum

Master Plan

This figure shows a roof

level plan view of Blocks 25

and 36.

A Model Housing Transportation Plan

39

• Pedestrian-friendly streets. The master

• Enhanced streetscapes along all

plan shows the creation of high-quality

development frontages

streetscapes along all site frontages.

• Consistent street walls along all public

• Open space integration. The master

streets

plan shows an expansion and enhancement

• Opportunity for up to 40,000-square-foot

of existing open spaces and plazas.

retail space on Block 36

• Building amenities. Residential amenities

• Expanded and enhanced plazas and

such as private outdoor common spaces

streetscapes

are planned for the roof level of the base unit

• Building courtyards

of each building.

• Appropriate parking treatment

Generalized Upper Floor Plan

and supply. Parking is fully screened

Figure 4.11 shows the upper floor plan

by residential or commercial uses or an

architectural treatment. An appropriate

of Blocks 25 and 36. The upper floors

supply of parking is provided in the base

of the buildings are proposed to include

of each building with access from the

structured parking, service spaces,

development created street.

residential amenities, and residential units.

• Loading accommodation. All major

The following are key elements of the plan

commercial loading and service functions

for each block:

are accommodated internally.

• Structured parking (generally floors 2

The following sections and figures briefly

through 6 or 7)

describe the ground floor and upper floor

• Residential amenities above structured

plans for the maximum plan.

parking

• Dedicated second and third floor entries to

Generalized Ground Floor Plan

retail space in Block 36

Figure 4.10 shows the ground floor plan of

• Green roof systems

Blocks 25 and 36. The following are key

• Suitably articulated building facades (and

elements for each block:

setbacks) to manage building mass and

height along public frontages

• Dedicated parking, loading, and drop-off

• Reduction of structure bulk above the 4th

access from the new street

floor through tapering

• No new driveways along NW 8th and 10th

Streets or NW 1st and 2nd Avenues

• Ground-level retail along NW 8th Street

• First floor (stoop level) residential uses along NW 2nd Avenue, NW 9th Street Pedestrian

Mall, NW 10th Street, and the new street

• Suitably articulated pedestrian-scale building facades along all public streets

40

A Model Housing Transportation Plan

Figure 4.10: Ground Floor Plan

(Maximum Plan)

NW 10th Street

Plaza

New Public Street

New Public Str

Tower Base

NW 2nd A

Loading

Residential

Area

Drop-off Area

(parking

above)

eet

venue

Parking/Service

Entrance

Residential

Residential

Wrap Base

9th Street

Pedestrian Mall

Residential

Loading/

Service Area

Parking/Service

Entrance/Ramp

Lyric

Theatre

Retail

Parallel Parking

Enhanced

Streetscape

NW 8th Street

Figure 4.11: Upper Floor Plan

(Maximum Plan)

NW 10th Street

Green Roof

(over residential)

New Public Str

Residential Tower

NW 2nd A

eet

venue

Amenity Deck

(over parking)

Green Roof

(over residential)

Residential

Tower

Lyric

Theatre

Amenity Deck

(over parking)

NW 8th Street

A Model Housing Transportation Plan

41

Vehicular Circulation and Parking

• Provision of consolidated commercial

Systems

loading and service areas in each block

The plan includes a new street that is

• Maintenance of existing two-way street

planned to run parallel to the Metrorail track

pattern throughout the area

structure along with consolidated vehicular

• Provision of residential drop-off areas for

each primary residential entrance along the

access along the same street. No new

new street

driveways or points of vehicular access are

proposed along existing public streets. Key

Parking Systems

elements of proposed vehicular circulation

• Structured parking in the interior of each

and parking systems for Blocks 25 and 36

block

are shown in Figure 4.12 and summarized

• Parallel parking along public street frontages below:

where cross-sectional width is adequate

Vehicular Circulation

• Some sharing of parking between

residential, commercial, and entertainment

• Construction of a new north/south street

uses (Lyric Theatre)

• Consolidation of vehicular access to the new

street for development

Figure 4.12: Vehicular

Circulation and Parking

NW 10th Street

Parallel Parking

(typical)

Residential

Drop-off

NW 2nd A

venue

Consolidated

Driveway

Access

New Public Street

Residential

Drop-off

Consolidated

New Public Str

Driveway

Lyric

Theatre

eet

42

A Model Housing Transportation Plan

Pedestrian and Bicycle Circulation

• Continuous sidewalks

and Accommodation

• Intersection and midblock bulb-outs

The maximum plan provides space for the

• Improvement to streetscapes along all public

planned Overtown and FEC Greenway

frontage of Blocks 25 and 36

connections. The plan also proposes

• Improvement to the 9th Street pedestrian

significant enhancements to the existing

mall

9th Street pedestrian mall. Sidewalks

• Construction of a raised pedestrian crossing

between the future Overtown Greenway/FEC

and pedestrian-friendly streetscapes are

Greenway and the 9th Street pedestrian mall

proposed along the public faces of Blocks

• Integration of Lyric Plaza into the 9th Street 25 and 36. Key elements of the proposed

pedestrian mall

pedestrian and bicycle circulation and

accommodation plans for Blocks 25 and 36

are shown in Figure 4.13 and summarized

as follows:

Figure 4.13: Pedestrian and

Bicycle Accommodation

NW 10th Street

Corner Plaza

New Public Str

NW 2nd A

eet

venue

Sidewalk

Improved

9th Street

Pedestrian Mall

Raised

Pedestrian

Crossing

Lyric Plaza

Bulb-out

Lyric

(typical)

Theatre

NW 8th Street

A Model Housing Transportation Plan

43

Buildings

pedestrian mall and the proposed new

Upper Floor Open Space Elements

public street. This treatment is intended to

The plan proposes considerable density

Figure 4.16 shows key upper floor open

strengthen the connection between the 9th

on Blocks 25 and 36 as shown in Figure

space elements associated with the

Street pedestrian mall and the Overtown

4.14. The zoning maximum plan shows

proposed plan. The plan shows private

Greenway and proposed FEC Greenway.

two towers rising up to 48 stories. The plan

building amenities for residents. The plan

The following describes key open space

shows tapering of building mass as height

shows upper floor amenity areas for both

elements:

increases. The plan also shows setbacks

buildings. If possible, green roof elements

from the Lyric Theatre. The buildings on

should be incorporated into buildings.

• Pedestrian-focused streetscape

each block contain a vertical mix of uses—

Green roofs have demonstrated their ability

enhancements to all public street frontages

residential, parking, community space, and

to manage stormwater, reduce climate-

• Curb extensions at public street

parking.

control related energy costs for buildings,

intersections and development driveways

and reduce negative heat island effects. The

Ground Level Open Space Elements

• Entry plazas for significant building

entrances

following describes upper floor open space

Figure 4.15 shows key open space

• Enhancement to the 9th Street pedestrian

and green building elements:

elements associated with the proposed

mall

plan. The plan proposes improved

• Private (owner/renter) amenity areas for each

• Priority pedestrian treatment between the

streetscapes along all public street

building

9th Street pedestrian mall and the Overtown

frontages, an improvement to the 9th Street

Greenway

• Green roof systems on some buildings

pedestrian mall, plazas at significant building

• Creation of a plaza for Lyric Theatre to

entries and potential gathering areas, and

connect its entrance to the 9th Street

a linear green space running parallel to

pedestrian mall and provide a gathering

the Metrorail track structure. The plan also

space for the theatre

proposes a priority pedestrian treatment—

• Linear green space along the Metrorail track

structure

raised pedestrian crosswalk with special

paving—at the intersection of the 9th Street

Figure 4.14: Zoning Maximum Plan Massing

(Looking Southeast from NW 2nd Avenue/NW 10th Street Intersection) NW 8th Str

eet

Lyric e

Theatr

NW 10th Str

venue

eet

NW 2nd A

44

A Model Housing Transportation Plan

Figure 4.15: Ground Level

Open Space Plan

NW 10th Street

Corner bulb-out

(typical)

Entry plaza

Linear green

space

New Public Str

NW 2nd A

eet

Enhanced

venue

streetscape

Central plaza

Special paving

Street tree

(typical)

Lyric Plaza

Mid-block

Lyric

bulb-out (typical)

Theatre

Linear open

space

Enhanced

streetscape (typ)

NW 8th Street

Figure 4.16: Upper Floor

Open Space Elements

NW 10th Street

New Public Str

Upper level

outdoor

NW 2nd A

amenity area

eet

venue

Green roof

(typical)

Lyric

Theatre

Upper level

outdoor

amenity area

NW 8th Street

A Model Housing Transportation Plan

45

Organization

are relatively large (wide/long). Optimally,

Figures 4.17 through 4.20 show a cross-

residential buildings have a relatively narrow

sectional organization of the plan. Along

floorplate to provide the opportunity for

public street and open space frontages

adequate natural light and ventilation into

(exterior of the block) at the ground floor are

each residential unit. Placing parking at the

active community, residential, or commercial

core of the block made more efficient use of

uses. Above the ground floor are residential

the block depth.

uses, again facing public streets and rights-

of-way. At the core of each block are the

parking and loading areas. The parking for

each building is fully screened from public

view using a residential or commercial

space or an architectural treatment. There

are a number of reasons that development

on each block was organized in the

aforementioned manner. The combination of

desire for efficiency, physical configuration

of the two blocks, and zoning requirements,

among other things, contributed to the

proposed layout.

Miami 21 requires that all facades of

parking structures fronting public streets

are screened with active uses or a suitable

architectural treatment. Blocks 25 and 36

Figure 4.17: Cross-Section Legend

for Figures 4.18 to 4.20

NW 10th Street C

New Public Str

NW 2nd A

eet

venue

A

A

Lyric

Theatre

B

B

C

NW 8th Street

46

A Model Housing Transportation Plan

48 Stories

Residential Tower

8 Stories

Residential Base

Existing

NW 2nd

Proposed Development

New Street

Metrorail

Use

Avenue

Structure

Figure 4.18: Cross Section (A) along the 9th Street Pedestrian Mall, Looking North 48 Stories

Residential Tower

8 Stories

Parking &

Residential

2 Stories

Commercial

Existing

NW 2nd

Lyric Theatre

New Street

Metrorail

Use

Avenue

Structure

Figure 4.19: Cross Section (B) along NW 8th Street, Looking North 48 Stories

48 Stories

Residential

Tower

Residential

Tower

8 Stories

8 Stories

7 Stories

Parking &

Residential

Residential

4

Base

Stories

2 Stories

Commercial

NW 8th

Proposed Development

9th Street

Proposed Development

NW 10th

Street

Pedestrian Mall

Street

Figure 4.20: Cross Section (C) along the Metrorail Alignment, Looking West A Model Housing Transportation Plan

47

NW 2nd A

New Str

NW 2nd A

venue

eet

eet

venue

NW 8th Str

NW 10th Street

Figure 4.21: Zoning Maximum Plan Massing

Figure 4.22: Zoning Maximum Plan Massing

(Looking Northeast from NW 2nd Avenue/NW 8th Street Intersection) (Looking South from NW 10th Street)

Legend

Parking Structure

Residential Use

Commercial Use

Potential Green Roof

NW 10th Str

eet

NW 8th Str

eet

eet

NW 8th Str

eet

NW 10th Str

New Street

NW 2nd Avenue

Figure 4.23: Zoning Maximum Plan Massing

Figure 4.24: Zoning Maximum Plan Massing

(Looking East from NW 2nd Avenue)

(Looking West from the Metrorail)

48

A Model Housing Transportation Plan

The plan proposes considerable height, as

of the existing T6-24 zoning. The market

• Less costly structures. The market plan

shown in Figures 4.21 through 4.24. The

plan assumes that each block—Block 25

is comprised of low-rise structures, which

plan uses an approximately eight-story

(north block) and Block 36—is developed

are generally less costly to construct than

high rises.

base building at the maximum lot coverage

in a single phase. Significant concepts

• High degree of lot coverage. Overall lot

permissible by zoning in combination with a

incorporated into the market plan include:

coverage is higher in this scenario due to

slender 40-story tower to minimize the effect

lower building heights.

of the development’s height.

• Density and height similar to areas west of

the study area

• Street network integration. The master

plan shows an enhancement of the 9th

The combination of a reduction in size of

• No market rate housing units

Street pedestrian mall and a new north/

the tower floorplate and additional setback

• Mixture of uses

south street between NW 1st Avenue and

above the 8th floor seeks to manage the

• Structured shared parking

NW 2nd Avenue.

bulk of the development relative to the

• Off-street loading

• Pedestrian-friendly streets. The master

surrounding neighborhood. To manage

• Amenities for residential units in a courtyard plan shows the creation of high-quality

the development’s height, the location of

or on the roof

streetscapes along all site frontages.

the towers also is staggered. They are

• Enhancement of the 9th Street pedestrian

• Open space integration. The master

positioned to minimize any wall effect

mall

plan shows an expansion and enhancement

of existing open spaces and plazas.

attributed to their height and scale. Figures

• Active transparent building facades at the

ground floor

• Building amenities. Private outdoor

4.20 through 4.23 diagrammatically illustrate

common spaces are planned for the roof or

proposed mass and scale of the zoning

ground level of each building.

maximum plan from different view angles.

Each building contains a parking core

• Appropriate parking treatment

surrounded by a residential or commercial

and supply. Parking is fully screened

Focus Site Market Plan

wrap. Key plan elements include:

by residential or commercial uses or an

architectural treatment. An appropriate

Shown in Figures 4.25 through 4.27,

• Neighborhood scale. The market plan

supply of parking is provided in each

the market plan is less dense than the

has maximum building heights of between

building.

maximum plan. Densities proposed for the

six and eight stories.

market plan are within the by-right limits

Figure 4.25: Looking Northeast

Figure 4.26: Looking Southeast

This view of the market plan is in a generally

This view of the market plan is in a generally

Northeast direction toward I-395.

Southeast direction toward downtown.

A Model Housing Transportation Plan

49

NW 1st A

venue

NW 10th Street

NW 2nd A

New Public Street

venue

Residential Building

Parking structure

Residential Wrap

Metrorail

Courtyard

Amenity Area

Vehicular Access

9th Street

NW 9th Street

Pedestrian Mall

Lyric Plaza

Residential Building

Vehicular Access

Amenity Deck

Lyric Theatre

Residential/

Commercial Wrap

NW 8th Street

Overtown Transit

Village

Overtown

Metrorail Station

Figure 4.27: Market

Master Plan

This figure shows a roof

level plan view of Blocks 25

and 36.

50

A Model Housing Transportation Plan

Ground Floor and Upper Floor Plans

The ground floor and upper floor plan is

similar in layout (not density or intensity) to

the zoning maximum plan in the previous

section with regard to the following:

• Generalized ground floor plan

• Generalized upper floor plan

• Vehicular circulation and parking

• Pedestrian and bicycle circulation and

accommodation

• Ground level open space elements

• Upper floor open space elements

Figure 4.28 shows the generalized ground

floor plan of Blocks 25 and 36. Figure 4.29

shows the upper floor plan of Blocks 25

and 36. Key elements of proposed vehicular

circulation and parking systems, open

space systems, and pedestrian and bicycle

systems are shown in the aforementioned

figures.

Midtown Miami

A Model Housing Transportation Plan

51

Figure 4.28: Ground Floor Plan

(Market Plan)

NW 10th Street

Plaza

New Public Street

Service

New Public Str

NW 2nd A

Area

(parking

Parking/Service

above)

Entrance

venue

eet

Courtyard

Residential

Residential

Drop-off Area

Residential

Wrap Base

9th Street

Pedestrian Mall

Residential

Loading/

Service Area

Parking/Service

Entrance/Ramp

Lyric

Theatre

Retail

Parallel Parking

Enhanced

Streetscape

NW 8th Street

Figure 4.29: Upper Floor Plan

(Market Plan)

NW 10th Street

Green Roof

(over residential)

New Public Str

NW 2nd A

venue

eet

Parking

Structure

Green Roof

(over residential)

Amenity Deck

(over parking)

Lyric

Theatre

NW 8th Street

52

A Model Housing Transportation Plan

Buildings

Similar to the maximum zoning plan, the

Where the market and maximum plans

market plan incorporates parking structures

primarily differ is with regard to the buildings

in the interior of each block, screened by

themselves. The density of the two plans is

residential and commercial uses. Figures

dramatically different. Each of the two plans

4.30 through 4.34 diagrammatically illustrate

generally organizes the development in the

proposed mass and scale of the zoning

same manner with ground floor community,

maximum plan from different view angles.

residential, or commercial uses and upper

floor residential uses. The market plan

configures parking at the core of each block

along with loading areas. Parking for each

building is fully screened from public view.

The market plan proposes considerably

less density and height than the maximum

zoning plan. The mass and scale of the

market plan are shown in Figures 4.30

through 4.34. The market plan is four to

eight stories and relies on significant lot

coverage to achieve its density. The mass of

the buildings in the market plan is managed

through variation in height of the buildings

and setbacks at property lines.

Figure 4.30: Market Plan Massing

(Looking Southeast from NW 2nd Avenue/NW 10th Street Intersection) NW 8th Str

eet

Lyric

Theatre

venue

NW 2nd A

NW 10th Str

eet

A Model Housing Transportation Plan

53

NW 2nd A

venue

eet

NW 8th Str

Figure 4.31: Market Plan Massing

Figure 4.32: Market Plan Massing

(Looking Northwest from the proposed New Street/NW 8th Street Intersection) (Looking Northeast from NW 2nd Avenue/NW 8th Street Intersection) Legend

Parking Structure

Residential Use

Commercial Use

Potential Green Roof

eet

New Str

venue

New Str

NW 10th Str

eet

NW 2nd A

eet

eet

NW 10th Str

Figure 4.33: Market Plan Massing

Figure 4.34: Market Plan Massing

(Looking Southeast from NW 2nd Avenue/NW 10th Street Intersection) (Looking Southwest from the proposed New Street/NW 10th Street Intersection) 54

A Model Housing Transportation Plan

Chapter 5

Summarizing Potential Strategies and Tools

Potential

affordable rental housing. These projects

have received subsidies in the form of loans

Strategies

with below-market interest rates, grants, or

even rent payments. In return, the owner of

After gathering and analyzing necessary

the property agrees to restrict rent to eligible

information, the Mixed-Income Transit-

low-income households and charge them

Oriented Development (MITOD) Action

a reduced rent. However, the agreements

Guide suggests choosing among the

for property owners to restrict occupancy to

following nine strategies:

eligible low-income households are of limited

duration. In fact, a recent study noted that a

1. Prevent displacement via regulation

significant amount of subsidized affordable

2. Preserve transit-oriented development

housing units near transit are set to expire

(TOD)-appropriate affordable housing

before the end of 2014.1

3. Increase affordable homeownership

opportunities

Owners of these units are likely to convert

4. Promote affordable housing development

the units to higher-rent unassisted housing

5. Preserve affordable housing development

or to nonresidential use in appreciating

opportunities

markets (i.e., those near frequently used

6. Reduce the cost of housing production

transit stations). For instance, a property

7. Leverage market-rate development

owner might decide it’s more profitable to

8. Promote transit amongst low-income

convert the now expired affordable units

populations

to condominiums and sell them at prices

9. Site public facility investments in station area above those that current low-income

tenants can afford. The process of eviction,

The most important strategies for inner city

conversion, and sale happens at a faster

sites with underutilized stations include:

rate than these units can be replaced

• Preserve existing project-based Section 8

through development. Thus, a significant

and other subsidized housing

shortage of affordable housing units near

• Prevent displacement via regulation

transit can take place in a relatively short

• Reduce the cost of developing mixed-

period of time.

income housing

There are tactics that local government can

Preserve Existing Project-

employ to reduce the effect of condominium

based Section 8 and Other

conversions and better manage the supply

Subsidized Housing

of affordable housing near transit. These

include restricting the conditions under

The strategies for increasing the supply of

which affordable units can be converted

affordable housing fall under one of two

to condos, imposing permit limits, or

categories—preservation or development.

administering fees on converted units.

While preservation can include the

Meanwhile, state and local governments

preservation of land for future development

can maintain restrictions on the occupancy

of affordable housing near proposed

of affordable units through the use of

1

transit stations, it is more applicable to the

Preserving Affordability and Access in Livable

low-income housing tax credit (LIHTC)

Communities: Subsidized Housing Opportunities

preservation of privately-owned, subsidized

Near Transit and the 50+ Population, 2009

allocations.

A Model Housing Transportation Plan

55

Prevent Displacement

Right of first refusal laws allow nonprofit

Through Regulation

affordable housing developers the first

Local government also can preserve the

opportunity to purchase multifamily buildings

supply of affordable housing near transit

put up for sale. In addition, right of first

through regulation. Rent controls, transfer

refusal laws might also allow tenants the first

taxes, or a first right of refusal law all can be right to purchase their building through a

employed to prevent displacement. Rent

limited equity cooperative.

controls might be used to limit the amount

that rent can be increased on existing

Reduce the Cost of Developing

tenants, or such a tool could be used to

Mixed-Income Housing

stipulate the maximum rent that can be

One of the main challenges to expanding

charged to new tenants. Rent controls help

the supply of affordable housing near

market rents remain affordable to a larger

transit is the high cost of land surrounding

portion of income levels.

transit stations. What can communities do

to lift this burden? Local governments and

Transfer taxes are levied when the sale of

organizations can partner with non-and

property occurs and a change of title takes

for-profit developers alike to create joint

place. These taxes help to deter rampant

public/private development opportunities

property speculation and short-term real

and utilize tools to reduce and manage

estate investment. In an appreciating real

development costs to reduce the cost of

estate market, the proceeds from the tax

units delivered to the market with the intent

can be used to fund affordable housing that

that they will be made affordable.

will be necessary in light of rising property

values.

New construction in Overtown

56

A Model Housing Transportation Plan

Tools to

transfer taxes, in-lieu fees, and condo

main criterion of evaluation. While not part

conversion fees are all financing options that of a formal public land disposition plan, the Implement

can be implemented by local governments

City of Miami is able to provide city-owned

Strategies

as well. In addition, low-income housing tax

land to developers at no cost, in return for

credits, tax-exempt bonds, FHA mortgage

developing affordable housing on the site.

insurance programs, and the affordable

The following is a summary of tools that can

housing programs of the individual Federal

Land Banking Funds

be used to help communities increase the

Home Loan Banks are other financing

Land banking funds serve to acquire, hold,

supply of affordable housing near transit

options as well.

and facilitate development on undeveloped

through development.

property. The land is then transferred to

Public Land Disposition Plan

a developer with the agreement that a

Options for Financing

In situations where developable land near

certain number of affordable housing be

Affordable Housing Near

transit is owned by the local government,

included on the property. While being held

Transit-Oriented Development

the creation of a public land disposition

by a land bank, a property might have title

There are several options for financing

plan can ensure that these sites are

encumbrances cleared, tax liens forgiven,

affordable housing near transit that local

home to affordable housing units. Local

or environmental contamination remediated.

governments can use. Funds received from

governments who control land near transit

The land bank also can work to assemble

HUD under the HOME and the Community

can sell the land at discounted prices to

small individual parcels into a larger and

Development Block Grant program can be

help facilitate the development of affordable

more usable single parcel of land.

used for a range of activities that could help

units. They also can lease the land to

support affordable housing near transit.

Parking Regulations

developers and stipulate that affordable

Depending on the legislation in place, local

housing be included to some degree on

The impact of high land costs near transit

governments also can set aside funds

the site. The sale of the land also can be

can be minimized by relaxing the amount

received from tax increment financing to

conducted competitively with the inclusion

of parking required for residential projects

fund affordable housing. Linkage fees,

of affordable housing on the site being the

in locations proximate to transit. However,

Vacant property within the Study Area

A Model Housing Transportation Plan

57

resident demand may still lead developers to within local government to be responsible Inclusionary Zoning

over-supply parking for their project. Thus,

for expediting the project through the review

Another way to encourage the development

municipalities can enact parking maximums

and approval process. The City of Miami

of affordable housing near transit would be

to guard against this. Another option is to

currently uses this tool for projects that are

through inclusionary zoning. This is a tool

employ a shared parking approach. With

certified by the Department of Community

that works best in a housing market that is

shared parking, an apartment building might

Development.

expecting a considerable amount of new

share parking space with an office building.

supply. Inclusionary zoning requires private

Residents of the apartment building use

Fee Waivers

developers to include a certain number of

the parking space during the evenings and

Reducing or eliminating impact fees for

affordable housing units in projects that are

nights and on the weekends when demand

projects providing affordable housing near

otherwise market rate developments. The

for parking from the office building is at a

transit can provide a meaningful reduction

percentage of units required to be affordable

minimum.

to the overall project cost. Cities can

and the level of affordability for these units

choose to use a sliding scale where projects can be determined at the discretion of Fast Track Permitting

near transit that contain more affordable

the municipality. In some places where

Projects that increase the supply of

housing units can have their impact fees

inclusionary zoning is used, developers

affordable housing near transit can be

reduced to a greater extent. Where budgets

can meet the requirement for affordable

expedited through the permitting and

are tight, local governments can choose

units at an offsite location. This would

approval process. This reduces the amount

to use impact fee deferrals. In this way,

undermine the effort of trying to locate more

of time that land has to be ‘held’ during

the payment is delayed until later in the

affordable housing units within projects

the development process and can reduce

development process. The City of Miami

being developed near transit. Thus, it’s

financing costs. Projects can be expedited

is currently utilizing this tool. The Zoning

recommended that the city stipulate that the

by prioritizing their review, establishing

Department will defer payment on impact

affordable units be included onsite.

set time periods for decisions on their

fees for projects that are certified by the

applications, or even assigning an individual

Department of Community Development.

Historic Lyric Theatre undergoing renovations

58

A Model Housing Transportation Plan

Linkage Fees

Joint Public/Private

Linkage fees can be used to help reduce

Development

the cost of developing affordable housing

Public agencies that control land near transit

near transit. For instance, jobs are usually

stations can work with a private developer

created when there is new commercial

to help put excess or underused property

development in an area. However, some of

to use as a site for affordable housing. In

these jobs might not be high-paying enough

situations where developable land near

to allow workers to live nearby or near

transit is in low supply, this can be a

transit that would allow them access to the

particularly effective tool. While the Federal

location. Collecting linkage fees allows local

Transit Administration has traditionally

governments to use the funds to facilitate

guided joint development activities of transit

the development of affordable housing near

agencies to maximize revenue through

transit, so that lower-earning workers still

land sales or lease agreements to support

have reasonable access to employment

operations, it currently supports land sales

centers.

or leases at less than market value if the

transaction will promote increased transit

Incentives for Proactive

ridership. Facilitating the development of

Station Area Planning and

affordable housing near transit is understood

Zoning

to promote ridership.

This is a tool that can be used by state

or regional agencies to help communities

Infill Development or

think about their housing affordability and

Redevelopment in Transit

mobility needs before development occurs

Zones

around a transit station. The benefit is that

TOD can serve as a tool to revitalize

the community can establish a vision for a

communities. The positive impact of TOD

particular area and consensus is reached for extends out to the area surrounding the what type of development an area is best

station where people are able to walk to

suited for. This can help local governments

the station from where they live. Good

evaluate project proposals quicker and

opportunities for infill development include

more effectively, which reduces overall

brownfields and underutilized commercial

development costs. States or regional

and industrial sites.

agencies can help encourage such planning

by offering grants based on planning

Facilitate Use of Value Capture

and zoning that encourages affordable

to Fund Affordable Housing

housing near transit or by giving preferential

This tool is most effectively employed on

treatment to the municipality for other

areas where new transit stations are being

discretionary funding, such as water, sewer,

built. The real estate around planned transit

or environmental cleanup.

stations is sure to see its value increase. In

addition, the area is likely to attract more

people as a result of the new transit access.

A Model Housing Transportation Plan

59

The value of all this can be captured in

several different ways. It can be realized

through increased parking fees or business

license fees for locations near transit or it

might be seen as increased sales revenue

on locations near transit or more likely,

higher property taxes collected on real

estate around transit as a result of property

appreciation.

Tax Increment Financing

Funds obtained through tax increment

financing (TIF) can be used to offset

the higher land costs associated with

developing affordable housing near transit.

With tax increment financing, bonds are

issued and the proceeds are used to

finance projects within a localized area.

The incremental future tax revenue of a

specially designated area that contains the

area being redeveloped backs payments on

the outstanding bonds. The selected site in

Overtown was noted to be in a TIF district.

Existing residential building in Overtown adjacent to metrorail.

60

A Model Housing Transportation Plan

Chapter 6

Conclusion and Recommendations for Implementation Strategies,

a stagnant real estate market, and

Tools that would require the support of

relatively high development capacity. This

partners include:

Actions,

combination of findings led to a strategy

• Joint public/private development

Policies,

that seeks to promote the development of

affordable housing at a reasonable volume

• Transit-Oriented Development (TOD)-

and Capital

targeted housing financing

and reduce the cost of housing production.

• TOD-targeted homeownership assistance

Tools to help facilitate these strategies are

Investments

those that can be implemented by the local

To reduce the cost of housing and help

Recommended government and those that leverage the facilitate the development of affordable support of partners.

housing near transit, the MITOD Guide

to Support

suggests the following locally-controlled

Tools suggested by the MITOD Guide to

tools:

Implementation promote affordable housing development that are locally controlled include:

• TOD-targeted parking regulations

• Fast-track permitting

The conclusion of the Mixed-Income

• First-right-of-refusal laws for tenants and

• Fee waivers, reductions, and deferrals

Transit-Oriented Development Guide

nonprofits

• Regulatory accommodation for small sites

asks the user to evaluate the station area

• Development agreements

• Tax forgiveness for back taxes on affordable

based on its population stability, real estate

• Public land dedication and write-downs

housing sites

market, and land capacity. Based on the

• Tax forgiveness for back taxes on affordable

information gathered, the Overtown Station

housing sites

The only tool to reduce the cost of housing

area was found to have a stable population,

production that requires the support of

A Model Housing Transportation Plan

61

partners was to encourage the remediation

the scope of TIFIA to help finance TOD

administrators such as the CRA. The CRA

of brownfield sites. While all of these

projects. He said, “TIFIA is flexible, but has

would fund projects based on a point

strategies and the suggested tools are

focused on transit. The Federal government

system where points are awarded for

appropriate, Overtown Station area is

is on board to broaden this and create

appropriate site control; compatible zoning;

unique and already has many of these

pilot programs for affordable housing near

proximity to transit, and other factors.

strategies in place as a result of the CRA,

transit.”

Another tool that could be used is merit-

TIF, and NDZ designations. The site is under

based LIHTC.

the control of the SEOPW CRA and they

The strategy would be to create a public/

have a local nonprofit affordable housing

private—national/local partnership for an

Lessons

developer interested in developing the site.

Affordable Housing Trust Fund (AHTF) to

Many of the tools suggested by the MITOD

attract private development. The CRA

Learned from

Guide are a part of Miami 21. What remains

would apply to the Federal government

is the need for innovative financing to

to capitalize a rotating loan fund and then

the Mixed

reduce the cost of development.

a consortium of lenders would agree to

participate in projects partially funded

Income Transit-

During the workshop, stakeholders had

through the loan fund. Local control of

a number of suggestions for reducing the

the studied site, the use of TIF, increased

Oriented

cost of development. Pieter Bockweg, the

density bonus from the city, plus the use of

Development

Executive Director of the SEOPW CRA,

the AHTF would increase the chances of

said that they can use TIF money to help

success for development to occur on the

Process

incentivize the creation of mixed-income

site.

housing. The city can allow density bonuses

Using the MITOD Guide helped to maintain

and he suggested additional FAR Bonuses.

The innovative use of an AHTF would

be joint HUD/FTA funded with TIFIA,

a structured approach to gathering and

Keith Melton with Federal Transit

TIGER, CDBG, and HOME funds. The

analyzing the information needed to

Administration suggested broadening

Federal partnership would choose local

formulate the station area plan. While the

Definitions:

(TIFIA)

(TIGER)

(FAR)

Transportation

Transportation

Floor Area Ratio

Infrastructure Finance Investment Generating

and Innovation Act

Economic Recovery

TIFIA provides credit assistance to surface

TIGER stands for Transportation Investment

FAR represents floor-area-ratio, which

transportation projects including those

Generating Economic Recovery. Funding

refers to the amount of floor space a project

relating to transit. Eligible entities include

under this program is awarded on a

contains relative to the size of the land

state and local governments, transit

competitive basis for road, rail, transit,

the building has been constructed upon.

agencies, and private entities. Based

or port projects. A general review of the

Higher FARs on a collection of sites will

on a review of the program’s eligibility

program yielded no direct connection

result in development that is more dense

requirements, it doesn’t appear that these

between this program and the funding of

than in areas with lower FARs. It also allows

funds could be used directly fund affordable

affordable housing near transit. In the future,

developers to lower certain per-unit costs.

housing near transit. However, it was noted

based on the competitive basis by which

This type of bonus could be provided in

during the Planning Meeting that the scope

funds are provided, projects with plans to

return for a developer including an agreed-

of the program could be broadened to do

include affordable housing proximate to

upon number of affordable units.

so.

future rail or transit projects could receive an

advantage.

62

A Model Housing Transportation Plan

A Model Housing T

MITOD Guide is comprehensive in scope, it

the understanding that many will need to be

partnership approach identified in this study.

is relatively easy to transform the information altered to suit local conditions.

Follow-up activities will need to include:

gathered into actionable strategies, which

are accompanied by specific tools.

Users of the MITOD Guide should be

• Determining the ways FTA and HUD

prepared to consult a variety of sources as

can partner to use TIFIA, TIGER, CDBG,

MITOD Guide users should consider the

they gather information. Some data is easily

and HOPE funds to create a Federal

loan fund that can be administered by

value of stakeholder interaction through

accessible through online tools like the

the local partners as an AHTF to attract

collaborative meetings involving local

Center for Transit Oriented Development’s

local developers and help them obtain

government officials, business leaders,

National TOD Database or the Center for

construction funding from local banks.

and other members of the community.

Neighborhood Technology’s Housing and

• Creating a pilot project with the SEOPW

During these meetings, the primary topic of

Transportation Affordability Index. Other

CRA to test the implementation of the AHTF

discussion should relate to how the group

data especially that which requires a more

through a point system and evaluate its

can work together to increase the supply of

local perspective is best obtained through

effectiveness in creating mixed-income TOD.

affordable housing in the area under study.

discussions with officials from the local

• Explore the possibility of having proximity to Consensus as to the appropriate approach

housing authority planning department,

transit taken into account in the allocation of

LIHTCs.

for an affordable inclusive development

community redevelopment agency, or transit

• Determining the scope of similar locations

should be achieved by the working group.

agency. Relationships with these individuals

or station area typologies where this model

This consensus has the potential to be

can be established during initial stakeholder

housing transit plan may apply.

helpful in creating and maintaining project

meetings.

momentum, leading to a situation where the

overall goal of creating additional mixed-

Next Steps

income TODs can be more readily realized.

The direction provided by the MITOD Guide

is useful in helping stakeholders become

The next step in this process is for HUD and

better oriented on general strategies, with

other government partners to assess the

possibility of the public/private—local/federal

(CDBG)

HUD

Community

HOME Program

Development Block

Grant

This stands for Community Development

The main purpose of the HOME program is

Block Grant. This formula-based program

to create affordable housing for low-income

provides funding to communities to help

individuals. Formula-based grants are

them address a wide range of issues related

provided to states or local municipalities that

to community development. The program

can be used in partnership with local non-

lists one of its eligible activities as any that

profit groups to acquire, build, or rehabilitate

benefit low and moderate-income persons.

affordable housing.

A Model Housing Transportation Plan

A Model Housing Transportation Plan

63

Appendix

Planning Process Overview

City Selection

• Baltimore, MD

• San Francisco, CA

• Boise, ID

• San Jose, CA

• Boston, MA

• Sacramento, CA

The process to select a city for which to

• Charlotte, NC

• Seattle, WA

develop a model plan was undertaken

in three distinct phases—identification,

• Chicago, IL

Early in the planning process the list

solicitation, and evaluation and selection.

• Dallas, TX

was reviewed to reduce the number for

The evaluation and selection phase required

• Denver, CO

solicitation through a discussion of the

a number of iterations to identify and

• Houston, TX

following:

confirm the specific site within the selected

• Los Angeles, CA

city.

• Memphis, TN

• Availability of land for residential

• Minneapolis, MN

development

• New Orleans, LA

• Extent of the rail transit system

Identification of Candidate

• New York City, NY

• Usage and ridership of the public transit

Cities

• Orlando, FL

system

In the first phase, the following list of cities

• Philadelphia, PA

• Need/ability to locate affordable housing

were considered for the model housing

near transit

• Pittsburgh, PA

transportation plan:

• Presence of community organizations

• Phoenix, AZ

involved in advocating/locating affordable

• Arlington, VA

• Portland, OR

housing near transit

• Atlanta, GA

• Salt Lake City, UT

• Presence of community groups supporting

• Austin, TX

• San Diego, CA

affordable housing

A Model Housing Transportation Plan

A-1

Cities that were known to have undertaken,

• Boise, ID

Each candidate was asked to provide

at least some effort, toward transit-oriented

• Houston, TX

answers to the following questions to

development were discussed as prospective

• Miami, FL

address the three topics listed above:

candidates for a number of reasons

• Orlando, FL

including:

• Current approach and interest in providing

• Phoenix, AZ

affordable housing

• Presence of social, commercial, and

• Vision for community growth and/or change

Statements of Interest from

governmental infrastructure to implement

• Vision and goals for transportation

non-traditional development projects

Cities

• Overview of substantive future transit

• History of success to incent future

The second phase of the site selection

investments

investments in transit-oriented development

process involved contacting the seven

• Presence of local advocacy or support

• Availability of local codes, plans, and

candidate cities and asking each one to

organizations for affordable housing

ordinances supporting transit-oriented

submit a statement of interest (SOI) in

along with a summary of the role of each

development

participating in the project. The primary

organization

• Overview of local policies and goals related

Through a series of discussions with

purpose of the SOI was to provide the

to growth management, linking land use and

HUD and the Center for Transit Oriented

planning team with an understanding of the

transportation, promoting compact mixed

Development, Miami, FL was added to the

following:

use development, and creating high-quality

list of candidate cities as a result of their

urban places

• Each city’s approach to addressing

efforts to locate affordable housing near

affordable housing needs

• Brief description of areas of focus or interest transit. The following shortlist of cities was

for infill and transit-oriented development

• Philosophy toward mixed use and infill

identified for solicitation of statements of

development

interest in participating in the model plan

• Approach and philosophy on the movement

Evaluation and Selection

development effort:

of people throughout their city

The third phase of the site selection process

• Commitment and capabilities related to

involved selecting the final location based

• Atlanta, GA

implementing the model plan

on an evaluation of the SOIs. SOIs were

• Baltimore, MD

A-2

A Model Housing Transportation Plan

received from six out of the seven candidate

community, the perceived effectiveness of

organizations and agencies cannot always

cities. Each city was considered against

policies and programs, and the local effort

successfully implement projects without

a specific set of evaluation criteria and

dedicated to evaluating the success of the

outside support.

scored accordingly based on an evaluation

programs and policies.

matrix. The principles included in the matrix

Policies Encouraging Transit-

are described below along with a brief

Community Growth and/or Change

Oriented Development

description of their intended meaning.

Question: What are the community’s vision

Purpose: To evaluate whether the location

and goals for area growth and/or change?

has in-place policies, programs, and plans

Affordable Housing

related to linking land use and transportation

Question: What is the location’s current

Purpose: To understand the location’s

decision making and promoting compact

approach and interest in providing affordable strategies, vision, and goals to guide mixed-use development proximate to high-housing or their demonstrated need to

and accommodate future growth and

quality transportation assets. Communities

implement affordable housing policies or

community change.

with a history of successfully implementing

plans?

transit-oriented development and those

Partnerships and Local Support

that have policies, programs, and strong

Purpose: To determine the location’s

Question: Are there strong advocacy or

community interest in implementing this

commitment and approach to

support organizations for affordable housing

type of development may be better early

providing affordable housing. In certain

in the community?

candidates for housing transportation plan

circumstances, it accommodates for a lack

implementation.

of commitment (where there is a lack of

Purpose: To evaluate the level of interest

resources, perhaps) by allowing the location

and commitment to HUD’s housing and

Intangibles

to express its desire to address a proven

transit initiative. The location needed to

Question: Are there any intangible aspects

need for affordable housing. Commitment

solicit input from and ask for the support of

of a particular location that make it an

was determined by a review of the types

local organizations as this project’s initiatives especially strong or weak candidate for the of programs or policies that exist in the

are advanced and implemented. It is

understood that localities and governmental

model planning project?

A Model Housing Transportation Plan

A-3

Purpose: To understand whether

Miami stood out as a result of their

coordination with land use, implementing

there are aspects of the land use and

demonstrated need for affordable, work

alternatives to automobile use, and locating

transportation linkage that are not easily

force and HIV/AIDS housing; their vision for

affordable and workforce housing in areas

rated or described, but are of significance

the specific locations identified as needing

that match job opportunities.

in terms of how to successfully create

housing proximate to transit; the potential

Sites Considered

high-quality transit-oriented development

their transit systems provide for station area

projects. Factors such as the marketability

development; and their transit-oriented

Within the city, several sites were considered

of a location, the market for a particular

development (TOD) policies which may

for selection. They included the Coconut

development project, the ability to

result in more immediate implementation. In

Grove, Brickell Avenue, School Board, and

provide a good location (or locations) for

addition, several important relationships with Overtown sites. The sites were spread along development, the perceived acceptability of

city staff and leadership were identified that

the Metrorail and Metromover systems, as

infill development, and other conditions can

would prove to be beneficial as part of the

shown in Figure A.1.

influence the viability or outcome of plans.

planning process.

Some communities genuinely need planning

The Coconut Grove Metrorail (Figure A.2)

and policy assistance. Others already

The city also had recently adopted Miami

site is located along the Dixie Highway

have the appropriate mechanisms in place

21, a new form-based zoning code.

(US 1), a major regional commercial corridor.

and may simply need a plan from another

Miami 21 promotes urban infill, mixed-

The station area is characterized by mostly

community from which to refer.

use development, pedestrianism, and

low density single-family uses, limited

multimodalism while allowing for reduced

commercial uses, and a few industrial sites.

Based on these principles of evaluation,

parking requirements in mixed-use and

The area is served by the region’s Metrorail

the City of Miami was selected as the final

other transit-oriented development type

system and has a station and park and

location while it was decided that Atlanta,

projects. Furthermore, the Code’s intent

ride facility. Properties throughout the area

GA would serve as the alternate.

is guided by specific principles aimed at

are generally small in size and there is little

fostering growth around transit nodes,

assemblage that would support a larger-

planning transportation corridors in

scale development.

Figure A.1: Selected Sites Vicinity

A-4

A Model Housing Transportation Plan

The Brickell Avenue (Figure A.3) site is

located in Miami’s downtown core, within

a mixed-use neighborhood of the central

business district. It is served by both

Metrorail and Metromover. While there

is some available property in the area,

considerable market rate development has

already occurred and a local developer was

identified to already be pursuing affordable

housing within the area.

The School Board (Figure A.4) site is located

north of Miami’s central business district

within the Omni Community Redevelopment

Agency (CRA) area. Many contiguous vacant

properties exist adjacent to the station;

however, the vision for the area is not

residential. The area is planned to continue

to evolve as a media and production (for

movies) neighborhood. Further, the area is

not served by the region’s Metrorail service

and only receives service by the downtown

circulator, Metromover.

Figure A.2: Coconut Grove Metrorail Station Area Vicinity Figure A.3: Brickell Avenue Metrorail Station Area Vicinity A Model Housing Transportation Plan

A-5

The final site considered is located in

Planning

were discussed. The general outline of the

Overtown (Figure A.5) adjacent to Overtown

workshop was the following:

Transit Village. Referred to by local

Workshop

developers as Lyric Place, in recognition

• Introductions and stakeholder representation

of the adjacent historic and culturally

• Orientation to the sites under consideration

As previously mentioned, a two-day

significant Lyric Theatre, the area is well-

• Site selection discussion – strengths,

planning workshop was facilitated in

weaknesses, opportunities, and threats

served by the region’s Metrorail system at

Miami where local stakeholders had the

• Selection of the site

the adjacent Overtown station. The site

opportunity to provide input and guidance

• Establishment of site priorities, needs,

proposed has long been discussed by

on their respective visions for affordable

desires, and vision

the city and Overtown CRA as a preferred

and market rate housing, non-residential

• Site concept development

location for affordable housing due to local

uses, and public open spaces proximate

• Model plan development

demographics, transportation access, and

to transit in the selected area. The planning

• Review of model plan concepts

long-term community plans.

workshop brought together individuals with

• Comments and discussion

backgrounds in development, government,

During the site selection process, the

housing, finance, and transportation from

During site selection and evaluation

advantages and disadvantages of

local, regional, and federal agencies and

discussions, stakeholders noted that

each of the four sites were weighed. At

groups.

the role of the city’s two fixed guideway

the conclusion of the site evaluation,

transit systems was important to consider.

the decision was made to select the

During the workshop, the stakeholders

Metromover is downtown Miami’s circulator

Overtown site at Lyric Place for model plan

and planning team worked cooperatively to

service. It is fare free; however it operates

development.

review and evaluate the selected sites within only within downtown. It connects to the city and discuss key considerations

Metrorail at a number of locations. Metrorail

of site selection. Items such as area

is the region’s heavy rail transit service.

demographics, travel patterns, local plans,

It extends from downtown and the city

development activity, transportation access,

into neighboring Miami-Dade County.

locations of services, and employment all

Figure A.4: School Board Metromover Station Area Vicinity Figure A.5: Overtown Metrorail Station Area Vicinity A-6

A Model Housing Transportation Plan

A major extension of Metrorail is under

• Community need. Site is located in an

of zoning and planning documents and

construction and will extend its reach

area where affordable housing has been

expressed vision from the stakeholders.

to Miami International Airport, a major

successful and is needed.

During the workshop, a zoning maximum

employment center of the region. Other

• Population served. Appropriate

plan was developed and achieved the

demographics exist within the area to

major employment areas in the city were

following level of intensity and mix of uses:

support the creation of affordable housing.

noted as the Port of Miami, Civic Center

• Neighborhood compatibility. Surrounding

area, and Medical Center area.

• Height: 48 stories

neighborhood is of a compatible context.

• Residential: approximately 1,100 units (500

Approaching site selection, stakeholders

• Connection to employment. Metrorail

affordable and 600 market)

and local bus services connect the area

offered specific ideas on the ways in

• Commercial: 40,000 square feet

conveniently to major employment centers.

which the supply of affordable housing

• Appropriate zoning. Zoning provides

Stakeholder participants were generally

near transit in Miami could, understanding

significant advantages to the development of

supportive of the plan; however, it was

market conditions and practical limitations,

affordable housing.

universally acknowledged that any site

be increased. Workshop participants

• Local government buy-in. City, county, and

development would not be a zoning

were highly supportive of the site at Lyric

local organizations are supportive of the

maximum. The general sentiment was that

Place for the model plan. A group of site

proposed development type.

development on the selected site would

selection criteria were developed to aid in

• Connection to adjacent neighborhoods.

serve as a catalyst for area redevelopment.

selection and are listed below along with the

Neighborhood demographics are supportive

of affordable housing.

Stakeholders were interested in formalizing

advantages the Lyric Place site provided:

• Addresses community priorities. Economic

a public/private (local and national)

• Site control. Site is owned by the Overtown

development is a priority within the area.

partnership to develop a revolving loan

CRA whom has issued requests for

• Flexibility toward parking ratios. Zoning code fund for development and leverage HUD/

proposals for development of affordable

provides reductions for affordable housing,

FTA grant opportunities to assist with

housing.

which improves development economics.

development costs.

• Access to rail and circulation. Site is

With the selection of the Overtown site, a

adjacent to the Overtown Metrorail station

and Overtown Transit Village.

model plan was developed under the guise

Figure A.6: Concept Developed During the Workshop A Model Housing Transportation Plan

A-7

U.S. Department of Housing and Urban Development

Office of Policy Development and Research

Washington, DC 20410-6000

June 2012

Document Outline

Untitled

Executive Summary

Table of Contents

Chapter 1

Study Context

Mixed Income Transit-Oriented Developmen

Station Area Planning

Purpose of this Model Station Area Plan

Chapter 2

Process

Regional Context

General Character of the Station Area

General Circulation and Transportation Character

Chapter 3

Introduction to Mixed-Income Transit-Oriented Development Guide

Existing Conditions Analysis

Mixed Income Transit-Oriented Development Opportunities Analysis

Mixed Income Transit-Oriented Development Strategies Analysis

Chapter 4

Conceptual Station Area Plan

Site-Specific Plans

Chapter 5

Potential Strategies

Tools to Implement Strategies

Chapter 6

Strategies, Actions, Policies, and Capital Investments Recommended to Support Implementation

Lessons Learned from the Mixed Income Transit-Oriented Development Process

Next Steps

Appendix

City Selection

Planning Workshop