CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN
Transit-Oriented Development Case Studies
Prepared for City of Laguna Niguel 27781 La Paz Road Laguna Niguel, California 92677
Prepared by PBS&J 12301 Wilshire Boulevard, Suite 430 Los Angeles, California 90025
November 2007 Contents
CASE STUDIES Introduction...... 1 CASE STUDY 1 Downtown Arlington Heights, Illinois...... 3 CASE STUDY 2 Del Mar Station, Pasadena...... 7 CASE STUDY 3 EmeryStation, Emeryville, CA...... 11 CASE STUDY 4 North Hollywood Commercial Core ...... 17 CASE STUDY 5 Rail Station District, Santa Ana...... 21 CASE STUDY 6 Grossmont Transit Station, La Mesa ...... 25 CASE STUDY 7 Pleasant Hill BART Transit Village ...... 29 CASE STUDY 8 Rincon Hill Area Plan, San Francisco ...... 33 CASE STUDY 9 Transbay Transit Center, San Francisco...... 39 CASE STUDY 10 Cedros Crossing, Solana Beach...... 45 CASE STUDY 11 Jefferson–La Cienega Boulevards Exposition Rail Station Plan...... 51
Figures Figure 1 Emeryville Amtrak Station Area...... 14 Figure 2 North Hollywood Redevelopment Commercial Core...... 18 Figure 3 Pleasant Hill BART Transit Pedestrian/Bicycle Circulation ...... 31 Figure 4 Rincon Hill Streetscape Concept ...... 35 Figure 5 Rincon Hill Land Use Plan...... 36 Figure 6 Transbay Redevelopment Project Area ...... 40 Figure 7 Cedros Crossing Site Plan, Reduced Massing Alternative ...... 47
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN iii CASE STUDIESI Introduction Transit-oriented development refers to the clustering of housing, jobs, shopping, and services in close proximity to rail stations, trolleys, bus stops, or other travel options that provide access to frequent, high-quality transit services. This pattern of development typically involves compact development, a mix of land uses, and amenities like pedestrian-friendly streets, parks or other open spaces, and buildings that are oriented to the street to provide visibility and easy access to pedestrians. This report presents eleven examples of transit- oriented developments throughout California, including one outside of Chicago. The case studies selected for inclusion here are intended to demonstrate the variety of approaches and strategies that may be used to facilitate successful transit-oriented developments that uniquely address the location, resources, and constraints that may be available within a community. The location of the Mission Viejo–Laguna Niguel Station and proposed improvements in Metrolink commuter rail service provide a significant opportunity for transit- oriented development as envisioned in the updated Laguna Niguel Gateway Specific Plan currently being prepared. The case studies include a description of the transit- oriented development location, the mix of land uses, transit mode, and a discussion of the resources and tools, both public and private, used to facilitate its development. The case studies also discuss the status of development within the areas that have been generally characterized as transit- oriented districts, as the boundaries of these areas are fluid and not necessarily delineated within a planning document. The eleven case studies are presented in order of the length of time that both transit and mixed-use development has been built and operational. These range from Arlington Heights in suburban Chicago where transit-oriented development has been successful since the year 2000 when it was initially developed, to the Jefferson–La Cienega TOD in Los Angeles, which is currently in the planning stages in anticipation of
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 1 the Exposition Light Rail Line service in the year 2010. The key factor in the selection of each of these case studies is that they provide a useful approach, ownership or development pattern, implementation tool, or resource that may be considered by the City for its transit-oriented development plans.
Implications for Transit-Oriented Development in Laguna Niguel
The “lessons learned” for transit-oriented development in the Laguna Niguel Gateway area that can be taken from the case studies that follow can generally be summarized as the need for the following key factors: 1. Catalytic projects. Catalytic projects are developments that will attract people, activity, and recognition to the area. Catalytic projects in TODs are generally supported by public investments of land or other financial resources as well as public investment in the infrastructure that is needed to support the new mix of uses and the increased development intensity. These investments may include amenities such as wider sidewalks, public open spaces, streetscape enhancements, and resized infrastructure to name a few. 2. A mix of land uses. Mixed-use development is characteristic of most successful TOD and includes development of housing, shopping, services, and employment within ¼ to ½ mile walking distance of the transit options available. The mix of land uses may be within a single development— vertical mixed use, a mix of uses in independent structures spread throughout the TOD district or a combination of both. Land uses that should be considered include retail, services, entertainment and leisure, housing, and office and other professional operations that provide employment. It should be noted that the land use mix can, and often does, include industrial development as a component of a successful TOD. Jefferson-La Cienega and Santa Ana are good examples of TOD developments that have a substantial component of industrial and business park activities within the transit-oriented district. 3. Appropriate scale of development. The scale of development must achieve a critical mass to ensure a successful TOD. Small scale developments, even if they are mixed-use, will not transform an area into a transit-oriented district. Appropriate scale is dependent on the location of the development and, of course, its community context. Critically, the scale must be large enough to accommodate a rich mixture of land uses to complement and support the available transit and attract visitors, residents, and shoppers to the area. 4. Density. While density is related to scale, more importantly, it is a tool to ensure that the level of development intensity will be economically feasible to construct without substantial public subsidies. Market analysis dictates the level of density for specific areas based upon land costs and other factors, but successful TODs will have substantially higher densities than surrounding adjacent development. Several of the case studies benefited from having a single developer who consolidated properties for the catalytic projects. An appropriately high density to support the desired development as well as regular transit service is a key feature of successful transit- oriented development. These lessons must be carefully considered in the development of the Laguna Niguel Gateway Specific Plan to assure that the City’s vision for the development of this area as a vibrant and successful transit- oriented development can be achieved.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
2 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN CASE1 STUDY 1 Downtown Arlington Heights, Illinois 1. Project Description
Downtown is located near the geographic center of the Village of Arlington Heights, Illinois, which has a population of approximately 80,000 and a geographic area of over 10,000 acres. Arlington Heights is approximately 25 miles northwest of Chicago and, excluding the downtown, is a largely single-family suburban community with auto-oriented retail and services. The Downtown, approximately 65 acres in size, is located along the Union Pacific Northwest Corridor, a major commuter line from Chicago. Institutional uses, including Village municipal service buildings, are located east and north of Downtown. A new commuter station was built in Downtown in 2000, following which a new Downtown Master Plan was adopted in 2006, transitioning the Downtown into a pedestrian and transit-oriented district.
2. Project Area Size
65 acres
3. Predevelopment Land Uses
Predevelopment uses included 150 housing units and limited commercial uses. Zoning was changed in 1964 to allow for high-density mixed-use development up to 140 feet in height. No one took advantage of that increased development capacity until the redevelopment areas were established in 1983 and 1986.
4. Rail Type
Rail is heavy rail with commuter service; 40–50 minutes by train to Chicago
5. Rail Service Frequency
Rail service frequency is 25 inbound trains and 27 outbound trains on weekdays. Average 20-minute headways during peak commute periods.
6. Rail Station Improvements
A new commuter train station built in 2000 through a partnership between Metra, Union Pacific, Illinois Department of Transportation (IDOT), PACE and Northwest Municipal Conference partnership; surface parking along rail right-of-way and a series of subterranean parking structures constructed by City.
7. Modal Interface
Feeder buses serve the station; existing bicycle routes leading from the surrounding community to the station and along a portion of the railroad right-of-way with plans for its extension to the remainder of the corridor in the Village.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 3 Case Study 1 Downtown Arlington Heights, Illinois
8. Street and Pedestrian Access
Streetscape improvements have been undertaken throughout the Downtown. A linear walkway with shade trees has been added along the rail right-of-way (ROW) and Northwest Highway (the major corridor that runs parallel to the rail ROW through the center of Downtown.
9. Policy and Regulatory Documents Adopted to Guide Development
Central Business District Master Plan (1987) and new Downtown Master Plan (2006)
10. Tools Used to Incentivize Development
The Downtown was, until 2006 for one and 2009 for the other, a Tax Increment Financing (TIF) District (a redevelopment area) established in 1983 and 1986. Tax increment was used for construction of three public garages, streetscape improvements, façade improvements, public infrastructure, the new train station, and assistance to developers pursuant to development agreements. Development costs eligible for assistance included land acquisition, utilities, site clearing and demolition, and professional services. Public parking to serve Downtown businesses and for commuters was constructed by the Village.
11. Development Completed Since Initiation of the Project
1983 800-space public parking structure (built by the Village) 210 rental units 14,000 SF commercial 1986 800-space public parking structure (built by the Village) 410 rental units 42,000 SF commercial 1987 Streetscape improvement program initiated 1995 62 for-sale units (8 stories) 2000 6-screen, 1,540-seat movie theater 30,000 SF office 70,000 SF commercial 93 for-sale units (13 stories) 117 spaces for residents and 324 public spaces in an underground parking structure 2000 New $4.8 million train station (developed by Village with funding from a variety of sources) 2001 350-seat performing arts theater 25,000 SF retail 25,000 SF office 63 for-sale units (8 stories)
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
4 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 1 Downtown Arlington Heights, Illinois
2000/ 3 buildings (8 and 9 stories) containing: 2004 > 236 for-sale units > 42,000 SF commercial > 19,000 SF office 2003 Friendship Corner Park 2004 Old train station site developed as open space and sculpture walk
2005 Harmony Park designed for year round events
12. Factors Contributing to Existing Development ■ Development agreements with assistance provided to private developers using tax increment financing ■ Public capital improvements including parking structures, streetscape improvements, linear and central parks 13. Planned Development and Improvements and Applicable Implementation Programs
The New Downtown Master Plan contains a long list of action items, including the need for more medium-sized retail spaces. With the end of TIF Districts, new funding sources must be identified.
14. Analysis of TOD Success
1983 2006 Population 350 1,587 Housing Units 150 1,115 Commercial Space 300,000 SF 522,000 SF Equalized Assessed Value of Property $10.7 million $106.2 million Public/Private Investment Public $50 million Private: More than $200 million
Aerial of Arlington Town Square Block prior to Redevelop- Aerial of Arlington Town Square, looking north on Arlington ment, looking north on Arlington Heights Road, 1992 Heights Road, 2006
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 5 CASE2 STUDY 2 Del Mar Station, Pasadena 1. Project Description
The Del Mar Station project is located at 252 S. Raymond Avenue in Pasadena, bounded by Del Mar Boulevard on the south, Raymond Avenue on the west, Arroyo Parkway on the east, and a one story commercial building to the north. The site is bisected in a north/south direction by the tracks and station platforms of the Pasadena Gold Line light rail system. Surrounding uses consist primarily of one-story commercial uses to the east and south. To the west across Raymond Avenue is Central Park, a City park occupying the entire block. The Del Mar Station project was completed in 2006 and is one of several transit-oriented projects oriented around a station of the Gold Line commuter rail line linking Union Station in downtown Los Angeles and Sierra Madre Villa in East Pasadena via Chinatown, Highland Park, South Pasadena and Pasadena. The project includes four new buildings totaling 484,458 square feet (sf) on the site, including 11,000 sf of commercial and restaurant uses and 347 residential units, 21 of which are affordable.
2. Project Area Size
4.2 acres
3. Predevelopment Land Uses
Predevelopment land uses included a parking lot and the historic Santa Fe Depot, which had been vacant since rail service to it ceased in 1994. As part of the Del Mar Station project, the Depot was temporarily relocated off site and then returned to near its original site and restored to the Secretary of the Interior historic rehabilitation standards.
4. Rail Type
Light rail
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 7 Case Study 2 Del Mar Station, Pasadena
5. Rail Service Frequency
The Metro Gold Line stops at the Del Mar Station over 80 times throughout the day for both northbound and southbound commuters, with headways averaging 7–10 minutes during peak commute periods, and 15 minute headways at other times.
6. Rail Station Improvements
The project was a joint-development undertaking with Urban Partners, a private developer, and the Pasadena Blue Line Construction Authority (BLCA) that built the Los Angeles to Pasadena extension of the Blue Line light rail system (now the Gold Line). At grade level, the BLCA built a double-track rail line and northbound and southbound station platforms to serve the light rail trains. By agreement with the BLCA, as part of its development the applicant provided 600 subterranean parking spaces to serve transit riders and provided pedestrian access across its property from all three adjoining streets to the train station platforms. The light rail system commenced operations in July 2003.
7. Modal Interface
Connecting Bus Service to the project site includes lines 177, 256, 260, 361, and 686. Pasadena ARTS Bus Routes 20 and 50 also serve the Del Mar Station.
8. Street and Pedestrian Access
Access driveways are on Arroyo Parkway at the north end of the site and on Raymond Avenue approximately 80 feet south of the north end of the site. Resident pedestrian access to parking is from within the four apartment buildings, and transit rider pedestrian access to transit parking is via two elevator/stair units located on either side of the tracks, that are accessed from the public plazas. The project is also conveniently located along Arroyo Parkway, the main highway accessing the 110 Freeway south to Los Angeles.
9. Policy and Regulatory Documents Adopted to Guide Development
Documents that guided development at the project site included the City’s General Plan (1994), the Central District Specific Plan (1994), the Pasadena Downtown Urban Design Guidelines and the City’s Municipal Code (including the Zoning Code). The project required the approval of eight Variances by the Planning Commission, and was reviewed through the City’s Predevelopment Plan Review process. The project was subject to Design Review and was required to provide a public art component on the premises.
10. Tools Used to Incentivize Development
A public-private partnership between Urban Partners and the Pasadena Blue Line Construction Authority (BLCA) that built the Los Angeles to Pasadena extension of the Blue Line light rail system (now the Gold Line) was an incentive to development. The train station property was owned by the Santa Fe Railroad Company.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
8 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 2 Del Mar Station, Pasadena
11. Development Completed Since Initiation of the Project
The Del Mar Station project was completed in 2006 and includes four new buildings totaling 484,458 ground square feet (sf) on the site, including 347 residential units (with 21 affordable units). The southerly building on the east parcel spans the rail track and creates a portal through which trains enter and leave the site. Apartment units are studio, one bedroom and two bedrooms, and range in size from 588 to 1,353 sf. Housing types include stacked flats in taller buildings, traditional courtyard housing, and walk-up lofts. Ground floor units adjacent to streets are entered from the public sidewalk through traditional “brownstone” porches. Residential amenities include a pool and health club for residents, as well as private ground level interior courtyards. Approximately 30 percent of the site is developed with publicly accessible and landscaped open space. Located between the two buildings on the west parcel near its original location is the restored Santa Fe Depot. The Depot, which is 6,187 sf, contains a restaurant and a small retail space, and an additional 11,000 sf of restaurant and retail space is located in the two west parcel buildings flanking the Depot. Parking includes 1,200 parking spaces provided in two parking garages on either side of the rail parcel—a three-level and four-level subterranean garage—600 spaces for the Del Mar Gold Line station parking use, and 600 spaces for residential parking.
12. Factors Contributing to Existing Development
Working with the Pasadena based architect Moule & Polyzoides and in close cooperation with the City of Pasadena, Gold Line Construction Authority and Metropolitan Transportation Authority of Los Angeles County (Metro), the developer Urban Partners LLC was able to create the innovative mixed-use “courtyard housing” concept for the site. An extensive public art installation was also created and installed by Ries Niemi.
13. Planned Development and Improvements and Applicable Implementation Programs
See No. 11 above. The project was completed in 2006.
14. Analysis of TOD Success
Del Mar Station is considered one of the most ambitious and outstanding civic and architectural developments on the Southern California Metro rail system, based on the unique project design, which includes residential units as a component of the overall station design.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 9 CASE3 STUDY 3 EmeryStation, Emeryville, CA 1. Project Description
Development of the Emeryville Amtrak Station and the surrounding office, retail and residential uses is a unique example of a long-term, multiphase redevelopment oriented around transit. EmeryStation Plaza, the new train station and office, hotel, condominium, and specialty retail area completed in 2002, is one component of this TOD. Another is the Bay Street
Project, a 20-acre mixed-use development City of Emeryville located on a former brownfield site that is now developing as a mixed use project containing 380,000 sf of retail and entertainment including a 16-screen theatre. A third component is Emery Bay Marketplace, which is currently in development.
2. Project Area Size
EmeryStation: 20 acres
3. Predevelopment Land Uses
Wareham Development began redeveloping the area in the early 1980s by converting industrial buildings to residential lofts and commercial and R&D space. Wareham’s was precipitated by Amtrak’s interest in opening a station in Emeryville. Amtrak offered to pay lease expenses for a new station. Wareham agreed to build a new rail station on land leased from the City. Wareham developed the train station in 1995 and in 1998 began construction on EmeryStation Plaza, a three building, 550,000 square foot mixed-use complex surrounding the Amtrak station. The project includes: two mid-rise office buildings with some retail totaling approximately 450,000 square feet and a building, consisting of 150 condos atop a multi-level parking garage. Development around the station continues to enhance the transit district and create a pedestrian-oriented community extending blocks beyond the Station.
4. Rail Type
Heavy rail, commuter rail
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 11 Case Study 3 EmeryStation, Emeryville , CA
Emeryville Amtrak Station, view north
5. Rail Service Frequency
Amtrak times vary depending on the destination. For example, daily trips from Emeryville to Union Square in San Francisco depart frequently from 6:10 A.M. to 11:50 A.M. daily with headways averaging about 30 minutes.
6. Rail Station Improvements
EmeryStation Plaza consists of a three building, 550,000 square foot mixed-use complex surrounding the Amtrak station. The project includes: two mid-rise office building and some retail totaling approximately 450,000 square feet and a building, consisting of 150 condos atop a multi-level parking garage.
7. Modal Interface
The Emeryville station is served by Amtrak California‘s Capitol Corridor and San Joaquin’s and Amtrak’s Coast Starlight. It is also the western terminus of Amtrak’s California Zephyr. Amtrak Thruway buses transport California Zephyr passengers between Emeryville and Oakland and San Francisco. The bus services Emery-Go-Round and AC Transit also stop at or near the station.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
12 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 3 EmeryStation, Emeryville , CA
8. Street and Pedestrian Access
The Powell Street freeway ramps (I-580/80), located approximately one-eighth of a mile to the west of the Station, provide regional vehicular access. Local vehicular access is provided to the Station via Horton Street.
9. Policy and Regulatory Documents Adopted to Guide Development
The City adopted mixed-use zoning in the station area and allowed density bonuses to facilitate development within the station area.
10. Tools Used to Incentivize Development
Some Redevelopment Agency financing was used on individual development projects within the station area.
11. Development Completed Since Initiation of the Project
Development of EmeryStation Plaza was concurrent with development of the new Amtrak station. See No. 3 above.
12. Factors Contributing to Existing Development
Development of the new station and EmeryStation was a collaborative effort between Amtrak, the City, and private industry led by the efforts of Wareham Development who built the new train station. Bay Street was developed in partnership by the Emeryville Redevelopment Agency and Madison Marquette.
13. Planned Development and Improvements and Applicable Implementation Programs
The Emery Bay Marketplace is a mixed-use development project currently underway adjacent to the Amtrak Station. The project site is located at the Emery Bay Marketplace shopping center, bounded by 64th Street to the north, the Union Pacific railroad (UPRR) tracks to the east, Powell Street to the south, and Christie Avenue to the west, as shown in Figure 1 (Emeryville Amtrak Station Area).
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 13 LEGEND 1.1 Bridge 2.2 Specialty Commercial 3.3 Amtrak Station 4.4 Offices 5.5 Mixed Use & Parking 6.6 Hotels 7.7 Mixed Use and 2 8 Retail/Entertainment 8.8 Station Parking Areas 3 9.9 Industrial
8 1
4
5 6 9
9
7
NORTH NOT TO SCALE Sources: Google Eart Pro, basemap, 2007; PBS&J, 2007.
FIGURE 1 Emeryville Amtrak Station Area
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 3 EmeryStation, Emeryville , CA
The proposed project would redevelop an existing, underutilized mixed-use site with additional mixed- use development in four new buildings. Two of the new buildings would be multi-storied with retail and parking on the lower floors and for-sale condominium units on the upper floors. The other two new buildings would provide single-story retail pad space. As stated above, the project includes up to 340 for-sale condominium units, 77,000 sf of new commercial space, up to 444 new parking spaces (i.e., net new spaces site-wide, including removed surface spaces and new structure spaces), and site improvements and enhancements. The project would be constructed in three phases, as follows: Phase I would include a lot line adjustment for the 64th Street and Christie building, the relocation of the driveway south of the building, completion of permanent and temporary surface level parking lot re-striping and improvements, including the UA Theater Zone improvements. Phase II would include construction of the Shellmound and 64th and Christie mixed-use, mid-rise buildings, including the Amtrak connection pedestrian improvements and the new outdoor plaza between the Shellmound site and Border’s Bookstore. Phase III would include construction of the three, single-story retail pads.
14. Analysis of TOD Success
The Emeryville Amtrak Station is the closest Amtrak train station to San Francisco. The surrounding EmeryStation Plaza and surrounding mixed-use development underway indicates both the demand and success of transit-oriented development in this area, in addition to the high level of pedestrian activity occurring in and around the train station area.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 15 CASE4 STUDY 4 North Hollywood Commercial Core 1. Project Description
The Commercial Core of North Hollywood is centered on the North Hollywood Red Line and Orange Line Stations, located at the intersection of Lankershim Boulevard and Chandler Boulevard in the City of Los Angeles in the East San Fernando Valley. Figure 2 (North Hollywood Redevelopment Commercial Core) identifies the North Hollywood Core Area Districts. The Commercial Core district is continuing to develop into a pedestrian-oriented transit district, centering around the Universal Studios transit stop and the North Hollywood Arts District.
2. Project Area Size
Approximately 90 acres
3. Predevelopment Land Uses
Single-family and two-story multifamily housing, light industrial and one-story commercial storefronts along Lankershim Boulevard.
4. Rail Type
Fixed rail—subway and busway
5. Rail Service Frequency
Service frequency 10 minute headways during peak commute periods; 15–20 minute headways other times.
6. Rail Station Improvements
The Red Line opened in 2000. The Orange Bus Rapid Transit (BRT) began service in 2005. Both are terminus stations: the Red Line runs southeast to Downtown Los Angeles (30 minutes to Union Station) and the Orange Line runs west to Warner Center in the San Fernando Valley.
7. Modal Interface
In addition to the Red Line and Orange Line, feeder buses serve the station, and a bicycle path runs along the length of the Orange Line.
8. Street and Pedestrian Access
Streetscape improvements have been undertaken in conjunction with private development projects and by the Los Angeles Community Redevelopment Agency (CRA).
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 17 NORTH SCALE IN FEET Source: North Hollywood Redevelopment Project, 2007.
FIGURE 2 North Hollywood Redevelopment Commercial Core
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 4 North Hollywood Commercial Core
9. Policy and Regulatory Documents Adopted to Guide Development
North Hollywood Community Plan, North Hollywood Redevelopment Plan (adopted 1979; ends 2020), and North Hollywood Commercial Core Urban Design Guidelines (draft used by CRA/LA staff 2005 and adopted by CRA/LA Board 2007).
10. Tools Used to Incentivize Development
Tax increment financing and development agreements
11. Development Completed Since Initiation of the Project
Before Red Line opened—all of the following included CRA participation (subsidies): ■ 160,000 square foot (sf) Hewlett Packard office building ■ 172,000 sf Academy Complex—home to the Academy of Television Arts and Sciences and other office space ■ Senior Housing ■ Academy Village and Academy Pointe apartments After Red Line opened: NoHo Commons which had CRA participation: ■ Phase I—438 one- and two-bedroom rental units, of which115 units are affordable. ■ Lofts at NoHo Commons, 292 total units comprising 14 live/work units and 278 loft-style rental units, 28 of which are affordable, a 34,000 sf supermarket and 30,000 sf of other retail. Once NoHo Commons was approved and financed, other developers were able to obtain financing for market-rate housing development with no CRA involvement, including the following: Imperia 5 stories 103 units 6,400 sf retail Florentine 15 stories 180 units 15,000 sf retail Milano 5 stories 106 units 10,000 sf retail NoHo Gardens 4 stories 96 units NoHo Lofts 4 stories 68 units 2,800 sf retail Warehouse Lofts 4 stories 35 units
12. Factors Contributing to Existing Development
Development agreements with assistance provided to private developers using tax increment financing; public capital improvements including streetscape improvements.
13. Planned Development and Improvements and Applicable Implementation Programs
A mixed-use project at Metro station; additional residential and commercial development; support of NoHo Arts District—galleries and performing arts venues.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 19 Case Study 4 North Hollywood Commercial Core
NOHO Warehouse Lofts Imperia Apartments, 11049 McCormick St. 14. Analysis of TOD Success
See list of projects in 11. above.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
20 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN CASE5 STUDY 5 Rail Station District, Santa Ana 1. Project Description
The Rail Station District surrounds the Santa Ana Transit Station located at the intersection of Santa Ana Boulevard and Santiago Street in Santa Ana, California. The station provides strategic linkage between the Santa Ana (I-5) Freeway and Downtown Santa Ana, the County Seat, and is located approximately one half mile from each of these locations. The Santiago Street Lofts is the first TOD project constructed in the Rail Station District. The project provides 108 live/work units.
Santa Ana Boulevard North
2. District Size
200+ acres
3. Predevelopment Land Uses
The Rail Station District is a component of the Santa Ana Renaissance Specific Plan (2007). Predevelopment land uses consist of low-density residential and low-scale industrial uses in the neighborhoods surrounding the Transit Station.
4. Rail Type
Heavy rail
5. Rail Service Frequency
The Orange County Metrolink at the Santa Ana Depot Station averages 25 minute headways during peak commuting periods, with waits as long as 2 hours during non-commuting periods.
6. Rail Station Area Improvements
OCTA funded a multilevel parking structure at the Transit Station, and Phase I of the Santiago Street Lofts was completed in the spring of 2005.
7. Modal Interface
In addition to the Metrolink station, OCTA bus lines stop at the Santa Ana Transit Center.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 21 Case Study 5 Rail Station District, Santa Ana
8. Street and Pedestrian Access
The Rail Station District is strategically located proximate to the Regional Transit Center and the Santa Ana (I-5) Freeway.
9. Policy and Regulatory Documents Adopted to Guide Development ■ The Renaissance Specific Plan and the Inter City Redevelopment Project Area Plan 10. Tools Used to Incentivize Development The Renaissance Specific Plan, of which the Santa Ana Station is a part, specifies a menu of tools that can and will be used to facilitate ultimate development of the Plan. The following resources will be used to fund development and infrastructure improvements as well as public/private amenities in the area. ■ Public/private partnerships ■ Development impact fees ■ Tax increment financing ■ Benefit assessment districts ■ Community facilities districts ■ Shared parking 11. Development Completed Since Initiation of the Project
Groundbreaking of the Santiago Street Lofts began in July 2004. Phase I was completed in 2005 and Phase II is nearing completion. Phase III is currently on hold due to market conditions.
12. Factors Contributing to Existing Development
The Santa Ana City Council unanimously approved the plans for development of the Santiago Street Lofts seeing it as a catalytic project for implementation of the Rail Station District.
13. Planned Development and Improvements and Applicable Implementation Programs ■ 50,000 to 100,000 sf retail ■ 100,000 to 150,000 sf office ■ 1,600 to 1,950 housing units
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
22 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 5 Rail Station District, Santa Ana
■ 4.12 acres public open space ■ Public streetscape improvements
Rail Station District Illustrative Plan
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 23 Case Study 5 Rail Station District, Santa Ana
Rail Station District Conceptual Illustration 14. Analysis of TOD Success
The Santiago Street Lofts have sold out the first phase of the project, an indication of the success and demand for the transit-oriented live/work units.
Santiago Street Lofts
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
24 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN CASE6 STUDY 6 Grossmont Transit Station, La Mesa 1. Project Description
The Grossmont Transit Station transit-oriented and mixed-use project is located on the south side of Fletcher Parkway at Grossmont Center Drive in the City of La Mesa, California, in the County of San Diego, along the Green and Orange Trolley lines. The San Diego Trolley is a trolley-style light rail system operating in the metropolitan area of San Diego, California. The Orange Line currently operates between Centre City San Diego and El Cajon. The Green Line is the newest Trolley line opened in 2005, and currently operates between Old Town and Santee. The Grossmont Transit Station project is one of several transit-oriented development projects in the region exemplifying smart growth principles. Phase I, including a parking structure and 297 apartment units, is under construction.
2. Project Area Size
8 acres
3. Predevelopment Land Uses
The transit station lot was previously a park-n-ride for MTS commuters, consisting of 600 surface parking spaces for the Grossmont Trolley Station. Those parking spaces will still be provided as part of the project, but in two separate parking structures with apartment buildings on top.
4. Rail Type
Light rail
5. Rail Service Frequency
The Trolley Green and Gold lines stop at the Grossmont Trolley Station every 15 minutes Monday through Friday and every 30 minutes on the weekends.
6. Rail Station Improvements
The groundbreaking for the transit station took place on December 14, 2006. The TOD project is scheduled to open in summer 2008
7. Modal Interface
The San Diego MTS Bus routes 1, 7, and 855 also serve La Mesa Boulevard near the Grossmont TOD project.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 25 Case Study 6 Grossmont Transit Station, La Mesa
8. Street and Pedestrian Access
The transit platform will be improved to include many pedestrian amenities. This station has only a steep staircase to provide access from the trolley platform to the employment and entertainment centers at the top of the hill. Starting construction in 2007, two elevators and a bridge structure will greatly improve access to the top of the hill. The public improvements, complemented by the planned private improvements, will transform this transit station into a well-used, pedestrian friendly, regional transit center exemplifying smart growth principles.
9. Policy and Regulatory Documents Adopted to Guide Development
In the planning for this TOD, the City prepared a feasibility study to create a vision for the site and to come up with guidelines that will be used to consider future development proposals. The guidelines for development were designed to provide flexibility in the uses and development standards, enabling the City, Metropolitan Transit System (MTS) and potential developers to respond to market conditions. Different scenarios were conceived for this site and were tested for economic feasibility. Input was received and considered from the adjoining property owners and two primary development alternatives were designed. A residential use, with a small amount of commercial space, was determined to be the most economically feasible under current market conditions. No General Plan or Zoning Code amendments were required for this project. The Grossmont Specific Plan was the primary regulatory tool guiding development. Entitlements for the project included a parcel map, purchase and sale agreement with the City and MTS, reimbursement agreement, and affordable housing agreement.
10. Tools Used to Incentivize Development
The trolley platform improvements are funded by a $2 million Smart Growth Grant that was received in 2006 by the City of La Mesa from SANDAG. MTS also subsidized the project with $1.7 million for the replacement parking. $2.7 million of housing set aside funds went towards affordable housing components. The total cost of the project is $100 million.
11. Development Completed Since Initiation of the Project
The project is being done in two phases. The first phase includes a parking structure and 297 apartment units, and the second phase also includes parking and 230 apartment units. Phase I is currently under construction. The concrete work for the two levels of the first parking structure is nearly complete.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
26 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 6 Grossmont Transit Station, La Mesa
12. Factors Contributing to Existing Development
The project is the result of a partnership of the City of La Mesa, Metropolitan Transit Service, San Diego Association of Governments (SANDAG), and Fairfield Residential.
13. Planned Development and Improvements and Applicable Implementation Programs
Planned development consists of two levels of structured parking on both sides of the Grossmont Center Drive bridge topped by three to four levels of one- and two-bedroom apartments. The lower level of the parking structure will replace the transit station parking spaces and the second level of parking will serve the apartments. There will be a small amount, approximately 3,000 square feet, of commercial use at ground level oriented to the transit station platform. Fairfield Residential is building 527 apartment units, consisting of 279 one-bedroom units and 248 two-bedroom units. Of the 527 units, 15 percent or 80 units will be made available to very low and moderate-income households funded by the La Mesa Community Redevelopment Agency in the amount of $2.7 million of housing set- aside money. The project will be developed in two phases, starting with the west side of the Grossmont Center Drive Bridge. The first phase (Pravada development) will have 230 one- and two-bedroom apartments. During the second phase of construction 297 apartments (Alterra development) will be built on the east side of the bridge in late 2007.
14. Analysis of TOD Success
The Grossmont Trolley Station TOD feasibility planning study received an American Planning Association award for Outstanding Planning. The project also received a San Diego section APA and State APA Outstanding Project award, and is being nominated for a National APA award. The project incorporates many smart growth planning practices, including high-density (67 units/acre), transit- oriented, affordable housing, and green building design (LEED silver certification candidate).
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 27 Case Study 6 Grossmont Transit Station, La Mesa
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
28 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN CASE7 STUDY 7 Pleasant Hill BART Transit Village 1. Project Description
The Pleasant Hill BART Transit Village, a residential mixed-use project, surrounds the Pleasant Hill/Contra Costa Centre BART Station, in unincorporated Walnut Creek. The station area is strategically located where BART, I-680, a major subregional arterial, a regional trail, and a future light-rail corridor converge. The Transit Village is scheduled to begin in spring 2008 and be completed within 3 to 7 years.
2. Project Area Size
140 acres
3. Area Land Uses
Land uses in the station area are characterized by high-density residential and commercial office. However, the larger station vicinity is dominated by low-density single-family homes.
4. Rail Type
Heavy rail
5. Rail Service Frequency
BART has two platforms at the Pleasant Hill station—a northbound and southbound. The train passes every 5 minutes during peak commute periods and 15 minutes other times throughout the day.
6. Rail Station Improvements
Initial construction activity began in March 2006 with the construction of a BART patron replacement parking garage. Initial construction of the Transit Village will occur in the spring of 2008. The land use approvals were the culmination of a community-driven planning charette program, which was conducted in 2001. Since that time the fine-tuning of the architecture and site plan has taken place, including coordinating and reconciling the wide variety of circulation issues related to the property-transit, bus, taxi, kiss-and-ride, bicycles, and pedestrians-with the mixed-use land use program.
7. Modal Interface
The Pleasant Hill BART Station is the focal point of several transit lines and regional bike lanes.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 29 Case Study 7 Pleasant Hill BART Transit Village
8. Street and Pedestrian Access
The Pleasant Hill BART Transit Village project was explicitly designed to locate employment and housing next to this regional transportation hub. Contra Costa County is embarking on a design process to make the Pleasant Hill BART Transit Village area more pedestrian and bicycle friendly by linking communities in Concord through a new multi-use path. Figure 3 (Pleasant Hill BART Transit Pedestrian/Bicycle Circulation) illustrates the pedestrian/bicycle circulation within the Transit Village. The County received a grant from the Metropolitan Transportation Commission’s Transportation for Livable Communities program to hire a consultant (M.I.G.) to guide the process. There are two strategies to this project: 1. Make the station area more accessible by bike and foot by building a path making the station directly accessible from the area to the northeast of the station. 2. Develop a signage and wayfinding system that will guide pedestrians and cyclists in and around the station area. BART is also working cooperatively with UC Berkeley and the California Department of Transportation on the “East Connect” project. The project provides new lockers for bicycles, electronic bicycles, and Segways. By partnering with local employers, the intent of the program is to give patrons an additional means of reaching their final destination. The users will be able to use the extensive networks of trails that run in close proximity to the station to reach their final destination.
9. Policy and Regulatory Documents Adopted to Guide Development
Development in this TOD was guided by the Pleasant Hill BART Station Area Specific Plan (1998), Pleasant Hill BART Station Access Plan (2002), BART Strategic Plan (1999), Access Management and Improvement Policy Framework (2000), and the Contra Costa County General Plan (2005). In addition, the Pleasant Hill Comprehensive Station Plan (CSP), completed in 2002, defines BART’s short- and long- term improvement needs. The Plan proposes five blocks of pedestrian-oriented streets that connect the station with surrounding neighborhoods.
10. Tools Used to Incentivize Development
The BART Transit Village project is a public/private partnership between Avalon Bay Communities and Millenium Partners. Except for the for-sale condominiums, the entire project will be built on land owned by BART and leased to Millenium. In order to achieve all of the project goals, including replacing almost 1,500 parking spaces for BART patrons, a financial partnership was set up between BART, the County of Contra Costa, and its Redevelopment Agency. This partnership, which is called the Pleasant Hill BART Joint Powers Authority (JPA), as well as the County Redevelopment Agency will be directly involved in the business transaction by the JPA leasing the property, and the Redevelopment Agency financing aspects of the project (BART replacement parking, streets and drainage, as well as parks, plazas, open space, and civic uses), and financing affordable housing.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
30 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN NORTH SCALE IN FEET Source: Pleasant Hill Station Access Plan, 2002.
FIGURE 3 Pleasant Hill BART Transit Village Pedestrian/Bicycle Circulation
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 7 Pleasant Hill BART Transit Village
11. Development Completed Since Initiation of the Project
Construction of the mixed-use Transit Village will commence in the spring of 2008. Construction is underway on a parking structure to replace the surface parking spaces that will be replaced by the development.
12. Factors Contributing to Existing Development
A Joint Powers Authority that will lease property to the developer for construction of the mixed-use Transit Village project.
13. Planned Development and Improvements and Applicable Implementation Programs
The BART Transit Village project is a residential mixed-use project that will include 549 residential units (including 100 for-sale condominiums), 35,590 square feet (sf) of local serving retail (including restaurants, business services, and convenience retail), 10 live/work units, a 290,000 sf office building, and a 20,000 sf business conference center. All of these activities would occur a few steps from the BART fare gates. Initial construction began March 1, 2006 with the construction of a BART patron replacement parking garage. Initial construction of the Transit Village is scheduled to begin in the spring of 2008. It is anticipated that the project could be completed within 3 to 7 years.
14. Analysis of TOD Success
The Pleasant Hill BART Station was originally designed as a suburban station serving an area of low- density single-family homes. It has become a regional magnet for commuters throughout Contra Costa and Solano counties due to its easy freeway access and ample parking. The area around the station has changed dramatically since the station was developed in the early 1970s. What was once open fields and single-family homes has become mid-rise office buildings, apartment complexes and urban- style lofts.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
32 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN CASE8 STUDY 8 Rincon Hill Area Plan, San Francisco 1. Project Description
This is a plan for the emergence of a new mixed-use neighborhood on Rincon Hill, a twelve-block area close to downtown. Rincon Hill is south of the Financial District and Transbay District, and north of the South Beach neighborhood. It is bounded generally by Folsom Street, the Embarcadero, Bryant Street, Beale Street, the Bay Bridge approach and Essex Street. The area is defined by Rincon Hill itself, which crests near First and Harrison Streets; the Bay Bridge, near the southern edge of the district between Harrison and Bryant Streets; and the waterfront, which curves around the base of the hill. This area is highly visible because it forms a gateway to the city as seen from the Bay Bridge and is prominently located adjacent to downtown and the waterfront.
2. Project Area Size
Approximately 55 acres
3. Predevelopment Land Uses
The district currently houses many parking lots, older industrial lots, as well as a few recently built residential buildings. The existing industrial character of Rincon Hill is reinforced by the geometry of its street grid. Rincon Hill has very wide streets and long, uninterrupted blocks, in contrast to the complex, fine-grained pattern of streets in older downtown neighborhoods such as North Beach and Russian Hill. Rincon Hill’s streets are unsafe and unpleasant for pedestrians—sidewalks are narrow, intersection crossings dangerous, and few active uses line the sidewalk edge. Rincon Hill is also lacking in open space, community facilities, and neighborhood commercial uses that allow people to walk to take care of their daily recreation, shopping, and other needs. Recent development has done little to enhance the neighborhood environment. In recent years, Rincon Hill has seen the construction of bulky, closely-spaced residential towers, which block public views, crowd streets, and contribute to a flat, unappealing skyline. These developments have also contributed little to the pedestrian environment, with multiple levels of aboveground parking, and garage entries and featureless walls facing the street.
4. Rail Type
The Rincon Hill area does not currently have access to rail service, as the closest station, the Transbay Terminal, is currently a bus-only facility. However, as part of the Transbay Redevelopment Plan, the Transbay Terminal will accommodate Caltrain commuter service and, eventually, high-speed rail service to destinations throughout California by 2018, if not earlier, if funding allows.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 33 Case Study 8 Rincon Hill Area Plan, San Francisco
5. Rail Service Frequency
Currently no rail service is provided at the Transbay Terminal, the closest transit terminal to Rincon Hill.
6. Rail Station Improvements
See Case Study for Transbay Redevelopment Project Area and Transit Center.
7. Modal Interface
Rincon Hill is a 5-minute walk from the financial district and has easy access to public transit, including the City’s bus routes.
8. Street and Pedestrian Access
The Rincon Hill Streetscape Plan, as shown in Figure 4 (Rincon Hill Streetscape Concept), is based on the vision of landscaped and traffic-calmed neighborhood streets in the Rincon Hill Area Plan. The Streetscape Plan is currently moving through the City’s interagency approvals process. Individual private developments, including some already approved and under construction, are required to build out portions of these new street improvements around their projects, including widened sidewalks with open space amenities, corner and mid-block curb bulb-outs, traffic changes, bicycle facilities, and landscaped medians.
9. Policy and Regulatory Documents Adopted to Guide Development
The Rincon Hill Area Plan was adopted in August 2005, along with Planning Code amendments and fees, and General Plan amendments for the Rincon Hill Plan. The Rincon Hill Downtown Residential District was incorporated into the City’s Planning Code.
10. Tools Used to Incentivize Development
The Rincon Hill Land Use Plan incorporates a strategy through which public policy can induce private capital to transform an unattractive and underused environment into an attractive, mixed-use residential neighborhood (Figure 5 [Rincon Hill Land Use Plan]). This is a plan to be acted upon by the infusion of private capital. Public investments that have been added in the form of adjacent residential and waterfront amenities as part of the South Beach–Rincon Point redevelopment project and the remaking of the Embarcadero as a grand boulevard and recreational promenade provide an added stimulus for private development. It is expected that private development will provide the capital funding for the neighborhood improvements called for as part of this plan, through a variety of funding mechanisms, independent of direct public funding sources. Funding is also included, from development impact fees, for the acquisition and development of open space in the district.
11. Development Completed Since Initiation of the Project
Projects representing 75 percent of the Plan’s housing potential have already been submitted for approval: 1,455 units have been approved at 201 Folsom and 300 Spear Street, including 254 to 360 affordable units.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
34 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN NORTH SCALE IN FEET Source: Rincon Hill Area Plan, 2005
FIGURE 4 Rincon Hill Streetscape Concept
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 NORTH SCALE IN FEET Source: Rincon Hill Area Plan, 2005.
FIGURE 5 Rincon Hill Land Use Plan
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 8 Rincon Hill Area Plan, San Francisco
12. Factors Contributing to Existing Development ■ Funding for more than $22 million in public improvements via a Rincon Hill Community Infrastructure Impact Fee ($11 per square foot [sf]) to pay for widened tree-lined sidewalks on Main, Beale, Spear, Fremont, Harrison, and First Streets, public pedestrian pathways, a community center, and new neighborhood parks. An additional $14 per sf SOMA Stabilization Fee will support affordable housing, small business programs, and community development programs in the South of Market. ■ Rigorous urban design guidelines that require transparent storefronts along Folsom Street, and residential townhouses with stoops and landscaping along other streets. ■ Strict standards for tower bulk and spacing to maximize light and air within the district, and preserve views to and from the downtown and the Bay Bridge. ■ Improvements to traffic flow, including traffic-calming on residential streets, planted medians, and signage to smooth both neighborhood and regional traffic movement. ■ Requirements for all parking to be underground, and standards for residential parking up to a maximum of 1 car per 2 units “by right,” or up to 1 car per unit through Planning Commission review if parking spaces are stored with mechanical stackers or valet. ■ Public fiscal benefit estimated at $29.7 million in annual property tax revenue, $6 million in one-time school fees, and $18.4 million in transfer taxes at initial sale. 13. Planned Development and Improvements and Applicable Implementation Programs ■ Public streetscape improvements (i.e., widened sidewalks and parkway treatments) ■ Public parks/open space network throughout the Plan area 14. Analysis of TOD Success
The Plan is the culmination of extensive public planning. Starting in 2003, more than thirty workshops, hearings, and walking tours solicited the input of existing residents and businesses, advocates and other public agencies. The result is a plan that balances Rincon Hill’s potential to provide much-needed housing with the design requirements of a livable neighborhood. By establishing a clear blueprint for change, the Plan creates certainty for the development community and the neighborhood. Projects representing 75 percent of the plan’s housing potential have already been submitted for approval.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 37 CASE9 STUDY 9 Transbay Transit Center, San Francisco 1. Project Description
The Transbay Redevelopment Plan Area, anchored by the Transit Center, is located south of San Francisco’s Financial District and is roughly bounded by Mission Street to the north, Main Street to the east, Folsom Street to the south and 2nd Street to the west. Folsom Street will be the centerpiece of this new neighborhood. Figure 6 (Transbay Redevelopment Project Area) identifies the Transbay area boundaries.
2. Project Area Size
40 acres
3. Predevelopment Land Uses
The Transbay Redevelopment Plan area is a currently underutilized section of downtown San Francisco that consists of transportation-related infrastructure, a large number of vacant parcels, and commercial uses. The most significant feature of the Project Area, the existing Transbay Terminal and its ramps, comprises an underutilized and outmoded transportation facility with serious structural, health and safety deficiencies. The remainder of the Project Area is composed primarily of vacant and underutilized properties and older buildings, many of which are substantially deteriorated and/or unreinforced masonry buildings. All of these conditions constitute blight that the Redevelopment Plan will address.
4. Rail Type
Transbay Terminal is currently a bus-only facility that will connect the light-rail Caltrain rail system to bus transit services.
5. Rail Service Frequency
Currently no rail service is provided at the Transbay Terminal.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 39 NORTH SCALE IN FEET Source: Transbay Redevelopment Project Area Design for Development, 2003.
FIGURE 6 Transbay Redevelopment Project Area
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 9 Transbay Transit Center, San Francisco
6. Rail Station Improvements
The new terminal will replace the existing loop ramp system with a set of stacked ramps on the west side of the station and will include an extension of the Peninsula Corridor rail line to a new terminus underneath the station that will accommodate Caltrain commuter service and eventual high-speed rail service to destinations throughout California. The Transbay project will extend the Caltrain commuter rail lines 1.3 miles from the current terminus at Fourth and King Streets to the Transbay Transit Center site near the heart of the Financial District, reducing commute times for Peninsula riders commuting to the City, and closing the gap between East Bay and Peninsula transit services, and accommodating future high speed rail service. The first phase of the project begins with the building of the temporary terminal, commencing in 2008, to serve passengers while the new Transit Center is under construction. Construction of the new landmark Transit Center and complementary Transit Tower is scheduled to begin in 2010 and be completed in 2014. This first phase of the project includes design and construction of the Transit Center building, the rail foundation, bus ramps, and bus storage facilities, and design of the underground rail level component of the Transit Center. The second phase of the project, the construction of the Caltrain Downtown Rail Extension, is estimated to begin in 2012 and be completed and operational by 2018, or earlier, if funding allows.
7. Modal Interface
Currently the Transbay Terminal is a bus-only facility. The new Transbay Transit Center will Serve AC Transit, Golden Gate Transit, MUNI (including paratransit for seniors and the disabled), SamTrans, WestCAT, Greyhound, Caltrain, and future High Speed Rail under one roof, with walking connections to BART and MUNI Metro, linking San Francisco to the rest of the region and State. Bus service will continue uninterrupted at a temporary terminal while the new transit center is being constructed. Buses will pick up and drop off passengers at the temporary terminal site, between Main and Beale, Howard and Folsom Streets, just southeast of the Transbay Terminal and future Transbay Transit Center.
8. Street and Pedestrian Access
The Streetscape and Public Open Space Plan establishes the locations of and the standards and specifications for new public streets, alleys, rights-of-way, sidewalks, intersections, parks, plazas, playgrounds and other public improvements in the Project Area.
9. Policy and Regulatory Documents Adopted to Guide Development
The Development Controls and Design Guidelines is a companion document to the Redevelopment Plan for the Transbay Redevelopment Project. The Redevelopment Plan, as approved by the Board of Supervisors in 2005, established Goals and Objectives and the basic land use standards for the Project Area. The Development Controls and Design Guidelines provide legislated development requirements
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 41 Case Study 9 Transbay Transit Center, San Francisco and specific design recommendations that apply to all development within the Project Area. The Transbay Redevelopment Plan is consistent with the City and County’s General Plan.
10. Tools Used to Incentivize Development
The redevelopment program for the Project Area consists of various projects and programs designed to alleviate the adverse conditions including a large number of vacant parcels, and commercial uses, and substantially deteriorated building in the project area. The program will be funded with the approximately $430 million in constant FY 2004/05 dollars that the Project Area is expected to generate in net tax increment over the life of the Redevelopment Plan, after the Agency meets its obligations to make payments to affected taxing entities. Approximately $178 million of the net tax increment will be pledged to the Transbay Joint Powers Authority to help pay the cost of rebuilding the Transbay Terminal into a regional transit hub. Approximately $206 million in additional funding for the new terminal will be generated by the sale of vacant parcels currently owned by the State of California to private developers. The remaining cost of the new terminal will be paid through a combination of federal, state, regional, and local sources. The remaining tax increment generated in the Project Area will be used for Agency activities. Approximately $126 million, or 50 percent of the total tax increment allocated for Agency activities, will fund the Agency’s affordable housing program. In compliance with requirements for use of the tax increment set asides for affordable housing, 35 percent of all new housing units built in the Project Area must be affordable to very low- to moderate-income households. Another $126 million in net tax increment will be used for planning, site preparation and development, public facilities, infrastructure and utilities, circulation improvements, building rehabilitation, facade improvements, historic preservation, economic development and other non-housing projects and activities.
11. Development Completed Since Initiation of the Project
On September 20, 2007, the Transbay JPA (TJPA) Board selected Pelli Clarke Pelli Architects and Hines to design and develop the new landmark Transbay Transit Center and Transit Tower. The TJPA may now enter into exclusive negotiations with the team. The Board’s unanimous vote culminates an eight- month international Design and Development Competition that was launched to select an outstanding, functional, and economically viable design for a transportation centerpiece that will become the Grand Central of the West.
12. Factors Contributing to Existing Development
Below is a timeline of factors leading up to the development of the Transbay Redevelopment Plan and final plans for the Transbay Transit Terminal, most recent events are listed first. 2006–2009 Architecture and Engineering Design November 1, 2006 Design & Development Competition Launched June 2, 2006 TJPA Board Adopts Recommended Implementation Strategy January 2006 TJPA becomes eligible federal grant recipient
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
42 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 9 Transbay Transit Center, San Francisco
August 2005 The Transbay Transit Center/Caltrain Extension Project receives $56.204 million in federal funding from the long-awaited federal surface transportation bill (SAFETEA-LU). 1999 Proposition H is overwhelmingly adopted by San Francisco voters, which makes it City law to extend the Caltrain tracks to a new or rebuilt regional transit station on the site of the Transbay Terminal, and to pursue other improvements.
13. Planned Development and Improvements and Applicable Implementation Programs
The Transbay Redevelopment Plan will facilitate the development of nearly 3,400 new homes (35 percent of which will be affordable), 1.2 million square feet (sf) of new office, hotel, and commercial space, and 60,000 sf of retail, not including retail in the Transit Center. The buildings will include townhouses, low- and mid-rise buildings, and slender high-rise towers spaced apart to provide sunlight to proposed new plazas, parks, and widened sidewalks.
14. Analysis of TOD Success
Although not yet constructed, the Transbay project will serve as a model of smart growth planning and sustainable urban living by placing transit, housing, and retail next to each other, reducing the need for cars and thereby relieving congestion and improving air quality throughout the region. The new Transit Center will accommodate more than 45 million people, which includes those who come to shop at the retail component as well as transit passengers. It is estimated that by 2020, upwards of 29 million people will use the Transit Center each year.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 43
CASE10 STUDY 10 Cedros Crossing, Solana Beach 1. Project Description
The Cedros Crossing project is a large scale mixed-use transit-oriented project currently underway in downtown Solana Beach along the west side of the northern portion of North Cedros Avenue, between Lomas Santa Fe Drive and Cliff Street. The project is designed to complement the Solana Beach Train Station at the south end of the project site, and fit into the greater Cedros Design District between Via de la Valle and Lomas Santa Fe Drive on Cedros Avenue.
2. Project Area Size
Approximately 10 acres
3. Predevelopment Land Uses
Current use of the site includes a vacant lot at the northwest corner of Lomas Santa Fe Drive and North Cedros Avenue. The lot is bordered by a row of palm trees along the two street frontages, planted by the City to improve the appearance of the lot until developed. The Solana Beach Train Station is located just north of the vacant lot. The station was constructed in 1999 and serves as a multi-modal transit hub for both the City and the surrounding communities. The rest of the Cedros site north of the train station is a parking lot used during the week primarily by transit riders, but also by employees and shoppers in the Cedros Design District. On weekends, the parking lot is both a meeting place for people gathering for various reasons (carpooling to nearby locations for seasonal activities such as the beach, race track, San Diego County fair, biking, hiking, etc.), and also for train users.
4. Rail Type
Heavy and commuter rail, including the Amtrak Surfliner and the San Diego Coaster commuter rail
5. Rail Service Frequency
The Coaster line passes infrequently throughout the day. The shortest wait is 18 minutes during the peak periods and the longest is three hours. The Pacific Surfliner also passes infrequently, with the shortest wait being 52 minutes and longest wait 2.5 hours throughout the day.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 45 Case Study 10 Cedros Crossing, Solana Beach
6. Rail Station Improvements
Groundbreaking for Cedros Crossing occurs in winter of 2009.
7. Modal Interface
The North County Transit District (NCTD) bus routes 101 and 308 serve Solana Beach, including the project area.
8. Street and Pedestrian Access
Access is provided from the north and south by North Cedros Avenue. Over the years, as a result of community input, the project has changed dramatically. The third version of the project site plan takes into consideration the community’s desire for a pedestrian-friendly design and permanent open space at the corner of Lomas Santa Fe and Cedros. Figure 7 (Cedros Crossing Site Plan, Reduced Massing Alternative) shows the Reduced Alternative Massing Site Plan, which has been selected for the Cedros Crossing project.
9. Policy and Regulatory Documents Adopted to Guide Development
Three important City policy documents govern land use and community character issues for the project site including the City of Solana Beach General Plan (2001), the Solana Beach Highway 101 Corridor Specific Plan (2003) and the City’s Zoning Ordinance, including the View Assessment Ordinance (1994) and Shoreline and Coastal Bluff Protection Ordinance (1994). The project is also subject to review by the California Coastal Commission pursuant to the California Coastal Act.
10. Tools Used to Incentivize Development
This project is a joint development project between the North County Transit District (NCTD) and Shea Properties LLC. NCTD will construct and operate a 528 space underground parking garage for Coaster, Amtrak, bus, and bicycle users and an expanded drop-off queuing area for autos, buses, and taxis. Shea Properties will ground lease approximately 5.7 acres of the site, including the top of the NCTD parking garage, from NCTD to construct the mixed-use, transit-oriented project.
11. Development Completed Since Initiation of the Project
Currently the project is in the pre-construction phase. Below is a tentative schedule for the project: Community Workshops March 2002 through June 2006 Public Review of Draft EIR June–September 2006 Public Hearings at the City Council March 10, 24, and 31, 2007, and July 19, 2007 Recirculation—45 day Public Review August–September 2007 Coastal Commission Hearings Summer 2008 Groundbreaking for Parking Garage Winter 2009 Complete Project January 2012
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
46 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN NORTH NOT TO SCALE Source: City of Solana Beach, 2007.
FIGURE 7 Cedros Crossing Site Plan, Reduced Massing Alternative
D21354.00 Laguna Niguel Gateway Specific Plan 09223 | JCS 07 Case Study 10 Cedros Crossing, Solana Beach
12. Factors Contributing to Existing Development
In 2000, the City of Solana Beach and NCTD adopted specific objectives for the train station project: the City of Solana Beach Project Goals. The project has not yet been developed, however significant community participation and input has been solicited to refine the project site plan to increase parking, lower building heights, break up the roof lines to minimize view obstructions, and prevent traffic from using adjacent residential neighborhood streets. In addition, the City Council requested that the developer redesign the project to accommodate the North Coast Repertory Theater, an important cultural facility for the City. The theater was considering relocating to the City of Encinitas.
13. Planned Development and Improvements and Applicable Implementation Programs
The proposed Cedros Crossing project will increase and improve the Solana Beach Train Station parking, complement the existing train station and the Cedros Design District, and fit into the surrounding beach community. The revised project includes the following: 965 total parking spaces: including a 528-space underground parking garage, with secure bicycle parking, for bus, Coaster and Amtrak users; 381 parking spaces for the private development, and approximately 56 spaces of on-street public parking. Public plazas: with fountains, landscaping, benches, shops, and cafes at the corner of Cedros and Lomas Santa Fe and at the Train Station drop-off area. Shops, restaurants: totaling approximately 21,100 square feet (sf) to serve Solana Beach residents, transit patrons, and visitors to the beach; boutique office space of approximately 11,100 sf. Residential: 141 rental lofts, including 14 affordable housing units, with underground parking, a clubhouse, and pool. The North Coast Repertory Theatre: will construct a 349 and a 150 seat theater.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
48 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 10 Cedros Crossing, Solana Beach
14. Analysis of TOD Success
The project is not scheduled to begin construction until winter 2009.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 49
CASE STUDY 11 Jefferson–La Cienega Boulevards 11 Exposition Rail Station Plan
1. Project Description
The Exposition Rail station land use/transit-oriented development (TOD) plan and market study includes a ½ mile area around the Exposition Rail station at La Cienega and Jefferson Boulevards in the City of Los Angeles. A portion of the station area boundary is located in the City of Culver City. The Exposition Rail Line is currently under construction and will travel between Downtown Los Angeles and Culver City along the existing Exposition railroad right-of- way. The Jefferson-La Cienega Boulevards Rail Station is one of eight new stations that are being planned concurrently with construction of the rail line.
2. Project Area Size
½ mile radius around the intersection of La Cienega and Jefferson Boulevards.
3. Predevelopment Land Uses
Industrial land uses west of La Cienega and abut Exposition Boulevard to the east of La Cienega Boulevard and comprise a large portion of the station area north and south of Exposition Boulevard to the west of La Cienega Boulevard. There is a mixture of commercial and high-density residential south of Jefferson Boulevard and east of La Cienega Boulevard. Ballona Creek traverses the station area in a north/south direction to La Cienega Boulevard. Baldwin Hills Recreation Park is located along the south side of Exposition Boulevard midway between this station and the La Brea station site.
4. Rail Type
Light rail, using the existing Expo right-of-way
5. Rail Service Frequency
Based on existing Gold Line service, expected 4- to 9-minute headways would occur during peak commute periods; and 15- to 20-minute headways other times.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 51 Case Study 11 Jefferson–La Cienega Boulevards Exposition Rail Station Plan
6. Rail Station Improvements
The Expo Line is under construction with service expected to start in 2010.
7. Modal Interface
Several Metro buses serve the Station area, as does Culver City Bus.
8. Street and Pedestrian Access
The Exposition Light Rail line features an urban design concept for the alignment called the Exposition Transit Parkway. The goal of this concept is to establish a multi-modal transit corridor combining a light rail transit alignment, a bikeway, street and pedestrian linkages in a safe, balanced and cohesive parkway setting. The Station Transit-Oriented District Plan contains a pedestrian plan that enhances the currently limited pedestrian access to the Station area. Streetscape and open space standards addressing sidewalks and setbacks, streetscape improvements, building street walls, and ground floor treatment along street are designed to enhance the pedestrian experience.
9. Policy and Regulatory Documents Adopted to Guide Development
The Station TOD Plan will be incorporated into the City’s West Adams–Baldwin Hills–Leimert Park Community Plan.
10. Tools Used to Incentivize Development ■ Density bonuses for additional square footage ■ Available parking in a Park n Ride structure 11. Development Completed Since Initiation of the Project
Construction on the Exposition Line began in the fall of 2006. Work currently underway includes utility and corridor improvements on Flower St. from Washington Blvd to 23rd St. in Downtown LA. Those activities include relocation of waterlines, gas, power, cable TV, sewer and storm drains as well as roadway improvements, traffic control and street lighting. Utility relocation and trench construction from Jefferson Blvd. and Flower St. to Vermont Blvd. and Exposition Blvd. will begin in the summer of 2007. The entire trench construction will take over one year to complete. Planning for the first transit-oriented gateway station at Jefferson–La Cienega is underway and will set the framework for future development as the Expo rail line becomes operational.
12. Factors Contributing to Existing Development
The Exposition Metro Line Construction Authority (Expo) is funding the Expo Line and will assume operations of the line when Phase I (Mid-City segment from Downtown Los Angeles to Culver City) is completed in 2010. $523 million in state funding was secured in March and April of 2006.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
52 CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN Case Study 11 Jefferson–La Cienega Boulevards Exposition Rail Station Plan
13. Planned Development and Improvements and Applicable Implementation Programs
The TOD plan will serve as a platform from which to develop implementing ordinances, measures, and environmental clearances that can be included in the updated West-Adams Baldwin Hills Leimert Community Plan. The City of Los Angeles will identify funding sources for public improvements and to enable plan implementation.
14. Analysis of TOD Success
TOD station planning is underway as the rail line is being constructed.
TRANSIT-ORIENTED DEVELOPMENT CASE STUDIES
CITY OF LAGUNA NIGUEL GATEWAY SPECIFIC PLAN 53