North Line Transit Oriented Development (TOD) Study

Metropolitan Atlanta Rapid Transit Authority

December 2006

North Line Transit Oriented Development (TOD) Study

Prepared For: Metropolitan Atlanta Rapid Transit Authority

Prepared By:

400 Northpark Town Center 1000 Abernathy Road NE, Suite 900 Atlanta, GA 30328

In association with:

Planners for Environmental Quality (PEQ) DW & Associates Sycamore Consulting Bleakly Advisory Group The Schapiro Group

North Line Transit Oriented Development (TOD) Study

Table of Contents

EXECUTIVE SUMMARY ...... ES-1

1.0 INTRODUCTION...... 1-1 1.1 Study Background...... 1-1 1.2 Study Purpose...... 1-1 1.3 Study Area Description...... 1-3 1.4 Study Approach...... 1-5 1.5 Report Organization ...... 1-7

2.0 CLUSTER ANALYSIS – EXISTING CONDITIONS...... 2-1 2.1 Study Area Demographics ...... 2-1 2.2 Land Use and Development Characteristics ...... 2-17 2.3 Transportation System Characteristics ...... 2-43 2.4 Results of Existing Conditions Analysis ...... 2-55

3.0 EMERGING REGIONAL CONCEPT DESIGN ...... 3-1 3.1 Market Overview...... 3-2 3.2 Analysis of Alternative TOD Locations ...... 3-16 3.3 Transit Suitability Assessment ...... 3-19

4.0 POTENTIAL TOD CONCEPT AND ASSESSMENT ...... 4-1 4.1 TOD Concept Plan ...... 4-2 4.2 Connectivity...... 4-9 4.3 Concept Development Plan...... 4-11 4.4 TOD Pricing, Absorption and Capture Analysis ...... 4-14

5.0 STAKEHOLDER AND PUBLIC INVOLVEMENT...... 5-1 5.1 Corridor Advisory Committee ...... 5-1 5.2 Stakeholder Interviews...... 5-2 5.3 Public Meeting Opportunities ...... 5-3 5.4 Public Opinion Surveys ...... 5-4 5.5 Media Advisories and Press Releases...... 5-5 5.6 Newsletters and Presentation Materials...... 5-5 5.7 Stakeholder and Public Input ...... 5-5

6.0 RECOMMENDATIONS FOR TOD IMPLEMENTATION ...... 6-1 6.1 Recommendations for Station Area Planning and Code Revisions ...... 6-2 6.2 Conclusion...... 6-7

APPENDICES

North Line TOD Study Report i December 2006 North Line Transit Oriented Development (TOD) Study

List of Figures

Figure 1-1: North Line TOD Study Area...... 1-4 Figure 2-1: 2005 Population Density by Cluster Area ...... 2-3 Figure 2-2: 2030 Population Density by Cluster Area ...... 2-4 Figure 2-3: 2005 Employment Density by Cluster Area ...... 2-6 Figure 2-4: 2030 Employment Density by Cluster Area ...... 2-7 Figure 2-5: Major Employers in North Line Study Area...... 2-9 Figure 2-6: 2000 Minority Population ...... 2-13 Figure 2-7: 2000 Senior Population ...... 2-14 Figure 2-8: 2000 Low Income Population ...... 2-15 Figure 2-9: 2000 Median household Income by Block Group ...... 2-16 Figure 2-10: Northridge Cluster Current Land Use ...... 2-22 Figure 2-11: Holcomb Bridge Cluster Current Land Use ...... 2-23 Figure 2-12: North Point Cluster Current Land Use ...... 2-24 Figure 2-13: Northridge Cluster Current Land Use ...... 2-25 Figure 2-14: Windward South Cluster Current Land Use...... 2-26 Figure 2-15: Windward North Cluster Current Land Use ...... 2-27 Figure 2-16: McGinnis Ferry Cluster Current Land Use...... 2-28 Figure 2-17: 2020 Land Use ...... 2-30 Figure 2-18: Northridge Cluster Current Zoning...... 2-35 Figure 2-19: Holcomb Bridge Cluster Current Zoning...... 2-36 Figure 2-20: North Point Cluster Current Zoning ...... 2-37 Figure 2-21: Old Milton Cluster Current Zoning ...... 2-38 Figure 2-22: Windward South Cluster Current Zoning ...... 2-39 Figure 2-23: Windward North Cluster Current Zoning...... 2-40 Figure 2-24: McGinnis Ferry Cluster Current Zoning ...... 2-41 Figure 2-26: Existing Roadway Network...... 2-44 Figure 2-27: Existing MARTA Bus Routes...... 2-46 Figure 3-1: Potential MARTA Station Location Sites ...... 3-21 Figure 3-2: Holcomb Bridge Road TOD Opportunity Areas ...... 3-22 Figure 3-3: Mansell Road TOD Opportunity Areas ...... 3-23 Figure 3-4: Center Bridge Road TOD Opportunity Areas ...... 3-24 Figure 3-5: Haynes Bridge Road TOD Opportunity Areas ...... 3-25 Figure 3-6: Old Milton parkway TOD Opportunity Areas...... 3-26 Figure 3-7: Windward Parkway TOD Opportunity Areas ...... 3-27 Figure 4-1: Center Bridge Road TOD Concept ...... 4-3 Figure 4-2: Center Bridge Road TOD Concept ...... 4-5 Figure 4-3: Examples of Mixed Use Development...... 4-6 Figure 4-4: Examples of Mixed Use Development...... 4-7 Figure 4-5: Example of a Roadway Bridge Pedestrian Walkway...... 4-8 Figure 4-6: Network Connectivity Diagram ...... 4-10 Figure 4-7: TOD Development Plan...... 4-13

North Line TOD Study Report ii December 2006 North Line Transit Oriented Development (TOD) Study

List of Tables

Table 2-1: Population Data by Cluster Area...... 2-2 Table 2-2: Employment Data by Cluster Area...... 2-5 Table 2-3: Major Employers in the North Line Study Area ...... 2-8 Table 2-4: 2000 Transit Dependent Population by Cluster Area ...... 2-10 Table 2-5: 2000 Median Household Income in 1999 Dollars ...... 2-12 Table 2-6: North Line TOD Cluster Area Land Uses ...... 2-21 Table 2-7: Percent Change of Current and Future Land Use Patterns ...... 2-29 Table 2-8: CUP District Allowances ...... 2-32 Table 2-9: North Line TOD Cluster Area Zoning Data ...... 2-34 Table 2-10: Study Area Bus Routes ...... 2-45 Table 2-11: Existing North Line Rail Stations and Associated Landmarks ...... 2-47 Table 2-12: Sidewalk Coverage...... 2-49 Table 2-13: Street Network Connectivity...... 2-50 Table 2-14: Daily Transit trips ...... 2-50 Table 2-15: Daily Commute Trip Productions ...... 2-52 Table 2-16: Total HBW Productions and Attractions by TOD Cluster Area ...... 2-52 Table 2-17: Roadway Congestion by TOD Cluster Area ...... 2-53 Table 2-18: Summary of Transportation and Travel Behavior Evaluation Results...... 2-55 Table 3-1: Daytime and Nighttime Population...... 3-16 Table 3-2: Population and Employment Growth ...... 3-17 Table 3-3: Commercial Growth ...... 3-17 Table 3-4: Land Availability for TOD ...... 3-18 Table 3-5: Market Assessment of TOD Potential...... 3-18 Table 4-1: North Point Station Area Potential Development Plan...... 4-12 Table 4-2: North Point TOD Build Out Summary by Phase ...... 4-14 Table 4-3: North Point TOD Pricing and Absorption ...... 4-14 Table 4-4: North Point Station Area Summary of Future Real Estate Demand 2006-2027...... 4-15 Table 5-1: Summary of Public Participation...... 5-3

North Line TOD Study Report iii December 2006 North Line Transit Oriented Development (TOD) Study

EXECUTIVE SUMMARY

There is growing concern in the metropolitan Atlanta region about increasing traffic congestion, long commutes, air quality, fuel prices, and greenspace/open space depletion. Transit oriented development (TOD) patterns and major investments in transit are viewed as ways to combat or alleviate these problems. TOD refers to development activity located along or within walking distance to transit routes or stations that mixes residential, retail, office, and public uses in a walkable environment, making it convenient for residents and employees to travel by transit, bicycle or foot.

North Fulton County is one of the fastest growing sub-regions in the Atlanta region. The North Line study area has experienced a dramatic increase in growth in the past decade with the extension of GA 400 from I-285 to I-85. The GA 400 corridor, in North Fulton County, has become a regional center for population and employment growth. The study area formerly functioned as a bedroom community to downtown Atlanta, but is increasingly functioning as a regional employment center. Despite growth in the area, prior analysis indicated that land use densities within the corridor would need to increase to support a future North Line expansion.

In February 2003, MARTA initiated the North Line Alternatives Analysis to evaluate potential expansion alternatives and select a locally preferred alternative (LPA) for a North Line extension. During the analysis, ridership projections using the ARC’s regional travel demand model, and transit suitability analysis suggested that the study area was not very transit supportive due to a combination of high incomes and low household and employment densities. Subsequently, the decision was made to redirect future planning activities and undertake a land use and market analysis study to assess the potential for TOD and encourage new development patterns along the GA 400 corridor to support future MARTA expansion in North Fulton County.

The resulting North Line Transit Oriented Development Study is intended to promote transit supportive development patterns along the Georgia State Route 400 (GA 400) corridor. The study examined seven cluster areas (referred to as TOD clusters) along the corridor considered to have strong potential to develop as a regional draw with a focus on density, diversity, and design of future land uses at these locations. The North Line TOD Study offered a new opportunity to examine transit expansion feasibility in the GA 400 corridor through the possible implementation of new development patterns. The study was coordinated with and modeled after the Atlanta Regional Commission’s (ARC) Livable Centers Initiative (LCI) program, under MARTA sponsorship, to enhance the potential for acceptance as a future LCI community under ARC’s program.

The study has been guided by a comprehensive development strategy that supports the following ARC regional program goals for the development of the most suitable emerging regional center:

• Encourage diversity of residential neighborhoods, employment, shopping, and recreation choices at the activity/town center level.

North Line TOD Study Executive Summary December 2006 ES-1 North Line Transit Oriented Development (TOD) Study

• Give housing a strong focus to create mixed-income neighborhoods and support the concept of aging in place. • Encourage development that offers access to a range of travel modes (transit, roadways, walking, and biking) and uses. • Provide connectivity to cities, major activity and employment centers, and institutional facilities. • Implement an outreach process that promotes involvement of all stakeholders.

Overall, this study effort is intended to support the long term goal of expanding fixed guideway transit service into North Fulton County. The study area for the North Line TOD Study is shown in Figure 1. The Cities of Roswell and Alpharetta are located within the study area. The southernmost cluster is centered at Northridge Road and GA 400. The northernmost cluster area is located just north of Windward Parkway. The TOD cluster areas, from south to north, are as follows.

Northridge - located around the interchange of GA 400 and Northridge Road.

Holcomb Bridge - located around the interchange of GA 400 and Holcomb Bridge Road.

North Point - the largest of the clusters, extends from the interchange of GA 400 and Mansell Road to Haynes Bridge Road.

Old Milton - located around the interchange of GA 400 and Old Milton Parkway.

Windward South - located to the south and east of the interchange of GA 400 and Windward Parkway.

Windward North - located to the west and north of the interchange of GA 400 and Windward Parkway.

McGinnis Ferry - located at the Fulton County/Forsyth County line, where McGinnis Ferry Road crosses GA 400.

Study Approach

The North Line TOD Study process involved three phases. In Phase 1, the seven clusters were evaluated based on demographics, land use, zoning, and transportation to determine the most suitable sites for TOD. The purpose of this phase was to narrow down the number of cluster areas from seven to a maximum of four. In Phase 2, the four most suitable clusters for TOD were further examined to determine the most suitable site for a future TOD prototype in the GA 400 corridor. This evaluation considered a more detailed analysis of population and employment characteristics, market trends, market potential, including planned and proposed developments/improvements, as well as existing zoning and potential future land use.

North Line TOD Study Executive Summary December 2006 ES-2 North Line Transit Oriented Development (TOD) Study

Figure 1: North Line TOD Study Area

North Line TOD Study Executive Summary December 2006 ES-3 North Line Transit Oriented Development (TOD) Study

The four remaining clusters were narrowed down to one focus area, considered to have the greatest relevant development potential, based on technical analysis and stakeholder input. In Phase 3, the study team developed an implementation framework for the preferred TOD cluster area based on market analysis and accepted planning and design practices for successful transit oriented development.

Early partnerships with citizens, elected officials, businesses, institutional organizations, civic associations and community leaders were vital for the identification of the most suitable location for future TOD. As a result, the North Line planning effort was structured around an extensive community/stakeholder outreach program to promote understanding of TOD concepts, strategies and opportunities. The North Line TOD Study’s Public Involvement Program was built upon the existing framework of participation created by the previous North Line AA process which included:

• Public Meetings/Workshops • Public Opinion Survey • Extensive Stakeholder Interviews • Corridor Advisory Group Meetings

Phase 1 – Existing Conditions Analysis

Based on the analysis of existing demographic, land use and transportation conditions, Northridge, Holcomb Bridge, North Point and Old Milton demonstrated the highest potential for TOD. In terms of demographic evaluation factors, Holcomb Bridge, Northridge, Old Milton and North Point had the greatest population and employment densities. North Point showed lower population and employment densities when compared to the other four clusters due to its large footprint of approximately 1,600 acres.

The land use, zoning and development analysis indicated Holcomb Bridge, North Point, Old Milton and Windward Parkway North as the most transit supportive clusters. These cluster areas had the largest proportions of transit supportive land uses (commercial, industrial, high-density and multi-family residential, and transitional-urban other. In terms of land use, zoning and development initiatives, the four cluster areas, Holcomb Bridge, North Point, Old Milton, and Windward Parkway, presented the greatest potential for TOD.

Based on the transportation analyses, the four southern most cluster areas (Northridge, Holcomb Bridge, North Point, and Old Milton) appeared to possess a relatively greater potential for supporting future TOD than the other cluster areas. The Northridge cluster area ranked highest in terms of the travel pattern evaluation factor and was associated with the highest number of daily transit trips. The Holcomb Bridge cluster area exhibited the greatest trip activity in 2005 and resulted in the second highest number of daily commute trip productions.

North Line TOD Study Executive Summary December 2006 ES-4 North Line Transit Oriented Development (TOD) Study

In 2005, the Old Milton cluster area had a moderate amount of daily commute and other trips to the existing North Line areas; however, the street network connectivity measure for the cluster area was low. In contrast, the Northridge, Holcomb Bridge, and North Point cluster areas were associated with the highest street network connectivity values.

The results of the Phase 1 analysis were reviewed with stakeholders to obtain their perspectives on which clusters were the most suitable for TOD and to narrow down the number of cluster areas for more detailed analysis and development of a preliminary concept. Using the results of the preliminary analysis of demographic factors, land use and development patterns and extensive meetings with stakeholders and the public, the original seven sites were narrowed to four potential sites: Holcomb Bridge, North Point, Old Milton and Windward, which combined the North and South Windward clusters.

The Northridge cluster did not advance because of the limited amount of developable land. The area around Northridge Road and GA 400 is already built out and would require considerable redevelopment efforts for TOD. Stakeholders felt strongly that the cluster areas with higher percentages of undeveloped land and strong redevelopment potential should be given higher standing in the analysis process. Stakeholders also recommended that the Windward South and Windward North clusters be combined, given their proximity, to one another to present a stronger candidate for future transit oriented development. The McGinnis Ferry cluster area exhibited a poor performance in a majority of evaluation factors.

Phase 2 – Emerging Regional Center Analysis

A market overview for each of the four remaining cluster areas (Holcomb Bridge, North Point, Old Milton and Windward), the emerging regional centers, was undertaken in terms of demographic characteristics, market, development, and real estate trends. In addition to the market analysis, a transit suitability analysis of specific sites in each cluster area was undertaken to evaluate their potential as a future TOD site based on development densities, accessibility, connectivity, walkability, land availability and appropriateness as a potential MARTA station.

The market analysis of the four alternative locations to determine the most suitable site for a future MARTA station and TOD was based on four factors:

1. The anticipated demand for the transit services from the existing residents and employees in each of the four cluster alternatives. 2. The anticipated increase of demand from growth of residents and employees in the cluster area that would add to the potential demand for transit services. 3. The anticipated increase of demand from commercial real estate growth in the current development pipeline. 4. The presence of available land for transit related development opportunities at each of the four alternative locations.

Based on the four factors considered, the ranking of the cluster areas, with one (1) being best and four (4) worst, was as follows:

North Line TOD Study Executive Summary December 2006 ES-5 North Line Transit Oriented Development (TOD) Study

Table 1 Market Assessment of TOD Potential

Holcomb North Old Milton Windward Bridge Point Current Conditions 3 1 4 2 Future Growth (Residents and 4 1 3 2 Employees) Future Growth (Commercial Real 4 2 1 3 Estate) Developable Land 4 1 3 2 Average 3.75 1.25 2.75 2.25 Source: Claritas/ARC/BAG

Based on this assessment, the North Point cluster area had the greatest potential for TOD, followed by the Windward and Old Milton cluster areas. Development pipeline and site availability favored Old Milton and North Point. Based on current conditions and future population and employment demand, either North Point or Windward demonstrated the greatest potential for TOD; and based on development activity and available land, Old Milton and North Point demonstrated the greatest potential. Holcomb Bridge is the least desirable of the four clusters, based on its relatively small existing population and employment base, low growth potential and lack of new planned development and available sites, while North Point exhibited significant potential in all categories.

The first task of the transit suitability analysis was to identify possible locations for the future MARTA North Line extension stations. Two basic criteria for locating transit stations are spacing and accessibility. Typically, MARTA stations are spaced between one and three miles apart and are located close to major roadways for area and regional access. Easy access and visibility from major roadways is also a major component of successful TOD projects.

Based on these criteria, the most logical choices for station locations would be sites in the vicinities of the major roadway intersections with GA 400. Figure 2 identifies the six potential station locations and the approximate distances between the stations. Potential station sites, starting from the south, include:

• GA 400 at Holcomb Bridge Road • GA 400 at Mansell Road (North Point cluster) • Center Bridge Road (North Point cluster) • GA 400 at Haynes Bridge Road(North Point cluster) • GA 400 at Old Milton Parkway • GA 400 at Windward Parkway

North Line TOD Study Executive Summary December 2006 ES-6 North Line Transit Oriented Development (TOD) Study

Figure 2: Potential MARTA Station Location Sites

North Line TOD Study Executive Summary December 2006 ES-7 North Line Transit Oriented Development (TOD) Study

The second task of the transit suitability analysis was to identify surrounding areas at these locations that were suitable for development or redevelopment. A key consideration in developing viable TODs is the availability of large, contiguous parcels that can accommodate a variety of higher density, mixed use developments. The optimum site would be a circle with a one-half-mile radius that is centered on the proposed transit station. This was the basic guideline used for evaluating the potential for TODs at the six potential MARTA station sites.

Based on the transit suitability analysis, the locations with the highest potential for TOD would be Old Milton Parkway, Center Bridge Road and Mansell Road. The transit suitability analysis, coupled with the market analysis, suggested that one of the North Point locations, either the Center Bridge Road or Mansell Road location, would be most suitable for TOD. In the short term, the Center Bridge Road location was considered to have the most potential for TOD because of its central location, proximity to the North Point Mall and its connection to the Cousins Westside Development currently underway.

Phase 3- Potential TOD Concept and Assessment

The assessment of the top four TOD cluster areas and six potential station locations, as well as stakeholder and public input, identified the Center Bridge Road location in the North Point cluster as the best location for development of a prototypical MARTA TOD station. Using the area development, TOD connectivity principles, current zoning and future zoning potential, a concept plan was prepared to illustrate potential circulation and development patterns and densities for a TOD cluster around the Center Bridge Road and GA 400 intersection.

A MARTA station could be located in any one of the four quadrants of the intersection. For the purpose of this analysis, the proposed North Point MARTA station location is on the southwest corner of the intersection of GA 400 and Center Bridge Road. While detailed future engineering and transportation analysis may dictate other locations within the market area for the station, this location is considered the best potential station location to encourage transit oriented development for the following reasons.

Site Access

The site has excellent access for the station area from all four directions. Proximity to North Point and Westside Parkways provides access to GA 400 to both the interchange to the north (Old Milton) and the interchange to the south (Haynes Bridge). This allows direct access without limiting the surrounding development, which could occur with a site too close to the transportation infrastructure. Center Bridge Road would provide east- west connectivity while avoiding traffic congestion associated with ingress and egress on GA 400. There is potential to provide park and ride facilities for the MARTA station. The existing MARTA line is currently located on the east side of GA 400, and this new station location would provide direct transit station access to the North Point Mall and the Mansell Crossing Shopping Center area.

North Line TOD Study Executive Summary December 2006 ES-8 North Line Transit Oriented Development (TOD) Study

Site Visibility

The site offers excellent visibility to GA 400, and with proper design, could have excellent visibility from surrounding land uses as well. The development sites along Westside Parkway provide for a TOD development which is organized around the station and would have major frontage/presence along this important arterial.

Surrounding Land Uses

The proposed MARTA station site is bordered by a new multi-family rental housing project under construction by Wood Partners and townhomes by John Weiland a block to the north, GA 400 to the east, undeveloped land to the south and Sanctuary Park office park and the southern portion of Encore by Cousins Properties to the west. The Encore development includes a mix of uses including a senior-housing development under construction, a future hotel/conference facility and an amphitheater.

Site Conclusions

The preferred station site is vacant and large enough to accommodate a transit station and associated infrastructure. In addition, several of the most proximate sites are still vacant and could be developed in a manor consistent with a TOD. There is also significant new development occurring to the north of the proposed station, which could be compatible with a TOD concept. The combination of vacant parcels and transit friendly development is unique in the area and would be ideal as a site for the proposed station.

TOD Concept Plan

The major feature of the concept plan is the redevelopment of the northern third of the Mansell Crossing Shopping Center and the area between Center Bridge Road and North Point Mall into a high density, mixed use TOD urban cluster that would adjoin the MARTA station, as shown in Figure 3. Key elements of this TOD urban cluster concept include: • Mixed use developments on the blocks in the urban cluster that would include commercial uses and restaurants on the ground level and high- density residential uses on the upper levels. Emphasis should be placed on maximizing residential uses in the core area of the TOD cluster in order to create a viable and vibrant 24-hour community. • A mixed use facility along the west side of GA 400 that would include commercial uses on the ground level and parking on the upper levels to support the uses in the urban cluster, as well as to provide park and ride spaces for the MARTA station. • A central plaza/public open space, in the middle of the urban cluster, that would serve as a focal feature for the TODs.

North Line TOD Study Executive Summary December 2006 ES-9 North Line Transit Oriented Development (TOD) Study

Figure 3: Center Bridge Road TOD Concept

North Line TOD Study Executive Summary December 2006 ES-10 North Line Transit Oriented Development (TOD) Study

• In-fill developments, north of Center Bridge Road, which would replace the large parking lots with higher density, mixed use developments, and would include a mixed use parking structure to replace the lost parking and provide parking for the new developments. • A building and walkway link to North Point Mall.

The area west of GA 400 would be developed in a similar fashion as the east side, with the highest density, mixed use developments located closest to the bridgehead. The uses shown in the northwest quadrant reflect the currently proposed Cousins Westside Development plan and include higher density, mixed use developments close to the bridge, as well as higher density residential, senior housing, and a number of public and semi-public uses, such as the proposed university education center, a performing arts center, and a community center. Figure 4 provides an example of a comparable type of development envisioned for the Center Bridge Road TOD cluster.

A key component of the TOD concept plan would be improved pedestrian and bicyclist access across GA 400. The two ways to improve this connection would be to add a separate pedestrian/bicyclist bridge, or widen and improve the walkway on the existing roadway bridge. In addition, the plan recommends a comprehensive pedestrian/bicyclist path system that would connect the MARTA station to existing and proposed developments around the station, which would be located on both sides of GA 400.

In summary, the key elements to a successful TOD cluster at the intersection of Center Bridge Road with GA 400 would be:

• Replacement of some of the low density uses and large surface parking lots, as well as development of vacant parcels, with higher density, mixed use developments; • Creation of a vibrant, mixed use, 24-hour community; and • Incorporation of a comprehensive, safe, and convenient pedestrian/bicyclist path system that encourages walking and biking.

North Line TOD Study Executive Summary December 2006 ES-11 North Line Transit Oriented Development (TOD) Study

Figure 4: Center Bridge Road TOD Concept

North Line TOD Study Executive Summary December 2006 ES-12 North Line Transit Oriented Development (TOD) Study

A transit system is only as good as the ability to locate a concentration of transit users within a convenient distance of the transit stations and provide good access to the stations. The MARTA system would serve as the backbone of the regional transit system, and it would provide access to the Atlanta core area, other regional activity centers, and other MARTA stations and park and ride facilities. The Center Bridge Road MARTA station would act as the “gateway” to the transit system as well as the focus of the TODs. A dense street grid pattern of approximately 300-foot square blocks would facilitate circulation within the urban cluster and provide convenient access to the MARTA station. These streets should be pedestrian-friendly and include on-street parking for convenience and for traffic-calming. The development and transit service areas around the proposed MARTA station can be divided into three concentric rings:

• The first major ring lies within one-half mile or a ten-minute walk from the station. Within the one-half-mile radius zone, and especially the one- quarter-mile zone, the development should be the most intense, and the roadway and path system also needs to be dense. • The second ring is the zone that lies within a one-mile radius of the station and may be less intensely developed than the inner ring. Access to the transit station from this zone would be by bicycle, area shuttle, feeder bus, or automobile. • The third ring lies outside the one-mile radius and includes the various developments and residential neighborhoods in the transit system service area. Access to the transit station from this zone would be by feeder bus or automobile.

Concept Development Plan

The North Point TOD concept plan includes 350 acres of proposed development surrounding the intersection of Center Bridge Road and GA 400. The plan calls for a mix of uses, including medium density residential development, office and retail, as well as institutional uses including the MARTA station, a performing arts center, a community center and a university or other institutional campus. The goal is to create a variety of uses that will create a 24-hour transit oriented village center, complement the existing land uses at North Point, and generate MARTA ridership. The proposed development would take advantage of vacant parcels on the west side of GA 400 and stimulate infill development on existing low density office and retail space on the east side of GA 400.

In total, the North Point TOD would include:

• 4,914 residential units, including 243 single family homes, 810 townhomes, 1,870 condominiums and 1,991 apartments; • 55,000 square feet of local service/convenience retail and restaurants to support the new residential development but not compete with the substantial existing lifestyle and destination retail in the area; • 1,088,060 square feet of office space, building upon the current office inventory; and

North Line TOD Study Executive Summary December 2006 ES-13 North Line Transit Oriented Development (TOD) Study

• An 110,000 square foot hotel and convention center.

Due to the very large scale of the TOD project, it is recommended that the project be completed in three phases over twenty years as presented in Tables 2 and 3 and illustrated in Figure 5.

Phase I, from 2006-2011, shown in red, includes those parcels closest to the preferred MARTA station site. The sites are generally either undeveloped or already under construction and would be the most likely locations to create a significant number of residential units around the MARTA station. These blocks would likely be at the highest density to create a pedestrian friendly TOD environment. Phase I would include 1,256 residential units, 65,000 square feet of retail and 40,000 square feet of office space.

Phase II, from 2012-2017, shown in orange, would complete the build out of remaining undeveloped parcels on the west side of GA 400 proximate to the station. Phase II would be comprised of 1,774 residential units, 30,000 square feet of retail space, 145,000 square feet of office space and 110,000 square feet of hotel/convention center space.

Phase III, from 2018-2027, shown in yellow, would extend the mixed use village concept across Center Bridge Road to the east side of GA 400. This area, which currently includes low density strip retail development and mid-density office development, would be redeveloped by consolidating parking into structures and using current surface lots for new residential and commercial development. When completed, Phase III would contain 1,885 residential units, 60,000 square feet of retail space and 903,060 square feet of office space. The economic costs of infill redevelopment of existing retail properties, with long term national tenant leases in place, will be substantial and will likely happen only if Phase I and Phase II are successful and generate significant momentum and economic justification for Phase III.

North Line TOD Study Executive Summary December 2006 ES-14 North Line Transit Oriented Development (TOD) Study

Table 2 North Point Station Area Potential Development Plan

Current Proposed Developable Residential Commercial Site Acres Phase Use Use Acres SF TH CO APT Retail Office Hotel 1 Mixed 7 Vacant 1 6 210 15,000 Use 2 Mixed 12 Vacant 1 3 105 20,000 Use Mixed 3 4 Vacant 1 4 76 50 10,000 Use 4 17 Vacant Retail 1 15 49 20,000 40,000 U/C- 5 13 Retail 1 11 188 80 Res 6 22 Vacant CON 2 20 40 200 10,000 100,000 110,000 Com- 7 4 Retail 1 4 210 Res 8 7 U/C Retail 1 6 210 9 11 U/C Retail 1 10 77 10 9 Vacant Retail 2 8 52 32 11 14 Vacant Retail 2 13 52 163 12 11 Vacant Retail 2 10 40 124 13 12 Vacant Retail 2 11 43 135 14 108 Vacant Retail 2 97 243 311 170 170 20,000 45,000 Com- Mixed 15 8 3 7 252 15,000 Ret Use Com- Mixed 16 31 3 23 74 241 207 Ret Use Com- 17 18 M/MP 3 17 291 40,000 15,000 Off Com- Mixed 18 17 3 15 275 5,000 Ret Use Com- Mixed 19 10 3 9 72 300,000 Ret Use Com- Mixed 20 15 3 14 473 588,060 Ret Use Total 350 302 243 810 1,870 1,991 155,000 1,088,060 110,000 Source: URS Corporation, Bleakly Advisory Group

North Line TOD Study Executive Summary December 2006 ES-15 North Line Transit Oriented Development (TOD) Study

Figure 5: TOD Development Plan

North Line TOD Study Executive Summary December 2006 ES-16 North Line Transit Oriented Development (TOD) Study

Table 3 North Point TOD Potential Build Out Summary by Phase

Total Developable Residential Commercial

Acres Acres SF TH CO APT Retail Office Hotel Phase 1 74 59 127 579 550 65,000 40,000

Phase 2 176 159 243 537 326 668 30,000 145,000 110,000

Phase 3 100 85 146 966 773 60,000 903,000 Grand 350 302 243 810 1,870 1,991 155,000 1,088,060 110,000 Total Source: URS Corporation, Bleakly Advisory Group

Public Outreach Approach and Input

The outreach process used a variety of methods for engaging and informing the public including stakeholder interviews, meetings, and surveys. As a result of these outreach efforts, valuable input was incorporated into the North Line TOD Study process. Given below are the resounding themes presented:

• Residents and employees alike tend to be very supportive of both TOD design principles and a new MARTA rail station. • Residents and employees are very interested in alternative ways to reduce their commute times. Over three-quarters (76 percent) believe it is important to have nearby access to MARTA rail as their community grows, with just as many wishing they would reduce the amount of time they spend driving. • Residents who currently have longer commutes and live further from a MARTA rail station (i.e., those from the northern portion of the corridor) are more likely to want to take a MARTA train to work. • The biggest barriers to current MARTA ridership among residents in the corridor are logistical in nature: 75 percent would ride it more if there was a station closer to their home, 63 percent would ride it more if it took less time to reach their destination, and 60 percent would ride it more if they had to wait less time for a train. • Residents from the northern portion of the corridor hold MARTA to higher standards when it comes to reliability, cleanliness, and safety. • Holcomb Bridge Road, followed closely by Haynes Bridge Road in the North Point cluster (28 percent and 27 percent respectively) are the most popular locations for a new MARTA station among North Fulton residents. • Support for TOD and higher densities at all four cluster areas. • North Point cluster has the greatest potential for TOD - regional mall is a retail destination, land reserved for potential MARTA expansion, land designated for university buildings, areas for senior living, amphitheater and arts facility.

North Line TOD Study Executive Summary December 2006 ES-17 North Line Transit Oriented Development (TOD) Study

• Most of the land area in several clusters is already developed and limits develop-ment/redevelopment opportunities. • North Point and Old Milton have much more open space for changing zoning and higher density projects. • Employment nodes are North Point and Old Milton - more transit ridership from employment than existing residential. • Holcomb Bridge cluster has strong potential with proposed development on SE quadrant. • Cluster areas with undeveloped land should be given priority consideration. • Mixed use should be included in all future development plans to reduce trips instead of just concentrating development. • Provide additional transit options now, such as specialized bus services, while awaiting future rail expansion. • North Point cluster is already developed and plans are now underway for TOD; focus study efforts elsewhere. • Holcomb Bridge has high redevelopment potential and employment and residential densities; emphasis on TOD would help to relieve congestion. • Old Milton has the most undeveloped land and is ideal for future TOD. • Proximity to existing transit should be a significant factor; start south and move northward.

Recommendations for Station Area Planning and Code Revisions

According to the Alpharetta Interim Zoning Map, there are three zoning districts within approximately a one-half mile radius of the intersection of Center Ridge Road and GA 400. These districts are the Community Unit Plan (CUP) district, the Planned Shopping Center (PSC) district, and the Light Industrial (L-I) district. The zoning ordinance is silent on whether a transit station and its associated uses are permitted in these districts. (However, the zoning ordinance does not ignore all forms of transportation land uses; airports and heliports are listed as conditional uses.) While each of these three zoning districts permits a multitude of uses that could support TOD, the zones either forbid residential uses or allow them at densities that are too low to support a vibrant TOD.

Although no land within the one-half mile radius of a potential transit station location is zoned Mixed Use (MU), this zoning district does offer some promise in promoting TOD. The purpose statement and the review criteria appear to support TOD, as “a pedestrian- focused environment that provides opportunities for living, working, shopping, recreation and entertainment.” However, the maximum densities do not appear to be high enough to support TOD. Densities must be based on those of another zoning district within the city, and the maximum density allowed in any residential district is ten units per acre. Additionally, the mix of uses is weighted toward single-family attached units rather than multi-family units in free-standing or mixed use buildings.

The development standards of zoning districts that support TOD typically rest on three basic principles. The development standards must:

North Line TOD Study Executive Summary December 2006 ES-18 North Line Transit Oriented Development (TOD) Study

1. Promote active walkable streets: Streets adjacent to and within the development must be seen from the perspective of being “public rooms.” As such, building frontages, orientation of buildings, pedestrian amenities, and the desired mix of land uses should be regulated. All these components must be configured to cultivate a comfortable pedestrian atmosphere that allows for public gathering, commerce and convenience. 2. Provide adequate density, building intensity, and scale: Certain minimum densities or intensities of housing or employment are needed to create a TOD that truly supports the transit investment. This is typically expressed in terms of minimum residential density (units per acre), or minimum floor-area ratios and minimum building heights. In addition, attention to the massing of the buildings promotes further synergies between the various land uses and activities of the “urban village.” Yet the scale of the development, especially at street level, must remain pedestrian-oriented. 3. Carefully integrate transit with adjoining development: The circulation within the development must serve to provide clear and convenient access for transit users, while also accommodating vehicular traffic and parking. Changes in grade, proximity of available parking, and potential obstacles to pedestrian or vehicular traffic flow must be carefully analyzed and any obstacles eliminated or mitigated.

The following recommendations are intended to guide the City of Alpharetta in future station area planning, site plan review of development proposals, design of streets and other public improvements, and considering revisions to its Unified Development Code that would support TOD. • Achieve a “Gradient” from Core to Edge • Increase Density Within the Gradient • Establish the Preferred Mix of Uses • Establish Range of Building Heights to Achieve Densities • Use Design Standards to Create Pedestrian Oriented Streets • Establish Supportive Access Patterns • Adjust Parking Standards to Take Transit Usage into Account • Efficient and Comfortable Transit Connections • Enhance Corridor Environment • Create a Transit Oriented Overlay District

As the transit station area planning progresses, it may be desirable to consider replacing these existing districts with a new base or underlying district that would encompass all or a portion of the transit station TOD cluster area.

North Line TOD Study Executive Summary December 2006 ES-19 North Line Transit Oriented Development (TOD) Study

solicited during public meetings; a concept plan has been developed for the North Point area at Center Bridge Road and GA 400 to help guide the types of development and redevelopment to promote creation of TODs along the GA 400 corridor.

There is strong potential and support for a major mixed use TOD at North Point. The current population (both daytime and evening) as well as future population, extensive commercial real estate inventory and future inventory demonstrate a strong and growing potential base for transit ridership. The presence of North Point Mall and more than three million square feet of office space already make the North Point area a regional hub of activity. In 2004, the City of Alpharetta adopted a new land use plan to allow the area to develop in a more balanced, mixed use manner, thus creating a mature well- developed activity center that can serve as a model for the region. Developments underway within the North Point area will further enhance its prominence in the region.

Due to current active development in the area, aggressive and timely action is required by both MARTA and local governments to secure the future TOD opportunity before it is eliminated by current development trends. It is imperative that a site for the MARTA station be designated as soon as possible even if its construction is several years in the future. This will allow developers to orient their development toward the station to create the most vibrant, walkable environment possible. Due to the quick pace of development in the area, the ability to secure land for the station and influence the surrounding development will likely be gone within the next 18 to 24 months, if immediate action is not taken.

Development of a TOD at North Point is a “win-win-win” opportunity for local governments, residents, employees, MARTA and the development community. The potential to extend rail transit to the North Point area and create a new, mixed use village center at the corner of Westside Parkway and Center Bridge Road will be a significant boon to the entire Alpharetta area and will:

• Ease traffic congestion; • Provide mobility options to area employees and residents, increasing the attractiveness of Alpharetta to employers and home owners; and • Increase the existing tax base by attracting new medium density development.

North Line TOD Study Executive Summary December 2006 ES-20 North Line Transit Oriented Development (TOD) Study

1.0 INTRODUCTION

1.1 Study Background

The North Line concept was first developed in a 1990 North Line Environmental Impact Statement. In 1998, MARTA initiated the Three Corridors Feasibility Study to compare and prioritize three areas for potential heavy rail extensions: the North Line, West Line and Hapeville Branch. The proposed North Line corridor extended from the North Springs Station along GA 400 to Windward Parkway.

Each extension was evaluated across a broad range of performance measures. Based on the analysis, the study concluded that both the West and North Line corridors were feasible alternatives for extending the MARTA heavy rail system. In February 2001, the MARTA Board of Directors adopted the West Line as a first priority for extension, with the North and East Lines identified as “equally important” secondary priorities.

In February 2003, MARTA initiated the North Line Alternatives Analysis to evaluate the universe of potential expansion alternatives and select a locally preferred alternative (LPA) for a North Line extension. During the course of this analysis, ridership projections, using the ARC’s regional travel demand model, and transit suitability analysis suggested that the study area was not very transit supportive. The lack of transit supportiveness was attributed to a combination of high incomes and low household and employment densities. Subsequently, the decision was made to redirect future planning activities and undertake a land use and market analysis study to assess the potential for transit oriented development (TOD) and encourage new development patterns along the GA 400 corridor to support future MARTA expansion in North Fulton County.

1.2 Study Purpose

The North Line Transit Oriented Development Study offers a new opportunity to examine transit expansion feasibility in the GA 400 corridor through the possible implementation of new development patterns. The study was coordinated with and modeled after the Atlanta Regional Commission’s (ARC) Livable Centers Initiative (LCI) program, under MARTA sponsorship, to enhance the potential for acceptance as a future LCI community under ARC’s program.

To promote TOD and facilitate a major transit investment within the GA 400 corridor, the study has examined seven cluster areas along the corridor that are considered to have strong potential for development as a regional activity center. The study has focused on density, diversity, and design of future land use at these locations to determine the site with the greatest potential to support new development patterns and complementary transit services. The study has been guided by a comprehensive development strategy that supports the following ARC regional program goals for the development of the most suitable emerging regional center:

North Line TOD Study Report December 2006 1-1 North Line Transit Oriented Development (TOD) Study

• Encourage diversity of residential neighborhoods, employment, shopping, and recreation choices at the activity/town center level. • Give housing a strong focus to create mixed-income neighborhoods and support the concept of aging in place. • Encourage development that offers access to a range of travel modes (transit, roadways, walking, and biking) and uses. • Provide connectivity to cities, major activity and employment centers, and institutional facilities. • Implement an outreach process that promotes involvement of all stakeholders.

Overall, this study effort is intended to support the long term goal of expanding fixed guideway transit service into North Fulton County. There is growing concern in the Atlanta region about traffic congestion, long commutes, air quality, fuel prices, and greenspace/open space depletion. TOD patterns and major investments in transit are viewed as ways to combat or alleviate these problems. Transit oriented development refers to development activity located along or within walking distance to transit routes or stations that mixes residential, retail, office, and public uses in a walkable environment, making it convenient for residents and employees to travel by transit, bicycle or foot.

Increasing residential and employment densities in the overall travel demand area along the GA 400 corridor is an essential factor for TOD and increasing potential transit ridership. Key to improving the transit “suitability” of this corridor is development of high- density, mixed use TODs within easy walking and commuting distance of potential future MARTA stations. For the purposes of this study, TOD has been defined as follows:

Transit-oriented development (TOD) is moderate to higher density development located within an easy walk of a major transit stop, generally with a mix of residential, employment and shopping opportunities designed for pedestrians without excluding the auto. TOD can be new construction or redevelopment of one or more buildings whose design and orientation facilitate transit use.1

A key component of transit facility design is the potential for transit-related developments around transit routes and stations. Well-designed transit-related developments can enhance the value of the community, enrich the experiences of the transit facility users, and increase ridership. An important aspect of transit facility design is the potential to leverage transportation capital investment to maximize economic development in the transit corridor, especially in and around potential station areas, in order to:

• Increase the population base and thus the patronage for the transit system • Capture new developments for the communities • Further local planning and redevelopment goals and objectives

1 Statewide Transit-Oriented Development Study, California Department of Transportation, June 15, 2002.

North Line TOD Study Report December 2006 1-2 North Line Transit Oriented Development (TOD) Study

1.3 Study Area Description

North Fulton County is one of the fastest growing sub-regions in the metropolitan Atlanta region. The North Line study area has experienced a dramatic increase in growth in the past decade with the extension of GA 400 from I-285 to I-85. The GA 400 corridor, in North Fulton County, has become a regional center for population and employment growth. The study area formerly functioned as a bedroom community to downtown Atlanta but is increasingly functioning as an employment center for the Atlanta region. Despite growth in the area, prior analysis indicates that land use densities within the corridor would need to increase to support a future North Line expansion.

It is anticipated that residential and commercial development will continue to grow significantly within the GA 400 corridor. By 2030, employment is expected to increase by over 30 percent to more than 103,000 jobs; population is projected to increase by approximately 45 percent, to 131,370 people comprising over 58,000 households. As a result, increasing roadway congestion, lengthy travel times, and reliability are issues within the GA 400 corridor.

The study area for the North Line TOD Study, shown in Figure 1-1, includes seven focus areas (referred to as TOD clusters) along the GA 400 corridor. The Cities of Roswell and Alpharetta are located within the study area. The southernmost cluster is centered at Northridge Road and GA 400. The northernmost area is located just north of Windward Parkway. The seven clusters were narrowed down to one focus area, considered to have the greatest relevant development potential, based on technical analysis and stakeholder input. The TOD cluster areas, from south to north, are as follows.

1. Northridge The Northridge cluster is located around the interchange of GA 400 and Northridge Road. The location of this cluster is approximately 2.7 miles north/north-east from the terminus of the existing MARTA North Line North Springs station. The area contained within this cluster is well developed.

2. Holcomb Bridge The Holcomb Bridge cluster is located around the interchange of GA 400 and Holcomb Bridge Road. The location of this cluster is approximately 5.6 miles north/north-east from the terminus of the existing MARTA North Springs station. The Holcomb Bridge cluster area is more fully developed than the Northridge cluster area to the south and is experiencing rapid and large-scale development.

North Line TOD Study Report December 2006 1-3 North Line Transit Oriented Development (TOD) Study

Figure 1-1: North Line TOD Study Area

North Line TOD Study Report December 2006 1-4 North Line Transit Oriented Development (TOD) Study

3. North Point The North Point cluster is the largest of the clusters and extends from the interchange of GA 400 and Mansell Road to Haynes Bridge Road. The location of this cluster is approximately 7.7 miles from the terminus of the existing MARTA North Springs station (to Center Bridge Road). The North Point Mall is a major regional activity center located on the east side of GA 400, between Mansell Road and Haynes Bridge Road. The North Point cluster area has been defined with limits on both sides of GA 400.

4. Old Milton The Old Milton cluster is located around the interchange of GA 400 and Old Milton Parkway. The location of this cluster is approximately 9.8 miles north/north-east from the terminus of the existing MARTA North Springs station. This cluster area is less developed than cluster areas to the south, yet this cluster is experiencing increased development.

5. Windward South The Windward South cluster is located to the south and east of the interchange of GA 400 and Windward Parkway. The location of this cluster is approximately 10.6 miles north/north-east from the terminus of the existing MARTA North Springs station. The MARTA Windward park and ride lot is located within this cluster area.

6. Windward North The Windward North cluster is located to the west and north of the interchange of GA 400 and Windward Parkway. The location of this cluster is approximately 11.1 miles north/north-east from the terminus of the existing MARTA North Springs station. This cluster area contains the Windward Office Park and Deerfield office/retail park.

7. McGinnis Ferry The McGinnis Ferry cluster is located at the Fulton County/Forsyth County line, where McGinnis Ferry Road crosses GA 400. The location of this cluster is approximately 12.5 miles north/north-east from the terminus of the existing MARTA North Springs station. The cluster does not have an interchange with GA 400, but McGinnis Ferry Road crosses GA 400.

1.5 Study Approach

Demographics

• 2005 Population Density (persons/acre) • 2030 Population Density (persons/acre) • 2005 Employment Density (jobs/acre)

North Line TOD Study Report December 2006 1-5 North Line Transit Oriented Development (TOD) Study

• 2030 Employment Density (jobs/acre) • Transit Dependent Population Criteria (2000 low income households, minority persons, persons age 65 and older, and median income)

Land Use and Development

• Percent of Developed Land • Percent of Undeveloped Land • Percent of Undevelopable Land • Percent of Industrial Development • Percent of Commercial Development • Percent of High Density/Multi-Family Residential Development • Predominant Zoning Designation

Transportation

• Existing Bus Ridership (Average weekday boardings) • 2005 Daily Transit Trips • 2030 Daily Transit Trips • 2005 Percent of Roadway Network at Level Of Service (LOS) E or F • 2030 Percent of Roadway Network at LOS E or F • Street Network Connectivity (Ratio of straight line distance to street network travel distance) • Sidewalk Coverage • 2005 Travel Patterns (Daily commute trip productions to/from cluster area to traffic analysis zones (TAZs) adjacent to the North Line) • 2030 Travel Patterns • 2005 Trip Activity (Home-based work (HBW) productions and attractions) • 2030 Trip Activity

Based on the results of the Phase 1 analysis and stakeholder/public input, four clusters were identified as having the highest potential for future TOD. In Phase 2, the four most suitable clusters for TOD were further examined to determine the most suitable site for a future TOD prototype in the GA 400 corridor. This evaluation considered a more detailed analysis of population and employment characteristics, market trends, market potential, including planned and proposed developments/improvements, as well as existing zoning and potential future land use. The intent was to identify the cluster that:

• Demonstrated strong growth pressures with potential to develop as a mixed use, multimodal center. • Exhibited strong potential to develop as a regional activity center, not just at a neighborhood scale. • Demonstrated significant current and future development at a higher intensity than standard suburban districts.

North Line TOD Study Report December 2006 1-6 North Line Transit Oriented Development (TOD) Study

In Phase 3, the study team developed an implementation framework for the preferred TOD cluster area based on market analysis and accepted planning and design practices for successful transit oriented development.

• Public Meetings/Workshops • Public Opinion Survey • Extensive Stakeholder Interviews • Corridor Advisory Group Meetings

1.6 Report Organization

In addition to the Executive Summary and Introduction, this report is divided into five major sections, which include Preliminary Cluster Analysis-Existing Conditions, Emerging Regional Concept Design, Potential TOD Concept and Assessment, Stakeholder and Public Involvement and Recommendations for TOD Implementation. The Preliminary Cluster Analysis - Existing Conditions section describes the evaluation of existing and future demographic, land use, development and transportation conditions in the study area to determine which clusters are most suitable for TOD and further analysis. The Emerging Regional Concept Design section summarizes the assessment of TOD potential for four cluster areas in the North Line corridor based on market conditions and performance criteria for successful TOD implementation. The Potential TOD Concept and Assessment section presents a prototype for TOD in the most suitable cluster area along this alignment. The Stakeholder and Public Involvement section outlines the activities undertaken and feedback received from community stakeholders and the public. Finally, the Recommendations for TOD Implementation section presents recommendations to guide future TOD and station area planning, site plan review of development proposals, design of streets and other public improvements, and revisions to zoning and development codes to support TOD.

North Line TOD Study Report December 2006 1-7 North Line Transit Oriented Development (TOD) Study

2.0 CLUSTER ANALYSIS – EXISTING CONDITIONS

For the first phase of the North Line TOD Study, the seven TOD cluster areas were evaluated based on an analysis of demographics, land use, zoning, and transportation to identify the sites having the greatest potential as TOD locations. The purpose of this phase was to narrow down the number of cluster areas from seven to a maximum of four. The following chapter provides a preliminary analysis to characterize the TOD clusters areas in terms of their demographic, transportation and land use attributes. The evaluation results for the four top performing cluster areas are highlighted in grey. The analysis of the cluster area characteristics is presented in a decision matrix, at the end of this chapter, to identify the cluster areas having the greatest potential for TOD.

2.1 Study Area Demographics

The demographic characteristics associated with the North Line study area were evaluated to better understand the unique characteristics and relative performance of the TOD cluster areas. This understanding is vital to assessing needs and opportunities of the seven alternative emerging regional center/potential station sites, identifying the strongest candidate among these sites, exploring potential markets for TOD, and developing sites in a manner that will achieve a successful design for TOD. The demographic analysis focused on population and employment with access to potential transit within the cluster areas. For this analysis, 2005 and 2030 employment and population, within each cluster, were computed using the ARC’s regional travel demand model to examine potential growth. Evaluation factors intended to assess the variance in current and projected population and employment for TAZs within the seven TOD clusters is presented.

Potential population and employment growth in areas with access to transit is an important measure for determining the efficiency of a transit alternative. Currently, population densities in the North Line study area range from 1.1 to 71.2 persons per acre, and employment densities range from 5.1 to 93.9 jobs per acre. With the projected growth in population and employment, densities are expected to increase significantly over the next 25 years, and the mix of land uses will become increasingly transit supportive. Both 2030 employment and population within a one-half mile buffer of the alternatives were computed.

Access to transit for transit dependent persons living in these cluster areas is also an important consideration for TOD. Generally, people more inclined to use transit are those that do not own automobiles, those whose income levels fall below the poverty level and persons age 65 and older. 2000 U.S. Census data on transit dependent populations was evaluated within each cluster area to characterize existing conditions.

For each cluster area, data was summarized in tabular format. Adjacent TAZs or census block groups were aggregated, and the data associated with each was used to compute a total for the cluster area. TAZs or census block groups were not split or partitioned.

North Line TOD Study Report December 2006 2-1 North Line Transit Oriented Development (TOD) Study

2.1.1 Population

It is important that public transportation adequately serve overall population densities. According to the ARC’s regional population forecasts, the population of the North Line TOD study area was 51,400 in 2005 and is projected to increase to 57,160 by 2030, an increase of 5,760 persons or 11 percent. Table 2-1 presents 2005 and 2030 population data as well as densities by cluster area.

Table 2-1: Population Data by Cluster Area

Cluster Areas Evaluation Holcomb North Old Windward Windward McGinnis Factor Northridge Total Bridge Point Milton South North Ferry 2005 15,834 19,145 4,953 7,088 3,310 414 656 51,400 Population Density 55.8 71.2 3.0 54.5 8.9 1.1 2.7 (persons/acre) 2030 17,615 20,799 5,592 8,102 3,774 481 797 57,160 Population Density 62.0 77.3 3.4 62.3 10.2 1.3 3.3 (persons/acre) Source:ARC 2030 Travel Demand Model

Greater population concentrations are considered desirable in order to ensure transit is accessible to as many patrons as possible. The Holcomb Bridge, Northridge and Old Milton clusters have the highest total population and densities, which also suggests a better potential for inducing transit supportive development. The lowest total population and densities were observed in the Windward North and McGinnis Ferry cluster areas. Figures 2.1 and 2.2 present 2005 and 2030 population density, respectively, a graphic illustration of densities within the cluster areas. In general, the southern TOD cluster areas are associated with higher population densities than the northern cluster areas.

2.1.2 Employment

In addition to servicing the resident population, it is also important that public transit provide access to employment. North Fulton County has become a regional employment center; employment along the GA 400 corridor is anticipated to increase substantially and outpace population growth over the next 25 years. According to the ARC’s regional employment forecasts, the employment in the North Line TOD study area was 55,189 in 2005 and is projected to increase to 86,143 in 2030, an increase of 30,954 persons, or 56 percent.

North Line TOD Study Report December 2006 2-2 North Line Transit Oriented Development (TOD) Study

Figure 2-1: 2005 Population Density by Cluster Area

North Line TOD Study Report December 2006 2-3 North Line Transit Oriented Development (TOD) Study

Figure 2-2: 2030 Population Density by Cluster Area

North Line TOD Study Report December 2006 2-4 North Line Transit Oriented Development (TOD) Study

Table 2-2 presents 2005 and 2030 employment data as total number of jobs and employment density (jobs per acre). Higher employment concentrations are desirable to connect transit to work destinations. Greater employment concentrations may also induce transit supportive development. The highest total employment is associated with the Old Milton, North Point and Holcomb Bridge cluster areas. Old Milton and Holcomb Bridge also have the highest employment densities. However, the North Point cluster, due to the size of the cluster (1,656 acres), has a significantly lower density. The lowest average density is observed to be associated with the Windward North cluster area. 2000 and 2030 employment densities are illustrated by TAZ in Figures 2-3 and 2-4, respectively.

Table 2-2: Employment Data by Cluster Area

Cluster Areas Evaluation Holcomb North Old Windward Windward McGinnis Factor Northridge Total Bridge Point Milton South North Ferry 2005 8,894 9,187 11,871 12,212 7,012 1,874 4,139 55,189 Employment Density 31.3 34.2 7.2 93.9 19.0 5.1 17.2 (jobs/acre) 2030 9,987 13,797 17,373 23,016 13,139 2,984 5,847 86,143 Employment Density 35.2 51.3 10.5 177.0 35.5 8.1 24.3 (jobs/acre) Source: ARC 2030 Travel Demand Model

The major employers and the total number of employees in the North Line study area were identified as part of this analysis. They are listed in Table 2-3, and their locations are illustrated in Figure 2-5.

2.1.3 Transit Dependent Populations

Minorities

Minority households have been traditionally underserved by existing transportation systems and are, in some cases, dependent upon transportation modes other than the automobile. To understand the distribution of minorities within the TOD cluster areas, the number and percentage of non-white populations were identified.

The non-white race category included the African American, Asian, American Indian and Alaska Native, Native Hawaiian and Pacific Islander, Hispanic/Latino and Some Other Race categories, combined. A summary table containing the percentages of minority populations is presented in Table 2-4. Overall, the highest totals and percentages of minorities are associated with the southern cluster areas at Holcomb Bridge and North Point. Although the Northridge cluster areas shows a high percentage of minorities, it

North Line TOD Study Report December 2006 2-5 North Line Transit Oriented Development (TOD) Study

Figure 2-3: 2005 Employment Density by TAZ

North Line TOD Study Report December 2006 2-6 North Line Transit Oriented Development (TOD) Study

Figure 2-4: 2030 Employment Density by TAZ

North Line TOD Study Report December 2006 2-7 North Line Transit Oriented Development (TOD) Study

Table 2-3 Major Employers in the North Line TOD Study Area

Employer Employees

Fulton County Government 6,000 Fulton County Board of Education 5,000 Northside Hospital 4,000 State Farm Insurance 3,500 Associated Distributors 3,000 Nations Healthcare 3,000 AT&T 2,400 Kimberly-Clark Corporation 2,000 Nortel Networks 2,000 CIBA Vision 1,800 ADP, Inc. 1,500 Lucent Technologies 1,119 Radiant Systems 945 Comp Dent USA 900 ALLTEL 850 Compaq 850 Cingular Wireless 800 Eastman Kodak Co. 800 North Fulton Regional Hospital 800 UPS-E Solutions 800 Federal Express 791 Home Banc Mortgage Corp. 750 Buckhead America Corp. 700 MCI WorldCom 700 First Data Corp. 700 Choicepoint 650 Whole Foods 640 Impact Innovations Group 600 City of Roswell 575 Aetna US Healthcare 550 Ryder Shared Services 550 Wal-Mart Stores, Inc. 525 Physicians Specialty Corp. 516 Agilent Technologies 500 Kaiser Permenante 500

North Line TOD Study Report December 2006 2-8 North Line Transit Oriented Development (TOD) Study

Figure 2-5: Major Employers in North Line TOD Study Area

North Line TOD Study Report December 2006 2-9 North Line Transit Oriented Development (TOD) Study

has the lowest number of minorities of the seven cluster areas. Data on non-white populations by census block are mapped in Figure 2-6.

Seniors

Providing transportation choices allows more freedom and mobility for people who either cannot drive or who do not have access to an automobile. The senior population is an important market segment for TOD, as senior citizens may not drive or may have below average household incomes or disabilities, which make them more reliant on alternative modes.

Census data on persons age 65 and older were evaluated to determine the magnitude and distribution of senior citizens within the TOD cluster areas. As indicated in Table 2- 4, the North Point and Windward North cluster area have the greatest number of senior citizens, while Old Milton contains the least. When the senior population is evaluated as a percentage of the total population; however, the highest percentage is observed at the Northridge cluster area. The lowest percentage of seniors is observed at the North Point and Old Milton cluster areas. The distribution of senior citizens, within and surrounding the study area clusters, is illustrated in Figure 2-7.

Table 2-4: 2000 Transit Dependent Population by Cluster Area

Cluster Areas Evaluation Holcomb North Old Windward Windward McGinnis Factor Northridge Total Bridge Point Milton South North Ferry 2000 Minority 1708 4572 6445 3160 2364 1931 2124 22,304 Populations Percent of 25% 24% 25% 19% 20% 14% 13% Total 2000 Populations 704 729 902 469 643 808 725 4,980 Age 65+ Percent of 10% 4% 3% 3% 5% 6% 4% Total 2000 Low income 486 1273 1740 618 449 550 416 5,532 Populations Percent of 7% 7% 7% 4% 4% 4% 3% Total

Source: U.S. Census Bureau, 2000 Census Block Data

North Line TOD Study Report December 2006 2-10 North Line Transit Oriented Development (TOD) Study

Low Income Persons

Population and employment densities are important when identifying areas with the potential for supporting transit and TOD, but it is also important to consider areas with concentrations of low income populations that may need transit. While these areas may not have high population densities, they often exhibit high transit dependence due to low automobile ownership. TOD can help low income populations in many ways including:

• Housing and transportation are the first and second largest household expenses, respectively. TOD can free up household income by reducing the amount of driving required for daily trips, which can save thousands of dollars annually. • TOD can add to the supply of affordable housing by providing sites for lower-cost and accessible housing and by reducing household transportation expenditures. It has been estimated that costs for land and housing structures can be significantly reduced through more compact growth patterns.

Census data on low income populations were evaluated to determine the magnitude and distribution of low income populations within the TOD cluster areas, according to census poverty guidelines based on size of family and number of related children under 18 years. As indicated in Table 2-4, the North Point cluster area is associated with the greatest number of low income citizens, while McGinnis Ferry contains the least. When the low income population is evaluated as a percentage of the total population, the highest percentage is observed at the Northridge, Holcomb Bridge and North Point cluster areas. The lowest percentage of low income populations is observed at the McGinnis Ferry cluster area. The distribution of low income populations, within and surrounding the study area clusters, is illustrated in Figure 2-8.

Household Income

As previously stated, the ARC regional travel demand model attributed the lack of transit supportiveness in the GA 400 corridor to a combination of high incomes and low household and employment densities. The model assumes that households with higher incomes would not be as likely to use transit as lower income households. Household income was included as an evaluation factor in this analysis, and those clusters with low household incomes were considered more transit supportive. Table 2-5 and Figure 2-9 present the 2000 median household income by block group. Overall, median income level, associated with the cluster areas, is relatively high compared with levels for Fulton County, Atlanta, and the State of Georgia ($47,321, $34,770, and $42,433). Over half the population associated with the McGinnis Ferry and Old Milton clusters have household median income levels above the county and state of $84,329 and $70,921, respectively. The only two cluster areas with median incomes less than $60,000 are the Northridge and Holcomb Bridge Cluster areas ($46,472 and $59,312).

North Line TOD Study Report December 2006 2-11 North Line Transit Oriented Development (TOD) Study

Table 2-5: 2000 Median Household Income in 1999 Dollars

Cluster Area Year 2000 Median Income Northridge $46,472 Holcomb Bridge $59,312 North Point $61,430 Old Milton $70,921 Windward South $66,722 Windward North $64,591 McGinnis Ferry $84,329 Source: U.S. Census Bureau, Year 2000 Household Median Income, Block Group Level Data

In summary, based on the demographic data presented in the previous sections, Holcomb Bridge, Northridge, Old Milton and North Point were considered more favorable for TOD. The North Point cluster scored lowest among these four in terms of population and employment densities due to its size (over 1,600 acres).

North Line TOD Study Report December 2006 2-12 North Line Transit Oriented Development (TOD) Study

Figure 2-6: 2000 Minority Population

North Line TOD Study Report December 2006 2-13 North Line Transit Oriented Development (TOD) Study

Figure 2-7: 2000 Senior Population

North Line TOD Study Report December 2006 2-14 North Line Transit Oriented Development (TOD) Study

Figure 2-8: 2000 Low Income Population

North Line TOD Study Report December 2006 2-15 North Line Transit Oriented Development (TOD) Study

Figure 2-9: 2000 Median Household Income by Block Group

North Line TOD Study Report December 2006 2-16 North Line Transit Oriented Development (TOD) Study

2.2 Land Use and Development Characteristics

Land use and development patterns within the North Fulton area have changed dramatically over the past 15 years. Changes in land use naturally occur over time due to population and employment shifts. However, GA 400 has played a major role in the rapid development of this area due to the increased accessibility and connectivity North Fulton residents and employees have to surrounding areas. This major travel corridor has sparked significant interest in residential and commercial development for the study area. As a result, the GA 400 corridor has been experiencing tremendous development since the roadway was extended south to I-85 in the early 1990s.

Land use and development regulations are key drivers to creating the necessary transit oriented development that makes for a successful transit system. They can encourage an environment around transit stations that is pedestrian-friendly, provide a mix of land uses (i.e., office, residential, retail); and contribute to an area that is safe, clean, and vibrant. As part of this analysis, current and future transit supportive land uses, zoning regulations, economic development initiatives and potential impacts to areas surrounding each of the seven TOD clusters were examined. The evaluation factors are based on qualitative and quantitative review of land use and zoning regulations, community and natural features, and estimates of future development potential. An overview of each of the seven cluster areas along the corridor is provided below.

Cluster Area 1 - Northridge

The Northridge cluster area is located at the intersection of GA 400 and Northridge Road. The principal land use on the east side is low to medium density residential. The west side of GA 400 is characterized by relatively low density retail and office development. The west side also contains apartment complexes.

Cluster Area 2 - Holcomb Bridge

The second area of interest is located just north of the Northridge cluster at the intersection of GA 400 and Holcomb Bridge Road. Development within this cluster area is restricted along the Big Creek floodplain and wetland areas. The primary land uses in this area are low to medium density residential and commercial. The residential land use includes an approximately 500-unit, low rise apartment complex on the east side of GA 400, south of Holcomb Bridge Road. The east side also features medium density commercial and office space. A commercial node has developed at the Holcomb Bridge Road interchange,

North Line TOD Study Report December 2006 2-17 North Line Transit Oriented Development (TOD) Study

including the Plaza at Roswell shopping area east of GA 400. The west side of the Holcomb Bridge cluster area is less densely developed than the east side; it contains restaurants, hotels and apartment complexes.

Cluster Area 3 – North Point The North Point Mall is a major regional activity center located on the east side of GA 400, between Mansell Road and Haynes Bridge Road. The North Point cluster area has been defined with limits on both sides of GA 400. The east side of the cluster area is the site of a substantial apartment, townhome and cluster home development. Development on the west side of GA 400 is more dispersed; however, a large townhome development (Cousins Westside/ Encore Park) is under construction on this side of the North Point cluster area. The west side is also characterized by low to medium density commercial and office development. Additionally, major commercial nodes are under development at Mansell Road, west of GA 400 and at the Haynes Bridge Road interchange (North Winds Office Park). MARTA’s Mansell Road park and ride lot is located at the southwest corner of the Mansell Road/GA 400 interchange.

Cluster Area 4 – Old Milton

The Old Milton cluster area is located at the intersection of GA 400 and Old Milton Parkway. This cluster area is less developed than cluster areas to the south, yet this cluster is experiencing increased development. The primary land use in this area is low density commercial. A large medical office complex, extended stay hotels and small shopping plazas are situated within the Old Milton cluster area on the east side of GA 400. On the west side of GA 400, there is little development, and vacant land areas exist.

Cluster Area 5 – Windward South

The Windward South cluster area is located to the south and east of the GA 400/Windward Parkway interchange. The MARTA Windward park and ride lot is located within this cluster area. The park and ride lot has potential for future transit

North Line TOD Study Report December 2006 2-18 North Line Transit Oriented Development (TOD) Study

applications. The land surrounding the lot is largely low density residential and office development, including multistory office complexes.

Cluster Area 6 – Windward North

The Windward North cluster area is located to the north and west of the GA 400/Windward Parkway interchange. This cluster area contains the Windward Office Park and Deerfield office/retail park. Residential uses in the Windward North area are scattered single family residences or small clusters of multi-family residences. This area is more urbanized than the Windward South cluster area, with large strip shopping plazas anchored by major retail stores.

Cluster Area 7 – McGinnis Ferry

The McGinnis Ferry cluster is located just inside Fulton County at the Forsyth County line. The cluster does not have an interchange with GA 400, but McGinnis Ferry Road crosses over GA 400. The eastern portion of the cluster area is wooded and undeveloped. It also contains a cemetery, and there are a few office buildings near the overpass. The west side of the cluster area is more developed and has an existing apartment complex and a large townhouse project under development.

2.2.1 Land Use

The goal of the transit supportive land use evaluation category is to determine if land use and development patterns demonstrate a mix of uses that easily relate to business and pedestrian activities to create a focal point near or at the potential station locations. With an understanding of current and future land use patterns, decisions can be made to determine if additional transit service will be supported within this area. To evaluate this criterion, all areas within the cluster areas were identified by land cover category and acreage. Data discussed in this section was obtained from the ARC land use dataset (LandPro03), the Fulton County Comprehensive Transportation Plan, and various local development plans. Total land area for each cluster was calculated, and then the share of total acreage by land use category was determined. The following land uses were considered transit supportive:

• Commercial • Industrial • Residential (high-density and multi-family) • Transitional-Urban Other (areas that are currently being rezoned and/or redeveloped, often to commercial uses)

North Line TOD Study Report December 2006 2-19 North Line Transit Oriented Development (TOD) Study

Current Land Use

Approximately 49 percent of the land within the study area clusters is developed, with 31 percent of the remaining area represented by open spaces, parks, and forests. Table 2-7 lists the land uses within the cluster area by category including total acreage and share of each land use category. Figures 2-10 through 2-16 provide a graphical illustration of current land use patterns in each cluster area.

The primary land use within the study area is commercial, comprising 38 percent of the study area or approximately 1,252 acres. Commercial properties have a strong presence around the central and northern portions of the study area. Smaller pockets of commercial land uses are scattered throughout the southern portion of the study area. Major commercial properties located within the study area include Cousins Properties, North Point Mall, IBM, Equifax, and Bell South.

Residential uses–low, medium, and multi-family housing–occupy the least amount of total coverage for the study area, with seven percent or slightly over 228 acres. Residential uses are mainly concentrated in the areas surrounding the seven cluster areas between the North Springs Station and the Forsyth County line.

The ‘industrial, transitional and other’ category encompasses industrial development, transitional uses (recently cleared or altered land in transition from one land use activity), institutional, limited access, urban other, and reservoirs. This category occupies 24 percent or 808 acres of total land use the study area.

Wetlands, parks, forests, and parklands represent the second largest land use category within the study area, occupying approximately 1,025 acres and more than 30 percent of total land use. These green spaces primarily exist along the central and northern sections of the study area. A portion of the Chattahoochee River National Recreation Area accounts for the large amount of green space within the study area.

Overall, the North Point cluster has the largest inventory of transit supportive land uses of the seven clusters. The Windward North and Holcomb Bridge cluster areas also have a significant inventory of transit supportive land uses, particularly in the commercial land use category. However, North Point, Windward North, Windward South and McGinnis Ferry cluster areas had the highest inventory in the industrial, transitional/other land use category, making them prime candidates for redevelopment and potential TOD.

The ARC LandPro03 database was also the basis for determining the amount of developed and vacant land in each cluster area. For this analysis, vacant land is defined as areas designated as undeveloped according to the LandPro03 data. As shown in Table 2-6, almost 50 percent of the land in the study area is developed. North Point had the highest total number of developed acres and Holcomb Bridge the highest percentage. A large inventory of undeveloped or vacant land was considered favorable because the availability of large undeveloped, contiguous parcels is a key consideration in developing viable TODs. Approximately 30 percent of the study area’s total land

North Line TOD Study Report December 2006 2-20 North Line Transit Oriented Development (TOD) Study

coverage is undeveloped, with most of it located in the North Point cluster and the highest percentage in the Old Milton cluster area. Holcomb Bridge, Northridge, and Old Milton had the smallest amounts of vacant land, with both Holcomb Bridge and Northridge being almost completely built out. In comparing the cluster areas, a smaller inventory of undevelopable parcels was considered favorable because there would be fewer constraints to potential TOD. About 21 percent of the total study area is considered undevelopable, with the North Point cluster having the largest inventory and the highest percentage of undevelopable land among the clusters. Windward North and McGinnis Ferry had the least undevelopable acreage.

Table 2-6 North Line TOD Cluster Area Land Uses

Land Use (Acres and Percent of Total) Holcomb North Windward Windward McGinnis Land Use Categories Northridge Old Milton Total Bridge Point South North Ferry Residential (High and 74 54 42 0 0 0 32 202 Multi-family) % of total 26% 20% 3% 0% 0% 0% 13% 6%

Commercial 100 150 610 19 50 222 100 1252 % of total 35% 56% 37% 15% 14% 60% 41% 38%

Wetlands, Parks and 37 17.5 600 74 166 79 52 1025.5 Parklands 13% 7% 36% 57% 45% 21% 22% 31% Industrial, 48 47 398 35 154 69 57 808 Transitional, Other % of total 17% 17% 24% 27% 42% 19% 24% 24%

Cluster Acreage 284 269 1656 130 370 370 241 3320 %of Cluster Acreage 9% 8% 50% 4% 11% 11% 7% 100%

Developed Land 213 204 696 21 129 222 133 1618 % of Total Area 75% 76% 42% 16% 35% 60% 55% 49%

Undeveloped Land 37 18 442 82 195 137 85 996 % of Total Area 13% 7% 27% 63% 53% 37% 35% 30%

Undevelopable Land 33 47 519 27 45 11 24 706 % of Total Area 12% 17% 31% 21% 12% 3% 10% 21%

Cluster Area Total 284 269 1656 130 370 370 241 3320 %of Cluster Area 9% 8% 50% 4% 11% 11% 7% 100% Source: Atlanta Regional Commission (ARC) 1999 LandPro GIS Database

North Line TOD Study Report December 2006 2-21 North Line Transit Oriented Development (TOD) Study

Figure 2-10: Northridge Cluster Current Land Use

North Line TOD Study Report December 2006 2-22 North Line Transit Oriented Development (TOD) Study

Figure 2-11: Holcomb Bridge Cluster Current Land Use

North Line TOD Study Report December 2006 2-23 North Line Transit Oriented Development (TOD) Study

Figure 2-12: North Point Cluster Current Land Use

North Line TOD Study Report December 2006 2-24 North Line Transit Oriented Development (TOD) Study

Figure 2-13: Old Milton Cluster Current Land Use

North Line TOD Study Report December 2006 2-25 North Line Transit Oriented Development (TOD) Study

Figure 2-14: Windward South Cluster Current Land Use

North Line TOD Study Report December 2006 2-26 North Line Transit Oriented Development (TOD) Study

Figure 2-15: Windward North Cluster Current Land Use

North Line TOD Study Report December 2006 2-27 North Line Transit Oriented Development (TOD) Study

Figure 2-16: McGinnis Ferry Current Land Use

North Line TOD Study Report December 2006 2-28 North Line Transit Oriented Development (TOD) Study

Future Land Use

Due to the unique land use classification system and the variety of geographic units used in future land use mapping between the City of Alpharetta, the City of Roswell, and Fulton County comprehensive plans, the analysis of future land use and the potential for inducing transit supportive development for each of the clusters is discussed qualitatively. For this analysis, ARC’s 2020 future land use map was used to provide a general overview of future land use policy direction. Future land use maps are general in nature and have fewer categories than a current land use or land cover map. ARC’s map is regional in scale and aggregates many categories and acreages in order to paint a macro-level picture of anticipated land use changes.

The main focus of any future land use discussion is to determine which parts in the study area are susceptible to change and how much of that acreage is within the North Line TOD study’s cluster areas. According to the ARC’s future land use projections, by the year 2020, land use patterns within the study area are expected to dramatically change. Commercial and industrial land uses will increase by 375 percent, while residential and open space land uses are expected to decrease. Commercial development is expected to represent approximately 77 percent of total future land use, while industrial development is anticipated to increase to 376 acres. Residential land use (low, medium, and multi-family residences) will account for five percent of future land use, and open space is expected to decrease to 181 acres.

Making a comparison of land uses over time captures trends in population shifts and development patterns that will possibly take place. The percent change between current and future land use is most apparent among commercial, industrial, and open space categories. Commercial development will occupy the largest land area, increasing 103 percent. Residential development is forecasted to have a slight decrease of five percent, while open space will experience the greatest decline at 823 percent. The dramatic reduction forecasted to occur in open space could be explained by the expected significant rise in commercial land use. Table 2-7 presents the percent change for all land use categories discussed in this section. Figure 2-17 provides an illustration of future land use patterns.

Table 2-7 Percent Change of Current and Future Land Use Patterns

Land Use Category Existing (in acres) Future (in acres) % Change Commercial 1,251 2,545 103 Residential 231 219 -5 Industrial 101 376 272 Open Spaces 1,026 181 -823 Source: ARIS Database

North Line TOD Study Report December 2006 2-29 North Line Transit Oriented Development (TOD) Study

Figure 2-17: 2020 Land Use

North Line TOD Study Report December 2006 2-30 North Line Transit Oriented Development (TOD) Study

2.2.2 Zoning

The current zoning policy and practices for the three jurisdictions included in the study area were investigated to inventory existing public policy and action frameworks that have evolved to support TOD. The Cities of Alpharetta and Roswell and Fulton County are making tremendous effort to create regulations that are conducive to transit supportive environments, through more efficient land uses and higher developmental densities in the corridor. The main zoning tools that are being leveraged in the study area are Overlay Districts, Livable Centers Initiatives, and efforts to create Community Improvement Districts (CIDs) at places such as North Point Mall. All of these plans are land use based attempts to direct investment that has come to the area into more efficient and attractive forms and revitalize older shopping centers in need of some redevelopment. Most of these transit supportive zoning overlays are near the main arterial routes in the GA 400 corridor, so almost all the cluster areas can potentially benefit from them.

The City of Roswell has one zoning category that is amenable to TOD, Mixed Use (MU). This category is only allowed in the historic district of Roswell and is intended to permit residential uses over the historic storefronts of the downtown area along Atlanta Road and Alpharetta Road. Since a MARTA transit facility will need to be located near GA 400 in order to make the right of way acquisition affordable and timely, the current zoning code of Roswell offers no substantive assistance for developments to support transit.

The City of Alpharetta has three zoning categories that are amenable to TOD. The first category is Mixed Use (MU). This category is not restricted in any part of the city limits, so it could be applied to the area near GA 400. The second category is Community Unit Plan (CUP). This is a conditional zoning category where stipulations are directly attached to the zoning permit. Although this category does not necessarily have to be transit oriented, it has been recently used in Alpharetta in that capacity for the approval of the Westside development next to GA 400. As proposed, this development includes such transit oriented stipulations such as right-of-way set asides for MARTA rail lines and a rail station, bus shelters, bicycle racks, connected street grids, parking spaces reserved for carpools and vanpools, sidewalks along all streets, higher density residential areas, dedicated bus lanes, and hidden rear parking lots. Following is an outline of the purpose, permitted and conditional uses, and development standards for each of Alpharetta’s existing TOD supportive zoning districts:

Community Unit Plan (CUP) District

Purpose: “To allow the development of a mix of uses within the framework of a master plan. The district regulations are intended to allow greater design flexibility without increasing overall density.”

Permitted and Conditional Uses: As part of a master plan, properties in the district must adhere to the following restrictions on gross land area percentages of a specific land

North Line TOD Study Report December 2006 2-31 North Line Transit Oriented Development (TOD) Study

use. Note that a minimum of 40 percent of gross land area must be single-family residential and open space. CUP district allowances are presented in Table 2-8.

Table 2-8 CUP District Allowances

Maximum Minimum Land Use Percentage of Percentage of Gross Gross Land Area Land Area Single-Family Detached Residential -- 25 Single-Family Attached Residential 20 -- Multiple Family Residential 20 -- Commercial 10 -- Open Space -- 15 Office and Light Industrial 25 --

The permitted and conditional uses for the Community Unit Plan district include a wide range of retail, business, recreational and institutional land uses. Residential uses include single-family (attached and detached) residential and multiple family dwellings.

Development Standards: Each area in the CUP must be designated for use according to a city zoning district. The designated zoning district then determines the development standards for that area, or if the conditions of approval for the CUP zoning are more restrictive, then those conditions must be followed.

Planned Shopping Center (PSC) District

Purpose: The intent of this district is to facilitate the orderly development of shopping centers. All land uses in this district must be within or be a part of a shopping center.

Permitted and Conditional Uses: There are no permitted uses listed in the zoning ordinance. All land uses must be approved as a conditional use by the City Council. The conditional uses include a wide variety of retail, business, and indoor recreational uses. There are conditional subordinate land uses listed, which also must be approved by the City Council and must not occupy more than a total of 50 percent of the site area. These land uses include a host of land uses that may not be desirable or favorably sited within a shopping center. For example, the uses include automotive service, bowling alley, dry cleaning plant, museum, funeral home, and school. With the exception of a motel or hotel as a conditional subordinate use, there are no residential uses allowed.

Development Standards: There are no minimum lot area or width requirements. Building setbacks are in the range of 15 to 65 feet. The maximum lot coverage by principal buildings is 40 percent, and the building height limit is 40 feet.

North Line TOD Study Report December 2006 2-32 North Line Transit Oriented Development (TOD) Study

Light Industrial (L-I) District

Purpose: No purpose is listed in the zoning ordinance.

Permitted and Conditional Land Uses: Land uses permitted by right include a wide range of agricultural, retail, wholesale, storage and industrial uses. In addition to business uses permitted in other commercial zones, this district includes some conditional uses (upon approval of the City Council) which may be viewed as nuisance uses, such as adult entertainment establishment, garbage transfer station, prison, and asphalt plant. There are no residential uses allowed in this district.

Development Standards: The minimum lot size is one acre, and there is no minimum lot width. The building setbacks are 15 to 65 feet, the maximum lot coverage by principal buildings is 35 percent, and the building height limit is 35 feet.

Table 2-9 depicts the number of acres of each zoning category within each cluster area. The zoning categories that occupy the largest percentage of zoned acres in the Northridge cluster are Office and Apartment, at 19.3 percent and 17.9 percent, respectively. Office/Professional (31.5 percent) and Commercial (19.5 percent) have the highest percentage of zoned acres in the Holcomb Bridge cluster. The North Point cluster has two zoning categories with significant acreage: Industrial (36.1 percent) and Planned Shopping Center (32.6 percent). The Old Milton cluster has a large proportion of land area zoned Industrial (80.7 percent), while the Windward South cluster has a large proportion zoned Community Unit Plan (73.6 percent). The Windward North cluster has a majority of land zoned Office (44.7 percent) and Commercial (38.4 percent). In the McGinnis Ferry cluster, Community Unit Plan (55.7 percent) and Apartment (14.1 percent) are the primary zoning categories. Overall, the zoning categories that occupy most of the acreage are Industrial (23.8 percent), Community Unit Plan (16.9 percent), and Planned Shopping Center (16.2 percent). Current zoning for each cluster area is depicted in Figures 2-18 through 2-24.

North Line TOD Study Report December 2006 2-33 North Line Transit Oriented Development (TOD) Study

Table 2-9 North Line TOD Cluster Area Zoning Data

% of % of % of % of % of % of % of % of Holcomb North Old Windward Windward McGinnis Grand Zoning Category Northridge Cluster Cluster Cluster Cluster Cluster Cluster Cluster Study Bridge Point Milton South North Ferry Total Area Area Area Area Area Area Area Area Agricultural 8.4 3.0% 8.3 0.5% 1.1 0.8% 1.2 0.3% 0.5 0.2% 19.5 0.6% Apartment 50.8 17.9% 34.1 14.1% 85.2 2.6% Commercial 24.6 8.7% 52.5 19.5% 21.6 1.3% 24.8 6.7% 142.1 38.4% 266.3 8.0% Community Unit Plan 151.8 9.2% 0.6 0.5% 272.4 73.6% 134.3 55.7% 560.5 16.9% Industrial 11.9 4.2% 598 36.1% 104.9 80.7% 33.9 9.2% 41.3 11.2% 791.4 23.8% Low Density Residential 9.1 2.5% 9.1 0.3% Med. Density Residential 19.6 1.2% 19.6 0.6% Mixed Use 19.7 6.9% 0.4 0.1% 31.5 13.1% 51.8 1.6% Multi Family 26.9 10.0% 10.4 0.6% 0.1 0.0% 37.5 1.1% Not Zoned 73.9 26.0% 83 30.9% 181 10.9% 21.8 16.8% 26.3 7.1% 5.3 1.4% 24.8 10.3% 417.1 12.6% Office 54.7 19.3% 165.3 44.7% 0.2 0.1% 220.8 6.7% Office/Professional 84.8 31.5% 4.7 0.3% 0.6 0.5% 3.3 0.9% 93.7 2.8% Planned Residential 14.9 5.5% 68.6 4.1% 83.6 2.5% Planned Shopping Center 539.1 32.6% 539.4 16.2% Single Family 40 14.1% 38.1 2.3% 1 0.8% 79.3 2.4% Single Family Estate 0.9 0.1% 0.9 0.0% Special Use 11 0.7% 0.3 0.1% 11.3 0.3% Townhouse 6.8 2.5% 2.9 0.2% 14.1 3.8% 15.5 6.4% 39.4 1.2% Grand Total 284 100% 268.9 100% 1656 100% 130 100% 370.1 100% 369.7 100% 241 100% 3319.7 100.0% Source: 2003 ARC LandPro Database

North Line TOD Study Report December 2006 2-34 North Line Transit Oriented Development (TOD) Study

Figure 2-18: Northridge Cluster Current Zoning

North Line TOD Study Report December 2006 2-35 North Line Transit Oriented Development (TOD) Study

Figure 2-19: Holcomb Bridge Cluster Current Zoning

North Line TOD Study Report December 2006 2-36 North Line Transit Oriented Development (TOD) Study

Figure 2-20: North Point Cluster Current Zoning

North Line TOD Study Report December 2006 2-37 North Line Transit Oriented Development (TOD) Study

Figure 2-21: Old Milton Cluster Current Zoning

North Line TOD Study Report December 2006 2-38 North Line Transit Oriented Development (TOD) Study

Figure 2-22: Windward South Cluster Current Zoning

North Line TOD Study Report December 2006 2-39 North Line Transit Oriented Development (TOD) Study

Figure 2-23: Windward North Cluster Current Zoning

North Line TOD Study Report December 2006 2-40 North Line Transit Oriented Development (TOD) Study

Figure 2-24: McGinnis Ferry Cluster Current Zoning

North Line TOD Study Report December 2006 2-41 North Line Transit Oriented Development (TOD) Study

2.2.3 Development Initiatives

As stated previously, the study area is projected to grow rapidly over the next 25 years. Currently, several development projects are underway in the corridor and include:

• Holcomb Bridge Cluster Area - Roswell East, proposed by CRB Realty in the southeast quadrant of the interchange at GA 400 and Holcomb Bridge Road. The proposed plan envisions a 100-acre mixed use development with large open spaces as well as bicycle and pedestrian amenities. • North Point Cluster Area - Cousins Westside Development currently under development by Cousins Properties at GA 400 and Center Bridge Road. The Westside project is a mixed use development with office, retail, residential uses as well as a hotel, amphitheater, performing arts center and university. Wieland Homes, Ashton Woods Homes, and Wood Partners also have large scale medium to high density residential development plans in this cluster area. • Old Milton Cluster Area - Prospect Park currently under development by Thomas Enterprises is located at GA 400 and Old Milton Parkway. The development includes office and residential uses, an open air retail plaza, as well as a hotel and entertainment facilities. • Windward Parkway Cluster Area - Several smaller scale commercial projects are underway at the GA 400 and Windward Parkway interchange including projects for AT&T (300,000 to 500,000 square feet), ADP (200,000 to 300,000 square feet), Hewlett Packard and Pediatric Medical Office (150,000 square feet.).

In terms of land use, zoning and development initiatives, the four cluster areas, Holcomb Bridge, North Point, Old Milton, and Windward Parkway, present the greatest potential for TOD.

North Line TOD Study Report December 2006 2-42 North Line Transit Oriented Development (TOD) Study

2.3 Transportation System Characteristics

This chapter evaluates the existing transportation system and travel behavior within each of the cluster areas to assess their relative supportiveness of TOD. The existing transportation system in the North Line TOD study area includes an extensive roadway network and limited pedestrian and bicycle facilities. The major transportation facility is GA 400, supported by a network of arterial roadways, including Holcomb Bridge Road, Mansell Road, Haynes Bridge Road, Old Milton Parkway, Windward Parkway, and McGinnis Ferry Road. With the exception of McGinnis Ferry Road, all have an interchange with GA 400 (see Figure 2-26)

The North Line study area is currently served by MARTA bus service. The MARTA North Line bus routes are described in Table 2-10 and illustrated in Figure 2-27. MARTA also operates two main lines as part of their rail system, a North-South line and an East-West line. The North-South line’s southernmost terminus is at the Hartsfield- Jackson Atlanta International Airport. The North Line’s northernmost terminus is at the North Springs Station, south of the TOD study area, just outside I-285. Northbound trains alternate between two branches: the North Line to North Springs and the Northeast Line to Doraville. The two branches diverge just beyond the Lindbergh station. The northern portion of the North-South line parallels the GA 400 tollway. The rail stations and associated landmarks/destinations are listed in Table 2-11.

The Georgia Regional Transportation Authority (GRTA) operates an express regional commuter bus service in partnership with 11 counties in the region. GRTA Route 400, the Cumming-North Springs route, originating in Forsyth County, extends from the Cumming Fair Grounds park and ride lot to Perimeter Center and downtown Atlanta. Several new routes are under consideration for implementation in the near future, such as the McFarland–Cumberland route (Route 407), which would extend from McFarland Road/GA 400 along GA 400 to I-285 and an express route between North Springs and Doraville MARTA stations via Holcomb Bridge Road (Route 409).

GA 400 shoulders, between the North Springs MARTA station and Windward Parkway, are under reconstruction to meet regular travel lane standards. MARTA and GRTA are now using the shoulders, as necessary, between the North Springs Station and Haynes Bridge Road, and use will be extended to Windward Parkway in the future. GRTA Express Route 400 (the Cumming-North Springs route) and MARTA Routes 85 (Roswell/Alpharetta), 87 (Roswell Road), 140 (Mansell Road park and ride), and 143 (Windward park and ride) operate periodically on the shoulders.

North Line TOD Study Report December 2006 2-43 North Line Transit Oriented Development (TOD) Study

Figure 2-26 Existing Roadway Network

North Line TOD Study Report December 2006 2-44 North Line Transit Oriented Development (TOD) Study

Table 2-10 Study Area Bus Routes

Route Route Name Rail Stations and Points of Interest Served 5 Sandy Springs Serves Lindbergh Station (N6) and Dunwoody Station (N9) 41 Windsor Parkway Serves Medical Center Station (N8) and Brookhaven Station (NE8). 85 Roswell/Alpharetta Serves North Springs Station (N11), Windward Parkway park and ride, and Mansell Road park and ride. Points of interest served include Roswell Municipal Complex (including City Hall, Cultural Arts Center, Smith Plantation Home, Roswell Public Library and Police Station.), Roswell Visitors Center, 617 Atlanta Street, Bulloch Hall, 180 Bulloch Avenue, and Roswell's 640 Historic District. 87 Roswell Road Serves Dunwoody Station (N9) and North Springs Station (N11) 91 Henderson Mill Serves Brookhaven (NE8) and Doraville (NE10) Stations 103 Peeler/N. Shallowford Serves Chamblee Station (NE9) 104 Winters Chapel Serves Doraville Station (NE 10) 128 Spalding Serves North Springs Station (N11) 132 Tilly Mill Serves North Springs (N11) and Chamblee Stations (NE9) 140 Mansell Road Park n’ Ride Route serves North Springs (N11), Mansell Road park and ride, and Windward Parkway park and ride. Points of Interest include North Point Mall, North Point Market Center, GSU North Campus, Regency Park, and the Chubb Institute. 143 Windward Park n’ Ride Serves North Springs (N11) Station and Windward Parkway park and ride 148 Powers Ferry Serves Sandy Springs Station (N10) 150 Perimeter East Serves Dunwoody Station (N9) Source: url: http://www.itsmarta.com/getthere/schedules/index-bus.htm accessed from MARTA webpage on 12/13/2005.

North Line TOD Study Report December 2006 2-45 North Line Transit Oriented Development (TOD) Study

Figure 2-27 Existing MARTA Bus Routes

North Line TOD Study Report December 2006 2-46 North Line Transit Oriented Development (TOD) Study

Table 2-11 Existing North Line Rail Stations and Associated Landmarks

North Line Rail Stations Landmarks N11 - North Springs Georgia 400 Ramp (Southbound) Post Dunwoody Apartments Dunwoody Place Apartments N10 - Sandy Springs Perimeter Pointe Shopping Center Northpark Town Center Office Complex Saint Joseph's Specialty Center for Wellness & Rehabilitation Care N9 - Dunwoody Perimeter Mall N8 - Medical Center Northside Hospital Scottish Rite Hospital St. Joseph's Hospital N7 - Buckhead First Financial Center Capital City Plaza Tower Place Plaza N6 - Lindbergh Atlanta History Center Callenwolde Arts Center Chastain Park Emory University N5 - Arts Center High Museum of Art Woodruff Memorial Arts Center Colony Square Center for Puppetry Arts Earthlink Theater 14th Street Playhouse N4 - Midtown Georgia Tech Alexander Coliseum Regency Suites Hotel Piedmont Park N3 - North Avenue Crawford Long Hospital The Varsity Georgia Tech Fox Theater Grant Field BellSouth N2 - Civic Center Station Civic Center Auditorium N1 - Peachtree Center Inforum The Mall at Peachtree Center Atlanta Central Library Georgia Pacific Source: MARTA

North Line TOD Study Report December 2006 2-47 North Line Transit Oriented Development (TOD) Study

2.3.1 Evaluation Methodology

To determine which cluster areas are most supportive of transit, six transportation evaluation categories for 2005 and 2030 conditions were considered:

Street Network Connectivity – The ability of the existing roadway system to support walk and bicycle access between a transit station and surrounding development is evaluated in this section by analyzing the connectivity of streets.

Sidewalk Coverage – The availability of sidewalks on one or both sides of major roadways.

Daily Transit Trips – This evaluation assesses the level of existing transit use based on based on actual MARTA bus boardings and alightings within the cluster areas. This analysis utilizes the ARC travel demand model to estimate the entire amount of transit trips associated with the cluster areas. For instance, work trips originating from the Northridge cluster area that use a single occupancy vehicle on GA 400 to the North Springs MARTA station are now estimated by the model and incorporated into the analysis. In the previous analysis, such a trip would not be captured because only actual boardings and alightings taking place within the individual cluster areas were considered.

Travel Patterns – This evaluation considers whether the existing travel patterns for commute trips would support the location of a transit facility in the cluster area. This analysis considers all work trips to/from the existing and potential North Line areas.

Trip Activity – The overall level of commute trips to and from each cluster area is a good indicator of the potential to capture transit riders.

Roadway Congestion – Peak hour volume to capacity ratios were estimated for all major roadways in each of the cluster areas to estimate the relative amount of roadway network in each cluster that will operate at LOS E or F.

For each of the evaluation categories, an evaluation factor was calculated. For example, existing bus ridership was quantified using a Geographic Information System (GIS) spatial overlay analysis that calculated the number of daily bus boardings falling within each TOD cluster area. Additionally, qualitative assessments of performance measures that could not be quantified were also included in the evaluation. Data for the analysis was obtained from ARC (using the 2005 and 2030 Regional Travel Demand Models and GIS coverage of roadway centerline data). The evaluation results are presented in the following sections.

North Line TOD Study Report December 2006 2-48 North Line Transit Oriented Development (TOD) Study

2.3.2 Sidewalk Coverage

Providing safe and convenient pedestrian travel is an essential part of creating a livable, walkable, and transit oriented community. To measure the ability of the existing infrastructure to support pedestrian and bicycle trips between a potential transit station and the surrounding development, sidewalk coverage was calculated for each cluster area using GIS spatial analysis and data from the GDOT roadway conditions (RC) file. To compute sidewalk coverage, first the total amount of existing roadway was determined for each cluster and compared to amount of existing sidewalk coverage. A percentage of roadways with existing sidewalk coverage was determined. Sidewalk coverage in each of the cluster areas is shown in Table 2-12. Areas that have a high degree of sidewalk coverage will be represented by a higher percentage of coverage than those clusters with a low degree of sidewalk coverage.

Table 2-12 Sidewalk Coverage

Cluster Areas Evaluation Holcomb North Old Windward Windward McGinnis Factor Northridge Average Bridge Point Milton South North Ferry Sidewalk 4,597 11,071 17,074 2,836 737 9,710 2,399 4,597 Coverage 6% 14% 8% 9% 1% 26% 11% 6% Source: GDOT RC File

2.3.3 Street Network Connectivity

A well connected road or path network has many short links, numerous intersections, and minimal dead-ends (cul-de-sacs). As connectivity increases, travel distances decrease and route options increase, allowing more direct travel between destinations, creating a more accessible system.

To measure the ability of the existing roadway system to support pedestrian and bicycle trips between a transit station and the surrounding development, network connectivity was calculated for each cluster area, computed as a ratio of the straight line travel distance to the distance required if walking along the existing street network. Areas that have greater street connectivity have a resulting ratio that is closer to one, while areas with less connectivity exhibit smaller ratios, closer to zero. For this analysis, GA 400 was removed from consideration, because bicycle and pedestrian travel is prohibited on this facility. The results of the street network connectivity analysis are presented in Table 2-13.

North Line TOD Study Report December 2006 2-49 North Line Transit Oriented Development (TOD) Study

Table 2-13 Street Network Connectivity

Cluster Areas Evaluation Holcomb North Old Windward Windward McGinnis Factor Northridge Average Bridge Point Milton South North Ferry Street Network 0.53 0.51 0.51 0.16 0.33 0.29 0.44 0.40 Connectivity* *Ratio of Straight Line Distance to Street Network Travel Distance

The results of the street network connectivity analysis indicate that Northridge, Holcomb Bridge, and North Point cluster areas are relatively more transit supportive. The resulting ratio’s were approximately 0.50 for these three cluster areas, which indicates that it takes about twice as much time to reach a point following the street network as it would take to reach it “as the crow flies.” The other cluster areas were not determined to be as well connected.

2.3.4 Daily Transit Trips

The ARC 2005 and 2030 Regional Travel Demand Models were used to estimate the volume of transit trips associated with each of the seven cluster areas. The model results are estimated, not actual counts, and the results provide a relative comparison of clusters in producing transit trips. Specifically, the strength of using the model for this analysis is to suggest the amount of trips from each cluster area that at some point use transit (i.e. drive to transit trips), as opposed to limiting the analysis to those trips that use transit directly to or from the cluster areas. The results of this analysis are presented in Table 2-14.

Table 2-14 Daily Transit Trips

Daily Cluster Areas Transit Holcomb North Old Windward Windward McGinnis Northridge Average Trips Bridge Point Milton South North Ferry 2005 2,494 445 492 293 155 55 5 563 2030 3,853 2,107 2,454 2,664 499 169 274 1,717 Source: ARC 2005 and 2030 Regional Travel Demand Models

Among the seven LCI cluster areas, Northridge exhibits the highest level of transit trips, with substantial amount of trips associated with the Holcomb Bridge, North Point, and Old Milton cluster areas. A previous analysis utilized MARTA data focusing on bus boardings and alightings actually taking place within the seven cluster areas. When this analysis is compared with those results, the model appears to be predicting much larger numbers of transit trips associated with the cluster areas than those transit trips that are actually boarding or alighting within the cluster areas. As a result, the model is

North Line TOD Study Report December 2006 2-50 North Line Transit Oriented Development (TOD) Study

suggesting a large amount of trips associated with the cluster areas that are not using transit directly within their respective cluster area but are using transit at some point in the trip.

Additionally, the comparison of the 2005 and 2030 transit trip estimates indicates the potential for large increases in transit trips associated with the cluster areas. This statistic is very likely due to the existence of several express bus routes utilized in the 2030 model that do not appear in the 2005 model. In turn, this growth suggests that the addition of new transit in the cluster areas will result in greater transit use.

2.3.5 Travel Patterns

Certain types of trips, particularly commute to work trips, are more likely to be made via transit. Commute trips are more transit oriented overall because they tend to involve a greater distance and are more consistent in the origin and destination than other trip types. For the purpose of this performance measure, the cluster areas were analyzed to determine if existing work trip patterns have a relationship with either the existing MARTA North Line or with other cluster areas.

This analysis was based on the ARC 2005 and 2030 Regional Travel Demand Models. Previous analysis only focused on the top ten home based work trip volumes from each cluster zone TAZ to a TAZ adjacent to the existing MARTA North Line. In contrast, this analysis considered all work trips interacting between the cluster areas and the existing MARTA North Line, in addition to all work trips interacting from one cluster area to the other six cluster areas. In particular, the analysis focusing on work trips from one cluster area to another is valuable because it gives an indication of increased interaction between the cluster areas, especially as employment in the region increases from 2005 to 2030. The analysis results are presented in Table 2-15.

The results indicate that the Northridge cluster area will generate the most commute trips to/from the existing North Line areas. However, the Holcomb Bridge cluster area generates the most commute trips to/from the other six cluster areas. The results also indicate that, as employment in the cluster areas increases from 2005 to 2030, there will be increased interaction between the cluster areas, while interaction between the cluster areas and the existing North Line will remain mostly the same.

North Line TOD Study Report December 2006 2-51 North Line Transit Oriented Development (TOD) Study

Table 2-15 Daily Commute Trip Productions

Cluster Areas Evaluation Factor Holcomb North Old Windward Windward McGinnis Northridge Average Bridge Point Milton South North Ferry 2005 HBW Trips to/from Existing North Line 4,353 2,184 597 810 338 61 93 1,205 Areas 2005 HBW Trips to/from 1,186 2,295 2,118 2,259 1,282 262 514 1,417 Other Cluster Areas 2005 Total HBW Trips to/from North Line or 5,539 4,479 2,715 3,069 1,620 323 607 2,622 Cluster Areas 2030 HBW Trips to/from Existing North Line 4,952 2,080 574 786 292 51 90 1,261 Areas 2030 HBW Trips to/from 1,278 2,634 2,777 3,315 1,831 334 465 1,805 Other Cluster Areas 2030 Total HBW Trips to/from North Line or 6,230 4,714 3,351 4,101 2,123 385 555 3,066 Cluster Areas Source: ARC’s Year 2005 and 2030 Regional Travel Demand Model Trip totals included trips produced in TAZs that were either wholly or partially contained within LCI cluster area limits. Note: A Home-Based Work (HBW) trip is defined as a direct trip to or from work that originates or terminates at a place of residence

2.3.6 Trip Activity

The overall level of trip activity in an area is also an indicator of transit supportiveness. As in the case of the previous measure, the work or “commute” trip is the focus of analysis, because this trip type has the greatest likelihood of being made via transit. For each cluster area the total number of work trips attracted to and produced by the area was extracted from ARC’s 2005 and 2030 regional travel demand models. This value represents the total work trip activity associated with the cluster area. The higher the number of trips, the more transit supportive an area was considered. The resulting totals are presented in Table 2-16.

Table 2-16 Total HBW Productions and Attractions by TOD Cluster Area

Cluster Areas Evaluation Factor Holcomb North Old Windward Windward McGinnis Northridge Average Bridge Point Milton South North Ferry 2005 Trip Activity (HBW Productions 24,004 24,279 17,604 20,905 10,974 2,719 5,741 15,175 and Attractions) 2030 Trip Activity (HBW Productions 26,162 30,447 24,137 34,077 18,592 4,160 8,118 20,813 and Attractions) Source: ARC’s Year 2005 and 2030 Regional Travel Demand Models

North Line TOD Study Report December 2006 2-52 North Line Transit Oriented Development (TOD) Study

In 2005, the Holcomb Bridge Cluster area was associated with the most work trips (24,279) although the Northridge Cluster area has a similar figure (24,004). By 2030, growth in the Old Milton Cluster area produces the most work trips (34,077) followed by the Holcomb Bridge Cluster area (30,447).

2.3.7 Roadway Congestion

Roadway congestion in and immediately leading into each cluster area was determined by measuring the ratio of estimated model peak hour volumes to hourly capacity. The capacity attribute in the model is set at the LOS E/F threshold in the peak hour. As the model does not generate actual peak hour volumes, it was necessary to make some basic assumptions about the relationship of the peak hour to the different time of day model volumes. Three sets of modeling volumes were extracted from the model (the AM peak period volume, the PM peak period volume, and the total daily volume). Analysis was prepared that assumed the AM peak and PM peak hour volumes to be 30 percent of the AM and PM peak period volumes, respectively. In addition, a peak to daily ratio of ten percent was applied to the daily volume. As these peak hour ratios are basic assumptions, a conservative approach was used so that the highest volume generated from the three assumptions was determined to be the final peak hour volume. This volume was then compared with the model’s one hour capacity. A ratio was prepared to determine the amount of roadway miles within each cluster area at a volume/capacity ratio of 0.90 (the estimated threshold for LOS D/E) to the total amount of roadway miles within each cluster area. The results, provided in Table 2-17, indicate the relative amount of roadway network in each cluster area operating at LOS E or LOS F. It should be noted that this analysis only considered those facilities incorporated into the model network. Local residential streets were not included into the analysis.

Table 2-17 Roadway Congestion by TOD Cluster Area

Cluster Areas Evaluation Factor Holcomb North Old Windward Windward McGinnis Northridge Bridge Point Milton South North Ferry 2005 Percent of Cluster Area Roadway 71.5% 44.9% 39.3% 37.2% 27.9% 10.5% 46.3% Network at LOS E or F 2030 Percent of Cluster Area Roadway 67.2% 48.7% 39.2% 37.7% 32.5% 18.0% 30.9% Network at LOS E or F Source: ARC’s Year 2005 and 2030 Regional Travel Demand Models

The model indicates that the most congestion occurs in the more built-out cluster areas, although there is a significant amount of congestion at McGinnis Ferry. Interestingly, the model indicates only slight increases in congestion between 2005 and 2030 at most locations, while many locations actually experience decreases in congestion between 2005 and 2030. This is due mainly to capacity adding projects (such as the GA 400 widening) in the cluster areas. However, it must be realized that most of these capacity

North Line TOD Study Report December 2006 2-53 North Line Transit Oriented Development (TOD) Study

adding projects are only able to maintain current levels of congestion, which in turn suggests that the potential for mode shifting to a potential North Line extension will be maintained.

2.3.8 Summary of Transportation and Travel Behavior Evaluations

The transportation evaluation factors provided a screening tool for identifying preferred site locations for potential transit oriented development. The results of the transportation analysis and the relative performance among the cluster areas are summarized in Table 2-18.

Based on the transportation analyses documented herein, the four southern most cluster areas (Northridge, Holcomb Bridge, North Point, and Old Milton) appear to possess a relatively greater potential for supporting future TOD than the other cluster areas. The Northridge cluster area ranked highest in terms of the travel pattern evaluation factor and was associated with the highest number of daily transit trips. The Holcomb Bridge cluster area exhibited the greatest trip activity in 2005 and resulted in the second highest number of daily commute trip productions.

According to the model data, the North Point cluster area trails behind the other three high performing clusters. However, the model is limited in understanding the actual impact of the North Point Mall and associated retail. Although the model does incorporate the existence of retail employees as an indicator of commercial uses in each cluster area, it cannot differentiate those retail uses from others or the cumulative attraction of a major shopping mall. As such, the direct attraction of the mall to transit is only captured to a certain degree in the model. For instance, the 2005 model shows a total of 492 daily transit trips associated with the North Point cluster area, where actual MARTA data indicates 740 daily boardings and alightings taking place in the study area alone (not considering trips originating in the cluster area but using heavy rail MARTA at some point in the trip).

In 2005, the Old Milton cluster area has a moderate amount of daily commute trips and trips to the existing North Line areas. However, a projected increase of over 10,000 employees from 2005 to 2030 in the model socioeconomic data results in the cluster area having the greatest volume of daily commute trips in 2030. The street network connectivity measure for the cluster area is low, 0.16. If this connectivity remains as employment grows, this may be the largest detriment to the potential for transit in the Old Milton cluster area. In contrast, the Northridge, Holcomb Bridge, and North Point cluster areas were associated with the highest street network connectivity values. This ratio was roughly the same for all three locations, approximately 0.50.

North Line TOD Study Report December 2006 2-54 North Line Transit Oriented Development (TOD) Study

Table 2-18 Summary of Transportation and Travel Behavior Evaluation Results

Cluster Areas Evaluation Factor Holcomb North Old Windward Windward McGinnis Northridge Average Bridge Point Milton South North Ferry 4,597 11,071 17,074 2,836 737 9,710 2,399 4,597 Sidewalk Coverage 6% 14% 8% 9% 1% 26% 11% 6% Street Network Connectivity (Ratio of Straight 0.53 0.51 0.51 0.16 0.33 0.29 0.44 n/a Line Distance to Street Network Travel Distance) Daily Transit Trips 2,494 445 492 293 155 55 5 563 2005 Total HBW Trips to/from North Line or 5,539 4,479 2,715 3,069 1,620 323 607 2,622 Cluster Areas Trip Activity (HBW Productions and 24,004 24,279 17,604 20,905 10,974 2,719 5,741 15,175 Attractions) Percent of Cluster Area Roadway 71.5% 44.9% 39.3% 37.2% 27.9% 10.5% 46.3% n/a Network at LOS E or F Daily Transit Trips 3,853 2,107 2,454 2,664 499 169 274 1,717 Total HBW Trips to/from North Line or 6,230 4,714 3,351 4,101 2,123 385 555 3,066 Cluster Areas Trip Activity (HBW 2030 Productions and 26,162 30,447 24,137 34,077 18,592 4,160 8,118 20,813 Attractions) Percent of Cluster Area Roadway 67.2% 48.7% 39.2% 37.7% 32.5% 18.0% 30.9% n/a Network at LOS E or F

2.4 Results of Existing Conditions Analysis

Based on the analysis of existing demographic, land use and transportation conditions, Northridge, Holcomb Bridge, North Point and Old Milton demonstrated the highest potential for TOD. In terms of demographic evaluation factors, Holcomb Bridge, Northridge, Old Milton and North Point have the greatest population and employment densities. North Point showed lower population and employment densities when compared to the other four clusters due to its large footprint of approximately 1,600 acres.

The land use, zoning and development analysis indicates Holcomb Bridge, North Point, Old Milton and Windward Parkway North as the most transit supportive clusters. These cluster areas had the largest proportions of transit supportive land uses and developable

North Line TOD Study Report December 2006 2-55 North Line Transit Oriented Development (TOD) Study

land. Based on the transportation analyses documented herein, the four southern most cluster areas (Northridge, Holcomb Bridge, North Point, and Old Milton) appear to possess a relatively greater potential for supporting future TOD than the other cluster areas.

The results of this analysis were reviewed with stakeholders to obtain their perspectives on which clusters were the most suitable for TOD and to narrow down the number of cluster areas for more detailed analysis and development of a preliminary concept. Using the results of the preliminary analysis of demographic factors, land use and development patterns and extensive meetings with stakeholders and the public, the original seven sites were narrowed to four potential sites: Holcomb Bridge, North Point, Old Milton and Windward, which combined the North and South Windward clusters.

The Northridge cluster did not advance because of the limited amount of developable land. The area around Northridge and GA 400 is already built out and would require considerable redevelopment efforts for TOD. Stakeholders felt strongly that the cluster areas with higher percentages of undeveloped land and strong redevelopment potential should be given higher standing in the analysis process. Stakeholders also recommended that the Windward South and Windward North clusters be combined, given their proximity, to one another to present a stronger candidate for future transit oriented development. The McGinnis Ferry cluster area exhibited a poor performance in a majority of evaluation factors.

North Line TOD Study Report December 2006 2-56 North Line Transit Oriented Development (TOD) Study

3.0 EMERGING REGIONAL CONCEPT DESIGN

This chapter presents a market overview for each of the four remaining cluster areas (Holcomb Bridge, North Point, Old Milton and Windward) in terms of demographic characteristics, market, development, and real estate trends. The market analysis focused on short to mid-term real estate and demographic trends. Using a one-mile radius drawn around the center point of the Holcomb Bridge, Old Milton and Windward cluster areas, and a 1.5 mile radius for the North Point cluster area (due to its size), the market analysis presents a narrative comparison of the four cluster areas in the context of North Fulton County for the following data:

• Household Characteristics - Growth - Income - Size - Number of Vehicles - Transportation and Travel Time to Work • Housing Characteristics - Tenure - Owner-Occupied Housing Clues - Size and Age of Housing Structures • Daytime Population - Business Establishments - Business Employment • Residential Development - New Home Sales - Multi-family Rental • Commercial Development - Office - Retail - Industrial

The data for this analysis was gathered using a combination of primary and secondary research. Demographic data was provided by Claritas, while real estate data was provided by Dorey’s, Inc. and SmartNumbers, Inc., both Atlanta companies specializing in data throughout the metro area

The specific sites in each cluster area were also evaluated for their potential as a future TOD site based on transit suitability, which considers development densities, accessibility, connectivity, walkability, land availability and appropriateness as a potential MARTA station. Key findings are summarized, with a focus on those cluster areas with the strongest potential for each characteristic.

North Line TOD Study Report December 2006 3-1 North Line Transit Oriented Development (TOD) Study

3.1 Market Overview

3.1.1 Household Characteristics

Households in the four emerging regional TOD cluster areas were evaluated based on the following factors: growth, income, size, transportation and travel time to work, and number of vehicles. The cluster area with the largest number of households is Holcomb Bridge with 4,405 households, representing 4.3 percent of the households of North Fulton County at 102,967. Holcomb Bridge also has the highest household density with 1,402 households per square mile. The remaining cluster areas, in order of number of households, are: North Point (3,963), Old Milton (2,124) and Windward (1,290). After experiencing significant growth between 1990 and 2000, household growth has slowed down in these areas. The Windward cluster area is expected to have the fastest household growth over the next five years (12.4 percent), compared to Old Milton (2.8 percent), North Point (1.4 percent) and Holcomb Bridge (0.2 percent).

The cluster area with the highest median household income is North Point at $81,033. The remaining clusters, in order of median income from highest to lowest, are Windward ($79,749), Old Milton ($62,415) and Holcomb Bridge ($61,088). All cluster areas have incomes which exceed the metro Atlanta median income. The Holcomb Bridge cluster area has the largest average household size at 2.89, greater than North Point (2.47), Windward (2.15) and Old Milton (2.04). The cluster area with the lowest number of household vehicles is Old Milton with 1.51 vehicles per household, followed by Holcomb Bridge and Windward at 1.64 and North Point at 1.70 vehicles per household. Households in the Holcomb Bridge cluster area had the longest commute time at 31.09 minutes, followed by Windward (31.02), North Point (30.08) and Old Milton (26.60). The majority of residents in these cluster areas drive alone to work. However, the cluster area with the highest number of persons who took public transportation to work was Holcomb Bridge at four percent, compared to approximately one percent in the remaining cluster areas.

North Line TOD Study Report December 2006 3-2 North Line Transit Oriented Development (TOD) Study

Household Growth 5,000 4,500 4,000 3,500 3,000 2,500 2,000 1,500 1,000 500 0 1990 2000 2006 2011

Holcomb Bridge North Point Old Milton Windw ard

Household Income 35.0%

30.0%

25.0%

20.0%

15.0%

10.0%

5.0%

0.0% Less than $25,000 - $50,000 - $75,000 - $100,000 - $150,000 - $250,000 $24,999 $49,999 $74,999 $99,999 $149,999 $249,999 and more

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

North Line TOD Study Report December 2006 3-3 North Line Transit Oriented Development (TOD) Study

Household Size 45.0%

40.0%

35.0%

30.0%

25.0%

20.0%

15.0%

10.0%

5.0%

0.0% 1 person 2 persons 3 persons 4 persons 5+ persons

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Number of Vehicle per Household 60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% No Vehicles 1 Vehicle 2 Vehicles 3 Vehicles 4 Vehicles 5 or more Vehicles

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

North Line TOD Study Report December 2006 3-4 North Line Transit Oriented Development (TOD) Study

Travel Time to Work 40.0%

35.0%

30.0%

25.0%

20.0%

15.0%

10.0%

5.0%

0.0% Less than 15 15 - 29 Minutes 30 - 44 Minutes 45 - 59 Minutes 60 or more Minutes Minutes

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

3.1.2 Housing Characteristics

Both Old Milton and Holcomb Bridge cluster areas have relatively high proportion of renter-households, at 69 and 68.7 percent, respectively, while North Point and Windward have higher proportions of home ownership, both at 55.9 percent. The cluster area with the highest median owner-occupied housing value is North Point at $271,455, followed by Old Milton at $196,944, Windward at $199,750 and Holcomb Bridge at $181,043. Values in all the cluster areas are lower than North Fulton, with a median housing value of $303,254. The Holcomb Bridge cluster area’s housing inventory is significantly older at 22 years than the remaining cluster areas, with comparable average ages between nine and 11 years. There is a significant presence of multi-family housing in all of the cluster areas. The cluster area with the largest proportion of multi-family housing is Old Milton with 66.9 percent, compared to Holcomb Bridge at 65 percent of units, Windward at 45.9 percent and North Point at 42.2 percent of housing units.

North Line TOD Study Report December 2006 3-5 North Line Transit Oriented Development (TOD) Study

Housing Tenure 80.0%

70.0%

60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% Ow ner Occupied Renter Occupied

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Owner-Occupied Housing Values 60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% Less than $100,000 - $200,000 - $300,000 - $400,000 - Over $99,999 $199,999 $299,999 $399,999 $499,999 $500,000

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

North Line TOD Study Report December 2006 3-6 North Line Transit Oriented Development (TOD) Study

Housing Units by Year Built 60.0%

50.0%

40.0%

30.0%

20.0%

10.0%

0.0% 1959 or 1960 to 1969 1970 to 1979 1980 to 1989 1990 to 1998 1999 to 2006 Earlier

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

3.1.3 Daytime Population

Business and Employment

The North Point cluster area has the highest number of business establishments (1,092) and employment (21,441). The largest proportion of businesses, 38.4 percent, is classified as Services and the second largest proportion, 27 percent, are classified as Retail Trade. North Point also has the highest employment density at 6,823 employees per square mile. The largest proportion of employees, 31.2 percent, work in Services and the second largest proportion, 26.1 percent, work in Finance, Insurance and Real Estate (FIRE). Within the Services industry, the majority of employees work in Health Service establishments with 7.8 percent of all cluster area employees. The remaining clusters, in order of employment from highest to lowest are: Windward (17,478), Old Milton (11,478) and Holcomb Bridge (7,986).

North Line TOD Study Report December 2006 3-7 North Line Transit Oriented Development (TOD) Study

Number of Business Establishments 16,000 14,645

14,000

12,000

10,000

8,000

6,000

4,000

2,000 1,092 541 520 390 -

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Business Employees 250,000 214,992

200,000

150,000

100,000

50,000 21,441 17,893 7,986 11,478 -

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

3.1.4 Residential Development

The North Point cluster area is projected to have the highest number of new residential sales in 2006 (262 sales), compared to Windward (58), Old Milton (20) and Holcomb

North Line TOD Study Report December 2006 3-8 North Line Transit Oriented Development (TOD) Study

Bridge (eight).* This represents 17.8 percent of sales in North Fulton County. North Point has also had the strongest growth in the number of sales over the past four years, with a 627.8 percent increase in new sales since 2003. Additionally, North Point has the most balanced unit mix, with a combination of single family (6.9 percent), townhomes (25.2 percent) and condominiums (67.9 percent). The Holcomb Bridge cluster has the highest average sales price for a new home in 2006 at $571,176, a 321.7 percent increase from the average sales price in 2004. The average sales price in the cluster area is 44.2 percent higher than the average sales price in North Fulton County at $395,981. The average sales price in the Holcomb Bridge cluster area was followed by Old Milton ($456,287), Windward ($285,860), and North Point ($224,291).

Multi-family rental units are concentrated in the Holcomb Bridge and Windward cluster areas. The Windward cluster area apartments have the strongest performance with rents higher than the submarket ($985 per unit versus $970 per unit) and lower vacancies than the submarket (five percent versus 5.8 percent).

Number of New Home Sales 300

250

200

150

100

0 2003 2004 2005 2006

Holcomb Bridge North Point Old Milton Windw ard

* Sales through June 2006, annualized.

North Line TOD Study Report December 2006 3-9 North Line Transit Oriented Development (TOD) Study

Average Price of a New Home $600,000

$500,000

$400,000

$300,000

$200,000

$100,000

$0 2003 2004 2005 2006

Holcomb Bridge North Point Old Milton Windw ard

Average Rent per Unit $1,200

$985 $970 $1,000

$800 $758

$600

$400

$200

Holcomb Bridge Windw ard Rosw ell/Alpharetta Submarket

North Line TOD Study Report December 2006 3-10 North Line Transit Oriented Development (TOD) Study

Average Vacancy 7.0% 6.4%

5.8% 6.0%

5.0% 5.0%

4.0%

3.0%

2.0%

1.0%

0.0%

Holcomb Bridge Windw ard Rosw ell/Alpharetta Submarket

3.1.5 Commercial Development Trends

Office Development

The cluster area with the largest inventory of existing office space is Windward at 4,527,746 square feet of office space, followed closely by North Point with 4,551,746 square feet. In terms of market performance, North Point has the highest rents at $18.52 per square foot, or 3.8 percent, and Holcomb Bridge has the lowest vacancy with 95,971 square feet or 10.7 percent vacant. There is a significant amount of office space in the development pipeline, notably 382,180 square feet at Old Milton, 235,250 square feet at Windward and 191,930 square feet at North Point. Office space in the four cluster areas range between seven years old in North Point and 16 years old in the Holcomb Bridge cluster.

In the Holcomb Bridge cluster area, there is 28,000 square feet of office space in the pipeline for the cluster area at The Lake at North Point II, located at Old Alabama Road. In addition to the 28,000 square feet of office space that will be developed in the near- term in the Holcomb Bridge cluster area, there is a proposed project located on the southeast corner of the intersection of GA 400 and Holcomb Bridge. The project, called Roswell East, is proposed by CRB Realty and is a 100+ acre mixed use project. While developers are currently working on a master plan for the project, it is assumed that the project would contain a significant amount of office space. In addition, Kimberly Clark, located on Holcomb Bridge to the northeast of GA 400 interchange has 30 to 40 acres of vacant land, which will probably be developed into additional office space for their corporate campus.

North Line TOD Study Report December 2006 3-11 North Line Transit Oriented Development (TOD) Study

In the North Point cluster area, there is 191,930 square feet of office space in the pipeline for the cluster area. The majority of office space under construction and planned in the area, 150,000 square feet, is located in Sanctuary Park on Sanctuary Parkway. The remaining 40,000+ square feet is in the pipeline at North Point Park, located at 5755 North Point Parkway. In addition to the almost 200,000 square feet of office space that will be developed in the near-term in the cluster area, there is a significant amount of office space in the North Point West project by Cousins Property. Located on 220 acres along Westside Parkway, North Point West will potentially create 1.2 million square feet of office space.

The Old Milton cluster has 382,180 square feet of office space in the development pipeline for the cluster area. The majority of the pipeline office space (226,000) in Windward is Phase II of the Worldcom Campus, located at 4700 North Point Parkway. The remainder is located in Preston Ridge Commons, located at 3355 North Point Parkway. In addition, Prospect Park, which has recently begun construction on the Northwest quadrant of the cluster area, will include a significant amount of office space. The project, located on 89 acres and being developed by Thomas Enterprises and Barry Real Estate Companies, is planned to have 1.7 million square feet of office space as part of a large, mixed use project.

Finally, Windward Parkway has 235,250 square feet of office space in the pipeline for the cluster area, the majority of which, 150,000 square feet, is planned for Deerfield Commons, located at 12700 Deerfield Parkway. The remainder is proposed for the corner of Deerfield Parkway and Alpharetta Highway. In addition, there are a few sites with zoning allowing the creation of an addition 500,000-800,000 square feet of office space, notably by AT&T, ADP and Hewlett Packard.

Average Office Rent $25.00

$19.25 $20.00 $18.52 $17.66 $17.48 $15.59 $15.00

$10.00

$5.00

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

North Line TOD Study Report December 2006 3-12 North Line Transit Oriented Development (TOD) Study

Average Office Vacancy 35.0% 30.5% 30.0%

25.0%

20.0% 19.4% 20.0% 18.8%

15.0% 10.7% 10.0%

5.0%

0.0%

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Retail Development

The cluster area with the largest inventory of retail space is North Point with 3,034,132 square feet (due largely to the location of North Point Mall in the cluster area). Holcomb Bridge has the next largest inventory of retail space with 987,850 square feet, followed closely by Windward with 923,841 square feet. In terms of market performance, North Point has significantly higher rents (more than twice the other cluster areas and the submarket) as well as the lowest vacancy at 1.3 percent. North Point also has the most retail space in the pipeline with 47,383 square feet. Age of retail space in these cluster areas ranges between five and 18 years old.

In the North Point cluster area, there is 10,000 square feet of retail space in the development pipeline for the cluster area located in Northwinds Village on Haynes Bridge Road. In addition to the small amount of retail in development at Northwinds Village, there is a significant amount of retail space in the North Point West project by Cousins Property. Located on 220 acres along Westside Parkway, North Point West will potentially create 40,000 square feet of retail space.

In the Old Milton cluster, construction has begun on Prospect Park, a mixed use development by Thomas Enterprises and Barry Real Estate Companies. The project will have an estimated 810,000 square feet of retail space to be completed in 2008. Lastly, the Windward Parkway cluster has 47,383 square feet of retail space under construction in the cluster area, at the intersection of North Point and Windward Parkways.

North Line TOD Study Report December 2006 3-13 North Line Transit Oriented Development (TOD) Study

Average Retail Rent $60.00

$49.44 $50.00

$40.00

$30.00 $25.00 $23.00 $18.59 $19.41 $20.00

$10.00

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Average Retail Vacancy 35.0% 33.2%

30.0%

25.0%

20.0% 15.2% 15.0% 10.4% 10.0%

5.0% 1.3% 1.8%

0.0%

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Industrial Development

The cluster area with the largest inventory of industrial space is North Point, with 3,504,779 square feet. The next largest inventory is at Holcomb Bridge with 50,956 square feet of industrial space. In terms of market performance, Holcomb Bridge has the highest rents at $10.00 per square foot followed by Old Milton at $8.50 per square

North Line TOD Study Report December 2006 3-14 North Line Transit Oriented Development (TOD) Study

foot. Holcomb Bridge has the lowest vacancy rate at 12.6 percent, followed by North Point at 20.7 percent vacant. There is no industrial space in the pipeline in any of the cluster areas.

Average Industrial Rent $12.00

$10.00 $10.00 $8.50 $7.97 $8.00 $7.11

$6.00

$4.00

$2.00

$0.00 $-

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

Average Industrial Vacancy 60.0%

48.7% 50.0%

40.0%

30.0%

20.7% 20.0% 17.7% 12.6%

10.0%

0.0% 0.0%

Holcomb Bridge North Point Old Milton Windw ard North Fulton County

North Line TOD Study Report December 2006 3-15 North Line Transit Oriented Development (TOD) Study

3.2 Analysis of Alternative TOD Locations

The analysis of the four alternative locations to determine the most suitable site for a future MARTA station and TOD was based on four factors:

The assessment of each of these four factors is as follows:

3.2.1 Current Population and Employment

To determine the existing demand for transit services from existing daytime and nighttime population, the resident population and employees in each of the study areas was determined. Table 3-1 shows the number of residents and employees of existing office, retail and industrial space for each of the four study areas. The cluster areas with the greatest residential population are Holcomb Bridge (12,724) and North Point (9,817). The cluster areas with the greatest employment base are North Point (21,441) and Windward (17,893). The cluster areas with the greatest combined residential and employment base are North Point (31,258) and Windward (20,759). Based on the fact that the greatest transit demand is likely to come from those areas with the largest residential and employment base over time, North Point and Windward were considered to have the highest potential demand from existing sources.

Table 3-1 Daytime and Nighttime Population

Holcomb North Point Old Milton Windward Bridge 2006 Population 12,724 9,817 4,343 2,776 2006 Employment 7,986 21,441 11,478 17,893 2006 Population and 20,710 31,258 15,821 20,759 Employment Source: Claritas

3.2.2 Future Population and Employment Growth

Figure 3-2 summarizes anticipated residential growth, based on an assessment of projected population growth over the next fifteen years, anticipated new home sales, the level of commercial space already in the development pipeline, and a projection of future

North Line TOD Study Report December 2006 3-16 North Line Transit Oriented Development (TOD) Study

commercial development in each of the four cluster areas under consideration. In terms of residential growth, the cluster areas with the greatest number of anticipated new residents over the 2006 to 2030 period will be Holcomb Bridge (1,399) and Old Milton (611). In terms of a projection of future homes sales based on trends in the 2003 to 2006, the greatest number of new homes sales are projected to occur in North Point (2,052) and Windward (1,566).

Based on employment forecasts, the greatest employment growth will occur in Windward (17,489) and Old Milton (11,305). Combining the residential and employment growth, the areas with the greatest combined residential and employment base by 2030, and the most desirable for future transit oriented development, would be North Point (39,986) and Windward (38,204).

Table 3-2 Population and Employment Growth

Holcomb North Old Windward Bridge Point Milton 2006 Population 12,724 9,817 4,343 2,776 2030 Population Projection 14,123 10,239 4,954 3,237 2006 – 2030 Net Population Growth 1,399 422 611 461 2006 – 2030 Percent Population Growth 11.0 4.3 14.1 16.6 2006 Employment 7,986 21,441 11,478 17,893 2030 Employment Projection 12,014 29,747 22,783 34,967 2006 – 2030 Net Employment Growth 4,028 8,306 11,305 17,489 2006 – 2030 Percent Employment Growth 50.4 38.7 98.5 100.1 2006 Population and Employment 20,710 31,258 15,821 20,759 2030 Population and Employment 26,137 39,986 27,737 38,204 Source: Claritas/ARC/BAG

3.2.3 Future Commercial Growth

As shown in Table 3-3, the greatest office, retail and industrial development over the next three years is expected to occur in the Old Milton and North Point clusters. However, the rezoning and potential development of Roswell East, a 100+ acre mixed use project in the Holcomb Bridge cluster area, could change this assessment.

Table 3-3 Commercial Growth

Holcomb North Point Old Milton Windward Bridge Retail 0 50,000 810,000 47,383 Office 28,000 1,391,930 2,082,180 885,250 Industrial 0 0 0 0 Total 28,000 1,441,930 2,892,180 932,633 Source: Dorey’s/BAG

North Line TOD Study Report December 2006 3-17 North Line Transit Oriented Development (TOD) Study

3.2.4 TOD Opportunities

For this analysis, the availability of large, vacant parcels in proximity to the major intersections with GA 400 was examined as the critical factor in providing the best opportunity to encourage TOD around future stations. As shown in Table 3-4, the cluster areas with the greatest amount of developable or undeveloped land at the major intersections are North Point and Windward. However, given the suburban character of much of the existing development in the four cluster areas, redevelopment of key sites into more intensive transit oriented development is a likely, though more expensive option to developing on vacant land.

Table 3-4 Land Availability for TOD

Holcomb North Point Old Milton Windward Bridge Developable Land 18 442 21 332 Undeveloped Land 47 519 82 56 Total 65 961 45 388 Source: ARC LandPro03

3.2.5 Market Assessment of the Four Cluster Areas

Based on the four factors considered, the ranking of the cluster areas, with one (1) being best and four (4) worst, is as follows:

Table 3-5 Market Assessment of TOD Potential

Based on this assessment, the North Point cluster area has the greatest potential for TOD, followed by the Windward and Old Milton cluster areas. Development pipeline and site availability currently favors Old Milton and North Point. Based on current conditions and future population and employment demand, either North Point or Windward demonstrate the greatest potential for TOD; and based on development activity and available land, Old Milton and North Point demonstrate the greatest potential. As shown in Table 3-5, Holcomb Bridge is the least desirable of the four clusters, based on its

North Line TOD Study Report December 2006 3-18 North Line Transit Oriented Development (TOD) Study

relatively small existing population and employment base, low growth potential and lack of new planned development and available sites. While North Point exhibits significant potential in all categories. Several factors should also be considered in this assessment:

• The most important of the four factors considered is likely to be the current level of demand as measured by the presence of residential and commercial development, since the substantial number of residents and employees provides the strongest base of demand to support the extension of the MARTA system into these areas. • Servicing the other cluster areas from one or more centrally located stations can be accomplished through the provision of both MARTA and private shuttle buses, which will greatly extend the benefits of the new station(s) throughout the service area. • The future growth of commercial space and higher density residential is likely to be affected by the presence of a MARTA station, which will improve regional inbound and outbound access for residents and employees. It is anticipated that densities would increase in proximity to new station locations consistent with land use policies of the City of Roswell and Alpharetta. • The interest of developing a more urban mixed use project on the vacant land in each area would be greatly enhanced by the location of the proposed station(s). • The Holcomb Bridge cluster currently lacks an available site for TOD. However, this may change in the near future as redevelopment of a 100+ acres parcel in the southeast quadrant of the Holcomb Bridge intersection is under consideration. This would dramatically enhance the appeal of Holcomb Bridge as a future TOD location.

3.3 Transit Suitability Assessment

While increasing the residential and employment density in the overall travel demand area along the corridor will be an essential factor for increasing potential transit ridership, a key to improving the transit “suitability” of this corridor will be to develop high-density, mixed use TODs within easy walking and commuting distance of the potential future MARTA stations.

The generally accepted distance guideline for “walkable” TODs is a one-half-mile radius from the transit station. However, bicycle usage and shuttle service can extend this zone to one mile, or even more. Therefore, this evaluation focuses on the one-mile radius zones around the potential MARTA station locations with special emphasis given to the one-half-mile radius zones.

Since no detailed planning has been done to date for the extension of the MARTA North Line, no specific information is available regarding which side of GA 400 MARTA would be located on, nor where the stations would be located. Therefore, for purposes of this initial assessment, it is assumed the station is located in the middle of GA 400. In reality, the stations would be located on one or the other side of the highway.

North Line TOD Study Report December 2006 3-19 North Line Transit Oriented Development (TOD) Study

The first task in assessing TOD potential for the corridor is to identify possible locations for the future MARTA North Line extension stations. Two basic criteria for locating transit stations are spacing and accessibility. Typically, MARTA stations are spaced between one and three miles apart and are located close to major roadways for area and regional access. Easy access and visibility from major roadways is also a major component of successful TOD projects.

Based on these criteria, the most logical choices for station locations would be sites in the vicinities of the major roadway intersections with GA 400. MARTA stations can also be located between major roadway interchanges, if there is sufficient demand and ridership from major residential or employment developments. One example of this is the North Springs MARTA station, which is located between major roadway interchanges but includes a very large park and ride facility, with its own exclusive access ramps from GA 400, as well as high density residential developments.

Figure 3-1 identifies the six potential station locations and the approximate distances between the stations. Potential station sites, starting from the south, include:

The distances between these intersections and potential MARTA station locations range between 0.8 and 1.5 miles, with an average of approximately 1.2 miles. It is not a given that all these locations would be suitable candidates and selected for MARTA stations, but for the purposes of this exercise, all six locations are being evaluated.

Figures 3-2 through 3-7 illustrate the general conditions and development potential at each of the five intersections. The figures indicate the approximate station locations, one-half-mile radius coverage zones for each station, which represent approximately a ten minute walking distance to the stations, and one-mile radius coverage zones, which represent 20-minute walking distance from the stations. In addition, they show existing major developments and the various potential development areas.

It should be emphasized that this evaluation is based on a windshield survey of the area and available base maps and aerial photographs. Since the area is being rapidly developed, some parcels that appear to be vacant may already have been developed, or may be in the process of being developed. It should also be remembered that the purpose of this assessment is to provide a prototypical case study for illustrative purposes. It is not intended to be a final plan. More detailed studies would need to be conducted to prepare final plan recommendations.

North Line TOD Study Report December 2006 3-20 North Line Transit Oriented Development (TOD) Study

Figure 3-1: Potential MARTA Station Location Sites

North Line TOD Study Report December 2006 3-21 North Line Transit Oriented Development (TOD) Study

Figure 3-2: Holcomb Bridge Road TOD Opportunity Areas

North Line TOD Study Report December 2006 3-22 North Line Transit Oriented Development (TOD) Study

Figure 3-3: Mansell Road TOD Opportunity Areas

North Line TOD Study Report December 2006 3-23 North Line Transit Oriented Development (TOD) Study

Figure 3-4: Center Bridge Road TOD Opportunity Areas

North Line TOD Study Report December 2006 3-24 North Line Transit Oriented Development (TOD) Study

Figure 3-5: Haynes Bridge Road TOD Opportunity Areas

North Line TOD Study Report December 2006 3-25 North Line Transit Oriented Development (TOD) Study

Figure 3-6: Old Milton Parkway TOD Opportunity Areas

North Line TOD Study Report December 2006 3-26 North Line Transit Oriented Development (TOD) Study

Figure 3-7: Windward Parkway TOD Opportunity Areas

North Line TOD Study Report December 2006 3-27 North Line Transit Oriented Development (TOD) Study

Three types of potential development areas are illustrated in the plans:

• The dashed yellow outlines indicate areas for which specific development plans have been identified or that are currently in the process of being developed. • The dashed orange outlines indicate areas that appear to be undeveloped or that have a very low level of development and might be likely candidate sites for higher density TODs. • The dashed red outlines indicate areas that are currently developed with low density uses but that might be candidates for redevelopment to higher densities.

The intent of this assessment is to identify short-term as well as long-term TOD sites in the vicinity of the potential MARTA stations. Since some of the potential development areas identified, especially the ones in red, may currently be sound, viable businesses, redevelopment may be a long-term objective for these areas. Another option might be that the redevelopment in these currently developed areas occurs by incorporating the existing businesses in the new, higher density redevelopment projects, or that higher densities are achieved by replacing large, surface parking lots with multi-level parking structures that would then permit more intense development.

Another issue regarding the potential development areas that has been identified in the plans is that some of the areas may be unavailable or unsuitable for development. This could include parkland, wetlands, recreation spaces, electrical sub-stations, high-voltage transmission lines, or severe topographical conditions. Before any actual TOD plans are prepared, a much more detailed investigation and evaluation of the existing conditions would need to be carried out to identify suitable sites for locating TODs.

A key consideration in developing viable TODs is the availability of large, contiguous parcels that can accommodate a variety of higher density, mixed use developments. The optimum site would be a circle with a one-half-mile radius that is centered on the proposed transit station. This is the basic guideline that will be used for evaluating the potential for TODs at the six potential MARTA station sites. Following is an evaluation and discussion of the potential for TOD at the six potential MARTA station locations.

Holcomb Bridge Road Area

Figure 3-2 shows that the Holcomb Bridge Road area is fairly intensely developed and the southeast quadrant of the intersection is already slated for development. The only option for creating TODs around this intersection would be to redevelop some of the low density areas, such as the Kings Market area on the east side, or some of the scattered commercial uses on the west side. The two question marks indicate areas that are either in transition, such as the area south of Holcomb Bridge Road, or may be potential candidates for redevelopment, such as the somewhat lower-density multi-family housing area north of Holcomb Bridge Road. Another unknown is the future of the Kimberly Clark Company campus located in the northeast quadrant. If this became available for more intense redevelopment, the

North Line TOD Study Report December 2006 3-28 North Line Transit Oriented Development (TOD) Study

potential for developing TODs would increase significantly. Overall, this area appears to have relatively low potential for TODs, due to the relatively full development of the area, the unknowns, and the need to redevelop viable existing commercial areas.

Mansell Road Area

The Mansell Road intersection area, shown in Figure 3-3, is extensively developed and includes the Mansell Crossing Shopping Center and North Point Mall in the northeast quadrant as well as various scattered commercial developments, including the large Team Chevrolet auto dealership site, on the west side. The southeast quadrant is the least developed area. This area also includes the MARTA Mansell Road park and ride lot in the southwest quadrant of the highway diamond interchange.

A critical issue in this area is whether some of the low density commercial areas (indicated by the dashed, red outlines), such as parts of the Mansell Crossing Shopping Center and the Team Chevrolet site on the west side, could be redeveloped with higher density uses. Because of the large amount of undeveloped land in the southeast quadrant and the possibility to redevelop some of the lower-density uses, this area may have a relatively high potential for TODs.

Center Bridge Road Area

The Center Bridge Road area along GA 400, shown in Figure 3-4, has significant TOD potential with a number of undeveloped parcels as well as the potential to redevelop or increase the densities of some of the low density developments around the potential MARTA station. A potential MARTA station would be ideally situated at this location because it would provide access to the North Point Mall and the Mansell Crossing Shopping Center area, as well as to the higher density developments and public and semi-public uses proposed for the Cousins Westside Development, located north of the intersection. Finally, Center Bridge Road provides a ready-made link across GA 400, and because the area does not include a large, land-consuming highway interchange, the TODs could be clustered tightly around the potential MARTA station.

Haynes Bridge Road Area

The Haynes Bridge Road intersection, shown in Figure 3-5, appears to be a high- demand area that is being rapidly developed. The southwest quadrant includes the North Point Mall and the North Point Market; the southeast quadrant contains a wide range of office buildings, commercial developments, hotels, and residential developments, including the Palisades at Milton Park; and the north side includes a number of large office developments, such as the Northwinds Business Park and Georgia Center.

Another major feature in this area is the Cousins Westside Development being constructed in the northwest quadrant, which includes a proposed MARTA station and a parking ramp on the north side of GA 400. The development plan indicates that the

North Line TOD Study Report December 2006 3-29 North Line Transit Oriented Development (TOD) Study

MARTA line would need to cross over GA 400 to reach the site and it implies that the line would continue north along the north side of the highway. The area for the proposed MARTA station appears to have relatively little potential for larger TODs. Although there are a number of vacant parcels directly around the intersection, they are relatively small, scattered around the intersection, and may not be sufficiently large for sizeable TODs. Therefore, although this intersection area contains a large amount of existing developments, its potential for larger TODs may be limited.

Old Milton Parkway Area

Figure 3-6 illustrates that this intersection is the least developed of the five locations being evaluated. The intersection is ringed by a number of large business parks. The Georgia State University Alpharetta campus and Alpharetta High School are located east of the station area. Besides large undeveloped tracts of land, there are also some lower-density developments on the west side that might be redeveloped with higher density, mixed use TODs.

This intersection has excellent potential for the development of sizeable TODs. The key benefit of this location is that the area within one-half mile of the intersection is virtually undeveloped. Another plus is that the two sides of the highway are linked by Webb Bridge Road, north of Old Milton Parkway, which would provide a convenient connection between TODs on both sides of GA 400.

Windward Parkway Area

As shown in Figure 3-7, the area around this intersection includes a number of business parks, and Windward Parkway, west of the intersection, is bordered by low density strip commercial uses. This area contains a number of undeveloped parcels; however, the sites are scattered and the majority of them are located beyond the one-half mile radius zone.

The greatest potential for TODs at this location is the area south of Windward Parkway. Sizeable tracts of undeveloped land are located on both sides of the highway, and a large MARTA park and ride lot is located in the southeast quadrant. However, this site may require a large park and ride facility, since it would be the end-of-line station, and it may require a new bridge across GA 400, in order to link the TODs on both sides of the highway. Therefore, the potential for viable TODs may be somewhat limited at this location.

In summary, based on the transit suitability analysis, the locations with the highest potential for TOD would be Old Milton Parkway, Center Bridge Road and Mansell Road. The transit suitability analysis, coupled with the market analysis, suggests that one of the North Point locations, either the Center Bridge Road or Mansell Road location, would be most suitable for TOD. In the short term, the Center Bridge Road location has the most potential for TOD because of its central location, proximity to the North Point Mall and its connection to the Cousins Westside Development currently underway.

North Line TOD Study Report December 2006 3-30 North Line Transit Oriented Development (TOD) Study

4.0 POTENTIAL TOD CONCEPT AND ASSESSMENT

This chapter provides an assessment TOD potential and a concept plan for TOD at the Center Bridge Road intersection with GA 400. Based on the assessment of the top four TOD cluster areas and six potential station locations, as well as stakeholder and public input, the North Point cluster and the Center Bridge location were chosen as the best location for development of a prototypical MARTA TOD station. Using the area development, TOD connectivity principles, current zoning and future zoning potential, a concept plan has been prepared to illustrate potential circulation and development patterns and densities for a TOD cluster around the Center Bridge Road and GA 400 intersection.

The MARTA station could be located in any one of the four quadrants of the intersection. For the purpose of this analysis, the proposed North Point MARTA station location is on the southeast corner of the intersection of Westside Parkway and Center Bridge Road. While detailed future engineering and transportation analysis may dictate other locations within the market area for the station, this location is considered the best potential station location to encourage transit oriented development for the following reasons.

Site Access

The site has excellent access for the station area from all four directions. Proximity to Westside Parkway provides access to GA 400 to both the interchange to the north (Old Milton) and the interchange to the south (Haynes Bridge). This allows direct access without limiting the surrounding development, which could occur with a site too close to the transportation infrastructure. Center Bridge Road would provide east-west connectivity while avoiding traffic congestion associated with ingress and egress on GA 400. There is potential to provide park and ride facilities for the MARTA station. The MARTA line is currently located on the east side of GA 400, and this station location would provide direct transit station access to the North Point Mall and the Mansell Crossing Shopping Center area.

Site Visibility

Surrounding Land Uses

North Line TOD Study Report December 2006 4-1 North Line Transit Oriented Development (TOD) Study

Encore development includes a mix of uses including a senior-housing development under construction, a future hotel/conference facility and an amphitheater.

Site Conclusions

4.1 TOD Concept Plan

• Mixed use developments on the blocks in the urban cluster that would include commercial uses and restaurants on the ground level and high-density residential uses on the upper levels. Emphasis should be placed on maximizing residential uses in the core area of the TOD cluster in order to create a viable and vibrant 24-hour community. • A mixed use facility along the west side of GA 400 that would include commercial uses on the ground level and parking on the upper levels to support the uses in the urban cluster, as well as to provide park and ride spaces for the MARTA station. • A central plaza/public open space, in the middle of the urban cluster, that would serve as a focal feature for the TODs. • In-fill developments, north of Center Bridge Road, which would replace the large parking lots with higher density, mixed use developments, and would include a mixed use parking structure to replace the lost parking and provide parking for the new developments. • A building and walkway link to North Point Mall.

North Line TOD Study Report December 2006 4-2 North Line Transit Oriented Development (TOD) Study

Figure 4-1: Center Bridge Road TOD Concept

North Line TOD Study Report December 2006 4-3 North Line Transit Oriented Development (TOD) Study

Figure 4-2 provides an example of a comparable type of development envisioned for the Center Bridge Road TOD cluster. Figures 4-3 and 4-4 show examples of various higher density, mixed use types of developments.

A key component of the TOD concept plan would be improved pedestrian and bicyclist access across GA 400. The two ways to improve this connection would be to add a separate pedestrian/bicyclist bridge, or widen and improve the walkway on the existing roadway bridge. Figure 4-4 provides an example of covered walkways on a roadway bridge. In addition, the plan recommends a comprehensive pedestrian/bicyclist path system that would connect the MARTA station to existing and proposed developments around the station, which would be located on both sides of GA 400.

In summary, the key elements to a successful TOD cluster at the intersection of Center Bridge Road with GA 400 will be:

North Line TOD Study Report December 2006 4-4 North Line Transit Oriented Development (TOD) Study

Figure 4-2: Center Bridge Road TOD Concept

North Line TOD Study Report December 2006 4-5 North Line Transit Oriented Development (TOD) Study

Figure 4-3: Examples of Mixed Use Development

North Line TOD Study Report December 2006 4-6 North Line Transit Oriented Development (TOD) Study

Figure 4-4: Examples of Mixed Use Development

North Line TOD Study Report December 2006 4-7 North Line Transit Oriented Development (TOD) Study

Figure 4-5: Example of a Roadway Bridge Pedestrian Walkway

North Line TOD Study Report December 2006 4-8 North Line Transit Oriented Development (TOD) Study

4.2 Connectivity

A transit system is only as good as the ability to locate a concentration of transit users within a convenient distance of the transit stations and provide good access to the stations. Figure 4-6 illustrates the various connectivity issues related to the MARTA extension to the north and the location of a MARTA station at the Center Bridge Road and GA 400 intersection.

The MARTA system would serve as the backbone of the regional transit system, and it would provide access to the Atlanta core area, other regional activity centers, and other MARTA stations and park and ride facilities. The Center Bridge Road MARTA station would act as the “gateway” to the transit system as well as the focus of the TODs. A dense street grid pattern of approximately 300-foot square blocks would facilitate circulation within the urban cluster and provide convenient access to the MARTA station. These streets should be pedestrian-friendly and include on-street parking for convenience and for traffic-calming. The development and transit service areas around the proposed MARTA station can be divided into three concentric rings:

• The first major ring is the zone that lies within one-half mile or a ten-minute walk from the station, although the most intense development zone lies within one- quarter mile or a five-minute walk from the station. Within the one-half-mile radius zone, and especially the one-quarter-mile zone, the development should be the most intense, and the roadway and path system also needs to be dense. Ideally, a grid system of streets in this zone provides the most options for getting to the transit station as well as interconnecting the various high-density commercial, office, and residential mixed use developments. • The second ring is the zone that lies within a one-mile radius of the station. This zone is beyond a ten-minute walk distance, and although it may contain some high-density developments, it may be less intensely developed than the inner ring. Access to the transit station from this zone would be by bicycle, area shuttle, feeder bus, or automobile. • The third ring lies outside the one-mile radius and includes the various developments and residential neighborhoods in the transit system service area. Access to the transit station from this zone would be by feeder bus or automobile.

In order to maximize transit usage, the development density should increase near the transit station, and there should be a corresponding graduated access system that provides the most access routes and choices the closer one gets to the potential station. Also, the access routes within the one-half-mile radius zone should include pedestrian and bicycle facilities, and the circulation system should be pedestrian and bicycle friendly.

North Line TOD Study Report December 2006 4-9 North Line Transit Oriented Development (TOD) Study

Figure 4-6: Network Connectivity Diagram

North Line TOD Study Report December 2006 4-10 North Line Transit Oriented Development (TOD) Study

4.3 Concept Development Plan

In total, the North Point TOD would include:

Due to the very large scale of the TOD project, it is recommended that the project be completed in three phases over twenty years as presented in Tables 4-1 and 4-2 and illustrated in Figure 4-7.

Phase I, from 2006-2011, shown in red, includes those parcels closest to the preferred MARTA station site. The sites are generally either undeveloped or already under construction and would be the most likely locations to create a significant number of residential units around the MARTA station. These blocks would likely be at the highest density to create a pedestrian friendly TOD environment. Phase I would included 1,256 residential units, 65,000 square feet of retail and 40,000 square feet of office space.

North Line TOD Study Report December 2006 4-11 North Line Transit Oriented Development (TOD) Study

feet of office space. The economic costs of infill redevelopment of existing retail properties, with long term national tenant leases in place, will be substantial and will likely happen only if Phase I and Phase II are successful and generate significant momentum and economic justification for Phase III.

Table 4-1 North Point Station Area Potential Development Plan

North Line TOD Study Report December 2006 4-12 North Line Transit Oriented Development (TOD) Study

Figure 4-7: TOD Development Plan

North Line TOD Study Report December 2006 4-13 North Line Transit Oriented Development (TOD) Study

Table 4-2 North Point TOD Potential Build Out Summary by Phase

Total Developable Residential Commercial

Acres Acres SF TH CO APT Retail Office Hotel Phase 1 74 59 127579 550 65,000 40,000

Phase 2 176 159 243 537 326 668 30,000 145,000 110,000

Phase 3 100 85 146 966 773 60,000 903,000 Grand 350 302 243 810 1,870 1,991 155,000 1,088,060 110,000 Total Source: URS Corporation, Bleakly Advisory Group

4.4 TOD Pricing, Absorption and Capture Analysis

Based on recent real estate trends in the North Point cluster area, Table 4-3 summarizes the pricing and absorption per year recommended for potential TOD:

Table 4-3 North Point TOD Pricing and Absorption

Absorption (per year) Total Acres Pricing Phase 1 Phase 2 Phase 3 Single Family $500,000 to 800,000 0 49 0 Residential Townhomes $250,000 to 450,000 25 107 29 Condominiums $180,000-$300,000 116 65 97 Apartments $900 to $1,250 per month 110 134 77 Retail $17-$23 per square foot 13,000 6,000 6,000 Commercial Office $18-$25 per square foot 8,000 29,000 90,306 Source: Bleakly Advisory Group

Based on the preceding descriptions of the North Point TOD potential development and the North Point station area future demand, the North Point TOD will have to capture the following percentage of total demand in the area during the twenty year build-out. Overall, the proposed residential development would need to capture 19 percent of North Point cluster area demand from 2006 to 2027, which appears achievable given the special appeal of a TOD project at this location. Condominiums will need to capture the highest percentage of demand, 54 percent, over the twenty-year period, while townhomes will need to capture 28 percent and single family 9 percent. Renter-occupied units will need to capture 12 percent of overall demand. While the capture rate for condominiums is high, given the unique nature of the TOD concept in this corridor, the special appeal of the area and the likely limited competition for this unit type in the market area, it should be achievable.

There will be demand for an additional 580,232 square feet of retail space in the station area from projected growth. The proposed TOD development will contain 155,000

North Line TOD Study Report December 2006 4-14 North Line Transit Oriented Development (TOD) Study

square feet of development, which represents a capture rate of 27 percent. There is projected demand for 1,803,015 square feet of office space in the station area. The proposed TOD will contain 1,088,060 square feet of space, which would represent a capture rate of 60 percent. Given the current softness of the office market regionally and in the GA 400 corridor, it will be challenging to capture this level of future demand. However, access to the MARTA station could prove to be a major competitive advantage.

Table 4-4 North Point Station Area Summary of Future Real Estate Demand 2006-2027

North Point Station Land Use Future Demand Capture Rate Area Development Residential 25, 460 4, 916 19% Owner Occupied 9, 140 2, 925 32% Single Family 2, 742 243 9% Townhomes 2, 924 810 28% Condominiums 3, 473 1, 870 54% Renter Occupied 16, 320 1, 991 12% Retail (sq. ft.) 580, 232 155, 000 27% Office (sq. ft.) 1, 803, 015 1,088,060 60% Source: Bleakly Advisory Group

North Line TOD Study Report December 2006 4-15 North Line Transit Oriented Development (TOD) Study

5.0 STAKEHOLDER AND PUBLIC INVOLVEMENT

An important element of the North Line TOD Study was conducting an extensive public outreach process, guided by a comprehensive and inclusive public involvement program. The Public Involvement Program was built upon the existing framework of participation created by the North Line Alternatives Analysis. The Public Involvement Plan established new forums for information exchange while taking advantage of existing committees and structures already in place. The primary purpose of the public involvement program was to educate the stakeholders in the study area to ensure full understanding of the study purpose, transit oriented development and the areas under evaluation to facilitate consensus on a preferred cluster area for TOD. The effort involved partnering with citizens, elected officials, businesses, institutional organizations, and civic associations to promote understanding of various types of land use and development strategies and opportunities for alternatives to automobile dependency along the GA 400 corridor.

The Public Involvement Plan for the North Line TOD Study included a variety of outreach activities to engage the community, including:

• Establishment of a Corridor Advisory Committee (CAC) • Conducting stakeholder interviews • Facilitation of public meetings and a community workshop • Administration of a public opinion survey

As a result of these outreach activities, significant input has been received from the public. To ensure consistency and facilitate smooth project flow, committee memberships and database information developed in the Alternatives Analysis were carried over into the TOD study. The stakeholder database was updated on a regular basis and contains more than 500 individual mail and e-mail addresses for communication. The intent of this chapter is to give a detailed description and summary results of the outreach process.

North Line TOD Study Report December 2006 5-1 North Line Transit Oriented Development (TOD) Study

5.1 Corridor Advisory Committee

The CAC was initiated to serve as an extension of and voice for the general public. It included 20 members from the North Fulton community. The CAC worked closely with and provided additional information to the project team regarding current and future development in the GA 400 corridor, evaluation factors used for the analysis, and clusters with the highest potential for TOD. In addition, members of the CAC were in attendance during public meetings and actively participated in the community workshop. A total of three CAC meetings were conducted for this study, and the summaries are contained in Appendix A.

The first CAC meeting was held on August 30, 2006 and introduced the redirection of the North Line Alternatives Analysis to the North Line TOD Study. The initial findings of the existing conditions analysis (demographic, land use and transportation data) for the seven cluster areas were presented, and participants provided feedback on study analysis and findings. CAC input was used to guide the process of narrowing down the cluster areas to the most promising candidates for TOD. At the second CAC meeting, held on October 24, 2006, participants reviewed findings of the preliminary market analysis for the four clusters with the highest potential for TOD and the results of the public opinion survey. Participants also discussed their views on which of the remaining cluster areas had the highest potential to serve as a prototype for TOD in the GA 400 corridor. The third CAC meeting, held on November 28, 2006, presented the concept plan for the emerging regional center with the highest potential for TOD and obtained feedback on TOD implementation strategies.

5.2 Stakeholder Interviews

Eight stakeholder interviews were conducted with key government and business community partners during the course of the study to gain a better understanding of the views towards transit and transportation improvement issues within the GA 400 corridor. The interviews allowed the project team to better understand the specific attitudes, perceptions, concerns and understanding of transit and transportation issues within the corridor. Interviewees included:

North Line TOD Study Report December 2006 5-2 North Line Transit Oriented Development (TOD) Study

• Lynn Riley, Fulton County Commissioner • Kristin Riley, Fulton County Commission Chair’s Deputy Chief of Staff • Mayor Jere Wood, City of Roswell • Rep. Mark Burkhalter, District 50, Georgia House of Representatives • Ann Miller Hanlon, Vice President of Transportation, North Fulton CID • Mayor Arthur Letchas, City of Alpharetta • Diana Wheeler, Director, Community Development, City of Alpharetta • Michael Zehner, Asst. Director of Planning and Zoning, City of Sandy Springs • Tom Wilson, Deputy Director of Community Development, City of Sandy Springs • Mark Moore, City Engineer for Traffic Planning, City of Sandy Springs • Mario Mireles, VP/Group Director Asset Management of North Point Mall

Overall, there was strong support from the stakeholders. They all saw a need for the transit system to help curtail the growing traffic problems and also help create a sense of community in North Fulton County. Each stakeholder gave their insight and perspective on the condition of their respective area as well comments and concerns on the proposed project. A summary report of the interviews is included in Appendix B.

5.3 Public Meeting Opportunities

Four public events and a community workshop were conducted for the North Line TOD study. The details of each meeting are summarized in the Table 5-1.

Table 5-1 Summary of Public Participation

Date/Time Meeting Type Purpose Attendees April 27, 2006 11:30am-1:30pm Public Display Update the community on the 3 7:00 pm – 9 pm Public Meeting redirection of the study and provide 3 May 4, 2006 an overview of the study process. 7:00 pm – 9 pm Public Meeting 11 October 17, 2006 Share findings of the TOD cluster 6:00-8:00pm Community evaluation, strengthen community Workshop awareness of TOD and its benefits, 38 and provide a hands-on opportunity for community participation in developing TOD concepts. December 12, 2006 Present concept plan for the cluster 11:00am-2:00pm Public Display 20 with the highest potential for TOD. 7:00-9:00pm Public Meeting 2

North Line TOD Study Report December 2006 5-3 North Line Transit Oriented Development (TOD) Study

The highlight of the public outreach effort was the community workshop held on October 17, 2006, from 6:00 pm to 8:00 pm for residents and business owners within the North Line TOD Study area. This interactive session began by orienting the attendees to the study area, providing an update on study activities, and discussing some of the transportation and development issues that challenge TOD in the GA 400 corridor.

The bulk of the workshop revolved around guiding the participants as they literally and figuratively mapped out the future of four cluster areas along the GA 400: Holcomb Bridge, North Point, Old Milton and Windward. Land use was addressed, both in the sense of what should change and what should remain. Likewise, the need for open space was considered, and the community members examined strategies for increasing the greenspace available within the study area. Transportation issues were examined in terms of potential MARTA station locations, access by foot and bicycle, as well as traffic and connectivity to transit facilities and adjacent developments. The project team used the diagrams and comments from the exercise as input to the development of the TOD concept plan. Summaries of the public meetings are included in Appendix A.

5.4 Public Opinion Survey

Two public opinion surveys of residents and employees in the four North Line TOD cluster areas were conducted to determine if there was a need for mass transit along the GA 400 corridor. A total of 400 residents were surveyed through a scientific telephone survey, and 531 employees participated in a self-selected web-based survey. The results of the public opinion survey revealed a strong support for mass transit expansion along the GA 400 corridor. Specifically, the survey indicated that there was a strong support for rail along the GA 400 corridor. A detailed survey report is included in Appendix C. In summary, the surveys revealed the following:

North Line TOD Study Report December 2006 5-4 North Line Transit Oriented Development (TOD) Study

destination, and 60 percent would ride it more if they had to wait less time for a train. • Residents from the northern portion of the corridor hold MARTA to higher standards when it comes to reliability, cleanliness, and safety. • Holcomb Bridge Road, followed closely by Haynes Bridge Road in the North Point cluster (28 percent and 27 percent respectively) are the most popular locations for a new MARTA station among North Fulton residents.

5.5 Media Advisories and Press Releases

All media outreach and press releases were conducted by MARTA's Communication staff. Media outlets were notified in advance of every public meeting for advertising. Additionally, several articles were written by various publications about the Alternatives Analysis process. Media representatives also attended public meetings and reported on the results.

5.6 Newsletters and Presentation Materials

Study information in the form of fact sheets and visual presentations were essential materials that provided educational and updated information to the public about the North Line TOD Study. Fact sheets and comment forms were provided at all meeting. Cluster profiles were developed for each of the seven TOD clusters to summarize their characteristics and provide a basis for comparison and evaluation. Presentations were provided as handouts and posted on the MARTA website for broader dissemination.

5.7 Stakeholder and Public Input

The following provides a brief summary of the wide array of comments and feedback received from stakeholders and the general public. Meeting summaries are included in Appendix A.

• Support for TOD and higher densities at all four cluster areas. • North Point cluster has the greatest potential for TOD - regional mall is a retail destination, land reserved for potential MARTA expansion, land designated for university buildings, areas for senior living, amphitheater and arts facility. • Most of the land area in several clusters is already developed and limits development/redevelopment opportunities. • North Point and Old Milton have much more open space for changing zoning and higher density projects. • Employment nodes are North Point and Old Milton - more transit ridership from employment than existing residential. • Holcomb Bridge cluster has strong potential with proposed development on SE quadrant. • Cluster areas with undeveloped land should be given priority consideration. • Mixed use should be included in all future development plans to reduce trips instead of just concentrating development.

North Line TOD Study Report December 2006 5-5 North Line Transit Oriented Development (TOD) Study

• Provide additional transit options now, such as specialized bus services, while awaiting future rail expansion. • North Point cluster is already developed and plans are already underway for TOD; focus study efforts elsewhere. • Holcomb Bridge has high redevelopment potential and employment and residential densities; emphasis on TOD would help to relieve congestion. • Old Milton has the most undeveloped land and is ideal for future TOD. • Proximity to existing transit should be a significant factor; start south and move northward.

North Line TOD Study Report December 2006 5-6 North Line Transit Oriented Development (TOD) Study

6.0 RECOMMENDATIONS FOR TOD IMPLEMENTATION

In order to support potential extension of the MARTA North Line and maximize public investment, development standards in the areas adjacent to stations must be crafted to promote TOD.

Typical characteristics of TODs include:

• A distance that can be walked in five to ten minutes, corresponding to approximately one-quarter to one-half mile from the transit station. This distance encourages pedestrian movement, provided that the environment is pleasant and safe for pedestrians. • A core area that includes a mixture of land uses oriented to transit services and facilities, with physical and visual amenities that encourage transit usage. The mixture of land uses includes employment centers, apartments and retail with upper-story offices or housing. • Both housing and employment that achieve specified levels of density or intensity that support, and are supported by, transit. • Land uses that generate continuous activity during the day and evening. • Design standards that improve the quality of the environment and apply to building and site design, as well as signage, pedestrian connections and other streetscape improvements. • A program for vehicular access to the station that does not undermine the character of the area and avoids interference with pedestrian connections.

Potential advantages of TODs include:

• Increased system ridership, • Increased property values and tax revenues, • Greater consumer choice for housing, travel and shopping, and • The regional benefit of building on existing infrastructure.

As seen in local examples at Atlantic Station and Smyrna’s Market Village, there are many benefits and challenges to this type of development. The purpose of this section is twofold:

• Evaluate the zoning districts of Alpharetta’s Unified Development Code as it applies within the one-half mile radius of the potential transit station location at the Center Bridge Road intersection with GA 400, and • Provide guidance on essential development standards that should be included to promote successful TODs, not only at the Center Bridge Road location, but also at any potential MARTA station location in the GA 400 corridor.

North Line TOD Study Report December 2006 6-1 North Line Transit Oriented Development (TOD) Study

Center (PSC) district, and the Light Industrial (L-I) district. The zoning ordinance is silent on whether a transit station and its associated uses are permitted in these districts. (However, the zoning ordinance does not ignore all forms of transportation land uses; airports and heliports are listed as conditional uses.) While each of these three zoning districts permits a multitude of uses that could support TOD, the zones either forbid residential uses or allow them at densities that are too low to support a vibrant TOD.

The development standards of zoning districts that support TOD typically rest on three basic principles. The development standards must:

6.1 Recommendations for Station Area Planning and Code Revisions

North Line TOD Study Report December 2006 6-2 North Line Transit Oriented Development (TOD) Study

Achieve a “Gradient” from Core to Edge

TODs are typically designed in concentric rings around a station site, with:

• A central mixed use core including the highest densities and greatest mixture of uses and extending about one-quarter mile from the station, and • A surrounding housing or employment area (or combination of these) that achieves specified levels of density or intensity within the greater one-half mile station area. Sometimes this area will transition down to the lower densities of surrounding residential neighborhoods

Increase Density Within the Gradient

As mentioned above, while several of Alpharetta’s current zoning districts allow for a broad mix of uses, none of them reach the minimum density or intensity levels recommended for a functional TOD. A typical minimum density measure for a TOD served by rail or light rail is:

• Core: 35 to 40 units per acre, floor area ratio (FAR) of 2.0 for mixed use or nonresidential buildings • Surrounding Area: 15 to 20 units per acre, FAR of 1.0 *

Lower densities and building heights may be needed at the edge of the TOD to provide suitable transitions to surrounding lower-density development. (Note that minimum density and FAR are typically based upon size of parcels devoted to residential, mixed or non-residential uses, not including streets and public spaces.)

Establish the Preferred Mix of Uses

The following land uses should be encouraged within the TOD:

• Uses that attract pedestrians and complement each other so that transit users can combine errands with short trips; • Ground floor uses that support high volumes of pedestrian traffic; • Uses that generate evening activity, such as restaurants, convenience retail and entertainment; • Residential and office uses that will help sustain retail and entertainment uses, as well as contributing transit ridership; • Public and semi-public uses that support pedestrian activity; and • Urban plazas and pocket parks as organizing elements around which complementary public and private uses are located.

* Metropolitan Council. Planning More Livable Communities with Transit-Oriented Development. July 2000.

North Line TOD Study Report December 2006 6-3 North Line Transit Oriented Development (TOD) Study

Certain other uses do not enhance and can even be detrimental to the success of a TOD and should not be permitted. These are generally uses that require large parking areas, generate high levels of vehicular traffic, or generate little pedestrian activity, such as:

• Automobile sales and service; • Buildings housing telecommunications equipment; • Warehouses and industrial uses with low employment densities and/or outdoor storage; and • Drive-through facilities that interrupt or block pedestrian movement.

Establish Range of Building Heights to Achieve Densities

To achieve the target density of 30 to 40 units per acre in the core area, four to six story buildings should be sufficient, provided that parking is structured or underground, and the buildings occupy most of the perimeter of each block (refer to Figure 4-2). In the surrounding area, especially if bordered by lower-density uses, heights of three to four stories are usually appropriate. Buildings less than two stories in height should be discouraged because they do not contribute to the overall scale of the streetscape.

A TOD ordinance can establish minimums and maximums for certain use types to achieve the desired level of diversity. For example, standards might require:

• A maximum of 60 percent of total floor area in residential use, and a minimum of 25 percent; • A maximum of 30 percent of total floor area in commercial use, and a minimum of 10 percent; • A maximum of 50 percent of total floor area in office use, and a minimum of 20 percent; and • At least 10 percent of the total site area as common open space, i.e. parks, plazas, and greenways.

Of course, these parameters will depend on the desired orientation of the TOD–is it primarily oriented toward housing or employment, or is it intended to combine these functions. Large projects or concentrations of uses on the edge of the TOD may also affect the target ranges.

Use Design Standards to Create Pedestrian Oriented Streets

Walkable streets can be created and sustained through the use of a number of building and site design standards:

• Orient buildings toward primary streets and pedestrian circulation routes, not parking lots. • Encourage placement of mixed use or nonresidential buildings at the edge of the sidewalk or plaza. Residential buildings should be set slightly farther back to provide privacy and screening.

North Line TOD Study Report December 2006 6-4 North Line Transit Oriented Development (TOD) Study

• Place buildings to “anchor” corners and define intersections through orientation to the corner and both public streets. • Encourage the following features in new or renovated buildings: - Visible and identifiable primary entrances on the public street. - Varied and articulated building facades. - Ample window and door openings allowing views in and out of building interiors. • Discourage development of big box commercial buildings along primary streets, unless they are lined with smaller shops along the street frontage.

Establish Supportive Access Patterns

Create or foster circulation patterns that form a convenient, safe and accessible network for all types of transportation, connecting surrounding areas to the transit station.

• Encourage development of multiple routes to and from transit stations. When blocks are extremely long or deep, consider creation of new local streets or internal walkways/access lanes. Maximum block length could be specified (i.e., 400 feet per block face) to encourage pedestrian movement and disperse local traffic. • Encourage narrow street widths on local streets in order to calm traffic and enhance pedestrian comfort and safety.

Adjust Parking Standards to Take Transit Usage into Account

The TODs should include adequate, preferably structured, parking facilities that do not dominate the transit station area or consume large amounts of land.

• Reduce or eliminate off-street parking requirements for developments within easy walking distance of transit stations. Many TOD ordinances have reduced parking by 25 percent or more, depending on how high the “standard” requirements are. • Place a cap (maximum limit) on the amount of surface parking that may be developed. Some ordinances have established caps of 125 percent above the required minimum, or have even set the typical minimum as a maximum, while permitting a reduction in parking. • Encourage shared parking between businesses when peak times or hours of operation differ. • Limit all-day parking in transit station core areas. Encourage the use of short- term on-street parking. • Locate surface parking to the rear of buildings or in the interior of blocks. Parking access and parking areas should not occupy more than one-third of the street frontage per block. • Screen surface parking from view with low decorative fences, walls or hedges. Require internal landscaping and recognizable, well-lighted pedestrian paths within large parking lots.

North Line TOD Study Report December 2006 6-5 North Line Transit Oriented Development (TOD) Study

• Incorporate active retail and office uses into the ground floor of parking structures. For example, an ordinance could specify that 75 percent of the ground floor frontage along designated primary streets be occupied by retail, office or other active uses.

Efficient and Comfortable Transit Connections

Transitions between rail and feeder bus routes or other forms of transit should be designed for direct and convenient pedestrian access with a high level of comfort and convenience.

• Coordinate placement of bus stops and shelters with building entrances. Transit users should not have to cross parking lots. • Use readily identifiable crosswalks and appropriate traffic signal phasing to show priority for pedestrians at intersections. • Design sidewalks in high-activity areas to accommodate groups of pedestrians, ten to 15 feet in width. • Provide for convenient bicycle access to and parking at the transit station.

Enhance Corridor Environment

Create an environment in the station area that is attractive, safe and orderly. Organize public and private spaces to encourage pedestrian activity and incorporate design elements that increase public comfort and security.

• Improve the streetscape with street trees, decorative lighting and pavement treatments, street furniture, signage and public art. Improvements should be required or encouraged on adjoining private property when it is developed. • Establish clear sight lines and paths between all parts of the station area. • Provide clear and uniform wayfinding, building and regulatory signage to aid pedestrians, motorists and bicyclists in recognizing and navigating routes to destinations. • Use public art to identify and distinguish the transit station, build civic pride, convey local culture or history, and enliven the transit experience.

Recommended Method for Code Revision

The most expedient approach to the code revision process would be to create a Transit Oriented Overlay District that could apply across the existing districts within the proposed station area. The overlay could include:

• Minimum and maximum densities in the TOD core and surrounding area; • Minimum and maximum building heights in the core and surrounding area; • Permitted and conditional uses that diverge from those of the underlying districts; • Specific parking requirements, such as parking caps or reductions; and • Design standards for buildings, streets and public spaces.

North Line TOD Study Report December 2006 6-6 North Line Transit Oriented Development (TOD) Study

As station area planning progresses, it may be desirable to consider replacing these existing districts with a new base or underlying district that would encompass all or a portion of the transit station TOD cluster area.

6.2 Conclusion

To guide the growth and development along the GA 400 corridor and encourage TOD to support a future expansion of the MARTA North line, MARTA undertook this study to formulate a concept plan that can serve as a blueprint to the community. Through a determination of the existing land use, market, and transportation conditions; direction offered by stakeholders; feedback received from a public opinion survey; and input solicited during public meetings; a concept plan has been developed for the North Point area at Center Bridge Road and GA 400 to help guide the types of development and redevelopment to promote creation of TODs along the GA 400 corridor.

The impact of this residential and commercial development may be dwarfed in comparison to that of the planned Encore Center for the Arts. This 20-acre regional performing and fine arts complex will feature a 12,000-seat amphitheater, 2,000-seat multi-use performance hall, 500-seat black box theater, visual art galleries, and educational spaces. With nearly double the seating capacity of Atlanta’s Chastain Amphitheater, Encore Park’s outdoor performance venue is expected to host more shows annually, ensuring a strong regional draw throughout the year. By capitalizing on regional trends of a growing preference for higher density, mixed use village development, the North Point TOD could prove to provide a highly successful and unique alternative to traditional suburban development in North Fulton County.

Sites currently exist proximate to the preferred station location, which would support a major transit oriented development. Currently, the preferred site is surrounded on three sides by vacant land. This presents an unparalleled opportunity to direct and guide future development toward the TOD concept. In addition, these vacant parcels are surrounded by medium density residential development (either recently completed or under construction), which is supportive of the TOD concept.

North Line TOD Study Report December 2006 6-7 North Line Transit Oriented Development (TOD) Study

At a later phase, infill development could occur on the east side of GA 400 to extend the mixed use TOD environment. There is significant low density retail development on the east side of GA 400 associated with North Point Mall, which could be redeveloped into additional medium density, mixed use development in later phases of the TOD build out. By consolidating surface parking into decks, surrounded by new residential, retail and office development, densities could be increased in the area, creating a vibrant mixed use center near the North Point Mall area with transit access via Center Bridge Road.

The City of Alpharetta is poised to make North Point a major activity center in the Atlanta region. The City recently submitted an application to the ARC for funding under the LCI program to develop a detailed implementation plan for the North Point Activity Center (NPAC). The City has also been a strong supporter of transit expansion further north and has designated a nine acre site as a potential MARTA transit node, close to the Cousins Westside development. Although this site has not been identified as a prime transit node location in this study, the City is committed to working with MARTA to make transit a reality in the North Point area.

Due to current active development in the area, aggressive and timely action is required by both MARTA and local governments to secure the future TOD opportunity before it is eliminated by current development trends. There is significant development momentum in the Cousins Westside Project. It is imperative that a site for the MARTA station be designated as soon as possible even if its construction is several years in the future. This will allow developers to orient their development toward the station to create the most vibrant, walkable environment possible. Due to the quick pace of development in the area, the ability to secure land for the station and influence the surrounding development will likely be gone within the next 18 to 24 months, if immediate action is not taken.

Development of a TOD at North Point is a “win-win-win” opportunity for local governments, residents, employees, MARTA and developers. The potential to bring transit to the North Point area and create a new, mixed use village center at the corner of Westside Parkway and Center Bridge Road will be a significant boom to the entire Alpharetta area and will:

• Ease traffic congestion; • Provide transit options to area employees and residents, increasing the attractiveness of Alpharetta to employers and home owners; and • Increase the tax base by bringing in new medium density development.

North Line TOD Study Report December 2006 6-8 North Line Transit Oriented Development (TOD) Study

APPENDICES

North Line TOD Study Report December 2006 North Line Transit Oriented Development (TOD) Study

APPENDIX A

Corridor Advisory Committee Meeting Summaries and Public Meeting Summaries

North Line TOD Study Report December 2006

MARTA North Line TOD Study Corridor Advisory Committee Meeting August 30, 2006 Georgia State University-Alpharetta Center Room 114

Welcome from Inga Kennedy. Explanation of the fact sheets and handouts available for the group. Ms. Kennedy also asked that group members take some fact sheets to pass out at their offices and future events. She then introduced the MARTA staff and consultant teams.

Introductions from meeting attendees.

Welcome from Johnny Dunning and overview of his presentation. Mr. Dunning explained the planning process that led to a redirection of the North Line transit concept from purely a transit line to a mixed concept of land use and transit interactions.

Mr. Dunning began by explaining the need for a land use focus rather than strictly a transit corridor. He further outlined the study purpose and objectives, presented in the slide presentation and handouts. He continued to explain the expected outcomes of the study, including outlining growth patterns and supporting collaborative partnerships.

Next, Ms. Janide Sidifall presented the current status of the project. She began by outlining the study area clusters under examination. She explained that each area would be evaluated on demographics, current land use, and transportation options.

● Question: Why stop at McGinnis Ferry? Why not continue north? Why not consider station locations at SR 92 and SR9? ● Answer: Want to focus on the existing 400 corridor without going through additional analysis for alternative corridors. MARTA recognizes the existing east-west congestion, but that needs to be addressed at a different time. This study is focusing on a specific corridor area.

Ms. Sidifall continues to explain the evaluation process for demographics and land use.

● Question: Is MARTA park and ride lots included in the land use and density measures for these clusters? ● Answer: Yes.

Ms. Sidifall continued to explain evaluation of transportation characteristics. She then explained the study process and asked for comments on the priority areas that should be explored further.

● Comment: Greatest potential in area number three (North Point). This area has a regional mall as a destination with retail, land currently sat aside for MARTA expansions, land designated for university buildings, areas for senior living, amphitheater and arts facility. All this in one location and very ripe for transit oriented development (TOD). 1

● Comment: 75-76% of the land area in several clusters is already developed. North Point or Old Milton have much more open space for changing zoning and higher density projects. Employment nodes are North Point and Old Milton for more ridership than existing residential.

● Comment: Holcomb Bridge is on a big scale like Atlantic Station.

● Comment: But that project doesn't have much support from Roswell.

● Comment: No, but it does have support from local citizens.

Ms. Sidifall asked for more comments or information about future development plans around Holcomb Bridge.

● Comment: Not approved yet and still a long way off – shouldn't be counted on.

● Comment: This is a chicken and egg situation of attracting density in order to provide transit or providing transit to encourage density.

● Comment: Will require a turn over in the city's administration before this project is approved.

Ms. Kennedy then asked if there were any plans for expanding the Georgia State University campus in Alpharetta.

● Answer: There is more space over 400 and possibly plans for more buildings at the existing Alpharetta campus, but no immediate plans.

Ms. Sidifall then asked about any other development plans in the study areas.

● Comment: New construction at 400 and Old Milton.

● Comment: Many projects in the area are trying to incorporate transit into current projects as they come on line.

Ms. Sidifall then asked whether special weights should be applied to give favor to specific locations, current redevelopment plans, employment, density, etc?

● Comment: Obviously undeveloped land really relates to the study and should be given special consideration.

● Comment: Undeveloped land doesn't last very long in this area.

● Comment: Undeveloped land isn't significant unless the land is pre-zoned to higher densities to encourage density.

● Comment: We know that higher density development leads to traffic and most officials won't zone for higher density in order to prevent more traffic.

Mr. Dunning acknowledged that MARTA respects the fear of higher density but needs to think long range goals regardless of development that is currently on the ground – trying to control the growth that is coming.

● Comment: Public should see more than just a carrot of future transit, should be provided with 2 real incentives immediately.

● Comment: More than just carrots; developers should be incentivised to concentrate development and create higher densities.

● Comment: Mixed use should be included and necessary for higher density in order to reduce trips instead of just concentrating development.

● Comment: Provide additional transit options like more buses now instead of promising way off in the future for more rail.

Ms. Sidifall points out that providing alternative options now will help promote better options later.

Mr. Dunning explains that current options must also be reliable for people to make a choice for switching to transit.

● Comment: I take both a bus and train to work and if I miss the schedule then it would be faster for me to drive a car. New transit options must also be timely and reliable.

Ms. Kennedy relates several stories of MARTA and transit riders who use several transit mode changes to get across the metro area.

● Comment: One person on the train means one person off the highway. MARTA should do a better job advertising and promoting transit as congestion relief.

Ms. Kennedy relates that new cities in the area will have new comments for how transit moves through the area.

● Question: Do you have to focus on only one area or can you do smaller projects along the entire corridor? ● Answer: This study will serve as a basis for starting several LCI-style projects, but this process will get the ball rolling on the most likely area first. ● Answer: LCI will encourage the process for local jurisdictions to get themselves organized.

● Comment: GRTA has experience with getting land use in place before land use will support transit options.

Mr. Dunning points out that this will get the ball rolling in many locations and help support the ARC processes.

● Comment: From the ARC perspective, North Point is about the right size to match existing ARC LCI projects.

● Question: What determined the size of the study clusters? ● Answer: About a mile out from the intersection with 400, then absorbing any other related land uses.

● Comment: Once the three priorities are chosen, then a market study will be conducted to help determine the most valuable spot for further work.

Ms. Sidifall then explained the next steps for the study and elicited further written comments.

3 Written Comments Submitted:

• Submitted by Diana Wheeler – City of Alpharetta: Thanks for the opportunity to comment on the seven option areas for MARTA along the north line. As I mentioned at Wednesday's meeting, my preference is area #3, North Point, because of the varied land uses that would significantly benefit from public transportation. Below are 10 reasons why I believe that area #3 is superior to the other locations:

1. North Point Mall, a regional retail attraction, is a major destination and an employment center 2. There are 6 hotels within the district 3. There are over 600 existing apartment units within the district 4. There is a 20 acre site set aside for a university use 5. There is a senior living development currently under construction 6. There is a senior apartment project currently under construction 7. There is a planned 12,000 seat amphitheater expected to break ground in 2007 8. There is a planned 2,000 seat performing arts center to be developed in the future. 9. There are over 200 acres along Westside Pkwy. of undeveloped land that can be zoned for transit oriented development 10. There is a 9 acre site along GA 400 identified for MARTA use.

• Submitted by Bob Dillon – Georgia State University (North Metro): I’m pleased the North Line project still has life. I agree with your priority ranking (North Point, Old Milton, Holcomb Bridge, Windward). Speaking for Georgia State, we could live with a transit station/complex at any of the four – but less enthused with Holcomb Bridge. I believe Alpharetta is the most favorable site and has planned for it.

• Please be sure you are discussing Holcomb Bridge Road with Paula Winiski, David Tolleson and Kent Igleheart – Roswell City Council. All live on east side of Holcomb Bridge Road.

MARTA North Line Corridor Advisory Committee Meeting GSU Alpharetta Center October 24, 2006 5:00- 7:00pm

Attendees:

Adler Croft, Clean Air Campaign Imann Fahmy, Clean Air Campaign Jared Lombard, ARC Bob Dillon, Georgia State University – Alpharetta Cindy Jenkins, City of Roswell Roger Henze, GRTA Mason Hicks, Citizens for Progressive Transit Johnny Dunning, Jr., MARTA Don Williams, MARTA Jason Morgan, MARTA Connie Cannon, MARTA Jim P. Brown, URS Janide Sidifall, URS Ted Williams, DW &A Inga Kennedy, PEQ Deshawn Sells, PEQ Leah Vaughn, Sycamore Consulting Alex Trouteaud, Schapiro Group Ken Bleakly, Bleakly Group

Inga Kennedy of PEQ, Inc., welcomed participants and initiated introductions. Three members of the consultant team provided participants with an update of the study’s activities and findings: Janide Sidifall of URS Corporation, Alex Trouteaud of the Schapiro Group, and Ken Bleakly of the Bleakly Advisory Group.

Ms. Sidifall presented the committee with a brief overview of the study and updated participants on the progress of the MARTA North Line TOD Study. Ms. Sidifall informed participants that since the last CAC meeting in August, the study team had narrowed down the cluster areas from seven to four (Holcomb Bridge, North Point, Old Milton, Windward Parkway) based on technical analysis and public/stakeholder input; undertaken a market analysis of the four cluster areas; and completed a public opinion survey of residents and employees in these areas.

Mr. Bleakly presented the findings of the market analysis for the four cluster areas under consideration. The cluster market evaluation considered four key factors: o Current daytime (employee) and nighttime (resident) population o Projected daytime (employee) and nighttime (resident) population

o Level of commercial and residential development in the pipeline o Availability of large land tracts for transit oriented development

Mr. Bleakly stated that the recommended TOD cluster area will have the best balance of these four factors. When evaluated against these factors, the following clusters were dominant: o Factor 1: Dominant due to importance of potential demand from the existing population and employment base – North Point and Windward Parkway o Factor 2: Significant population and employment growth at North Point and Windward o Factor 3: Significant development planned for: t Holcomb Bridge (Gateway 400 Project which has not yet been approved by Roswell City Council) t North Point – West (Cousins Westside Project) t Old Milton (Prospect Park Project) t Windward (Potential site SE of intersection) o Factor 4: Strong potential TOD sites at three locations, Holcomb Bridge, North Point, and Old Milton.

Dr. Trouteaud provided an overview of his research and analysis of public opinion data. In summary, the public opinion survey indicated the following:

o Support for TOD - 90% of residents and 94% of employees in the North Fulton County area have used or are currently using MARTA. Both are highly supportive of TOD if the following conditions can be met: Parks and green space can be preserved along the GA 400 Corridor. Buffer zones established around high-rise commercial development. Emphasis on pedestrian and bike friendly communities. Development accommodates closer proximity to employment centers and reduction in commute times. Use of mass transit is safe and convenient. Can use MARTA trains to commute.

o Cluster Support for TOD – Residents and employees of each cluster support TOD. North Point residents and employees are more supportive than residents of other clusters. With the exception of the Old Milton residents, each cluster desires for the TOD site to be located in their cluster. Old Milton residents support TOD at North Point.

o Perspectives on MARTA - 62% of residents in North Fulton County felt MARTA would be beneficial in terms of property values. 76% of residents and 85% of employees in North Fulton County felt MARTA is necessary to accommodate future growth of their community. 60% of residents and 81% of employees in North Fulton County specifically would like to use MARTA trains to commute. Residents and employees with the longer commutes are more likely to use MARTA trains to commute. With regards to MARTA usage, all four of the cluster areas have similar concerns.

o Conclusions - Each of the 4 sites would yield improved transportation opportunities for the area Except for residents near Old Milton, local residents prefer the site closest to their location Residents with the longest commutes (those from the northern part of the corridor) are more likely to express interest in commuting on MARTA, but they also hold the highest standards for MARTA. Residents close to the North Point cluster are slightly more supportive of TOD than others From a public opinion standpoint, all of the 4 cluster areas are feasible candidates

The presentation was followed by a group discussion about which of the cluster areas under consideration has the highest potential for transit oriented development. CAC members showed support for the North Point cluster and the Holcomb Bridge cluster, although all participants agreed that each of the four clusters were good candidates for TOD as indicated in the analysis. After much discussion, a clear choice was still undecided amongst the members of the CAC. It was suggested that the study team consult with the local governments to determine which jurisdiction was most prepared to put in place the kinds of zoning and development policies to actually implement the TOD concept. The cluster with the most local support should be the cluster that serves as the prototype.

Ms. Sidifall informed participants that the study team would consider this suggestion as they move forward with next steps, which include: developing a land use concept for the prototype cluster area; a final round of public meetings in November 2006; a CAC meeting in November 2006; and the development of the final report and recommendations in December 2006.

CAC member Mason Hicks, with Citizens for Progressive Transit, asked the CAC for more time to inform the public about public meetings and to consider holding meetings in January. He was informed that due to contractual requirements, the meetings would need to be held in November, but the study team would make a special effort to publicize these meetings aggressively.

The meeting was adjourned at 6:45 p.m.

MARTA North Line Corridor Advisory Committee Georgia State University-Alpharetta Center November 28, 2006 5:00-7:00pm

Mr. de’Shawn Sells of PEQ opened the meeting, welcoming the attendees and thanking everyone for their participation. Mr. Sells then asked for meeting attendees to introduce themselves, beginning with MARTA staff. He then turned the meeting over to Mr. Don Williams of MARTA.

Mr. Williams again welcomed the attendees and explained that this was the last meeting of the project’s Corridor Advisory Committee. He reviewed the agenda and began the Power Point presentation with an update of the study. A copy of the presentation is attached.

Ms. Janide Sidifall of URS Corporation continued the presentation discussing the characteristics and benefits of Transit Oriented Developments (TOD). She then presented the North Point cluster as the recommended area with the greatest potential for TOD. Ms. Sidifall then reviewed the concept plan and concept features. She then asked Mr. Ken Bleakly of Bleakly Advisory Group to review the market analysis for the North Point area.

Mr. Bleakly explained that his findings indicate that there is a significant market in the North Point area, as is true for the entire GA 400 corridor. He noted that the area is currently very developed and that not many opportunities exist for greenfield development, but rather second and third generation redevelopment instead. He outlined three phases of development from 2006 – 2027, with types and amounts of development such as townhomes, condominiums, apartments, retail, office, and a hotel/conference facility. Mr. Bleakly stated the current success of the area is a challenge in creating a future TOD. There is a need to move quickly on development, including staking out the location of the MARTA station. Once the site is selected, then the focus needs to be on the immediate core area in order to create a supportive pedestrian environment.

The group then participated in a discussion of the material presented. The following is a summary of the questions and comments, with responses from the project team.

Q. What is the demand area you used for the market analysis? A. We used two locations, a one mile radius from the potential MARTA station site, and the larger North Fulton area as well.

Q. What is the next step for MARTA? A. This is just a concept to help the local jurisdictions create more transit-friendly development. The density has to happen before transit service can be extended. The next step is for the local jurisdictions to create the environment to support the MARTA expansion.

Q. Isn’t it a chicken and an egg scenario? In order for the plan for work, we need transit, and transit

1 won’t go in without the development. A. The Federal Transit Administration wants to see an increase in ridership numbers. The North Line TOD study was intended to explore ways to increase densities. If the local jurisdictions could identify in your land use and transportation plans where the MARTA station would be, it would make these areas more attractive to developers. That being said, zoning also needs to be in place to support the TOD development and rail investment.

Q. So, you can plan the location and that is enough to get the developers going? Is that the next step for MARTA? A. The next step is for the local government to identify a location for the MARTA station and make the necessary zoning adjustments. After the development is in place, MARTA must go through the federal process to determine the locally preferred alignment.

C. The local government already picked the spot, but MARTA didn’t like it. A. The location needs to be in the best spot possible for regional connectivity and accessibility. From a real estate perspective, the closer to Center Bridge, the better, to influence any impact to the area.

Q. Has this plan been vetted with GDOT? It would be bad if they were to stymie it. A. It has only been vetted with the CAC.

Q. When do you run the concept plan through the federal government? A. We first have to do an Alternatives Analysis. This concept plan is just the first step. We won’t have anything for the federal government for at least five to ten years. The project needs a local champion and transit supportive development patterns to make it happen.

Q. I heard a lot of public support for the project in the opinion survey results. Is there some way to get those numbers out to public? I think those numbers spoke of a real attitude shift towards transit. A. You are right, we are seeing change, and it’s important for the public to hear that.

Q. Will your recommendations specify the actions you are looking for from local governments? A. Yes. One of the handouts provides a list of implementation strategies and general guidelines. It is essential to look at existing development and zoning codes to see what changes can be made. Aesthetics are also important too.

Ms. Sidifall reiterated that the meeting was the last for the CAC. She stated that the project team would be taking the CAC’s comments and revising the material for the public meeting next week. She stated that the project team was also trying to secure a location at the North Point Mall for an informational kiosk. Finally, she added that the project would be wrapping up before Christmas. The meeting was then adjourned.

MARTA North Line Public Information Meeting GSU Alpharetta Center April 27, 2006 7:00- 9:00pm

The meeting was attended by 5 participants. Attendees were greeted by project staff, asked to sign-in, and presented with meeting handouts. Attendees were invited to review project information boards and speak with staff. A presentation and question and answer session followed.

Ms. Kennedy turned the meeting over to Mr. Johnny Dunning, Jr., MARTA project manager. Through a Power Point presentation (see attached) Mr. Dunning reviewed the evolution of the project from its beginnings as a feasibility study in 1998 to its current status as a project modeled after the Atlanta Regional Commission’s (ARC) Livable Centers Initiative (LCI) program. He defined the geographic scope of the study area with an explanation of how the seven cluster areas were identified. Mr. Dunning discussed the study purpose as well as the study considerations, including anticipated trends in employment, population and land use. A review of the study objectives was followed by a phase-by-phase discussion of the study and stakeholder involvement process, expected outcomes, study partners, and next steps. Following the presentation, Mr. Dunning invited attendees to ask questions and make comments.

Summary of Oral Questions and Comments

Question: Will the plan not only consider the transportation perspective, but also where MARTA should focus development activities? Answer: This project will look at development from a regional level. MARTA wishes to encourage jurisdictions to understand how land should be developed so that transit is supported here in the future.

Question: Is it the purpose of the plan to narrow down the potential station locations from seven to one? Answer: Yes. Overall, this plan will focus on developing nodes that are completely transit- supported one at a time, and to eventually connect these nodes with transit as development occurs to support it. The study is a prioritization exercise; it will identify the most suitable node for this type of development, fully develop the node and then move on the next most suitable node. It is the hope that the area jurisdictions will also start to develop zoning that will encourage smart development.

Question: Is there an anticipated timeline for expanding transit north? Answer: Since priorities can change based on the Regional Transportation Plan, there is no defined timeline for when this project will begin. Other issues that may affect the implementation of this project include the lack of a project “champion” and local political considerations. However, if the project is eventually adopted as an ARC LCI project, some funding and revived momentum may be realized.

Question: How did MARTA arrive at the seven transportation clusters? Did you consider areas outside the SR 400 corridor for the alignment? Answer: The clusters are located at major interchanges within one-half and one mile of the GA 400 corridor. Nodes were selected based on land use and population and employment densities. Since development is projected to continue to grow along the corridor, this is a logical alignment. Also, transit implementation is not as difficult along an existing transportation corridor as it is through a new alignment.

Question: How will the public opinion survey be distributed? Answer: The survey will be conducted in later phases of the project (Phases II or III) and will target both those who live and work in the cluster areas under analysis. The study team will work with the local jurisdictions to ensure that we get a representative sample of participants and to build awareness of the study effort. The public involvement process will employ a number of strategies, including the use of local chambers of commerce, stakeholder interviews, public meetings, and advisory committees. The project team recognizes that this effort will require a comprehensive education process.

Question: Will the project examine potential solutions to the traffic bottleneck caused by the Chattahoochee River? Answer: Yes, the project will examine potential solutions to alleviate this congestion issue.

Ms. Janide Sidifall, URS, encouraged meeting participants to think about the most likely clusters for transit oriented development, given that the North Point area is an obvious option.

Ms. Kennedy invited attendees to voice additional comments by speaking directly with project staff or submission of a comment form, and to take additional information home to neighbors, coworkers, and other community members.

The meeting was adjourned at 8:05 p.m.

MARTA North Line Public Information Meeting Roswell City Hall May 4, 2006 7:00- 9:00pm

The meeting was attended by 15 participants. Attendees were greeted by project staff, asked to sign-in, and presented with meeting handouts. Attendees were invited to review project information boards and speak with staff. A presentation and question and answer session followed.

Ms. Inga Kennedy, PEQ, called the meeting to order and welcomed the attendees. Ms. Kennedy reviewed the handouts and explained that the purpose of the evening’s meeting was to discuss the background of the study and other details including the project’s location, purpose and process. She gave a brief overview of additional opportunities for public involvement, including future meetings and the comment form provided to capture input and ideas. She then introduced MARTA staff and the project consultant team.

Summary of Oral Questions and Comments

Question: Assuming that North Point will be the central station along the line, how many people going to the North Point station travel there from the north or south as opposed to from the east or west? Answer: This system will consider a feeder system to provide east/west connectivity. This is an issue at other transit oriented stations within the system, and it is understood that improved east/west connectivity is important. The Northern Sub Area Study, recently completed by the Georgia Regional Transportation Authority, describes some potential east/west improvements.

Question: How will MARTA make rail a mode of transportation people will want to use? How will MARTA attract riders? Answer: This will require a behavior shift and a change in attitude towards transit, and it is understood that this change will not happen overnight. However, the traffic congestion issues along GA 400 will only get worse in the future and increased congestion will be in both the north

and south directions. It is highly likely that the increased congestion will encourage people to use transit more often. The new development must also be pedestrian-oriented so that it is inviting.

Question: Does MARTA own any property in the study area? Answer: No. The only piece of property owned by MARTA is parking facility at Windward Parkway. The City of Alpharetta has reserved land for MARTA to use in the future, however the Authority has not exercised this right.

Question: Why was the North Springs station designed so that entrance from the north is easily accessible, but difficult if approaching the station from the south? Answer: North Springs was designed as a terminal station for an indefinite time period, thus making access from the north a priority. Rail access from the south is available at the nearby Sandy Springs and Dunwoody stations.

Question: Is it possible to encourage more business/office development near downtown Atlanta stations and encourage lower business/office density in North Fulton while still maintaining the need for transit? Answer: It will be more advantageous to work together with jurisdictions, MARTA, and residents so that sufficient ridership will be available in North Fulton to support an extension of transit service. These transit nodes must improve the quality of life and this process will need to show potential funders that this project is well thought out and complete. It will have to make the case for a transit need in North Fulton.

Question: What is the maximum distance to the nearest MARTA station people are expected to walk? Answer: Up to ½ mile to a rail station, and up to ¼ mile to a bus station are typical distances.

Question: Regarding the financial viability of this project, light rail seems to be a more inexpensive option to heavy rail. How much is this potential cost savings considered? Answer: MARTA realizes that there are more technologically advanced modes of mass transit. These options will be considered during the technical analysis phase of the project. The analysis will also consider the architecture of the stations, including station design and size.

Question: What is the cost per mile for heavy rail versus light rail? Answer: Prices vary, but as an estimate, heavy rail is over $150 million/mile; light rail is between $40 – 100 million/mile; bus rapid transit (BRT) is between $10 – 40 million/mile.

Question: How do BRT vehicles coordinate exiting the highway system with the HOV lanes and other traffic? Answer: Exclusive lanes are developed for BRT vehicles. Incorporating the appropriate infrastructure would require coordination with GDOT.

Question: What is light rail? Answer: A good example of light rail is a street car, where the transportation vehicles share the street with other vehicular traffic and pedestrians.

Question: Could the City of Roswell support street cars? Answer: Yes, if the city can afford the costs (approximately $10 – 40 million/mile) and could operate the system.

Question: BRT would expand existing service along GA 400 by how many people per route?

Answer: The answer to this could be varied and is not known.

Question: Are the current buses operating along the GA 400 corridor at capacity? Answer: Yes, during rush hour travel.

Question: Is the outcome of the plan aggressive enough? This plan should be well integrated with municipalities; the business community can not wait until the study is done. Answer: Another purpose of this study is to make the case for transit expansion along GA 400 in hopes that the 2008 RTP will incorporate the North Line project.

Question: Is the game plan to narrow the seven clusters down to one cluster as the best location for the first station? Answer: Yes. The process will look at all seven nodes and determine the best candidate for the first station. Nodes will be narrowed from seven to three alternatives, and then finally to the one best alternative. Stations that can not be justified will not make it through the prioritization process.

General comments made by meeting participants were varied with some consistency among comments as summarized below: • The importance of coordination of this effort with other planning efforts occurring in the study area (e.g., current greenway plan, planned developments near Holcomb Bridge Road, etc.) • NIMBY-ism will be a challenge throughout this project • MARTA will need to improve marketing the service to residents of North Fulton

The meeting was adjourned at 8:50 p.m.

MARTA North Line Study Public Information Meeting December 12, 2006 GSU Alpharetta Campus

Janide Sidifall, Consultant Team Project Manager, gave the introduction. She stated that since the meeting was such a small group, the first part would be an open-house style meeting (boards displayed in the rear of the meeting room for viewing), followed by a question and answer session.

Attendees were asked to browse the maps and illustration boards and ask questions of project staff. The maps detailed the recommended development concept for TOD at the Center Bridge Road and GA 400 location, outlining a mix of uses, development intensities, and means of access for pedestrians and cyclists.

One of the maps provided an example of a pedestrian bridge that could link the east and west sides of GA 400 at the Center Bridge Road potential station location. Several attendees commented that the illustration should feature the recently opened bridge on 5th Street in Midtown Atlanta. They felt that using a recent local project would better illustrate issues in the Atlanta region.

Summary of Questions and Answers

Question: Will you be looking at specific redevelopment of particular parcels? Answer: Yes, trying to draw development to particular parcels around a central location – particularly focused on the potential site of the future transit station.

Question: Will all of this area be pedestrian friendly? I walk all the time – 2-5 miles each day – and this area is already much better than Sandy Springs. Answer: Yes, side walks and pedestrian bridges will be a focus throughout the project. Specific locations and designs will come later.

At this point, the meeting moved to a presentation.

Welcome from de'Shawn Sells, Project Consultant Team. He stated that the purpose of the meeting was to conclude the North Line Study. Over the past eight months seven clusters have been identified and studied for future transit oriented development sites.

Don Williams of the MARTA staff then gave a brief overview of the project, the importance of the planning process, and the future of the study as it concludes and becomes part of the regional planning process.

Ms. Sidifall then introduced the study presentation and gave a brief overview of the clusters. Each of the seven areas adjacent to state rouGA 400 was studied for market, zoning, and political challenges and opportunities. The cluster area selected as the most suitable area for future TOD development planning was Center Bridge Road at GA 400.

The slide show presentation – available on the MARTA planning website www.itsmarta.com– first explained transit-oriented development (TOD) characteristics and the benefits of TOD areas.

The study concluded that the North Point Mall area was the most suitable cluster for future TOD planning. The area has a high concentration of current attractions and destinations, high day time population, and support from local jurisdictions.

The slide show then detailed the recommended cluster area with a focus on connectivity within the development and general recommendations for TOD planning. This was followed by a detailed market analysis of the area by Ken Bleakly, Project Consultant Team, stressing the build-out phases, infill guidelines, and average prices in the area.

Summary of Questions and Answers

Question: What is the larger market area? Answer: The immediate area is a one-half mile buffer around the SR400 interchange. The larger area is all of northern Fulton County above the Chattachoochee River.

Mr. Bleakly then continued his market analysis presentation. He stressed that the location of the station needs to be in place to let high demand for development continue in an open market.

Question: Will there be public involvement in the technical placement of the station? Answer: Of course.

Question: Is that involvement scheduled? Answer: No, that will be part of future alternatives analysis as the technical work moves forward.

Question: Has North Point Mall been consulted? Answer: Yes, the general manager of the mall has attended several of the public meetings.

Question: How will funding be secured for such a large public investment? Answer: That is a subject that needs to be discussed further by local jurisdictions. Answer: There is also an opportunity to use GDOT funds as the interchange is redeveloped.

Question: Is there room for the train right-of-way on SR400? Answer: It is being encroached upon as we speak. Either the east or west side or the median are all options and MARTA is working with GDOT in order not to preclude any future transit options within the right-of-way. Answer: There is a specific route following the 400 corridor and several options within that right-of- way for track placement.

Question: How have you been publicizing these meetings? Answer: Notices were mailed to over 500 individuals and groups on the study’s mailing list, in addition to press releases and newspaper ads.

Question: How did you hear about the meeting? Answer: I have an internet search set up to notify me of news in my zip code. The link took me to a flier on the MARTA website.

Question: How much publicity will you generate at the end of the study? Answer: MARTA has always been interested in a potential North Line expansion. We're hoping that the local jurisdictions pick up the momentum and try to carry forward the planning and funding

2 challenges facing transit. Any future project development would require a strong technical foundation and a champion to continue making the case for transit. The City of Atlanta is a good example of a local jurisdiction promoting its own project and showing a willingness to fund their own initiatives [referring to the Beltline project]. Any extension of the North Line will need that same type of support from the local jurisdictions.

The meeting was adjourned.

MARTA North Line TOD Study Community Workshop October 17, 2006

On October 17, 2006 MARTA hosted a community workshop for the North Line TOD Study. The workshop was conducted to update the community on the study process and findings and engage them in developing ideas and strategies for future transit oriented development at the four clusters under consideration (Holcomb Bridge, North Point, Old Milton and Windward) to support potential future extension of the MARTA rail line north. The workshop also provided an opportunity to inform participants about the Atlanta Regional Commission (ARC)’s Livable Centers Initiative (LCI) and the importance of TOD as it relates a MARTA extension in North Fulton County. Prior to the workshop, flyers were distributed (over 500) in English and Spanish to inform the community about the workshop.

A total of 34 stakeholders (including the mayor of Roswell and two members of the Corridor Advisory Committee) attended the workshop. The attendees were assigned to one of six groups. Each group was provided with land use and zoning maps of the clusters (two tables dedicated to Holcomb Bridge and North Point and one table dedicated to Old Milton and Windward), scissors, tape, pictures, various colored markers, colored dots and note cards. The attendees participated in series of exercises, in which they helped to define areas for potential change, desired land uses and development, a preferred location for a potential MARTA station and connections to improve access to MARTA and activity centers. The attendees were assisted by various members of the consultant team and representatives from MARTA to guide them through the exercises. At the conclusion of the workshop, participants were asked to provide input on their preferred location for a “prototype” TOD cluster that could serve as a model for future TOD at all the clusters under consideration along the GA 400 Corridor. Most participants favored the North Point and Holcomb Bridge clusters. The following provides a summary account of the feedback received from each of the six groups.

Holcomb Bridge Cluster

Group 1

• Areas identified for redevelopment o Village Shopping Center o Shopping Plaza at Kings Market o High density residential and multi-family development area next to the Village Shopping Center • Undeveloped areas should be high density and multi-family development, office and high density commercial, including proposed CRB development • High rise residential and office/commercial development close to the freeway • MARTA station should be located over GA 400 and ramps should be reconfigured to relieve congestion (left hand turns slow down traffic)

1 • Streetscape Holcomb Bridge Road • Add trails/paths along Old Alabama Road • Develop a park/greenspace near Kimberly Clark Campus near the lake with a trail/path • connecting Old Alabama Road to commercial development along the GA 400 • Preserve: o Marriott Courtyard o Kimberly Clark Campus (because of the employees) o Low/medium density residential area in the southeast quadrant behind proposed CRB development

Group 2

• Areas identified for redevelopment o Riverwood o Baymount o Village Shopping Center o Shopping Plaza at Kings Market o High density residential and multi-family development area next to the Village Shopping Center • Fill in undeveloped areas in southwest quadrant with low to medium density residential with mixed use in undeveloped areas close to GA 400 • Locate MARTA station in northwest quadrant of GA 400 interchange and ramps should be reconfigured to relieve congestion and allow access to the MARTA station • Streetscape Holcomb Bridge Road • Medium density residential (low-rise) along Old Alabama Rd. and Belcourt Pkwy • Develop a trail from the Chattahoochee River through the proposed CRB development, along Market Blvd, through the Kimberly Clark Campus to the suggested greenspace area adjacent to Kimberly Clark Campus • Preserve: o Double Tree Hotel o Kimberly Clark Campus (because of the employees) o Location for proposed CRB development o Preserve greenspace along GA 400 adjacent to Kimberly Clark Campus

North Point Cluster

Group 1

• Undeveloped areas should be medium density residential, commercial, and parks/greenspace • Opportunities for streetscaping along Old Alabama Connector • Continue North Point Parkway to Holcomb Bridge Road with streetscaping • Add bridges at strategic locations across GA 400 to allow access from commercial areas to residential/commercial areas and the proposed Cousins Westside development on the other side of GA 400 • Locate the MARTA station under North Point Mall • Maintain and expand the Alpharetta Greenway

2 Group 2

• Heavy emphasis on preserving greenspace • Undeveloped areas should be greenspace with some mixed use north of the mall • Opportunities for streetscaping and bike/ped trail along Old Alabama Connector • Opportunity for bike/ped trail along Old Alabama Road • Add a bridge over GA 400 just before the Mansell Road exit to connect greenspace

Old Milton Cluster Area

• Undeveloped areas along GA 400 should be developed as mixed use with pockets of greenspace • Areas around the MARTA station should be mixed use with connections from Old Milton to a new roadway between Kimball Bridge Road and North Point Pkwy. • Locate MARTA station south of Old Milton Parkway (on either side) with ramp access and parking

Windward Parkway Cluster Area

• Undeveloped areas should be high density and multi-family development, office and high density commercial connected by trails/greenspace • High rise residential and office/commercial development close to the freeway • MARTA station should be located at Windward Parkway and GA 400 in the southwest quadrant • Streetscaping opportunities along Webb Bridge Road and Windward Parkway • New roadways will be required to access mixed use development: • From Old Morris Road to Windward Parkway • From Westside Parkway to North Point Parkway

3 North Line Transit Oriented Development (TOD) Study

APPENDIX B

Stakeholder Interview Report

North Line TOD Study Report December 2006

MARTA NORTHLINE – INTERVIEW SUMMARIES

In order to gain a better understanding of the views towards transit and transportation improvement issues within the corridor, face-to-face interviews with key community partners were conducted. The interviews will allow the Public Involvement Team (PI Team) to better understand the specific attitudes, perceptions, concerns and understanding of transit and transportation issues within the corridor.

There have been 8 interviews conducted to date to gain information about the North Fulton Corridor with government and business representatives:

Interviewees: Fulton County Commissioner Lynn Riley Fulton County Commission Chair’s Deputy Chief of Staff Kristin Riley (For Karen Handel) Mayor Jere Wood, City of Roswell Rep. Mark Burkhalter, District 50, Georgia House of Representatives Ann Miller Hanlon (Vice President of Transportation), North Fulton CID Mayor Arthur Letchas, City of Alpharetta Diana Wheeler, Director, Community Development, City of Alpharetta Michael Zehner, Asst. Director of Planning and Zoning, City of Sandy Springs Tom Wilson, Deputy Director of Community Development, City of Sandy Springs Tad Leithead, Senior VP-Development/Cousins Properties Mark Moore, City Engineer for Traffic Planning, City of Sandy Springs Mario Mireles, VP/Group Director Asset Management of North Point Mall

Overall, there was strong support from the stakeholders. They all saw a need for the transit system to help curtail the growing traffic problems and also to help create a sense of community in North Fulton. Each stakeholder gave their insight and perspective on the condition of their respective area as well comments and concerns on the proposed project.

• Concerns with AA Study: Much of the concern with the AA study came from the City of Alpharetta who felt the findings did not accurately represent the condition of the city. The City of Alpharetta saw a strong need for additional transit/transportation alternatives, especially considering the amount of growth that is currently underway and in the works for the future.

1 • Additional Transportation Alternatives - An opportunity for an additional exit between Haynes Bridge and Old Milton Parkway to relieve congestion - Use of HOV lanes

• Future Developments: The consensus from most of the stakeholders is that development and population in North Fulton County is steadily increasing and showing major growth. Opinions about concentrated transit oriented development were mixed, however. There are several new developments either currently in the works or in the planning stages across North Fulton. The trends in future developments are mixed use developments. Areas with major development include Westside Parkway, Mansell Road, and Haynes Bridge Road. - The Forum – Prospect Park, a planned 1.5 million square of mixed-use development located in the northwest quadrant of GA 400 and Old Milton Parkway. The Forum will have approximately 200,000 square feet of office space, luxury hotel, and over 500 housing units. Construction on the Forum has commenced and the project is anticipated to open in the next year. - Townhouse development and a possible amphitheatre by Cousins and Duke on Westside Parkway. Retail shopping area planned near Westside Parkway. - Any big development or land use change will happen in SE and NW quadrants of Holcomb Bridge and GA 400 only and everywhere else in Roswell is stable. - In the SE quadrant developer Charlie Brown is looking to develop a 100+ acre site with mixed use including high rise condominiums. - Plans underway are for a 2-lane road beyond Sanctuary Park on Westside Parkway to Mansell Road that will bring additional traffic in that Westside area. - The CID is focusing on completing the Westside Parkway from Haynes Bridge and Mansell to Windward Parkway. There is also work underway between Mansell Road and North Point Parkway to improve movement through that intersection. - The Mansell to Haynes Bridge cluster is surrounded by multi-use development that will include a university, amphitheater, performing arts, senior living and other residences. The land is also in close proximity to major biotech industry complex and other industries making it even more attractive as an employment center. - Emphasized that land is becoming a rare commodity in the Alpharetta area and the cost continues to rise. They were concerned that if decisions are not made fairly shortly, that the cost will either be unaffordable or unavailable. - The City of Sandy Springs is currently updating its Comprehensive Plan and feels the timing of this project is important so that recommendations can be included in the update. They also see the need for redevelopment along Dunwoody Place. • Additional Supporters - “Fast Forward 400”: an advocacy transportation group headed by the Chamber and the CID for GA 400 improvements. Group could be an appropriate champion for MARTA expansion.

2 • Additional Studies Conducted in the Area - Roswell City Council is sponsoring an Economic Feasibility Study looking at the opportunities associated with redeveloping aging (30+) apartment complexes into owner occupied housing. - “Fast Forward 400” has just signed on Jackson Spalding Public Relations Firm to conduct surveys on transportation habits and preferences of GA 400 users. - GDOT Systems Design Project (The Washington Group) – Team should talk to them • Demographic Makeup Concerns - Looking for a change in demographics of Roswell schools. Currently majority of students are Hispanic and there is much resistance in the community. Many residents have expressed interest in a shift.

• Land Value - Supply of Affordable Housing: Mayor Wood stated that affordable housing is provided by Cherokee County and that land values are too high in Roswell. Cherokee County is still close enough to GA 400. • Funding - Most important to sell this project at a federal level in order to secure funding for implementation.

• Potential Users/ Ridership Concerns - North Point Mall patrons and employees. Presently, mall employees who do not live in the area likely make most of the transit trips. - Concern regarding what would be required to encourage trips from residents of North Fulton to other destinations south. - Will this approach justify the numbers? • Efficiency and Safety - Concern with the efficiency of the system to get people from North Fulton to Five points in less time experienced by those commuting during rush hour by car. - Recommended express routes that would cut down on intermediate stops between North Fulton and Five Points. Express routes would also make riders feel safer because less stops means fewer people getting on and off. • MARTA concerns - Encouraged a re-imaging of MARTA to market the project to residents of North Fulton. - Suggested MARTA strongly consider changing its name and pointed out that “Northline” may be a good replacement, at least for a new route servicing North Fulton. - An educational campaign is needed to encourage behavioral changes in the way people travel everyday. There is a negative impression about the agency that needs to be changed. - MARTA needs more TOD activity and should lead the way in the region.

3 Additional Contacts Provided: • Kathy Field, Roswell Community Development Director • Kevin Case, Thomas Enterprises (The Forum-Prospect Park) [email protected] • James Drinkard, City of Alpharetta [email protected] • Proposed City of Milton – George Ragsdale • Proposed City of Johns Creek – Robert Horn • Brandon Beach – Fast Forward 400 • John McDonough – City Manager of Sandy Springs

4 North Line Transit Oriented Development (TOD) Study

APPENDIX C

Public Opinion Survey Report

North Line TOD Study Report December 2006 North Line Transit Oriented Development (TOD) Study Public Opinion Highlights

The Schapiro Group, in partnership with MARTA and URS Corporation, conducted two public opinion surveys of residents and employees in the four North Line Transit Oriented Development (TOD) Study cluster areas (Holcomb Bridge, North Point, Old Milton, and Windward). A total of 400 residents were surveyed through a scientific telephone survey, and 531 employees participated in a self-selected web-based survey. The following data come from this survey.

Support for Transit and TOD

⇒ Of those in favor of TOD the North Point (Haynes Bridge/GA 400) residents and employees are the most supportive. With the exception of the Old Milton residents, the residents of each cluster would like the TOD site located in their area, as shown in the following table:

⇒ 90% of residents and 94% of employees in the North Fulton County area have used or are currently using MARTA. Both groups tend to be very supportive of the TOD design principles and a new MARTA rail station. Residents and employees from this northern portion of the corridor hold MARTA to higher standards when it comes to reliability, cleanliness and safety. The following issues and concerns should be considered if transit is extended further north: • Preservation of parks and green space along the GA 400 Corridor • Creation of buffer zones around high-rise commercial development • Creation of pedestrian and bicycle friendly communities • Development in closer proximity to employment centers and reduction in commute times • Safe and convenient use of mass transit • Commuting involves using MARTA trains

Support for MARTA Rail

⇒ 76% of residents and employees believed that having a MARTA train to use on their commute was essential. ⇒ Residents who currently have longer commutes and live further from a MARTA rail station are more likely to want to take a MARTA train to work. The following bar 1 North Line Transit Oriented Development (TOD) Study Public Opinion Highlights

graph shows that as commute times increase, so does the desire to use a MARTA train.

Barriers to Existing MARTA Ridership

⇒ 75% of residents in the corridor would ride MARTA more if there was a station closer to their home ⇒ 63% would ride more frequently if it took less time to reach their destination ⇒ 60% would ride more frequently if they had to wait less time for a train

The following table shows the breakdown of most popular concerns by each cluster area.

As shown in this table, distance to a MARTA station is the most significant concern. A North Line extension would meet a significant transportation need.

DRAFT 09/14/06

Northline TOD Survey

Hello, my name is ______from TSG, a Georgia research firm. We're conducting a survey of North Fulton County residents to get opinions on growth and development issues facing your community. This phone number was selected at random. We are not trying to sell you anything and we will not ask you for a contribution or donation. For this study, I need to speak to an adult age 18 and over who had the most recent birthday and who is home at this time.

[Record gender by voice]

1. As your local community grows, how important is it to you that new commercial and residential developments are located close to each other, so that you can easily get around the area by walking, biking, or taking public transportation? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

2. As your community grows, how important is it to you that new residential developments include townhouses, apartments, and condos that use less space than single family houses? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

3. As your local residential area grows, how important is it to you that new commercial developments, such as new retail or office space, are added at the same time? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

4. When new high-rise buildings are constructed in your community, how important is it to you that these buildings are separated from existing residential areas by other low-rise buildings? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

DRAFT 09/14/06

5. As your community grows, how important is it to you that new commercial and residential developments include space set aside for parks and green space? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

6. As your community grows, how important is it to have nearby access to MARTA trains? Very important...... 1 Somewhat important...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

7. Have you ever ridden MARTA trains or buses? Yes ...... 1 No (skip to question 12)...... 2 Don’t know/Refused (skip to question 12) ...... 9

8. Did you ride a train only, bus only, or both? Train only...... 1 Bus only (skip to Q12)...... 2 Both...... 3 Paratransit (vol)...... 4 Don’t know/Refused ...... 9

9. On average, how often do you ride a MARTA train? Daily, or most days in a week...... 1 Once a week...... 2 Once a month...... 3 Once every few months ...... 4 Once a year or less, or ...... 5 Never...... 6 Don’t know/Refused ...... 9

10. Do you use a MARTA Park-n-Ride lot? [If yes: Which lot do you use?] Yes North Springs...... 1 Mansell Rd...... 2 Winward Parkway ...... 3 No (skip to question 12) ...... 4 Don’t know/Refused (skip to question 12) ...... 9

DRAFT 09/14/06

11. How often do you use a MARTA Park-n-Ride lot? Do you use one… Every time you ride MARTA,...... 1 Some of the time, or ...... 2 Rarely?...... 3 Don’t know/Refused ...... 9

12. Is your workplace located within walking distance of a MARTA train station? Yes ...... 1 No ...... 2 Don’t know/Refused ...... 9

13. Is your home located within walking distance of a MARTA bus stop? Yes ...... 1 No ...... 2 Don’t know/Refused ...... 9

Please tell me whether you agree or disagree with each of the following statements. (If answer: Is that strongly agree/disagree or somewhat agree/disagree?).

14. I would ride a MARTA train more often if there was a station closer to my house. 15. I would ride a MARTA train more often if it was cleaner. 16. I would ride a MARTA train more often if I felt safer. 17. I would ride a MARTA train more often if I had to wait less time for a train. 18. I would ride a MARTA train more often if it took less time to reach my destination.

19. If MARTA were to extend its train service north of North Springs station, which of the following locations would be the most convenient to you for a new MARTA train station? Holcomb Bridge Rd and Georgia 400...... 1 Haynes Bridge Rd and Georgia 400 ...... 2 Old Milton Parkway and Georgia 400 ...... 3 Windward Parkway and Georgia 400 ...... 4 Don’t know/Refused ...... 9

20. If a new MARTA train station was located within 2 miles of your house, do you think that the value of your house would increase, decrease, or stay about the same? If you don’t live in a house that you own, just say so. Increase...... 1 Decrease ...... 2 Stay about the same ...... 3 Don’t own my home...... 4 Don’t know/Refused...... 9

DRAFT 09/14/06

Please tell me if you agree or disagree with the following statements. (If answer: Is that strongly agree/disagree or somewhat agree/disagree? )

21. I wish that I could reduce the amount of time I spend driving during the week. 22. I wish that I could use the MARTA train to commute to and from work. 23. I wish that the stores I go to most often were closer to my house. 24. I wish that the stores I go to most often were closer to one another. 25. I wish that I worked closer to where I live.

Now I'd like to ask you a few questions for statistical purposes only.

26. Do you own or rent your home? Own...... 1 Rent...... 2 Don’t know/Refused ...... 9

27. Which of the following best describes your current employment status? Are you… Employed full time, ...... 1 Employed part time,...... 2 Retired, (skip to Q29) ...... 3 A stay-at-home parent (skip to Q29),...... 4 A full or mostly full time student, or (skip to Q29) ...... 5 Unemployed? (skip to Q29)...... 6 Other [VOL] (skip to Q29) ...... 7 Don’t know/Refused (skip to Q29)...... 9

28. How long is your commute in to work? Less than 5 minutes...... 1 5-9 minutes ...... 2 10-14 minutes ...... 3 15-29 minutes ...... 4 20-29 minutes ...... 5 30-44 minutes ...... 6 45 or more minutes ...... 7 Doesn’t commute to work...... 8 Don’t know/Refused ...... 9

29. Please stop me when I reach the category that best describes your age. 18 to 34...... 1 35 to 49...... 2 50 to 64...... 3 65 or over...... 4 Refusal...... 9

30. How many individuals are in your household including yourself?

DRAFT 09/14/06

31. Do you live in a single-family house? [If yes: What is your approximate home value?] Yes Less than $150,000 ...... 1 $150,000 to $249,999 ...... 2 $250,000 to $399,999 ...... 3 $400,000 or more...... 4 No ...... 5 Don’t know/Refused ...... 9

32. Household income includes the combined income from all adults in a household. What is your total annual household income before taxes? Less than $40,000...... 1 $40,000 to $59,999 ...... 2 $60,000 to $74,999 ...... 2 $75,000 to $124,999 ...... 2 $125,000 to $199,999 ...... 2 $200,000 or more...... 2 Don’t know/Refused ...... 9

33. How do you prefer to describe your main racial or ethnic identity? White...... 1 Black...... 2 Hispanic ...... 3 Asian...... 4 Other ...... 5 Two or more races ...... 6 Don’t know/Refused ...... 9

Thank respondent and terminate

North Line Corridor TOD Surveys Public Opinion Research Report

October 2006

127 Peachtree Street, NE, Suite 1540 | Atlanta, Georgia 30303 | Phone: 404‐584‐5215 www.schapirogroup.com

EXECUTIVE SUMMARY

• The Schapiro Group, in partnership with MARTA and URS, conducted two public opinion surveys of residents and employees in the 4 North Line TOD study areas. A total of 400 residents were surveyed through a scientific telephone survey, and 531 employees participated in a self‐selected web‐based survey. Despite the smaller sample size, the results of the residential survey are of higher quality because participants were randomly selected.

• Residents and employees alike tend to be very supportive of both TOD design principles and a new MARTA rail station.

• Residents and employees are very interested in alternative ways to reduce their commute times. Three‐quarters (76%) believe it is important to have nearby access to MARTA trains as their community grows, with just as many wishing they would reduce the amount of time they spend driving.

• Residents who currently have longer commutes and live further from a MARTA rail station (i.e., those from the northern portion of the corridor) are more likely to want to take a MARTA train to work.

• The biggest barriers to current MARTA ridership among residents in the corridor are logistical in nature: 75% would ride it more if there was a station closer to their home, 63% would ride it more if it took less time to reach their destination, and 60% would ride it more if they had to wait less time for a train.

• Residents from the northern portion of the corridor hold MARTA to higher standards when it comes to reliability, cleanliness, and safety.

• Holcomb Bridge Road, followed closely by Haynes Bridge Road (28% and 27% respectively) are the most popular locations for a new MARTA station among North Fulton residents.

TABLE OF CONTENTS

Introduction and Methodology...... 1

Public Receptivity to TOD...... 3

The Impact of MARTA on TOD Opinions...... 6 Current MARTA Usage ...... 6 Bringing MARTA into the Corridor...... 7 Location Preferences for TOD ...... 10

Conclusions...... 12

Appendix I: Telephone Survey Instrument...... 13

Appendix II: Web-Based Survey Instrument...... 19

Appendix III: Residential Survey Tables...... 25

Appendix IV: Employee Survey Tables ...... 75

INTRODUCTION AND METHODOLOGY

As part of its effort to explore the prospect of a new MARTA train station and accompanying residential and commercial development in north Fulton County, the Metropolitan Atlanta Rapid Transit Authority (MARTA) partnered with URS and The Schapiro Group (TSG) to survey residents of and employees in 4 potential transit‐oriented development (TOD) study sites. This report details the results of this research effort, which included a scientific telephone survey of 400 residents as well as a self‐selected web‐based survey of 531 employees who work in the area. Both surveys explore opinions about growth and transportation in north Fulton County.

The telephone survey sample was selected to include residents near each of the 4 proposed TOD sites: Holcomb Bridge Road and GA 400, Haynes Bridge Road and GA 400, Old Milton Parkway and GA 400, and Windward Parkway and GA 400. The map on the following page shows each of these 4 intersections, denoted by stars, as well as the residential locations of survey respondents. Residents from the northern portion of the corridor are oversampled since there are higher residential concentrations at the southern end of the corridor1. This oversample also allows us to compare the opinions of residents according to which TOD site(s) they live nearby2.

The map also displays the locations of companies whose employees participated in the self‐selected web‐based survey. While more individuals participated in the employee survey than the residential survey, the residential survey results are scientifically generalizable whereas the employee survey results are not. In a scientific sample—such as for the residential survey—every individual in the survey area (i.e., the corridor) has an equal probability of being selected to participate in the study. The web‐based survey, however, was distributed in companies that were willing to assist in the research effort; therefore, neither the

1 This oversample is adjusted to represent actual population concentrations through weighting. Therefore, all results are representative of the actual demographics of the corridor. 2 Since some of the TOD sites are close to each other, some residents are classified as “near” more than one site.

The Schapiro Group, Inc. 1

companies nor the employees within them were selected at random. While the results of the employee survey are not scientific as a result, they are nonetheless illuminating.

Windward Parkway

Old Milton Parkway GA 400

Haynes Bridge Road

Holcomb Bridge Road

While there are marked differences in methodology and resultant data quality, the survey content for the residential and employee surveys is mostly the same. The survey instruments are contained in appendices I and II.

Full detailed tables summarizing the responses to each question are included in appendix III (telephone survey) and appendix IV (web survey). The tables include total response rates as well as subgroup differences based on gender, geographic region, commute time, employment status, and age. Subgroup differences are discussed in the text of this report when applicable. We were not able to secure participation from any companies close to Holcomb Bridge Road, but this is not surprising, considering the low concentration of businesses in the area.

The Schapiro Group, Inc. 2

PUBLIC RECEPTIVITY TO TOD

The bulk of analysis in this and subsequent sections is derived from the residential survey, since the data from that survey are scientific whereas the web‐ based survey data come from a self‐selected sample3. While the analysis centers around residents of the potentially affected areas (whose lives and personal property would be most drastically affected by development in the area), the opinions gathered from the employee survey are interspersed where appropriate to show ways in which employees might think differently than local residents about development along the corridor. In instances where employee opinions do not seem to differ markedly from the opinions of local residents, little discussion is devoted to the apparently similar employee survey results. For this section of the report, in fact, the opinions of employees seem to mirror those of local residents on all relevant issues.

Residents are generally supportive of the principles associated with transit‐ oriented development (TOD), and employeesʹ opinions appear to be very similar. As the table on the following page shows, residents nearly unanimously feel that it is important to set space aside in new commercial and residential developments for parks and green space, and employees echo this sentiment. In addition, 82% would like buffer zones of low‐rise buildings to be built in between existing neighborhoods and future high‐rise developments. Most (80%) also support accommodating growth through developments that combine residential and commercial space uses in a walkable area.

Residents who have longer commutes to work and those who use MARTA once a week or more are even more supportive of these TOD principles.

The table also shows that residents split on a couple of key TOD principles. Only 41% support the addition of housing types that take up less space than single family homes, such as apartments and townhouses. In addition, just over half support the addition of commercial spaces nearby at the same time as residential spaces.

3 Refer to the Introductions and Methodology section for further detail.

The Schapiro Group, Inc. 3

Local Residents’ Receptivity to TOD Principles

As your community grows, how Very Somewhat Important important is it to you that…. Important Important Total ...new commercial and residential developments include space set aside for 85% 14% 99% parks and green space? ...new high‐rise buildings are separated from existing neighborhoods by other low‐rise 58% 24% 82% buildings? ...new commercial and residential developments are located close to each other, so that people can easily get around the area 43% 37% 80% by walking, biking, or taking public transportation? ...new commercial developments, such as new retail or office space, are added nearby at the 19% 34% 53% same time? ...new residential developments include townhouses, apartments, and condos that use 14% 26% 41% less space than single family houses?

While residents understand the need to plan for growth through varied development practices, they prefer land use patterns that preserve the integrity of their communities by separating high‐rises from traditional neighborhoods and keeping plenty of open space. Not surprisingly, they also favor TOD principles that alleviate traffic congestion, a situation with which North Fulton residents are very familiar.

Another feature of TOD that residents find attractive is the availability of alternate transportation methods. In particular, residents along the corridor hold favorable opinions of MARTA. Three‐quarters (76%) feel that nearby access to MARTA trains is an important part of planning for future growth. Another three‐quarters (75%) of residents would like to reduce the amount of time they spend driving during the week, and 60% express interest in using a MARTA train to commute to and from work. North Fulton employees are even more enthusiastic about the importance of MARTA to future growth, and express stronger interest in using it to commute.

The Schapiro Group, Inc. 4

While residents are enthusiastic about the prospect of local developments that reduce the time and cost of commuting to work, that enthusiasm wanes when it comes to the prospect of reducing other forms of driving time. Less than half prefer the stores that they visit most often to be located closer to their homes, and a slight majority prefers those stores to be closer to one another so as to reduce driving time between them. In contrast, 67% would like to work closer to home.

Local Residents’ Enthusiasm TOD Principles

Strongly Somewhat I wish that… Agree Total Agree Agree ...I could reduce the amount of time I 64% 11% 75% spend driving during the week ...I worked closer to where I live 51% 17% 67% ...the stores that I go to most often were 26% 20% 46% closer to my house ...the stores I go to most often were closer 29% 26% 55% to one another

The results do not indicate that residents oppose the idea of bringing commercial development into residential areas (in the first table, in fact, 80% support the idea). Instead, these results show that the appeal of TOD as a way to reduce commute time and burden is stronger than its appeal of bringing retail opportunities nearby. In some cases along the corridor, stores are already located relatively close to residential developments and to one another, so some residents may not feel a sense of urgency in this regard. Nonetheless, three‐ quarters express a desire to reduce their weekly driving time.

Several groups are particularly in favor of transit‐oriented development measures. Specifically, residents near Holcomb Bridge Road as well as those near Haynes Bridge Road tend to support this type of development. Residents near these two areas consistently believe these development principles are important, more so than residents near the other two study areas. This topic is discussed in greater depth in the section of the report titled, “Location Preferences for TOD.”

The Schapiro Group, Inc. 5

THE IMPACT OF MARTA ON TOD OPINIONS

A vast majority of corridor residents (90%) and employees (94%) have ridden MARTA trains or buses at least once. Because so many residents and employees in the area have actually used MARTA at least once, their opinions of its services and projections of their own future use are based in part on knowledge of the existing system.

Because of this, overall residents and employees have positive attitudes toward MARTA. As mentioned above, 76% of residents and 85% of employees think that access to MARTA trains is an important part of plans for future growth; and 60% of residents and 81% of employees express interest in using a train to travel to and from work. More than half of residents (62%) believe that the addition of a MARTA train station in their community would increase their property value or have no effect either way, while less than a quarter think a train station nearby would decrease their property value.

Current MARTA Usage

Most of those who have ridden MARTA (61%) have only ridden the train, while 34% have used both the train and a bus. Three‐quarters of those whose daily commute is 15 minutes or longer have used both a train and a bus, whereas only 24% of those whose commute is less than 15 minutes have used both. While 40% of residents with a household income less than $75,000 have used both a MARTA bus and train, only 27% of residents with a household income greater than $75,000 have used both. These numbers illustrate that some of the well‐ documented reasons why MARTA is useful to its riders are that it saves them both time and money.

The Schapiro Group, Inc. 6

How often residents use MARTA trains also differs by commute time. About one‐fifth of those whose daily commute is 30 minutes or longer ride a MARTA train nearly every day, whereas only 4% of residents whose commute takes less than 30 minutes ride daily. In addition, while 36% of residents with commute times longer than 30 minutes work within walking distance of a train station, only 19% of those with shorter commutes have walkable access. As the graph below shows, the residents with the longest commutes are also the most likely to express interest in using MARTA trains to get to and from work.

“I wish that I could use a MARTA train to commute”

81%

63% 62% Agree Disagree

37% 31%

18%

Less than 15 minutes 15‐29 minutes 30 minutes or more Current Commute Time

Note: From survey respondents who do not currently use MARTA to commute to work on a regular basis.

Slightly more than half of residents who have ridden MARTA have also used a Park‐n‐Ride lot. North Springs is the most popular lot, used by 43% of MARTA riders surveyed. Residents near the Holcomb Bridge Road are the most likely to use a Park‐n‐Ride. Slightly more than two‐thirds of each region uses a Park‐n‐ Ride every time they ride MARTA.

Bringing MARTA into the Corridor

MARTA is well received by residents and employees in the study area, but there are some concerns for MARTA to address in this area, the most common of which are related to logistics rather than to quality concerns for residents and employees alike. As the table on the following page shows, the top two reasons they do not take MARTA more often are logistical in nature: having a train station closer to their home or workplace and getting to their destination faster once they are on the train. In comparison, the quality‐based barriers of cleanliness and safety appear to be less influential to MARTA ridership.

The Schapiro Group, Inc. 7

Barriers to Riding MARTA More Often: Residents

I would ride a MARTA train more Strongly Somewhat Agree Total often if… Agree Agree ...there was a station closer to my house 56% 20% 75% ...I had to wait less time for a train 33% 27% 60% ...it took less time to reach my destination 38% 25% 63% ...it was cleaner 28% 22% 50% ...I felt safer 32% 25% 57%

Barriers to Riding MARTA More Often: Employees

I would ride a MARTA train more Strongly Somewhat Agree Total often if… Agree Agree ... there was a train station or bus stop 55% 29% 84% closer to my workplace. ... there was a train station or bus stop 54% 30% 84% closer to my home. ...it took less time to reach my destination 52% 32% 84% …I had to wait less time for a train 37% 39% 76% ...it was cleaner 26% 42% 68% ...I felt safer 34% 37% 71%

Some groups of residents hold MARTA to consistently higher standards than others do. Across all of the questions in the table above, more women, residents near the Windward Parkway/GA 400 location (discussed in greater detail in the next section of the report), residents with longer commutes, and those living in households with two or more people tend to say that they would ride MARTA more often if improvements were made.

As the graph on the following page shows, there is an especially clear relationship between current commuting patterns and prospective riders’ expectations for MARTA. Residents with longer commutes may want to use the train for their commutes more so than those with shorter commutes, but they also hold higher expectations for MARTA.

The Schapiro Group, Inc. 8

Residents: “I would ride a MARTA train more often…”

46% ...if it were cleaner 48% 55%

57% ...if it took less time to reach my destination 65% Commute less than 15 65% minutes Commute 15‐29 minutes 49% Commute 30 minutes or ...if I felt safer 59% longer 66%

53% ...if I had to wait less time for a train 64% 68%

67% ...if there were a station closer to my house 82% 78%

Additionally, the survey of employees shows that 43% would consider moving to a home closer to where they work if there were new residential developments and a MARTA station near their current workplace. Those who feel most strongly about this possibility have a household income less than $75,000, are younger, and have commutes that take longer than 45 minutes.

The Schapiro Group, Inc. 9

LOCATION PREFERENCES FOR TOD

Implementing TOD with a new MARTA rail station at any of the four proposed locations (Holcomb Bridge Road/GA 400, Haynes Bridge Road/GA 400, Old Milton Parkway/GA 400, and Windward Parkway/GA 400) will positively affect the transportation options for the entire north Fulton County region. Regardless of which option is ultimately chosen, residents and employees near all four locations will enjoy greater access to MARTA trains and will be more likely to use them. That said, both residents and employees have clear opinions about which location they prefer.

Of the four potential TOD and MARTA station locations, Holcomb Bridge Road/GA 400 is the most convenient for residents of the corridor as a whole (i.e., the entire sample: 28%), followed closely by Haynes Bridge Road/GA 400 (27%). Residents closest to Haynes Bridge/GA 400 and Holcomb Bridge/GA 400 generally list those two locations as their first and second choices. Residents closest to Old Milton/GA 400 and Windward/GA 400 would prefer a more northern location.

Residents’ Preferences for a New MARTA Rail Station

Preferred Station Location

Holcomb Haynes Old Milton Windward Full Sample 28% 27% 24% 19% Residents near Holcomb Bridge/GA 400 70% 15% 8% 3% Residents near Haynes Bridge/GA 400 19% 44% 19% 16% Residents near Old Milton/GA 400 9% 38% 29% 23% Residents near Windward/GA 400 13% 14% 30% 42%

The Schapiro Group, Inc. 10

In terms of receptivity to TOD principles, the table below shows that residents across the 4 study areas are more alike than different. If one group is more receptive to TOD than the others, it would be those who live near the Haynes Bridge/GA 400 area, though they rarely differ by much.

Local Residents’ Receptivity to TOD Principles

Percent Indicating “Important” As your community grows, how important is it to you that…. Holcomb Haynes Old Milton Windward Residents Residents Residents Residents ...new commercial and residential developments include space set aside for 99% 100% 98% 98% parks and green space? ...new high‐rise buildings are separated from existing neighborhoods by other 80% 87% 85% 83% low‐rise buildings? ...new commercial and residential developments are located close to each other, so that people can easily get 76% 86% 77% 78% around the area by walking, biking, or taking public transportation? ...new commercial developments, such as new retail or office space, are added 55% 61% 50% 53% nearby at the same time? ...new residential developments include townhouses, apartments, and condos 43% 42% 39% 36% that use less space than single family houses?

The data also indicate that residents near the Windward Parkway/GA 400 location are the most interested in decreasing their weekly driving time, commuting on MARTA, and including MARTA in plans for the future growth of their communities. In addition, Windward residents generally have longer commutes and are the most familiar with Park‐n‐Ride lots. However, Windward residents also have the highest expectations for the cleanliness, safety, and convenience of MARTA.

The Schapiro Group, Inc. 11

CONCLUSIONS

The results of these two surveys—a scientific telephone survey of residents along the study corridor and a self‐selected web‐based survey of employees in the area—provide mixed, though encouraging results. Based on public opinion, there does not appear to be a “bad” location for TOD among the 4 study sites. Residents who live at the south end of the corridor would prefer a new rail station on the south side, and residents at the north end of the corridor would prefer one on the north side.

Residents from the 4 areas are more alike than different when it comes to feelings about TOD in their community, though residents close to the Haynes Bridge study area tend to look slightly more favorably on TOD than residents from other areas. On the other hand, residents with the longest commutes—those from the northern portions of the corridor—are more likely to say they wish they could use MARTA trains to get to and from work. Yet, these northern‐area residents also hold the highest standards for MARTA insofar as timeliness, safety, and cleanliness are concerned.

While these results do not point to any one location as the obvious site for TOD, they show instead that all sites are candidates. And though all are candidates, there are notable implications in choosing among locations. These implications include the receptivity of local residents and employees to TOD principles, as well as their enthusiasm and expectations for a new MARTA rail station.

The Schapiro Group, Inc. 12

APPENDIX I: TELEPHONE SURVEY INSTRUMENT

Hello, my name is ______from [name of call center]. We're conducting a survey of North Fulton County residents to get opinions on growth and development issues facing your community. This phone number was selected at random. We are not trying to sell you anything and we will not ask you for a contribution or donation. For this study, I need to speak to an adult age 18 and over who had the most recent birthday and who is home at this time.

[Record gender by voice]

1. As your local community grows, how important is it to you that new commercial and residential developments are located close to each other, so that people can easily get around the area by walking, biking, or taking public transportation? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

2. As your community grows, how important is it to you that new residential developments include townhouses, apartments, and condos that use less space than single family houses? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

The Schapiro Group, Inc. 13

3. As local residential neighborhoods in your area grow, how important is it to you that new commercial developments, such as new retail or office space, are added nearby at the same time? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

4. When new high-rise buildings are constructed in your community, how important is it to you that these buildings are separated from existing residential neighborhoods by other low-rise buildings? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

5. As your community grows, how important is it to you that new commercial and residential developments include space set aside for parks and green space? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

6. As your community grows, how important is it to have nearby access to MARTA [pronounced MAR-tuh] trains? Very important...... 1 Somewhat important ...... 2 Somewhat unimportant ...... 3 Very unimportant...... 4 Don’t know/Refused ...... 9

7. Have you ever ridden MARTA trains or buses? Yes ...... 1 No (skip to Q12) ...... 2 Don’t know/Refused (skip to Q12)...... 9

The Schapiro Group, Inc. 14

8. Did you ride a train only, bus only, or both? Train only...... 1 Bus only (skip to Q12)...... 2 Both...... 3 Paratransit (vol) (skip to Q12) ...... 4 Don’t know/Refused (skip to Q12)...... 9

9. On average, how often do you ride a MARTA train? Daily, or most days in a week...... 1 Once a week...... 2 Once a month ...... 3 Once every few months ...... 4 Once a year or less, or ...... 5 Never (skip to Q12) ...... 6 Don’t know/Refused (skip to Q12) ...... 9

10. Do you use a MARTA Park-n-Ride lot? [If yes: Which lot do you use?] Yes North Springs...... 1 Mansell Rd...... 2 Windward Parkway...... 3 No (skip to Q12)...... 4 Don’t know/Refused (skip to Q12)...... 9

11. How often do you use a MARTA Park-n-Ride lot? Do you use one… Every time you ride MARTA,...... 1 Some of the time, or ...... 2 Rarely?...... 3 Don’t know/Refused ...... 9

12. Is your workplace located within walking distance of a MARTA train station? If you don’t commute to a workplace outside the home, just say so. Yes ...... 1 No...... 2 No workplace...... 3 Don’t know/Refused...... 9

13. Is your home located within walking distance of a MARTA bus stop? Yes ...... 1 No...... 2 Don’t know/Refused...... 9

The Schapiro Group, Inc. 15

Please tell me whether you agree or disagree with each of the following statements. (If answer: Is that strongly agree/disagree or somewhat agree/disagree?). [Code SA 1, A 2, D 3, SD 4, DK/RF 9]

[Rotate Q14-Q18]

19. If MARTA were to extend its train service north of North Springs station, which of the following locations would be the most convenient to you for a new MARTA train station? Holcomb [pronounced HOLE-come] Bridge Road and “Georgia 400”....1 Haynes [pronounced Hanes] Bridge Road and “Georgia 400”...... 2 Old Milton Parkway and “Georgia 400”...... 3 Windward [pronounced WIN-dwerd] Parkway and “Georgia 400”...... 4 Don’t know/Refused ...... 9

20. If a new MARTA train station was located within 2 miles of your house, do you think that the value of your house would increase, decrease, or stay about the same? If you don’t live in a house that you own, just say so. Increase ...... 1 Decrease...... 2 Stay about the same ...... 3 Don’t own my home ...... 4 Don’t know/Refused...... 9

Please tell me if you agree or disagree with the following statements. (If answer: Is that strongly agree/disagree or somewhat agree/disagree?) [Code SA 1, A 2, D 3, SD 4, DK/RF 9]

[Rotate Q21-Q25]

The Schapiro Group, Inc. 16

Now I'd like to ask you a few questions for statistical purposes only.

26. Do you own or rent your home? Own...... 1 Rent...... 2 Don’t know/Refused ...... 9

27. Which of the following best describes your current employment status? Are you… Employed full time, ...... 1 Employed part time,...... 2 Retired, (skip to Q29) ...... 3 A stay-at-home parent (skip to Q29), ...... 4 A full or mostly full time student, or (skip to Q29)...... 5 Unemployed? (skip to Q29)...... 6 Other [VOL] (skip to Q29) ...... 7 Don’t know/Refused (skip to Q29)...... 9

28. [If Q12=”No workplace” (3), then skip] How long is your commute in to work? Less than 5 minutes...... 1 5-9 minutes...... 2 10-14 minutes...... 3 15-29 minutes...... 4 20-29 minutes...... 5 30-44 minutes...... 6 45 or more minutes ...... 7 Doesn’t commute to work...... 8 Don’t know/Refused ...... 9

29. Please stop me when I reach the category that best describes your age. 18 to 34...... 1 35 to 49...... 2 50 to 64...... 3 65 or over...... 4 Refusal...... 9

30. How many individuals are in your household including yourself? 1 ...... 1 2 ...... 2 3 ...... 3 4 ...... 4 5 ...... 5 6+...... 6 Don’t know/Refused...... 9

The Schapiro Group, Inc. 17

32. Household income includes the combined income from all adults in a household. What is your total annual household income before taxes? Less than $40,000...... 1 $40,000 to $59,999...... 2 $60,000 to $74,999...... 3 $75,000 to $124,999...... 4 $125,000 to $199,999...... 5 $200,000 or more...... 6 Don’t know/Refused...... 9

33. How do you prefer to describe your main racial or ethnic identity? White...... 1 Black ...... 2 Hispanic ...... 3 Asian ...... 4 Other ...... 5 Two or more races ...... 6 Don’t know/Refused...... 9

Thank respondent and terminate

The Schapiro Group, Inc. 18

APPENDIX II: WEB-BASED SURVEY INSTRUMENT

As the area around your current workplace continues to grow, it is important to consider different development options. One development possibility in the area you work involves adding a new MARTA train station along with new residential and commercial units.

This survey, which will only take 5 minutes to complete, is designed to gather opinions of employees in your area on growth and development issues facing your workplace community. Your participation is greatly appreciated.

1. As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments include space set aside for parks and green space? 1) Very important 2) Somewhat important 3) Somewhat unimportant 4) Very unimportant

2. As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments are located close to each other, so that you can easily get around the area by walking, biking, or taking public transportation? 1) Very important 2) Somewhat important 3) Somewhat unimportant 4) Very unimportant

The Schapiro Group, Inc. 19

3. As the area surrounding your workplace grows, how important is it to you to have nearby access to MARTA trains? 1) Very important 2) Somewhat important 3) Somewhat unimportant 4) Very unimportant

4. Have you ever ridden a MARTA train or bus? 1) Yes 2) No (skip to Q7)

5. When you rode MARTA, did you ride a train only, a bus only, or both a train and a bus? 1) Train only 2) Bus only (skip to Q7) 3) Both

6. On average, how often do you ride a MARTA train? 1) Daily, or most days in a week 2) Once a week 3) Once a month 4) Once every few months 5) Once a year or less, or 6) Never

7. Is your workplace located within walking distance of a MARTA train station? 1) Yes 2) No 3) Don’t know

8. Is your workplace located within walking distance of a MARTA bus stop? 1) Yes 2) No 3) Don’t know

The Schapiro Group, Inc. 20

9. Is your home located within walking distance of a MARTA bus stop? 1) Yes 2) No 3) Don’t know

For each of the following statements, please tell me if you strongly agree, agree, disagree, or strongly disagree.

Strongly Strongly Agree Agree Disagree Disagree 10. I would ride a MARTA train more often if there was a train station or bus stop closer to my workplace. 11. I would ride a MARTA train more often if there was a train station or bus stop closer to my home.

12. I would ride a MARTA train more often if it was cleaner.

13. I would ride a MARTA train more often if I felt safer.

14. I would ride a MARTA train more often if I had to wait less time for a train. 15. I would ride a MARTA train more often if it took less time to reach my destination.

The Schapiro Group, Inc. 21

For each of the following statements, please tell me if you strongly agree, agree, disagree, or strongly disagree.

Strongly Strongly Agree Agree Disagree Disagree

16. I wish that I could reduce the amount of time I spend driving during the week.

17. I wish that I could use the MARTA train to commute to and from work.

18. I wish that the stores I go to most often were closer to where I work.

19. I wish that I could run errands during my lunch hour without having to drive.

20. I wish that my home and my workplace were closer together. 21. I would consider moving to a home close to my workplace if there were new residential developments and a MARTA train station near my current workplace.

22. If MARTA added another train station north of the North Springs station, which of the following locations would be the most convenient for you to use? 1) Holcomb Bridge Rd and Georgia 400 2) Haynes Bridge Rd and Georgia 400 3) Old Milton Parkway and Georgia 400 4) Windward Parkway and Georgia 400

The Schapiro Group, Inc. 22

23. How long does it take you to commute to work? 1) Less than 5 minutes 2) 5‐9 minutes 3) 10‐14 minutes 4) 15‐29 minutes 5) 20‐29 minutes 6) 30‐44 minutes 7) 45 or more minutes 8) I do not commute to work.

24. What is your gender? 1) Male 2) Female

25. What is your age? 1) 18 to 34 2) 35 to 49 3) 50 to 64 4) 65 or over

26. What is the highest level of education you have achieved? 1) High School diploma or less 2) 2 year associates degree 3) Bachelor’s degree 4) Graduate or higher

27. Which of the following industries do you work in? 1) Manufacturing 2) Finance, Insurance, Real Estate 3) Professional Services 4) Construction 5) Transportation 6) Healthcare 7) Nonprofit 8) Public Sector 9) Other

The Schapiro Group, Inc. 23

28. How do you prefer to describe your main racial or ethnic identity? 1) White 2) Black 3) Hispanic 4) Asian 5) Other 6) Two or more races

29. What is your total annual household income before taxes? (Household income includes the combined income from all adults in a household.) 1) Less than $40,000 2) $40,000 to $59,999 3) $60,000 to $74,999 4) $75,000 to $124,999 5) $125,000 to $199,999 6) $200,000 or more

The Schapiro Group, Inc. 24

APPENDIX III: RESIDENTIAL SURVEY TABLES

As your local community grows, how important is it to you that new commercial and residential developments are located close to each other, so that people can easily get around the area by Very Somewhat Somewhat Very Don't walking, biking, or taking public transportation? important important unimportant unimportant know/Refused Total 43% 37% 12% 7% 2% Holcomb Bridge residents 40% 37% 12% 6% 6% Haynes Bridge residents 44% 42% 10% 4% 0% Old Milton residents 36% 41% 15% 7% 0% Windward residents 46% 32% 10% 11% 0% Gender Male 38% 40% 11% 7% 4% Female 47% 34% 12% 6% 0% Age Under 50 40% 39% 12% 7% 2% 50+ 55% 32% 8% 5% 1% MARTA train usage Once a week or more 31% 45% 16% 8% 0% Less than once a week 44% 37% 11% 5% 3% Park-n-Ride usage Use a Park-n-Ride 47% 34% 10% 4% 4% Do not use a Park-n-Ride 28% 45% 1% 24% 1% Employment status Full-time 40% 41% 10% 7% 2% Not full-time 50% 29% 15% 6% 1% Commute time Less than 15 minutes 35% 40% 14% 4% 7% 15 to 29 minutes 47% 36% 9% 7% 1% 30+ minutes 43% 34% 12% 10% 0%

The Schapiro Group, Inc. 25

As your local community grows, how important is it to you that new commercial and residential developments are located close to each other, so that people can easily get around the area by Don't walking, biking, or taking public transportation? Important Unimportant know/Refused Total 80% 18% 2% Holcomb Bridge residents 76% 18% 6% Haynes Bridge residents 86% 14% 0% Old Milton residents 77% 23% 0% Windward residents 78% 22% 0% Gender Male 78% 18% 4% Female 82% 18% 0% Age Under 50 79% 19% 2% 50+ 86% 13% 1% MARTA train usage Once a week or more 76% 24% 0% Less than once a week 81% 16% 3% Park-n-Ride usage Use a Park-n-Ride 81% 15% 4% Do not use a Park-n-Ride 74% 25% 1% Employment status Full-time 81% 17% 2% Not full-time 78% 21% 1% Commute time Less than 15 minutes 76% 17% 7% 15 to 29 minutes 83% 16% 1% 30+ minutes 77% 23% 0%

The Schapiro Group, Inc. 26

As your community grows, how important is it to you that new residential developments include townhouses, apartments, and condos that use Very Somewhat Somewhat Very Don't less space than single family houses? important important unimportant unimportant know/Refused Total 14% 26% 28% 31% 1% Holcomb Bridge residents 18% 25% 33% 23% 1% Haynes Bridge residents 13% 29% 23% 34% 0% Old Milton residents 12% 27% 26% 34% 0% Windward residents 9% 27% 29% 35% 0% Gender Male 14% 31% 26% 29% 1% Female 15% 22% 29% 34% 1% Age Under 50 13% 26% 30% 31% 0% 50+ 21% 30% 19% 29% 1% MARTA train usage Once a week or more 9% 38% 28% 25% 0% Less than once a week 13% 26% 28% 32% 0% Park-n-Ride usage Use a Park-n-Ride 12% 29% 31% 27% 0% Do not use a Park-n-Ride 14% 27% 13% 45% 1% Employment status Full-time 13% 24% 31% 32% 0% Not full-time 18% 31% 20% 30% 2% Commute time Less than 15 minutes 9% 23% 33% 34% 0% 15 to 29 minutes 24% 22% 19% 35% 0% 30+ minutes 10% 30% 30% 30% 0%

The Schapiro Group, Inc. 27

As your community grows, how important is it to you that new residential developments include townhouses, apartments, and condos that use Don't less space than single family houses? Important Unimportant know/Refused Total 41% 59% 1% Holcomb Bridge residents 43% 56% 1% Haynes Bridge residents 42% 57% 0% Old Milton residents 39% 61% 0% Windward residents 36% 63% 0% Gender Male 45% 54% 1% Female 36% 63% 1% Age Under 50 39% 61% 0% 50+ 51% 48% 1% MARTA train usage Once a week or more 47% 53% 0% Less than once a week 39% 60% 0% Park-n-Ride usage Use a Park-n-Ride 42% 58% 0% Do not use a Park-n-Ride 41% 58% 1% Employment status Full-time 37% 63% 0% Not full-time 49% 49% 2% Commute time Less than 15 minutes 32% 68% 0% 15 to 29 minutes 46% 54% 0% 30+ minutes 40% 60% 0%

The Schapiro Group, Inc. 28

As local residential neighborhoods in your area grow, how important is it to you that new commercial developments, such as new retail or office space, are added nearby at the same Very Somewhat Somewhat Very Don't time? important important unimportant unimportant know/Refused Total 19% 34% 25% 21% 1% Holcomb Bridge residents 14% 41% 23% 21% 1% Haynes Bridge residents 27% 34% 16% 23% 1% Old Milton residents 19% 31% 29% 21% 1% Windward residents 22% 31% 28% 17% 1% Gender Male 20% 36% 26% 18% 1% Female 18% 32% 24% 24% 1% Age Under 50 19% 37% 26% 17% 1% 50+ 18% 22% 21% 38% 1% MARTA train usage Once a week or more 27% 52% 12% 8% 1% Less than once a week 16% 33% 28% 23% 1% Park-n-Ride usage Use a Park-n-Ride 22% 31% 27% 20% 1% Do not use a Park-n-Ride 17% 17% 3% 58% 5% Employment status Full-time 21% 35% 23% 21% 1% Not full-time 15% 33% 29% 22% 2% Commute time Less than 15 minutes 14% 33% 33% 20% 0% 15 to 29 minutes 21% 25% 26% 28% 0% 30+ minutes 24% 44% 14% 17% 1%

The Schapiro Group, Inc. 29

As local residential neighborhoods in your area grow, how important is it to you that new commercial developments, such as new retail or office space, are added nearby at the same Don't time? Important Unimportant know/Refused Total 53% 46% 1% Holcomb Bridge residents 55% 44% 1% Haynes Bridge residents 61% 39% 1% Old Milton residents 50% 50% 1% Windward residents 53% 45% 1% Gender Male 56% 43% 1% Female 50% 48% 1% Age Under 50 57% 43% 1% 50+ 40% 59% 1% MARTA train usage Once a week or more 79% 20% 1% Less than once a week 48% 51% 1% Park-n-Ride usage Use a Park-n-Ride 53% 46% 1% Do not use a Park-n-Ride 34% 61% 5% Employment status Full-time 55% 44% 1% Not full-time 47% 51% 2% Commute time Less than 15 minutes 47% 53% 0% 15 to 29 minutes 46% 54% 0% 30+ minutes 68% 31% 1%

The Schapiro Group, Inc. 30

When new high-rise buildings are constructed in your community, how important is it to you that these buildings are separated from existing residential neighborhoods by other low-rise Very Somewhat Somewhat Very Don't buildings? important important unimportant unimportant know/Refused Total 58% 24% 11% 5% 1% Holcomb Bridge residents 56% 24% 12% 6% 3% Haynes Bridge residents 64% 23% 8% 5% 0% Old Milton residents 58% 27% 8% 6% 0% Windward residents 61% 22% 10% 7% 0% Gender Male 53% 25% 13% 7% 1% Female 63% 23% 10% 3% 2% Age Under 50 58% 27% 12% 3% 0% 50+ 58% 16% 8% 13% 5% MARTA train usage Once a week or more 45% 30% 17% 7% 0% Less than once a week 63% 22% 10% 5% 1% Park-n-Ride usage Use a Park-n-Ride 61% 23% 15% 0% 1% Do not use a Park-n-Ride 0% 0% 0% 100% 0% Employment status Full-time 58% 23% 14% 5% 0% Not full-time 60% 26% 6% 5% 4% Commute time Less than 15 minutes 54% 31% 9% 5% 0% 15 to 29 minutes 66% 25% 3% 5% 1% 30+ minutes 50% 26% 19% 5% 0%

The Schapiro Group, Inc. 31

When new high-rise buildings are constructed in your community, how important is it to you that these buildings are separated from existing residential neighborhoods by other low-rise Don't buildings? Important Unimportant know/Refused Total 82% 17% 1% Holcomb Bridge residents 80% 18% 3% Haynes Bridge residents 87% 13% 0% Old Milton residents 85% 15% 0% Windward residents 83% 16% 0% Gender Male 78% 21% 1% Female 86% 13% 2% Age Under 50 84% 16% 0% 50+ 74% 21% 5% MARTA train usage Once a week or more 76% 24% 0% Less than once a week 85% 14% 1% Park-n-Ride usage Use a Park-n-Ride 84% 15% 1% Do not use a Park-n-Ride 0% 100% 0% Employment status Full-time 81% 19% 0% Not full-time 86% 11% 4% Commute time Less than 15 minutes 85% 14% 0% 15 to 29 minutes 90% 8% 1% 30+ minutes 76% 24% 0%

The Schapiro Group, Inc. 32

As your community grows, how important is it to you that new commercial and residential developments include space set aside for parks Very Somewhat Somewhat Very Don't and green space? important important unimportant unimportant know/Refused Total 85% 14% 1% 0% 0% Holcomb Bridge residents 71% 28% 0% 1% 1% Haynes Bridge residents 87% 13% 0% 0% 0% Old Milton residents 89% 10% 2% 0% 0% Windward residents 90% 8% 2% 0% 0% Gender Male 77% 21% 0% 0% 1% Female 92% 7% 1% 0% 0% Age Under 50 84% 15% 1% 0% 0% 50+ 89% 9% 1% 1% 0% MARTA train usage Once a week or more 65% 34% 1% 0% 0% Less than once a week 87% 13% 0% 0% 0% Park-n-Ride usage Use a Park-n-Ride 84% 16% 0% 0% 0% Do not use a Park-n-Ride 92% 7% 0% 1% 0% Employment status Full-time 84% 15% 1% 0% 0% Not full-time 87% 11% 0% 0% 1% Commute time Less than 15 minutes 82% 17% 0% 0% 0% 15 to 29 minutes 89% 11% 0% 0% 0% 30+ minutes 82% 17% 1% 0% 0%

The Schapiro Group, Inc. 33

As your community grows, how important is it to you that new commercial and residential developments include space set aside for parks Don't and green space? Important Unimportant know/Refused Total 99% 1% 0% Holcomb Bridge residents 99% 1% 1% Haynes Bridge residents 100% 0% 0% Old Milton residents 98% 2% 0% Windward residents 98% 2% 0% Gender Male 99% 1% 1% Female 99% 1% 0% Age Under 50 99% 1% 0% 50+ 98% 2% 0% MARTA train usage Once a week or more 99% 1% 0% Less than once a week 100% 0% 0% Park-n-Ride usage Use a Park-n-Ride 100% 0% 0% Do not use a Park-n-Ride 99% 1% 0% Employment status Full-time 99% 1% 0% Not full-time 98% 1% 1% Commute time Less than 15 minutes 99% 1% 0% 15 to 29 minutes 100% 0% 0% 30+ minutes 99% 1% 0%

The Schapiro Group, Inc. 34

As your community grows, how important is it to Very Somewhat Somewhat Very Don't have nearby access to MARTA trains? important important unimportant unimportant know/Refused Total 42% 34% 12% 12% 0% Holcomb Bridge residents 50% 27% 13% 8% 1% Haynes Bridge residents 42% 32% 11% 15% 0% Old Milton residents 34% 39% 13% 15% 0% Windward residents 50% 30% 12% 8% 0% Gender Male 36% 40% 13% 10% 1% Female 48% 29% 11% 13% 0% Age Under 50 41% 36% 13% 10% 0% 50+ 47% 27% 8% 17% 0% MARTA train usage Once a week or more 56% 36% 4% 5% 0% Less than once a week 39% 37% 12% 12% 0% Park-n-Ride usage Use a Park-n-Ride 42% 38% 11% 9% 0% Do not use a Park-n-Ride 50% 18% 7% 24% 1% Employment status Full-time 41% 33% 15% 11% 0% Not full-time 45% 37% 5% 12% 1% Commute time Less than 15 minutes 29% 37% 14% 19% 0% 15 to 29 minutes 58% 18% 11% 13% 0% 30+ minutes 43% 42% 11% 3% 0%

The Schapiro Group, Inc. 35

As your community grows, how important is it to Don't have nearby access to MARTA trains? Important Unimportant know/Refused Total 76% 24% 0% Holcomb Bridge residents 78% 22% 1% Haynes Bridge residents 74% 26% 0% Old Milton residents 73% 27% 0% Windward residents 80% 20% 0% Gender Male 76% 23% 1% Female 76% 24% 0% Age Under 50 77% 23% 0% 50+ 75% 25% 0% MARTA train usage Once a week or more 92% 8% 0% Less than once a week 76% 24% 0% Park-n-Ride usage Use a Park-n-Ride 80% 20% 0% Do not use a Park-n-Ride 68% 31% 1% Employment status Full-time 74% 26% 0% Not full-time 82% 17% 1% Commute time Less than 15 minutes 67% 33% 0% 15 to 29 minutes 77% 23% 0% 30+ minutes 85% 15% 0%

The Schapiro Group, Inc. 36

Don't Have you ever ridden MARTA trains or buses? Yes No know/Refused Total 90% 10% 0% Holcomb Bridge residents 95% 5% 1% Haynes Bridge residents 92% 8% 0% Old Milton residents 88% 12% 0% Windward residents 86% 14% 0% Gender Male 90% 9% 1% Female 90% 10% 0% Age Under 50 89% 11% 0% 50+ 93% 6% 1% MARTA train usage Once a week or more 100% 0% 0% Less than once a week 100% 0% 0% Park-n-Ride usage Use a Park-n-Ride 100% 0% 0% Do not use a Park-n-Ride 96% 4% 0% Employment status Full-time 90% 10% 0% Not full-time 90% 9% 1% Commute time Less than 15 minutes 92% 8% 0% 15 to 29 minutes 87% 13% 0% 30+ minutes 93% 7% 0%

The Schapiro Group, Inc. 37

Train Bus Don't Did you ride a train only, bus only, or both? only only Both Paratransit know/Refused Total 61% 4% 34% 1% 0% Holcomb Bridge residents 64% 5% 30% 1% 0% Haynes Bridge residents 63% 0% 36% 0% 0% Old Milton residents 64% 2% 32% 2% 0% Windward residents 55% 4% 38% 2% 0% Gender Male 56% 4% 39% 1% 0% Female 66% 4% 28% 2% 0% Age Under 50 62% 3% 34% 1% 0% 50+ 55% 9% 34% 1% 1% MARTA train usage Once a week or more 50% 0% 50% 0% 0% Less than once a week 67% 0% 33% 0% 0% Park-n-Ride usage Use a Park-n-Ride 65% 0% 35% 0% 0% Do not use a Park-n-Ride 49% 13% 37% 0% 0% Employment status Full-time 62% 4% 32% 1% 0% Not full-time 58% 4% 37% 1% 0% Commute time Less than 15 minutes 70% 5% 24% 1% 0% 15 to 29 minutes 57% 4% 37% 1% 0% 30+ minutes 58% 3% 37% 2% 0%

The Schapiro Group, Inc. 38

Daily, or Once On average, how often do you ride a MARTA most Once a train? days Once Once every year in a a a few or week week month months less Never Total 9% 5% 20% 37% 27% 2% Holcomb Bridge residents 15% 2% 28% 25% 28% 1% Haynes Bridge residents 8% 9% 20% 39% 20% 3% Old Milton residents 6% 7% 17% 40% 27% 3% Windward residents 1% 9% 13% 42% 32% 3% Gender Male 14% 8% 20% 30% 26% 1% Female 3% 2% 20% 43% 28% 3% Age Under 50 10% 6% 20% 37% 28% 0% 50+ 4% 3% 25% 33% 25% 10% MARTA train usage Once a week or more 63% 37% 0% 0% 0% 0% Less than once a week 0% 0% 24% 43% 31% 2% Park-n-Ride usage Use a Park-n-Ride 11% 4% 21% 41% 22% 0% Do not use a Park-n-Ride 0% 20% 31% 39% 8% 2% Employment status Full-time 7% 6% 20% 37% 29% 0% Not full-time 12% 2% 20% 37% 23% 6% Commute time Less than 15 minutes 0% 1% 24% 38% 36% 0% 15 to 29 minutes 4% 6% 20% 39% 31% 1% 30+ minutes 19% 9% 20% 31% 20% 1%

The Schapiro Group, Inc. 39

Yes, Yes, Yes, Do you use a MARTA Park-n-Ride lot? If yes: North Mansell Windward Don't Which lot do you use? Springs Road Parkway No know/Refused Total 43% 6% 2% 48% 1% Holcomb Bridge residents 47% 5% 0% 48% 0% Haynes Bridge residents 32% 9% 0% 57% 2% Old Milton residents 40% 5% 3% 53% 0% Windward residents 38% 3% 6% 53% 0% Gender Male 45% 5% 2% 46% 1% Female 42% 6% 2% 50% 0% Age Under 50 43% 6% 2% 48% 1% 50+ 44% 5% 1% 49% 1% MARTA train usage Once a week or more 43% 11% 8% 38% 0% Less than once a week 44% 5% 1% 50% 1% Park-n-Ride usage Use a Park-n-Ride 87% 12% 1% 0% 0% Do not use a Park-n-Ride 18% 0% 25% 56% 0% Employment status Full-time 45% 5% 2% 47% 1% Not full-time 40% 8% 2% 51% 0% Commute time Less than 15 minutes 45% 5% 0% 50% 0% 15 to 29 minutes 43% 1% 1% 54% 1% 30+ minutes 40% 8% 3% 47% 1%

The Schapiro Group, Inc. 40

Every How often do you use a MARTA Park-n-Ride time Some lot? you ride of the MARTA time Rarely Total 65% 17% 17% Holcomb Bridge residents 68% 9% 22% Haynes Bridge residents 68% 26% 6% Old Milton residents 68% 19% 13% Windward residents 66% 13% 20% Gender Male 62% 17% 21% Female 69% 18% 13% Age Under 50 63% 19% 18% 50+ 73% 11% 16% MARTA train usage Once a week or more 79% 18% 3% Less than once a week 63% 17% 20% Park-n-Ride usage Use a Park-n-Ride 65% 18% 18% Do not use a Park-n-Ride 85% 11% 3% Employment status Full-time 62% 17% 21% Not full-time 74% 17% 9% Commute time Less than 15 minutes 44% 21% 35% 15 to 29 minutes 55% 31% 14% 30+ minutes 79% 13% 8%

The Schapiro Group, Inc. 41

Is your workplace located within walking No Don't distance of a MARTA train station? Yes No workplace know/Refused Total 18% 68% 14% 0% Holcomb Bridge residents 20% 68% 11% 1% Haynes Bridge residents 28% 58% 13% 0% Old Milton residents 19% 68% 13% 0% Windward residents 20% 67% 13% 0% Gender Male 18% 73% 8% 1% Female 18% 63% 19% 0% Age Under 50 19% 70% 10% 0% 50+ 13% 58% 28% 0% MARTA train usage Once a week or more 58% 40% 2% 0% Less than once a week 12% 73% 15% 0% Park-n-Ride usage Use a Park-n-Ride 17% 69% 14% 0% Do not use a Park-n-Ride 10% 71% 19% 0% Employment status Full-time 20% 75% 5% 0% Not full-time 13% 51% 35% 1% Commute time Less than 15 minutes 6% 94% 0% 0% 15 to 29 minutes 13% 87% 0% 0% 30+ minutes 36% 64% 0% 0%

The Schapiro Group, Inc. 42

Is your home located within walking distance of Don't a MARTA bus stop? Yes No know/Refused Total 40% 51% 9% Holcomb Bridge residents 39% 45% 16% Haynes Bridge residents 38% 55% 7% Old Milton residents 35% 62% 3% Windward residents 57% 39% 4% Gender Male 41% 50% 10% Female 40% 51% 9% Age Under 50 41% 49% 10% 50+ 37% 58% 5% MARTA train usage Once a week or more 45% 42% 13% Less than once a week 41% 50% 9% Park-n-Ride usage Use a Park-n-Ride 34% 55% 11% Do not use a Park-n-Ride 56% 44% 0% Employment status Full-time 41% 50% 9% Not full-time 38% 52% 10% Commute time Less than 15 minutes 43% 44% 13% 15 to 29 minutes 32% 54% 14% 30+ minutes 46% 49% 5%

The Schapiro Group, Inc. 43

I would ride a MARTA train more often if there Strongly Somewhat Somewhat Strongly Don't was a station closer to my house. agree agree disagree disagree know/Refused Total 56% 20% 10% 13% 1% Holcomb Bridge residents 56% 12% 15% 15% 2% Haynes Bridge residents 57% 20% 7% 16% 0% Old Milton residents 55% 24% 8% 13% 0% Windward residents 58% 23% 7% 11% 1% Gender Male 56% 19% 12% 12% 1% Female 56% 20% 9% 15% 1% Age Under 50 57% 20% 11% 11% 0% 50+ 53% 17% 6% 22% 2% MARTA train usage Once a week or more 60% 16% 7% 17% 0% Less than once a week 55% 21% 12% 12% 1% Park-n-Ride usage Use a Park-n-Ride 53% 19% 17% 10% 1% Do not use a Park-n-Ride 59% 12% 0% 29% 0% Employment status Full-time 56% 19% 11% 14% 0% Not full-time 54% 21% 9% 12% 3% Commute time Less than 15 minutes 47% 20% 19% 14% 0% 15 to 29 minutes 66% 16% 10% 8% 0% 30+ minutes 57% 22% 8% 14% 0%

The Schapiro Group, Inc. 44

I would ride a MARTA train more often if there Don't was a station closer to my house. Agree Disagree know/Refused Total 75% 24% 1% Holcomb Bridge residents 68% 30% 2% Haynes Bridge residents 77% 23% 0% Old Milton residents 79% 21% 0% Windward residents 80% 18% 1% Gender Male 75% 24% 1% Female 76% 24% 1% Age Under 50 78% 22% 0% 50+ 70% 28% 2% MARTA train usage Once a week or more 76% 24% 0% Less than once a week 75% 24% 1% Park-n-Ride usage Use a Park-n-Ride 72% 27% 1% Do not use a Park-n-Ride 71% 29% 0% Employment status Full-time 75% 25% 0% Not full-time 76% 21% 3% Commute time Less than 15 minutes 67% 33% 0% 15 to 29 minutes 82% 18% 0% 30+ minutes 78% 22% 0%

The Schapiro Group, Inc. 45

I would ride a MARTA train more often if it was Strongly Somewhat Somewhat Strongly Don't cleaner. agree agree disagree disagree know/Refused Total 28% 22% 26% 20% 3% Holcomb Bridge residents 24% 19% 26% 28% 3% Haynes Bridge residents 26% 26% 27% 17% 4% Old Milton residents 23% 26% 28% 21% 2% Windward residents 31% 28% 25% 11% 4% Gender Male 27% 19% 32% 19% 3% Female 29% 25% 21% 22% 3% Age Under 50 30% 22% 27% 19% 2% 50+ 22% 26% 24% 23% 6% MARTA train usage Once a week or more 35% 23% 15% 25% 1% Less than once a week 21% 24% 31% 22% 1% Park-n-Ride usage Use a Park-n-Ride 26% 21% 26% 27% 1% Do not use a Park-n-Ride 15% 14% 16% 54% 1% Employment status Full-time 27% 23% 27% 20% 2% Not full-time 30% 19% 24% 22% 5% Commute time Less than 15 minutes 22% 25% 23% 28% 3% 15 to 29 minutes 29% 19% 35% 16% 1% 30+ minutes 33% 22% 24% 19% 2%

The Schapiro Group, Inc. 46

I would ride a MARTA train more often if it was Don't cleaner. Agree Disagree know/Refused Total 50% 47% 3% Holcomb Bridge residents 42% 54% 3% Haynes Bridge residents 52% 44% 4% Old Milton residents 49% 49% 2% Windward residents 59% 37% 4% Gender Male 46% 51% 3% Female 54% 43% 3% Age Under 50 52% 46% 2% 50+ 48% 46% 6% MARTA train usage Once a week or more 58% 41% 1% Less than once a week 45% 53% 1% Park-n-Ride usage Use a Park-n-Ride 46% 52% 1% Do not use a Park-n-Ride 29% 70% 1% Employment status Full-time 51% 47% 2% Not full-time 49% 46% 5% Commute time Less than 15 minutes 46% 51% 3% 15 to 29 minutes 48% 50% 1% 30+ minutes 55% 43% 2%

The Schapiro Group, Inc. 47

I would ride a MARTA train more often if I felt Strongly Somewhat Somewhat Strongly Don't safer. agree agree disagree disagree know/Refused Total 32% 25% 22% 18% 2% Holcomb Bridge residents 27% 24% 27% 20% 2% Haynes Bridge residents 26% 32% 18% 21% 3% Old Milton residents 28% 28% 20% 22% 2% Windward residents 27% 32% 21% 15% 4% Gender Male 25% 28% 26% 20% 2% Female 39% 23% 19% 17% 2% Age Under 50 33% 25% 23% 18% 2% 50+ 33% 28% 17% 20% 2% MARTA train usage Once a week or more 27% 41% 5% 25% 1% Less than once a week 28% 24% 26% 19% 2% Park-n-Ride usage Use a Park-n-Ride 29% 24% 21% 24% 2% Do not use a Park-n-Ride 22% 8% 27% 42% 2% Employment status Full-time 29% 27% 22% 20% 1% Not full-time 40% 21% 21% 14% 4% Commute time Less than 15 minutes 27% 22% 25% 24% 2% 15 to 29 minutes 28% 31% 26% 13% 2% 30+ minutes 38% 28% 14% 19% 0%

The Schapiro Group, Inc. 48

I would ride a MARTA train more often if I felt Don't safer. Agree Disagree know/Refused Total 57% 40% 2% Holcomb Bridge residents 51% 47% 2% Haynes Bridge residents 58% 39% 3% Old Milton residents 56% 42% 2% Windward residents 59% 37% 4% Gender Male 52% 46% 2% Female 62% 35% 2% Age Under 50 57% 41% 2% 50+ 61% 37% 2% MARTA train usage Once a week or more 69% 30% 1% Less than once a week 53% 45% 2% Park-n-Ride usage Use a Park-n-Ride 53% 45% 2% Do not use a Park-n-Ride 29% 69% 2% Employment status Full-time 56% 43% 1% Not full-time 61% 35% 4% Commute time Less than 15 minutes 49% 49% 2% 15 to 29 minutes 59% 38% 2% 30+ minutes 66% 34% 0%

The Schapiro Group, Inc. 49

I would ride a MARTA train more often if I had Strongly Somewhat Somewhat Strongly Don't to wait less time for a train. agree agree disagree disagree know/Refused Total 33% 27% 23% 15% 2% Holcomb Bridge residents 31% 22% 23% 22% 2% Haynes Bridge residents 33% 35% 15% 14% 4% Old Milton residents 33% 33% 21% 11% 2% Windward residents 35% 37% 21% 5% 3% Gender Male 32% 26% 26% 16% 1% Female 34% 29% 20% 15% 3% Age Under 50 34% 29% 23% 13% 1% 50+ 28% 22% 23% 22% 4% MARTA train usage Once a week or more 63% 26% 10% 1% 0% Less than once a week 26% 26% 28% 19% 1% Park-n-Ride usage Use a Park-n-Ride 35% 21% 27% 15% 1% Do not use a Park-n-Ride 36% 8% 31% 25% 0% Employment status Full-time 34% 28% 24% 14% 0% Not full-time 29% 27% 21% 18% 6% Commute time Less than 15 minutes 29% 25% 21% 25% 0% 15 to 29 minutes 30% 34% 24% 10% 2% 30+ minutes 40% 29% 25% 7% 0%

The Schapiro Group, Inc. 50

I would ride a MARTA train more often if I had Don't to wait less time for a train. Agree Disagree know/Refused Total 60% 38% 2% Holcomb Bridge residents 53% 45% 2% Haynes Bridge residents 68% 28% 4% Old Milton residents 65% 33% 2% Windward residents 71% 26% 3% Gender Male 58% 42% 1% Female 62% 35% 3% Age Under 50 63% 36% 1% 50+ 50% 46% 4% MARTA train usage Once a week or more 89% 11% 0% Less than once a week 52% 47% 1% Park-n-Ride usage Use a Park-n-Ride 57% 42% 1% Do not use a Park-n-Ride 44% 56% 0% Employment status Full-time 62% 38% 0% Not full-time 56% 39% 6% Commute time Less than 15 minutes 53% 47% 0% 15 to 29 minutes 64% 33% 2% 30+ minutes 68% 31% 0%

The Schapiro Group, Inc. 51

I would ride a MARTA train more often if it took Strongly Somewhat Somewhat Strongly Don't less time to reach my destination. agree agree disagree disagree know/Refused Total 38% 25% 20% 15% 1% Holcomb Bridge residents 34% 22% 20% 23% 1% Haynes Bridge residents 47% 24% 16% 12% 1% Old Milton residents 40% 25% 21% 13% 1% Windward residents 47% 30% 14% 8% 1% Gender Male 28% 28% 23% 20% 1% Female 47% 23% 18% 11% 2% Age Under 50 38% 27% 21% 14% 0% 50+ 39% 21% 16% 20% 5% MARTA train usage Once a week or more 45% 26% 5% 23% 1% Less than once a week 34% 23% 25% 17% 1% Park-n-Ride usage Use a Park-n-Ride 34% 17% 28% 19% 1% Do not use a Park-n-Ride 21% 55% 0% 24% 0% Employment status Full-time 35% 27% 21% 16% 0% Not full-time 43% 21% 19% 14% 3% Commute time Less than 15 minutes 40% 18% 19% 23% 1% 15 to 29 minutes 32% 33% 28% 7% 0% 30+ minutes 41% 24% 22% 12% 1%

The Schapiro Group, Inc. 52

I would ride a MARTA train more often if it took Don't less time to reach my destination. Agree Disagree know/Refused Total 63% 36% 1% Holcomb Bridge residents 55% 43% 1% Haynes Bridge residents 71% 28% 1% Old Milton residents 65% 34% 1% Windward residents 77% 22% 1% Gender Male 56% 43% 1% Female 70% 29% 2% Age Under 50 65% 35% 0% 50+ 59% 36% 5% MARTA train usage Once a week or more 71% 28% 1% Less than once a week 57% 41% 1% Park-n-Ride usage Use a Park-n-Ride 52% 47% 1% Do not use a Park-n-Ride 76% 24% 0% Employment status Full-time 63% 37% 0% Not full-time 64% 33% 3% Commute time Less than 15 minutes 57% 42% 1% 15 to 29 minutes 65% 35% 0% 30+ minutes 65% 34% 1%

The Schapiro Group, Inc. 53

Holcomb Haynes Old If MARTA were to extend its train service north Bridge Bridge Milton Windward of North Springs station, which of the following Road Road Parkway Parkway locations would be the most convenient to you and and and and for a new MARTA train station? Georgia Georgia Georgia Georgia Don't 400 400 400 400 know/Refused Total 28% 27% 24% 19% 3% Holcomb Bridge residents 70% 15% 8% 3% 4% Haynes Bridge residents 19% 44% 19% 16% 3% Old Milton residents 9% 38% 29% 23% 1% Windward residents 13% 14% 30% 42% 1% Gender Male 23% 28% 24% 23% 1% Female 33% 25% 23% 15% 4% Age Under 50 28% 28% 23% 20% 1% 50+ 29% 23% 29% 12% 7% MARTA train usage Once a week or more 42% 19% 27% 12% 0% Less than once a week 27% 31% 23% 17% 2% Park-n-Ride usage Use a Park-n-Ride 30% 29% 26% 14% 1% Do not use a Park-n-Ride 11% 30% 57% 2% 0% Employment status Full-time 26% 27% 23% 23% 1% Not full-time 32% 26% 26% 9% 7% Commute time Less than 15 minutes 16% 38% 18% 24% 4% 15 to 29 minutes 42% 14% 34% 9% 1% 30+ minutes 34% 26% 22% 17% 1%

The Schapiro Group, Inc. 54

If a new MARTA train station was located within Stay Don't 2 miles of your house, do you think that the about own value of your house would increase, decrease, the my Don't or stay about the same? Increase Decrease same home know/Refused Total 27% 24% 35% 7% 7% Holcomb Bridge residents 35% 28% 27% 5% 5% Haynes Bridge residents 23% 21% 37% 9% 9% Old Milton residents 22% 25% 38% 8% 6% Windward residents 26% 24% 33% 11% 6% Gender Male 29% 23% 34% 8% 6% Female 25% 24% 35% 7% 8% Age Under 50 26% 26% 34% 7% 7% 50+ 31% 13% 42% 8% 5% MARTA train usage Once a week or more 43% 22% 27% 8% 0% Less than once a week 24% 25% 37% 7% 7% Park-n-Ride usage Use a Park-n-Ride 33% 20% 35% 4% 8% Do not use a Park-n-Ride 23% 10% 38% 19% 10% Employment status Full-time 26% 23% 37% 7% 6% Not full-time 29% 25% 30% 7% 9% Commute time Less than 15 minutes 18% 30% 33% 13% 6% 15 to 29 minutes 38% 22% 34% 5% 0% 30+ minutes 29% 26% 34% 4% 8%

The Schapiro Group, Inc. 55

I wish that I could reduce the amount of time I Strongly Somewhat Somewhat Strongly Don't spend driving during the week. agree agree disagree disagree know/Refused Total 64% 11% 12% 10% 2% Holcomb Bridge residents 65% 13% 9.49 7% 5% Haynes Bridge residents 67% 7% 12% 14% 0% Old Milton residents 66% 11% 14% 8% 0% Windward residents 68% 9% 13% 10% 1% Gender Male 63% 10% 15% 11% 1% Female 65% 12% 10% 9% 3% Age Under 50 68% 12% 12% 8% 0% 50+ 52% 8% 13% 19% 8% MARTA train usage Once a week or more 87% 7% 5% 1% 1% Less than once a week 59% 13% 13% 13% 2% Park-n-Ride usage Use a Park-n-Ride 62% 17% 11% 9% 1% Do not use a Park-n-Ride 72% 10% 1% 17% 0% Employment status Full-time 67% 9% 12% 11% 1% Not full-time 58% 16% 12% 7% 7% Commute time Less than 15 minutes 39% 14% 24% 19% 4% 15 to 29 minutes 62% 16% 16% 6% 0% 30+ minutes 94% 4% 2% 0% 0%

The Schapiro Group, Inc. 56

I wish that I could reduce the amount of time I Don't spend driving during the week. Agree Disagree know/Refused Total 75% 22% 2% Holcomb Bridge residents 78% 16% 5% Haynes Bridge residents 74% 26% 0% Old Milton residents 77% 23% 0% Windward residents 77% 23% 1% Gender Male 72% 26% 1% Female 78% 19% 3% Age Under 50 79% 20% 0% 50+ 60% 32% 8% MARTA train usage Once a week or more 94% 5% 1% Less than once a week 73% 26% 2% Park-n-Ride usage Use a Park-n-Ride 79% 20% 1% Do not use a Park-n-Ride 82% 18% 0% Employment status Full-time 76% 24% 1% Not full-time 74% 19% 7% Commute time Less than 15 minutes 53% 43% 4% 15 to 29 minutes 78% 22% 0% 30+ minutes 97% 3% 0%

The Schapiro Group, Inc. 57

I wish that I could use the MARTA train to Strongly Somewhat Somewhat Strongly Don't commute to and from work. agree agree disagree disagree know/Refused Total 40% 17% 18% 21% 4% Holcomb Bridge residents 43% 16% 22% 13% 6% Haynes Bridge residents 37% 18% 15% 27% 3% Old Milton residents 37% 20% 18% 22% 3% Windward residents 45% 18% 14% 20% 2% Gender Male 38% 12% 25% 23% 3% Female 42% 22% 12% 19% 4% Age Under 50 40% 18% 21% 17% 3% 50+ 42% 11% 9% 32% 6% MARTA train usage Once a week or more 63% 11% 10% 14% 1% Less than once a week 36% 18% 21% 22% 3% Park-n-Ride usage Use a Park-n-Ride 36% 19% 24% 19% 3% Do not use a Park-n-Ride 53% 8% 4% 34% 0% Employment status Full-time 42% 13% 20% 22% 2% Not full-time 33% 33% 10% 15% 9% Commute time Less than 15 minutes 21% 10% 29% 34% 5% 15 to 29 minutes 45% 17% 15% 22% 1% 30+ minutes 58% 23% 14% 5% 1%

The Schapiro Group, Inc. 58

I wish that I could use the MARTA train to Don't commute to and from work. Agree Disagree know/Refused Total 57% 39% 4% Holcomb Bridge residents 60% 35% 6% Haynes Bridge residents 56% 42% 3% Old Milton residents 57% 40% 3% Windward residents 64% 34% 2% Gender Male 49% 47% 3% Female 65% 31% 4% Age Under 50 59% 38% 3% 50+ 53% 41% 6% MARTA train usage Once a week or more 74% 24% 1% Less than once a week 54% 42% 3% Park-n-Ride usage Use a Park-n-Ride 55% 42% 3% Do not use a Park-n-Ride 61% 39% 0% Employment status Full-time 55% 43% 2% Not full-time 66% 25% 9% Commute time Less than 15 minutes 31% 63% 5% 15 to 29 minutes 62% 37% 1% 30+ minutes 81% 18% 1%

The Schapiro Group, Inc. 59

I wish that the stores I go to most often were Strongly Somewhat Somewhat Strongly Don't closer to my house. agree agree disagree disagree know/Refused Total 26% 20% 27% 26% 1% Holcomb Bridge residents 34% 21% 25% 19% 1% Haynes Bridge residents 19% 23% 29% 29% 0% Old Milton residents 18% 21% 30% 29% 2% Windward residents 22% 20% 34% 21% 3% Gender Male 27% 20% 27% 26% 1% Female 25% 20% 27% 27% 2% Age Under 50 27% 20% 28% 25% 1% 50+ 25% 17% 23% 33% 2% MARTA train usage Once a week or more 36% 22% 17% 26% 0% Less than once a week 22% 20% 31% 26% 1% Park-n-Ride usage Use a Park-n-Ride 24% 23% 28% 25% 0% Do not use a Park-n-Ride 28% 3% 21% 47% 0% Employment status Full-time 27% 20% 23% 29% 1% Not full-time 23% 18% 35% 22% 2% Commute time Less than 15 minutes 23% 20% 26% 31% 0% 15 to 29 minutes 32% 22% 24% 22% 0% 30+ minutes 29% 19% 28% 22% 2%

The Schapiro Group, Inc. 60

I wish that the stores I go to most often were Don't closer to my house. Agree Disagree know/Refused Total 46% 53% 1% Holcomb Bridge residents 55% 44% 1% Haynes Bridge residents 42% 58% 0% Old Milton residents 39% 59% 2% Windward residents 41% 56% 3% Gender Male 47% 53% 1% Female 44% 54% 2% Age Under 50 47% 52% 1% 50+ 42% 57% 2% MARTA train usage Once a week or more 57% 43% 0% Less than once a week 42% 57% 1% Park-n-Ride usage Use a Park-n-Ride 47% 53% 0% Do not use a Park-n-Ride 32% 68% 0% Employment status Full-time 47% 52% 1% Not full-time 42% 57% 2% Commute time Less than 15 minutes 43% 57% 0% 15 to 29 minutes 54% 46% 0% 30+ minutes 48% 50% 2%

The Schapiro Group, Inc. 61

I wish that the stores I go to most often were Strongly Somewhat Somewhat Strongly Don't closer to one another. agree agree disagree disagree know/Refused Total 29% 26% 25% 17% 3% Holcomb Bridge residents 43% 18% 26% 11% 2% Haynes Bridge residents 26% 32% 22% 19% 1% Old Milton residents 17% 30% 29% 19% 4% Windward residents 21% 30% 26% 18% 4% Gender Male 28% 29% 27% 15% 1% Female 30% 24% 23% 20% 4% Age Under 50 30% 28% 25% 15% 3% 50+ 27% 21% 26% 26% 1% MARTA train usage Once a week or more 45% 27% 18% 8% 1% Less than once a week 24% 27% 26% 20% 2% Park-n-Ride usage Use a Park-n-Ride 25% 29% 29% 15% 2% Do not use a Park-n-Ride 25% 19% 8% 46% 2% Employment status Full-time 25% 29% 26% 17% 3% Not full-time 36% 20% 23% 18% 3% Commute time Less than 15 minutes 25% 31% 25% 18% 2% 15 to 29 minutes 43% 19% 21% 16% 1% 30+ minutes 26% 30% 22% 19% 3%

The Schapiro Group, Inc. 62

I wish that the stores I go to most often were Don't closer to one another. Agree Disagree know/Refused Total 55% 42% 3% Holcomb Bridge residents 61% 36% 2% Haynes Bridge residents 58% 41% 1% Old Milton residents 48% 48% 4% Windward residents 52% 44% 4% Gender Male 57% 42% 1% Female 53% 43% 4% Age Under 50 57% 40% 3% 50+ 48% 52% 1% MARTA train usage Once a week or more 72% 27% 1% Less than once a week 52% 46% 2% Park-n-Ride usage Use a Park-n-Ride 54% 44% 2% Do not use a Park-n-Ride 45% 54% 2% Employment status Full-time 55% 43% 3% Not full-time 56% 41% 3% Commute time Less than 15 minutes 56% 42% 2% 15 to 29 minutes 62% 37% 1% 30+ minutes 55% 41% 3%

The Schapiro Group, Inc. 63

Strongly Somewhat Somewhat Strongly Don't I wish that I worked closer to where I live. agree agree disagree disagree know/Refused Total 51% 17% 10% 20% 3% Holcomb Bridge residents 49% 23% 5% 17% 6% Haynes Bridge residents 51% 13% 8% 26% 1% Old Milton residents 54% 18% 12% 15% 2% Windward residents 60% 14% 9% 17% 0% Gender Male 48% 17% 10% 23% 2% Female 54% 16% 9% 18% 3% Age Under 50 52% 17% 10% 19% 2% 50+ 47% 10% 10% 25% 7% MARTA train usage Once a week or more 70% 16% 9% 5% 1% Less than once a week 44% 19% 9% 25% 3% Park-n-Ride usage Use a Park-n-Ride 45% 18% 11% 25% 2% Do not use a Park-n-Ride 75% 4% 0% 21% 0% Employment status Full-time 51% 16% 10% 22% 1% Not full-time 48% 19% 10% 15% 8% Commute time Less than 15 minutes 31% 14% 10% 41% 4% 15 to 29 minutes 43% 25% 9% 22% 1% 30+ minutes 74% 15% 9% 1% 0%

The Schapiro Group, Inc. 64

Don't I wish that I worked closer to where I live. Agree Disagree know/Refused Total 67% 30% 3% Holcomb Bridge residents 72% 22% 6% Haynes Bridge residents 64% 35% 1% Old Milton residents 72% 27% 2% Windward residents 73% 26% 0% Gender Male 64% 33% 2% Female 70% 27% 3% Age Under 50 70% 29% 2% 50+ 57% 35% 7% MARTA train usage Once a week or more 86% 14% 1% Less than once a week 63% 34% 3% Park-n-Ride usage Use a Park-n-Ride 63% 35% 2% Do not use a Park-n-Ride 79% 21% 0% Employment status Full-time 67% 32% 1% Not full-time 67% 25% 8% Commute time Less than 15 minutes 45% 51% 4% 15 to 29 minutes 68% 31% 1% 30+ minutes 89% 10% 0%

The Schapiro Group, Inc. 65

Gender Male Female Total 48% 52% Holcomb Bridge residents 46% 54% Haynes Bridge residents 44% 56% Old Milton residents 49% 51% Windward residents 45% 55% Age Under 50 50% 50% 50+ 41% 59% MARTA train usage Once a week or more 81% 19% Less than once a week 43% 57% Park-n-Ride usage Use a Park-n-Ride 50% 50% Do not use a Park-n-Ride 69% 31% Employment status Full-time 59% 41% Not full-time 23% 77% Commute time Less than 15 minutes 57% 43% 15 to 29 minutes 55% 45% 30+ minutes 48% 52%

The Schapiro Group, Inc. 66

Don't Own/Rent Own Rent know/Refused Total 74% 25% 1% Holcomb Bridge residents 75% 23% 2% Haynes Bridge residents 73% 27% 0% Old Milton residents 76% 24% 0% Windward residents 64% 36% 0% Gender Male 73% 26% 1% Female 76% 23% 1% Age Under 50 73% 27% 0% 50+ 83% 17% 0% MARTA train usage Once a week or more 76% 24% 0% Less than once a week 76% 23% 1% Park-n-Ride usage Use a Park-n-Ride 78% 22% 1% Do not use a Park-n-Ride 57% 43% 0% Employment status Full-time 76% 24% 0% Not full-time 72% 25% 3% Commute time Less than 15 minutes 65% 35% 0% 15 to 29 minutes 75% 25% 0% 30+ minutes 76% 24% 0%

The Schapiro Group, Inc. 67

A full or mostly Employment status full Employed Employed A stay-at- time Don't full time part time Retired home parent student Unemployed Other know/Refused Total 70% 14% 6% 4% 1% 3% 1% 1% Holcomb Bridge residents 64% 23% 5% 2% 0% 3% 1% 2% Haynes Bridge residents 68% 11% 7% 5% 2% 5% 1% 0% Old Milton residents 72% 13% 7% 4% 1% 3% 1% 0% Windward residents 74% 10% 6% 5% 1% 3% 1% 0% Gender Male 86% 6% 4% 1% 1% 1% 0% 1% Female 55% 22% 7% 8% 1% 5% 1% 0% Age Under 50 75% 16% 0% 5% 1% 3% 0% 0% 50+ 52% 9% 30% 2% 0% 4% 3% 0% MARTA train Once a week or more 70% 20% 4% 0% 7% 0% 0% 0% usage Less than once a week 70% 14% 6% 6% 1% 3% 0% 1% Park-n-Ride Use a Park-n-Ride 72% 12% 5% 6% 2% 3% 1% 1% usage Do not use a Park-n- Ride 72% 7% 8% 4% 0% 6% 3% 0% Commute time Less than 15 minutes 89% 11% 0% 0% 0% 0% 0% 0% 15 to 29 minutes 78% 22% 0% 0% 0% 0% 0% 0% 30+ minutes 83% 17% 0% 0% 0% 0% 0% 0%

The Schapiro Group, Inc. 68

Less 45 or Doesn't Commute time than 5 5-9 10-14 15-19 20-29 30-44 more commute Don't minutes minutes minutes minutes minutes minutes minutes to work know/Refused Total 6% 10% 13% 13% 10% 22% 22% 3% 0% Holcomb Bridge residents 6% 8% 16% 12% 15% 27% 15% 1% 1% Haynes Bridge residents 6% 11% 13% 12% 4% 24% 23% 7% 0% Old Milton residents 5% 12% 14% 11% 10% 16% 28% 4% 0% Windward residents 3% 13% 13% 11% 10% 22% 24% 3% 0% Gender Male 9% 7% 17% 13% 10% 20% 21% 3% 0% Female 4% 14% 10% 12% 10% 24% 23% 3% 0% Age Under 50 6% 9% 13% 12% 9% 24% 24% 3% 0% 50+ 8% 16% 12% 18% 15% 14% 12% 3% 2% MARTA train Once a week or more 1% 1% 0% 15% 0% 38% 45% 0% 0% usage Less than once a week 8% 11% 16% 13% 10% 20% 18% 3% 0% Park-n-Ride Use a Park-n-Ride 6% 5% 20% 12% 9% 18% 26% 2% 1% usage Do not use a Park-n- Ride 4% 19% 10% 23% 0% 15% 30% 0% 0% Employment Full-time 7% 10% 15% 12% 9% 20% 23% 3% 0% status Not full-time 2% 13% 5% 14% 16% 32% 13% 3% 0%

The Schapiro Group, Inc. 69

65 Age and 18-34 35-49 50-64 over Refused Total 42% 37% 14% 5% 2% Holcomb Bridge residents 42% 33% 19% 4% 2% Haynes Bridge residents 39% 42% 10% 8% 1% Old Milton residents 38% 42% 12% 7% 1% Windward residents 45% 37% 12% 5% 1% Gender Male 45% 37% 13% 3% 2% Female 39% 37% 15% 7% 1% MARTA train usage Once a week or more 65% 26% 8% 1% 0% Less than once a week 37% 41% 15% 5% 2% Park-n-Ride usage Use a Park-n-Ride 43% 39% 14% 4% 1% Do not use a Park-n-Ride 17% 35% 40% 8% 0% Employment status Full-time 46% 39% 13% 1% 1% Not full-time 33% 33% 15% 15% 3% Commute time Less than 15 minutes 42% 39% 16% 1% 2% 15 to 29 minutes 43% 37% 20% 0% 0% 30+ minutes 54% 37% 7% 2% 0%

The Schapiro Group, Inc. 70

Don't Household size 1 2 3 4 5 6+ know/Refused Total 17% 33% 21% 22% 4% 1% 2% Holcomb Bridge residents 23% 28% 21% 18% 5% 2% 3% Haynes Bridge residents 14% 31% 22% 23% 6% 2% 2% Old Milton residents 12% 34% 22% 25% 5% 1% 1% Windward residents 13% 46% 15% 23% 2% 0% 1% Gender Male 20% 28% 23% 24% 1% 2% 2% Female 14% 37% 18% 21% 7% 1% 2% Age Under 50 14% 32% 22% 26% 5% 1% 0% 50+ 29% 37% 19% 9% 4% 1% 0% MARTA train usage Once a week or more 14% 42% 16% 16% 6% 2% 3% Less than once a week 17% 36% 20% 21% 4% 1% 1% Park-n-Ride usagee Use a Park-n-Ride 22% 34% 21% 16% 4% 1% 2% Do not use a Park-n-Ride 11% 31% 38% 19% 0% 0% 0% Employment status Full-time 19% 32% 24% 20% 2% 1% 1% Not full-time 12% 35% 13% 27% 9% 1% 3% Commute time Less than 15 minutes 27% 27% 22% 18% 3% 1% 2% 15 to 29 minutes 13% 32% 27% 25% 4% 0% 0% 30+ minutes 11% 38% 18% 26% 4% 2% 1%

The Schapiro Group, Inc. 71

Yes, less Yes, Home value than Yes, $150,000- Yes, $250,000- $400,000 Don't $150,000 $249,999 $399,999 or more No know/Refused Total 4% 32% 19% 14% 21% 10% Holcomb Bridge residents 1% 51% 10% 6% 19% 13% Haynes Bridge residents 4% 34% 13% 13% 26% 10% Old Milton residents 6% 24% 24% 15% 24% 8% Windward residents 9% 28% 19% 8% 31% 5% Gender Male 4% 32% 20% 14% 24% 6% Female 4% 32% 17% 15% 19% 13% Age Under 50 4% 32% 19% 15% 23% 7% 50+ 4% 33% 20% 13% 17% 13% MARTA train usage Once a week or more 6% 44% 10% 9% 24% 7% Less than once a week 4% 34% 18% 15% 20% 9% Park-n-Ride usage Use a Park-n-Ride 5% 38% 17% 13% 19% 9% Do not use a Park-n-Ride 4% 20% 23% 10% 27% 17% Employment status Full-time 4% 35% 21% 12% 22% 7% Not full-time 4% 25% 15% 19% 20% 17% Commute time Less than 15 minutes 0% 30% 18% 8% 38% 7% 15 to 29 minutes 9% 36% 18% 16% 5% 16% 30+ minutes 6% 38% 14% 11% 26% 6%

The Schapiro Group, Inc. 72

Less Income than $40,000 $40,000-$59,999 $60,000-$74,999 $75,000-$124,999 Total 9% 9% 15% 25% Holcomb Bridge residents 15% 11% 11% 33% Haynes Bridge residents 5% 9% 15% 27% Old Milton residents 5% 9% 16% 22% Windward residents 7% 10% 20% 24% Gender Male 9% 7% 17% 26% Female 8% 11% 14% 24% Age Under 50 7% 8% 18% 27% 50+ 14% 11% 7% 20% MARTA train usage Once a week or more 14% 3% 21% 31% Less than once a week 7% 9% 15% 27% Park-n-Ride usage Use a Park-n-Ride 6% 10% 17% 30% Do not use a Park-n-Ride 17% 4% 21% 24% Employment status Full-time 6% 10% 16% 27% Not full-time 16% 6% 13% 19% Commute time Less than 15 minutes 7% 13% 19% 29% 15 to 29 minutes 15% 4% 15% 13% 30+ minutes 8% 9% 18% 28%

The Schapiro Group, Inc. 73

200,000 Don't Income $125,000-$199,999 or more know/Refused Total 15% 7% 20% Holcomb Bridge residents 12% 0% 17% Haynes Bridge residents 19% 7% 18% Old Milton residents 15% 11% 22% Windward residents 15% 5% 18% Gender Male 18% 9% 15% Female 13% 5% 25% Age Under 50 17% 8% 15% 50+ 8% 4% 35% MARTA train usage Once a week or more 17% 4% 10% Less than once a week 16% 7% 20% Park-n-Ride usage Use a Park-n-Ride 14% 6% 17% Do not use a Park-n-Ride 5% 6% 24% Employment status Full-time 18% 7% 15% Not full-time 8% 6% 32% Commute time Less than 15 minutes 4% 9% 19% 15 to 29 minutes 27% 12% 14% 30+ minutes 17% 3% 17%

The Schapiro Group, Inc. 74

APPENDIX IV: EMPLOYEE SURVEY TABLES

As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments include space set aside for parks and green Very Somewhat Somewhat Very space? important important unimportant unimportant Total 72% 22% 4% 2% Gender Male 75% 20% 4% 2% Female 69% 24% 5% 2% Age Under 50 72% 22% 4% 2% 50+ 71% 22% 4% 2% MARTA train usage Once a month or more 70% 23% 5% 2% Less than once a month 74% 21% 4% 2% Commute time Less than 30 minutes 83% 13% 2% 1% 30+ minutes 67% 25% 5% 2%

As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments include space set aside for parks and green space? Important Unimportant Total 94% 6% Gender Male 95% 5% Female 93% 7% Age Under 50 94% 6% 50+ 93% 7% MARTA train usage Once a month or more 93% 7% Less than once a month 94% 6% Commute time Less than 30 minutes 96% 4% 30+ minutes 93% 7%

The Schapiro Group, Inc. 75

As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments are located close to each other, so that you can easily get around the area by walking, biking, Very Somewhat Somewhat Very or taking public transportation? important important unimportant unimportant Total 47% 35% 14% 5% Gender Male 50% 31% 14% 5% Female 44% 38% 14% 4% Age Under 50 49% 34% 14% 4% 50+ 42% 38% 14% 7% MARTA train usage Once a month or more 56% 29% 11% 4% Less than once a month 42% 38% 15% 4% Commute time Less than 30 minutes 39% 41% 15% 5% 30+ minutes 50% 32% 14% 4%

As the area surrounding your workplace grows, how important is it to you that new commercial and residential developments are located close to each other, so that you can easily get around the area by walking, biking, or taking public transportation? Important Unimportant Total 82% 18% Gender Male 81% 19% Female 82% 18% Age Under 50 82% 18% 50+ 80% 20% MARTA train usage Once a month or more 85% 15% Less than once a month 81% 19% Commute time Less than 30 minutes 80% 20% 30+ minutes 82% 18%

The Schapiro Group, Inc. 76

As the area surrounding your workplace grows, how important is it to you to have Very Somewhat Somewhat Very nearby access to MARTA trains? important important unimportant unimportant Total 62% 23% 7% 8% Gender Male 65% 22% 8% 6% Female 59% 25% 7% 10% Age Under 50 63% 22% 8% 8% 50+ 58% 28% 7% 8% MARTA train usage Once a month or more 85% 11% 3% 2% Less than once a month 54% 28% 10% 9% Commute time Less than 30 minutes 53% 31% 6% 10% 30+ minutes 66% 20% 7% 7%

As the area surrounding your workplace grows, how important is it to you to have nearby access to MARTA trains? Important Unimportant Total 85% 15% Gender Male 86% 14% Female 84% 16% Age Under 50 85% 15% 50+ 86% 14% MARTA train usage Once a month or more 95% 5% Less than once a month 81% 19% Commute time Less than 30 minutes 84% 16% 30+ minutes 86% 14%

Have you ever ridden MARTA trains or buses? Yes No Total 94% 6% Gender Male 95% 5% Female 91% 9% Age Under 50 93% 7% 50+ 94% 6% MARTA train usage Once a month or more 100% 0% Less than once a month 100% 0% Commute time Less than 30 minutes 94% 6% 30+ minutes 93% 7%

The Schapiro Group, Inc. 77

Train Did you ride a train only, bus only, or both? only Both Total 62% 38% Gender Male 63% 37% Female 60% 40% Age Under 50 62% 38% 50+ 61% 39% MARTA train usage Once a month or more 53% 47% Less than once a month 66% 34% Commute time Less than 30 minutes 69% 31% 30+ minutes 59% 41%

Daily, or Once On average, how often do you ride a most Once a MARTA train? days Once Once every year in a a a few or week week month months less Never Total 7% 8% 17% 40% 27% 2% Gender Male 6% 12% 20% 40% 20% 3% Female 7% 4% 15% 39% 34% 1% Age Under 50 8% 7% 18% 39% 26% 3% 50+ 4% 9% 15% 42% 28% 2% Commute time Less than 30 minutes 1% 9% 24% 43% 21% 2% 30+ minutes 9% 7% 15% 38% 28% 2%

Is your workplace located within walking Don't distance of a MARTA train station? Yes No know Total 4% 92% 4% Gender Male 3% 94% 3% Female 4% 91% 5% Age Under 50 5% 90% 5% 50+ 0% 97% 3% MARTA train usage Once a month or more 5% 95% 0% Less than once a month 3% 93% 4% Commute time Less than 30 minutes 2% 96% 2% 30+ minutes 4% 91% 5%

The Schapiro Group, Inc. 78

Is your workplace located within walking Don't distance of a MARTA bus stop? Yes No know Total 68% 12% 19% Gender Male 67% 12% 21% Female 69% 13% 18% Age Under 50 69% 11% 20% 50+ 65% 16% 19% MARTA train usage Once a month or more 73% 15% 12% Less than once a month 67% 11% 21% Commute time Less than 30 minutes 72% 13% 16% 30+ minutes 67% 12% 21%

Is your home located within walking distance Don't of a MARTA bus stop? Yes No know Total 25% 70% 5% Gender Male 22% 72% 6% Female 29% 68% 3% Age Under 50 26% 69% 4% 50+ 22% 72% 5% MARTA train usage Once a month or more 40% 59% 1% Less than once a month 20% 74% 6% Commute time Less than 30 minutes 26% 64% 10% 30+ minutes 25% 72% 3%

I would ride a MARTA train more often if there was a train station or bus stop closer to my Strongly Somewhat Somewhat Strongly workplace. agree agree disagree disagree Total 55% 29% 9% 8% Gender Male 58% 29% 8% 5% Female 51% 29% 9% 11% Age Under 50 55% 29% 9% 7% 50+ 54% 29% 7% 9% MARTA train usage Once a month or more 74% 19% 5% 2% Less than once a month 46% 34% 10% 10% Commute time Less than 30 minutes 47% 27% 14% 12% 30+ minutes 58% 29% 7% 7%

The Schapiro Group, Inc. 79

I would ride a MARTA train more often if there was a train station or bus stop closer to my workplace. Agree Disagree Total 84% 16% Gender Male 87% 13% Female 80% 20% Age Under 50 84% 16% 50+ 83% 17% MARTA train usage Once a month or more 93% 7% Less than once a month 81% 19% Commute time Less than 30 minutes 74% 26% 30+ minutes 87% 13%

I would ride a MARTA train more often if there was a train station or bus stop closer to my Strongly Somewhat Somewhat Strongly home. agree agree disagree disagree Total 54% 30% 8% 8% Gender Male 58% 29% 8% 6% Female 50% 31% 9% 10% Age Under 50 56% 28% 8% 8% 50+ 47% 36% 8% 9% MARTA train usage Once a month or more 69% 19% 7% 5% Less than once a month 46% 37% 9% 9% Commute time Less than 30 minutes 43% 34% 12% 11% 30+ minutes 58% 28% 7% 7%

The Schapiro Group, Inc. 80

I would ride a MARTA train more often if there was a train station or bus stop closer to my home. Agree Disagree Total 84% 16% Gender Male 87% 13% Female 81% 19% Age Under 50 84% 16% 50+ 83% 17% MARTA train usage Once a month or more 89% 11% Less than once a month 83% 17% Commute time Less than 30 minutes 77% 23% 30+ minutes 86% 14%

I would ride a MARTA train more often if it Strongly Somewhat Somewhat Strongly was cleaner. agree agree disagree disagree Total 26% 42% 27% 6% Gender Male 20% 41% 32% 7% Female 32% 43% 21% 4% Age Under 50 26% 42% 27% 5% 50+ 25% 43% 26% 7% MARTA train usage Once a month or more 25% 41% 29% 5% Less than once a month 24% 42% 27% 6% Commute time Less than 30 minutes 20% 38% 36% 7% 30+ minutes 28% 43% 23% 5%

I would ride a MARTA train more often if it was cleaner. Agree Disagree Total 68% 32% Gender Male 61% 39% Female 75% 25% Age Under 50 68% 32% 50+ 67% 33% MARTA train usage Once a month or more 66% 34% Less than once a month 66% 34% Commute time Less than 30 minutes 58% 42% 30+ minutes 72% 28%

The Schapiro Group, Inc. 81

I would ride a MARTA train more often if I felt Strongly Somewhat Somewhat Strongly safer. agree agree disagree disagree Total 34% 37% 23% 6% Gender Male 28% 36% 28% 8% Female 40% 39% 17% 3% Age Under 50 32% 38% 25% 5% 50+ 38% 36% 19% 7% MARTA train usage Once a month or more 28% 41% 25% 6% Less than once a month 36% 35% 24% 6% Commute time Less than 30 minutes 30% 36% 27% 7% 30+ minutes 36% 38% 21% 5%

I would ride a MARTA train more often if I felt safer. Agree Disagree Total 71% 29% Gender Male 64% 36% Female 79% 21% Age Under 50 70% 30% 50+ 75% 25% MARTA train usage Once a month or more 69% 31% Less than once a month 71% 29% Commute time Less than 30 minutes 66% 34% 30+ minutes 74% 26%

I would ride a MARTA train more often if I had Strongly Somewhat Somewhat Strongly to wait less time for a train. agree agree disagree disagree Total 37% 39% 20% 4% Gender Male 32% 40% 25% 3% Female 43% 37% 15% 5% Age Under 50 40% 36% 21% 3% 50+ 30% 46% 17% 7% MARTA train usage Once a month or more 41% 33% 23% 3% Less than once a month 36% 40% 20% 4% Commute time Less than 30 minutes 36% 31% 26% 7% 30+ minutes 38% 41% 18% 3%

The Schapiro Group, Inc. 82

I would ride a MARTA train more often if I had to wait less time for a train. Agree Disagree Total 76% 24% Gender Male 72% 28% Female 80% 20% Age Under 50 76% 24% 50+ 76% 24% MARTA train usage Once a month or more 74% 26% Less than once a month 76% 24% Commute time Less than 30 minutes 67% 33% 30+ minutes 79% 21%

I would ride a MARTA train more often if it Strongly Somewhat Somewhat Strongly took less time to reach my destination. agree agree disagree disagree Total 52% 32% 13% 4% Gender Male 52% 31% 15% 3% Female 52% 33% 10% 5% Age Under 50 53% 31% 13% 3% 50+ 49% 33% 12% 6% MARTA train usage Once a month or more 55% 27% 13% 5% Less than once a month 51% 34% 13% 3% Commute time Less than 30 minutes 46% 33% 15% 6% 30+ minutes 54% 32% 11% 3%

I would ride a MARTA train more often if it took less time to reach my destination. Agree Disagree Total 84% 16% Gender Male 83% 17% Female 85% 15% Age Under 50 84% 16% 50+ 82% 18% MARTA train usage Once a month or more 82% 18% Less than once a month 84% 16% Commute time Less than 30 minutes 79% 21% 30+ minutes 86% 14%

The Schapiro Group, Inc. 83

I wish that I could reduce the amount of time I Strongly Somewhat Somewhat Strongly spend driving during the week. agree agree disagree disagree Total 71% 18% 8% 2% Gender Male 71% 19% 8% 2% Female 71% 17% 9% 2% Age Under 50 73% 18% 8% 2% 50+ 67% 20% 9% 3% MARTA train usage Once a month or more 77% 16% 5% 1% Less than once a month 68% 20% 10% 2% Commute time Less than 30 minutes 45% 27% 21% 7% 30+ minutes 82% 15% 3% 1%

I wish that I could reduce the amount of time I spend driving during the week. Agree Disagree Total 89% 11% Gender Male 90% 10% Female 89% 11% Age Under 50 90% 10% 50+ 88% 12% MARTA train usage Once a month or more 93% 7% Less than once a month 88% 12% Commute time Less than 30 minutes 72% 28% 30+ minutes 96% 4%

I wish that I could use the MARTA train to Strongly Somewhat Somewhat Strongly commute to and from work. agree agree disagree disagree Total 57% 23% 13% 7% Gender Male 61% 20% 13% 5% Female 53% 25% 13% 9% Age Under 50 59% 23% 12% 7% 50+ 53% 23% 17% 8% MARTA train usage Once a month or more 72% 16% 8% 3% Less than once a month 53% 26% 14% 8% Commute time Less than 30 minutes 34% 27% 25% 13% 30+ minutes 67% 20% 8% 5%

The Schapiro Group, Inc. 84

I wish that I could use the MARTA train to commute to and from work. Agree Disagree Total 80% 20% Gender Male 82% 18% Female 78% 22% Age Under 50 81% 19% 50+ 76% 24% MARTA train usage Once a month or more 88% 12% Less than once a month 78% 22% Commute time Less than 30 minutes 61% 39% 30+ minutes 88% 12%

I wish that the stores I go to most often were Strongly Somewhat Somewhat Strongly closer to my house. agree agree disagree disagree Total 23% 32% 37% 8% Gender Male 22% 33% 38% 7% Female 24% 31% 37% 9% Age Under 50 24% 31% 38% 7% 50+ 21% 33% 36% 9% MARTA train usage Once a month or more 31% 30% 34% 5% Less than once a month 19% 33% 39% 9% Commute time Less than 30 minutes 20% 27% 44% 9% 30+ minutes 24% 34% 35% 8%

I wish that the stores I go to most often were closer to my house. Agree Disagree Total 55% 45% Gender Male 55% 45% Female 54% 46% Age Under 50 55% 45% 50+ 54% 46% MARTA train usage Once a month or more 61% 39% Less than once a month 52% 48% Commute time Less than 30 minutes 47% 53% 30+ minutes 58% 42%

The Schapiro Group, Inc. 85

I wish that I could run errands during my lunch Strongly Somewhat Somewhat Strongly hour without having to drive. agree agree disagree disagree Total 32% 35% 26% 8% Gender Male 31% 38% 25% 6% Female 33% 31% 27% 9% Age Under 50 33% 35% 25% 6% 50+ 28% 33% 28% 11% MARTA train usage Once a month or more 45% 31% 21% 3% Less than once a month 26% 37% 29% 8% Commute time Less than 30 minutes 32% 28% 33% 7% 30+ minutes 32% 37% 24% 8%

I wish that I could run errands during my lunch hour without having to drive. Agree Disagree Total 66% 34% Gender Male 69% 31% Female 64% 36% Age Under 50 68% 32% 50+ 62% 38% MARTA train usage Once a month or more 75% 25% Less than once a month 63% 37% Commute time Less than 30 minutes 60% 40% 30+ minutes 69% 31%

I wish that my home and my workplace were Strongly Somewhat Somewhat Strongly closer together. agree agree disagree disagree Total 49% 26% 20% 5% Gender Male 47% 25% 23% 5% Female 52% 27% 16% 5% Age Under 50 51% 26% 18% 4% 50+ 43% 25% 23% 8% MARTA train usage Once a month or more 51% 25% 21% 3% Less than once a month 47% 26% 21% 6% Commute time Less than 30 minutes 24% 31% 35% 10% 30+ minutes 59% 25% 13% 3%

The Schapiro Group, Inc. 86

I wish that my home and my workplace were closer together. Agree Disagree Total 75% 25% Gender Male 72% 28% Female 79% 21% Age Under 50 78% 22% 50+ 69% 31% MARTA train usage Once a month or more 76% 24% Less than once a month 74% 26% Commute time Less than 30 minutes 56% 44% 30+ minutes 83% 17%

I would consider moving to a home close to my workplace if there were new residential developments and a MARTA train station near Strongly Somewhat Somewhat Strongly my current workplace. agree agree disagree disagree Total 17% 26% 33% 24% Gender Male 19% 25% 32% 25% Female 15% 28% 34% 22% Age Under 50 20% 26% 34% 20% 50+ 9% 27% 31% 33% MARTA train usage Once a month or more 32% 30% 25% 13% Less than once a month 11% 25% 35% 29% Commute time Less than 30 minutes 13% 30% 31% 26% 30+ minutes 19% 25% 33% 23%

The Schapiro Group, Inc. 87

I would consider moving to a home close to my workplace if there were new residential developments and a MARTA train station near my current workplace. Agree Disagree Total 43% 57% Gender Male 43% 57% Female 43% 57% Age Under 50 46% 54% 50+ 36% 64% MARTA train usage Once a month or more 62% 38% Less than once a month 36% 64% Commute time Less than 30 minutes 43% 57% 30+ minutes 44% 56%

Holcomb Haynes Old If MARTA were to extend its train service Bridge Bridge Milton Windward north of North Springs station, which of the Road Road Parkway Parkway following locations would be the most and and and and convenient to you for a new MARTA train Georgia Georgia Georgia Georgia Don't station? 400 400 400 400 know Total 8% 18% 17% 47% 10% Gender Male 8% 14% 14% 55% 8% Female 7% 23% 20% 38% 13% Age Under 50 8% 19% 15% 48% 9% 50+ 6% 17% 22% 43% 12% MARTA train usage Once a month or more 6% 23% 19% 50% 3% Less than once a month 9% 16% 17% 46% 12% Commute time Less than 30 minutes 13% 18% 24% 39% 7% 30+ minutes 5% 19% 14% 50% 11%

The Schapiro Group, Inc. 88

Finance, Industry insurance, Professional Public Manufacturing real estate services Transportation Healthcare Nonprofit sector Other Total 9% 21% 34% 1% 0% 12% 1% 22% Gender Male 11% 12% 45% 0% 0% 9% 2% 21% Female 6% 32% 22% 2% 0% 15% 0% 22% Age Under 50 8% 23% 35% 2% 0% 9% 2% 22% 50+ 12% 17% 29% 0% 0% 21% 0% 21% MARTA train Once a month or usage more 13% 20% 37% 0% 1% 11% 3% 16% Less than once a month 6% 22% 32% 2% 0% 12% 1% 24% Commute time Less than 30 minutes 11% 18% 29% 1% 0% 19% 1% 21% 30+ minutes 8% 23% 35% 1% 0% 10% 1% 22%

Gender Male Female Total 52% 48% Age Under 50 52% 48% 50+ 51% 49% MARTA train usage Once a month or more 62% 38% Less than once a month 49% 51% Commute time Less than 30 minutes 56% 44% 30+ minutes 50% 50%

Less 45 or Doesn't Commute time than 5 5-9 10-14 15-19 20-29 30-44 more commute minutes minutes minutes minutes minutes minutes minutes to work Total 1% 4% 3% 6% 13% 24% 49% 1% Gender Male 1% 4% 3% 5% 16% 26% 44% 2% Female 1% 4% 4% 7% 10% 21% 54% 0% Age Under 50 1% 4% 3% 5% 12% 24% 50% 1% 50+ 1% 4% 3% 9% 13% 23% 45% 1% MARTA train usage Once a month or more 1% 3% 3% 8% 13% 21% 50% 1% Less than once a month 1% 4% 3% 5% 13% 24% 48% 2%

The Schapiro Group, Inc. 89

65 Age and 18-34 35-49 50-64 over Total 17% 56% 27% 0% Gender Male 16% 57% 27% 0% Female 19% 54% 27% 0% MARTA train usage Once a month or more 17% 59% 24% 1% Less than once a month 17% 54% 29% 0% Commute time Less than 30 minutes 13% 55% 30% 1% 30+ minutes 19% 56% 25% 0%

High school 2 year Education diploma associate Bachelor's Graduate or less degree degree or higher Total 8% 19% 49% 23% Gender Male 3% 14% 50% 34% Female 14% 26% 49% 12% Age Under 50 6% 18% 53% 22% 50+ 13% 22% 38% 26% MARTA train usage Once a month or more 5% 18% 47% 30% Less than once a month 9% 21% 50% 20% Commute time Less than 30 minutes 9% 20% 48% 23% 30+ minutes 8% 19% 50% 23%

The Schapiro Group, Inc. 90

Less Income than 200,000 Refus $40,000 $40,000-$59,999 $60,000-$74,999 $75,000-$124,999 $125,000-$199,999 or more ed Total 8% 11% 12% 31% 15% 2% 21% Gender Male 1% 8% 10% 38% 20% 3% 20% Female 15% 15% 14% 23% 9% 1% 23% Age Under 50 8% 12% 12% 30% 14% 2% 22% 50+ 7% 8% 12% 33% 17% 2% 21% MARTA Once a month or train usage more 9% 9% 13% 30% 15% 4% 19% Less than once a month 8% 10% 12% 30% 16% 2% 22% Commute Less than 30 time minutes 7% 7% 16% 31% 16% 2% 21% 30+ minutes 8% 12% 10% 31% 14% 2% 21%

The Schapiro Group, Inc. 91