TOD Collaborative

People who live or work in communities with high quality public transit tend to drive significantly less and rely more on alternative modes of transportation contributing to many health benefits.Neighborhood design features that support transit, such as walkability and mixed land use, also support public health. Health benefits of transit-oriented neighborhoods include increased physical fitness, improved mental health, improved basic access to medical care and healthy food and reduced traffic crashes and pollution emissions.¹

Public Transit Accessibility Improves Physical Fitness

Public Transit Improves Health

Nearly half of Americans do not meet the Surgeon General’s recommendation of 30 minutes of physical activity daily. Walking to public transit has proven to help transit users meet their daily physical activity recommendations.²

Marisa GhaniSenior Planner, Land Usep: 404.463.3309f: 404.463.3254e: [email protected]

Atlanta - Sandy Springs - Marietta was ranked 21st out of 50 of the largest metropolitan MSA’s in the US American Fitness Index4

Areas for Improvement

Percent obese

Percent with asthma

Lower percent walking or biking to workLower percent primary health care providers per capita

Lower percent city area as parkland

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Tennis Courts

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Of people with safe places to walk within ten minutes of home, 43% achieve physical activity targets, compared with 27% of less walkable area residents²

In Georgia 65.0% of adults were overweight, with a Body Mass Index (BMI) of 25 or greater (US: 63.7%); 30.4% of adults were obese, with a BMI of 30 or greater (US: 27.5%)

1. Litman, T., Evaluating Public Transportation Health Benefits, 2010, Victoria Transport Policy Institute. p. 1-32.; 2. Dannenberg, L.B.a.A., Walking to Public Transit: Steps to Meet Physical Activity Recommendations, 2005, Centers for Disease Control: American Journal of Preventative Medicine. p. 274-280.; 3. The Food and Research Center, The Most Recent National and State Prevalence for Overweight and Obesity (including the District of Columbia), 2011, Center for Disease Control and Prevention: The Food and Research Center; 4.Chamness et al., ACSM Health and Community Fitness Status of the 50 Largest Metropolitan Areas, 2012, American Fitness Index. p. 1-128. 5.Silver Comet Trail. [cited 2013 4/4/2013]; Available from: http://www.silvercometga.com/.

Our Region is Working to Improve Accessibility

Through the LCI program, ARC continues to implement accessibility improvements such as sidewalks, multi-use trails and bicycle lanes to expand transportation alternatives and enhance mobility.Construction of the Beltline, a 22-mile network of multi-use trails that encompasses much of Atlanta, has created the potential to reconnect 45 neighborhoods through alternative modes of transportation.Atlanta’s PATH Foundation has developed 25 miles of greenway trails connecting the city’s communities. The Silver Comet Trail is a 61.5 mile long trail that is used for hikers and bikers, walkers, and is also wheelchair accessible. 5

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Source: American Fitness Index

6.Villianatos et al., Transportation and Food: The Importance of Food Access, 2002, Urban and Environment Policy Institute. p. 1-8.; 7.Map the Meal Gap, Food Insecurity in Your County. 2013 2013 [cited 2013 4/4/2013]; Available from: http://feedingamerica.org/hunger-in-america/hunger-studies/map-the-meal-gap.aspx.;8.American Community Survey 2007-2011. 9. S. Treuhauf and A. Karpyn, The Grocery Gap: Who Has Access to Healthy Food and Why It Matters, 2010, The Food Trust. p. 1-44.; PICTURES AND MAPS: Source - pps.org; Progressive Transit.Wordpress.com; and FeedingAmerica.com; BVBlackspin.com

Public Transportation Accessibility Improves Access to Food

Public transit can increase access to healthy foods, thus increasing food access and decreasing insecurity. In particular neighborhoods at risk for food insecurity are low-income, communities of color and rural areas.

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Transportation Issues Remain a Top Barrier to Healthy Food Access

Limited access to transportation, epecially for low-income householeds, is a primary cause of food insecurity because it limits the amount of healthy food options available within close proximity. Food insecurity refers to the lack of access to enough food for a healthy life for all houehold members.

Only 10 grocery stores are located within a half-mile of a MARTA rail station.

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Transportation policies and programs can make it easier for vulnerable populations to affordable, healthy food by:

● Developing mass transit, car-sharing and bike-sharing programs to support other modes of transportation

● Adding bus routes or providing funding for store operated shuttles to increase access to food retailers

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● Fulton County 18.3%● Dekalb County 10.1%● Clayton County 7.5%

The effect is worse for counties with a higher percentage of households without cars.

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MARTA and other agencies, such as C-Tran, Clayton County’s local bus system, have elminated bus routes or completely ceased transit services. This increases the vulnerability of the 6% of households in the region that do not have access to a vehicle. 8

● Studies find that residents with greater access to supermarkets or healthy food consume more fresh produce and other healthful items.

● Children continue to struggle with hunger in every county in the nation. More than 1,000 counties have more than one in four children who are at risk of hunger.

● Food insecurity in Georgia is 19.9%, 4% higher than the national average (16.1%); 16.9 percent in the region.

Proximity of Grocery Stores to Transit Stations

The map above illustrates food insecurity in Georgia. The Atlanta Community Food Bank, one of seven food banks in Georgia, distributes food to 29 counties in the region to lower the prevalence of food insecurity.

Food Banks

Food Insecurity in the State of Georgia

June 2013


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Fulton County Fresh Cooperative Fresh Mobile Farmer’s Market provides residents with fresh fruits and vegetables. Mobile markets improve access to food by decreasing the distance one must travel to find healthy food.

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Grocery Stores Near Transit

● Low-income households are 6 to 7 times more likely than other U.S. households to not own cars. In the 10-county Atlanta region, an average of 6% of households does not have access to a vehicle. 6

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By creating and preserving affordable living options in areas near transit with access to employment centers and daily services people can reduce the costs of living.

The amount of money a household spends on transportation is directly connected to the location of their home. When transportation costs are added to the cost of renting or owning a home, many places that seemed affordable are shown to be more expensive than expected.¹

Public Transportation Accessibility Helps Make Housing Affordable

Public Transit and Affordable Housing Options

Atlanta boasts the second most affordable housing market in the United States (AJC)², but unfortunately when transportation is factored in, this is no longer true. An analysis of data in the Housing and Transportation Index reveals that:

Of the land within a half-mile of Lindbergh Station, 54 percent is residential and 34 percent is zoned commercial.³


1.The Pitton Foundation and Reconnecting America, The Denver Equity Atlas 2011. p. 1-61.; 2.D. Markiewicz, Atlanta No. 2 most affordable housing market, 2012, Atlanta Journal Constitution.; 3.Lindbergh Center Station Transit Oriented Development 2012, MARTA. p. 1-4.; 4.Average Annual Transportation Costs for the National Typical Household, 2012, Center for Neighborhood Technology. p. 1-2.; 5.B. Lipman, A Heavy Load: The Combined Housing and Transportation Burdens of Working Families, 2006, Center for Housing Policy: Washington, D.C.; 6. Breakthroughs, 2009, Regulatory Barriers Clearinghouse.

Housing Affordability in Atlanta by the Numbers

This map illustrates housing and transportation costs as a percent of income. In the Atlanta region, most people spend over 45% of their income on housing and transportation costs.

● All typical households spend more than 15% of their yearly income on transportation costs.

Transportation Costs as a Percentage of Annual Income

June 2013

● 30% of typical households, with a median income of $58,390, spend over 30% or more of their yearly income on housing, and 80% of typical households spend 45% of their yearly income on housing and transportation costs. 4

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A typical household in the Atlanta region with a median income of $58,390 spends an average of $14,305 in transportation costs annually. That’s $1,192 per month, ranking Atlanta 44th out of the nation’s 51 largest metros.4

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Working families in the Atlanta region with incomes between $20,000 and $50,000 spend 61% of their yearly budget on housing and transportation costs. 5

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Working families who live in downtown Atlanta neighborhoods, take almost twice as long to commute to their jobs by public transit as by private car. 5

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● Developing affordable housing at TOD sites can reduce transportation and housing costs for low-income families, and increase transit ridership to justify the infrastructure development costs of the TOD. 6

Opportunities for Encouraging Affordable Housing Options Near Transit

Affordable Housing Near Transit

13.6% of our region’s HUD Section 8/202 units are near MARTA stations, but many are in threat of expiring. A study by Reconnecting America and the National Housing Trust for AARP shows that contracts on a majority of privately owned HUD-subsidized housing units are due to expire in 2014, endangering the affordability of 5,314 units near transit and 724 units designated for seniors.

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LegendFederally Assisted Homes Within A Quarter Mile of Transit

Federally Assisted Homes Within Half Mile of Transit Federally Assisted Homes Not Near Frequent Transit Bus Route Number Frequent Service Bus Line (15 Minutes AM to PM Peak) Rail Line/Stations (Current + Proposed) Freeway/Highway Bus Quarter/Half Mile Catchment Rail Quarter/Half Mile Radius City Boundaries/Urban Area

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LegendFederally Assisted Homes Within A Quarter Mile of Transit

Federally Assisted Homes Within Half Mile of Transit Federally Assisted Homes Not Near Frequent Transit Bus Route Number Frequent Service Bus Line (15 Minutes AM to PM Peak) Rail Line/Stations (Current + Proposed) Freeway/Highway Bus Quarter/Half Mile Catchment Rail Quarter/Half Mile Radius City Boundaries/Urban Area

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The Atlanta Beltline and MARTA are committed to Creating Affordable Housing

● Over, 75 affordable owner-occupied units ● Over, 40 affordable rental units, and ● the Atlanta Land Trust Collaborative which was formed (2011) to foster affordable TOD

As of June 2013, 15 percent of total net bond proceeds has been capitalized in the Atlanta Beltline Affordable Housing Trust Fund. This funding is committed for:

7.Are We There Yet?: Creating Complete Communities for 21st Century America, 2012, Reconnecting America: Washington, D.C. p. 1-91. 8.Mixed-Income Housing Near Transit, 2012, The Center for Transit Oriented Development. p. 1-28.; 9.Affordable Housing Progress. 2013 2013 [cited 2013 4/4/2013]; Available from: http://beltline.org/progress/progress/affordable-housing-progress/ 10.Metro Atlanta Rapid Transit Authority, , MARTA’s Policy Framework and Strategic Approach to Action, 2012.; 11. Joint Development Program, 2007, Los Angeles County Metropolitan Transportation Authority. p. 1-4. PICTURES AND MAPS: Source - LA.Streetsblog.org, ItsMARTA.org, ReconnectingAmerica.org

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Volatile gas prices, traffic congestion, and the changing demographics of the U.S. population and our region are increasing the demand for housing near transit.¹ The high demand for housing near transit may push the price of housing too high for those who would benefit financially from living in compact communities. Our region ranks in the top 10 in the country for the fastest household growth near transit (19.2%). Programs and policy will be needed to make sure a percentage of this is affordable.

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Total Units Near Transit % of Total Elderly Units Expire 201410,027 5,314 53% 724 3,376

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MARTA applied a 20% affordable housing policy goal for housing affordability as part of the joint development project. This type pf project couples a transit agency with a private developer with the goal of providing affordable housing options near transit.

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Proximity of Affordable Housing to Transit Stations

June 2013


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Needs and Tools to Preserve Affordable Housing

The Atlanta region is the second fastest growing metropolitan area in the nation, with a current population of about 4.1 million people. As population and economic growth increase, local governments like Atlanta are looking for ways to prevent displacement of lower to middle-income residents and provide long-term affordable housing options.

A typical household in the Atlanta region with a median income of $58,390 spends an average of $14,305 in transportation costs annually. That’s $1,192 per month, ranking Atlanta 44th out of the nation’s 51 largest metros.¹30% of typical households in the Atlanta region with median income of $58,390, spend over 30% of their yearly income on housing and 80% spend more than 45% of their yearly income on housing and transportation costs.

Working families in the Atlanta region with incomes between $20,000 and $50,000 spend 61% of their yearly budget on housing and transportation costs.²

Atlanta Mitigates Displacement and Preserves Affordable Housing

Housing is considered affordable if it costs no more than 30% of the monthly household income for rent and utilities and no more than 45% of housing and transportation costs. Policies are needed to preserve and create affordable housing.


Market demand for the number of households likely to be looking to rent or buy housing near transit will increase to 14.6 million households by 2025 and 15.2 million households by 2030, with just under 229,000 in Atlanta³

This map illustrates housing and transportation costs as a percent of income. In the Atlanta region, most people spend over 45% of their income on housing and transportation costs.

1.Average Annual Transportation Costs for the National Typical Household, 2012, Center for Neighborhood Technology. p. 1-2.; 2.B. Lipman, A Heavy Load: The Combined Housing and Transportation Burdens of Working Families, 2006, Center for Housing Policy: Washington, D.C.; 3. Center for TOD Demand Estimate Update [cited 2013 4/22/2013]; Available from: http://www.ctod.org/portal/sites/default/files/2008demestctod.pdf. 4.Metro Atlanta Rapid Transit Authority, , MARTA’s Policy Framework and Strategic Approach to Action, 2012.; 5. Atlanta Development Authority, Atlanta Beltline Affordable Housing Trust Fund Developer Grants, 2011. p. 1-38.; 6.Arlington, Virgina Department of Community Planning and Development., 2006p. 1-4.; 7. The Effects of Inclusionary Zoning on Local Housing Markets: Lessons from the San Francisco, Washington DC and Suburban Boston Areas, 2008, Center for Housing Policy. p. 1-13; PICTURES and MAPS: Source - H+T Affordability Index, tumblr.com - mass housing;

MARTA applies a 20% affordable housing policy goal for housing affordability as part of all joint development projects (residential and mixed-use TOD). This is one way that MARTA looks to provide affordable housing options near transit stops.

The City Council created the Beltline Affordable Housing Trust Fund (BAHTF) to create and preserve affordable housing in the Beltline neighborhoods with approximately 115 units planned. Once completed these units will be a prime example of connecting affordable housing to public transportation.

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Need for Affordable Housing in AtlantaTransportation Costs as a Percentage of Annual Income

June 2013

At market rates, over 75 percent of households in Atlanta will need assistance to be able to afford the rents or prices of new homes being built inside the City limits.

Organizations that Provide Funding for Affordable Housing

Pro and Cons of Inclusionary ZoningPros Cons

Local Government

Creates affordable housing with government subsidies

Does not produce many units unless mandatory

DevelopersOffsets costs that a developer incurs

Hinders developers' ability to spend and make profit freely

Member of the Community

Receipt of market-rate construction

The influx of families places a strain on existing infrastructure and city services

Tools for Preserving Affordable Housing

8. Cardinale, M. U.S.: Cities Use Inclusionary Zoning as Housing Costs Climb. Inter Press Agency, 2009.;9. Enterprise Green Communities Criteria Project Management Guide Enterprise Communities p. 1-90.; 10. Federal Home Loan Bank. Affordable Housing Competitive. 2013 4/5/2013]; Available from: http://corp.fhlbatl.com/CommunityInvestment.aspx?id=116.; 11. Atlanta Neighborhood Development Partnership. About ANDP. 2013 [cited 2013 4/5/2013]; Available from: http://www.andpi.org/about/index.html. 12. Affairs, G.D.o.C. Tax Credit Assistance Program. 2013 [cited 2013 4/17]; Available from: http://www.dca.ga.gov/housing/housingdevelopment/programs/TCAP.asp. PICTURES and MAPS: Source - Activerain.com

Some affordable housing tools, such as tax-exempt financing and Low Income Housing Tax Credits are well-known and broadly used. Others, such as bonus density and inclusionary zoning, are not uncommon, but the specifics of use vary by jurisdiction. 6

Inclusionary Zoning (IZ) Preserves Affordability

Enterprise Community Partners - Enterprise Green Communities (since 1982)● Ensures that all housing with public subsidy and long term affordability requirements has the opportunity to benefit from green practices by 2020; currently 27,000 affordable homes have been built.● Has invested over $11.5 billion in equity, grants and loans to help build or preserve nearly 300,000 affordable rental and for-sale homes for more than 1 million people and produced more than 410,000 jobs nationwide.

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FHLBank Atlanta - Affordable Housing Program (AHP)● Source of funding to develop affordable owner-occupied and rental housing for low- to moderate-income families and individuals.● Since 1990, FHLBank Atlanta has awarded $424 million to help construct or rehabilitate more than 70,000 home ownership and rental units in metro Atlanta.

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Atlanta Neighborhood Development Partnership ● Creates and preserves mixed-income communities through direct development, lending, and advocacy that result in the equitable distribution of affordable housing throughout the metropolitan Atlanta region.● Throughout its history, ANDP has supported the creation of more than 8,000 units of housing for people of low-to-moderate incomes.

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Through zoning ordinances or economic incentives, IZ requires that housing developers set aside a portion of new housing units built as affordable. However, adopting a mandatory IZ policy is essential, because it has created a larger number of affordable units. Since its inception (1972), IZ has been adopted by over 300 jurisdictions including Fulton County in 2006. Progress has been stagnant due to State regulations limiting IZ’s potential benefits. However, adopting IZ around our region’s transit stations can reconnect affordable housing with public transportation.

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Department of Community Affairs (DCA)● As part of the Tax Credit Assistance Program (TCAP) Georgia has received an allocation of $54,481,680 to address financing gaps in eligible Low Income Housing Tax Credit (LIHTC) projects.

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Transit-Oriented Development and Economic Opportunity

The efficiency, quality, and cost of our region’s transit network affects workers’ ability to access job opportunities. Transit also attracts companies that depend on transit to increase quality of life for their employees.


1. Tomer et al., Missed Opportunity: Transit and Jobs in Metropolitan America, in Metropolitan Infrastructure Initiative Series and Meterpolitan Opportunity Series 2011, Brooking Institute. p. 1-64.; 2. Goodman, P., Unemployment Problem Includes Public Transportation That Separates Poor From Jobs 2012; 3. American Community Survey 2007 - 2011; 4. Center for Transit-Oriented Development. 2011, May. Transit-Oriented Development and Employment. PICTURES and MAPS: Source - Neighborhood Nexus

The Atlanta region has experienced employment decentralization. Concentrating employment in a few subareas will be important for determining future potential for connecting job centers with transit.

Access to Employment in the Atlanta Region is Lacking

The map above illustrates the proximity of federally assisted housing units to the region’s dense employment clusters.

A typical household in the Atlanta region with a median income of $58,390 spends an average of $14,305 in transportation costs annually. That’s $1,192 per month, ranking Atlanta 44th out of the nation’s 51 largest metros.

Working families in the Atlanta region with incomes between $20,000 and $50,000 spend 61% of their yearly budget on housing and transportation costs.

Working families who live in downtown Atlanta neighborhoods, take almost twice as long to commute to their jobs by public transit as by private car.

Housing near TOD Employment Centers in the Region

3.4% of jobs are accessible by a 45 minute trip on transit7.9% of jobs are accessible by a 60 minute trip on transit

38% of our region is covered by transit, by both rail and bus service

21.7% of jobs are accessible by a 90 minute trip on transit (nat’l avg: 30%)

Atlanta ranks 91st of 100 largest metro regions for job access via public transportation.

5.9% of households do not have a car.

One in 10 low-income residents relies on some form of public transportation to get to work.

Investing in quality public transit helps facilitate greater job density, thus creating job centers. Employers can benefit if housing choices are available for workers with a wide range of incomes.

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Job Index

Worker Index

Superdistricts Chart

Many low-income workers depend on public transportaion to get to work. This map illustrates the geographic mismatch facing the region.

Percentage of Low-skilled Jobs to Percentage of Low-skilled Workers

Proximity of Private Affordable Housing to Employment Centers

As economies and opportunity decentralize, a`spatial mismatch’ has arisen between jobs and people in metropolitan America. Inner-city workers are cut off from suburban labor market opportunities, and are forced to spend a large share of their incomes on owning cars and other transportation costs. Public transportation is becoming imperative to people and attractive to companies.

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5. Bleakly Advisory Group and Tunnell, S., Walsh & Associates, Transit-Oriented Development: Implementation Strategy Assistance, 2013: Unpublished Draft. p. 1-154.; 6. The Atlanta Regional Commission., Celebrating the 10th Anniversary of the Development of Excellence Awards, The Atlanta Regional Commission. p. 1-40.; 7. Ford, S. CCP North American HQ Moving to Decatur, GA. MMORPG, 2011.; 8. Trubey, S. State Farm takes more space in Dunwoody. AJC.com, 2013.; PICTURES and MAPS: Source - urbanplanet.org, Decatur metro.com, bizjournals.com

The Atlanta region is quickly becoming an attractive region in which to work. Several companies have relocated specifically to take advantage of the area’s public transportation system. These companies join Krystal and Porshe North America as large organizations that have relocated their companies within in the region for better access to public transportation.

Employers Improving Quality of Life for Their Employees

TOD Attracts Employment Opportunities to the RegionEffectively implementing TOD principles within a half-mile radius of the region’s 37 MARTA stations can create opportunities for further development. Current conditions are:

286,754 combined jobs

15% of the 10-county region’s jobs

29% of combined Fulton / DeKalb jobs

59% of employees make $40k+/year (46% in Fulton / DeKalb overall)

43% of the combined Fulton / DeKalb office space (82.3 million square feet)27% of the combined Fulton / DeKalb retail space (34.9 million square feet)

8% of the combined Fulton / DeKalb housing units (64k households)

2001, AT&T, relocated to areas outside of three MARTA transit stations, specifically giving special attention to securing MARTA parking and transit use rights for its 10,500 Bellsouth Employees. This location near the Lindbergh Center is only .3 miles from the MARTA Lindbergh Station.

2011, CCP North America moved its North American headquarters to Decatur, GA bringing with it 150 jobs. The headquarters is located .2 miles from the MARTA Decatur Station.

2012, State Farm agreed to a deal to move its headquarters to a location near Perimeter Mall, .9 miles from the Dunwoody MARTA station. The move brought 500 jobs in to the area. Just recently the company also agreed to a lease in the same area; potentially bringing with it more jobs .

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DensityBlock Size

People

AffordabilityInclusiveness

Places

Job CreationAccessibility to Jobs

Opportunity

EQUITABLETOD

Equitable Transit-Oriented Development


1.Pollack, S., A Toolkit for Equitable Transit-Oriented Development, 2012: Northeastern University and Living Cities.; 2. Average Annual Transportation Costs for the National Typical Household, 2012, Center for Neighborhood Technology. p. 1-2.;Available from: http://www.atlantaregional.com/transportation/community-engagement/social-equity-advisory-committee.; 3. Williams, M., As Gas Prices Rise, Savings for Public Transit Riders Increase. American Public Transit Association, 2013.; 4. Goodman, P., Unemployment Problem Includes Public Transportation That Separates Poor From Jobs 2012; 5.B. Lipman, A Heavy Load: The Combined Housing and Transportation Burdens of Working Families, 2006, Center for Housing Policy: Washington, D.C.; 1. Tomer et al., Missed Opportunity: Transit and Jobs in Metropolitan America, in Metropolitan Infrastructure Initiative Series and Meterpolitan Opportunity Series 2011, Brooking Institute. p. 1-64.; PICTURES and MAPS: Source - Beltline.org, Living Cities.org

Often times traditional TOD does not promote equity, because it overlooks the needs and challenges of community members, especially low-income residents. Equitable TOD can:

What is Equitable TOD?

Traditional TOD is defined as higher-density mixed-use development within walking distance of transit stations. Incorporating the needs of core transit riders and the existing community allows Equitable TOD to become a tool that links riders to destinations of their choice including affordable housing, employment opportunities, job training and educational centers, fresh food, and green spaces for healthier living.

Equitable Transit-Oriented Development (TOD) combines placed-based solutions with a people-based approach to address the full range of needs of existing and future community residents.

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Why We Need Equitable TOD

Atlanta ranks 18th out of the top 20 cities for monthly savings from transit ridership. Core transit riders could save approximately $766 on tranportation costs per month by taking public transportation; that’s $9,195 per year.

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•A typical household in the Atlanta region with a median income of $58,390 spends an average of $14,305 in transportation costs annually. That’s $1,192 per month, ranking Atlanta 44th out of the nation’s 51 largest metros. 2

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• Increase property values without displacing residents; and

• Promote greater economic opportunity by creating easier access for low to moderate- income households;

• Encourage a balance between return on investment for private investors and equity goals

One in 10 low-income residents relies on some form of public transportation to get to work.

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Atlanta ranks 91st of 100 largest metro regions for job access via public transportation.

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Working families in the Atlanta region with incomes between $20,000 and $50,000 spend 61% of their yearly budget on housing and transportation costs.

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DensityBlock Size

People

AffordabilityInclusiveness

Places

Job CreationAccessibility to Jobs

Opportunity

EQUITABLETOD

7.Metro Atlanta Rapid Transit Authority, MARTA’s Policy Framework and Strategic Approach to Action, 2012.; 8. Commision, A.R. 2013 [cited 2013 5/7/2013]; 9.Beltline Equitable Development Plan, The Atlanta Beltline. p. 1-22.; 10. Progress, U.C.f.C.A., Atlanta Streetcar Corridor Development and Investment Guide, 2013, Urban Collage; Available from: http://www.atlantaregional.com/land-use/transit-oriented-development/atlanta-tod-collaborative. PICTURES and MAPS: Source - CaptureLifethroughtheLens.com, Atlurbanist.tumblr.com, AECOM.com.

Resources and Tools for Providing Equitable TOD

The Atlanta region is focusing its efforts and funding on projects that reconnect its neighborhoods. These projects can attract more of the region’s residential and employment growth near transit. It can also provide affordable housing options to a full range of incomes and increase access to opportunities for current and future community members.

ARC | EQUITABLE TARGET AREAS (ETA)

The Atlanta Streetcar will provide access to transit not currently available to members of surrounding neighborhoods. The streetcar can potentially reconnect underserved communities like the Old Fourth Ward which is also an ETA.

The Atlanta BeltLine links 45 neighborhoods, via a 22-mile trail. If done successfully, the project will represent equitable TOD by connecting affordable housing, access to jobs, and green space to residents of all incomes.

The Beltline Equitable Developement Plan (EDP), reinforces the commitment to equitable development expressed in the principles of the Beltline Redevelopment Plan. The EDP amplifies and expands the effort to achieve a holistic result.

BELTLINE | EQUITABLE DEVELOPEMENT PLAN

MARTA believes that residential and mixed-use TOD projects should include a significant component of affordable housing. MARTA applies a policy goal of 20% affordability, on average, to joint development projects.

MARTA | PRESERVATION OF AFFORDABLE HOUSING

ATLANTA STREETCAR | COMMUNITY IMPROVEMENT DISTRICT (CID)

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CIDs are special districts in which property owners pay a self-imposed tax for improvements. $6 million of the cost to deliver the Atlanta Streetcar was funded by the Atlanta Downtown Improvement District (ADID). The project will connect the City of Atlanta through connections to MARTA.

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The Atlanta Regional Commission (ARC) has developed the Equitable Target Areas (ETA) Index which identifies potential environmental justice communities in the Atlanta region based on age, education, median housing value, race, and poverty. The index’s primary use is intended for local and project-level prioritization and decision-making.

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Equitable Target Areas in metro-Atlanta

Equitable Target Areas (ETA) are communities that suffer from environmental injustice. The ARC’s Social Advisory Committee assists in the identification of key issues, recommends strategies and policies and serves as an ongoing link to the impacted communities.

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* This map illustrates the percentage of census tracts that have been identified as ETAs

MARTA’s transit stations are underutilized. The Atlanta TOD Collaborative is coordinating with MARTA to encourage high-quality, walkable, equitable, mixed-use development in and around its transit station areas. 8

Development Opportunities Around Transit

Identifying development opportunities located within a half-mile of transit stations is essential for creating equitable transit-oriented development (TOD). It is equally important to provide incentives that promote development.

Real estate, Employment, and Travel Patterns Warrant TOD in Our Region

Our transit stations are assets to our region. Atlanta has the opportunity in our town centers, retail districts, urban areas and employment centers to provide a compact, connected, and walkable mix of uses: housing, work, civic, retail, jobs, and services with rich transportation options.

Housing diversity near Atlanta transit station areas is lagging

8% of Fulton / DeKalb combined4.4 housing units per acre5:1 jobs for every housing unit

64,000 households•

7% of Fulton / DeKalb population33% Generation Y / Millennial 64% Singles

114,700 population•

Transit areas are major employment and commercial nodes

Rehabilitated .4 miles from Edgewood Candler station using NSP funds, the Retreat at Edgewood represents affordable housing near transit.


All data extrapolated as a result of an analysis completed by the Bleakly Advisory Group and compiled by Tunnell , Spangler, Walsh and Associates PICTURES AND MAPS: clatl.com; US Department of Transportation Federal Highway Administration

Decatur Marta Station represents mixed-use TOD. Of the area located within a half-mile, 39.2% is residential and 30.9% is commercial.

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286,750 combined 15% of Atlanta 10-county region jobs29% of combined Fulton / DeKalb jobs59% of employees make $40k+/year

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82.3 million square feet of office •34.9 million square feet of retail space •43% of Fulton DeKalb combined

27% of Fulton DeKalb combined

Undersupply of housing diversity around MARTA and Beltline•Potential shortfall for TOD households 12,541 - 58,390Demand for 10,474 affordable units not met by market around the BeltlineAvg. apartment rent = $956 per month 10% above above regional average

Capitalizing on Opportunities Around Transit Stations

Our region’s station areas are in various stages of development, but all represent areas of opportunity. Barriers, such as funding or pedestrian access, prevent high-quality development around transit. Analysis of suitable sites for development within a quarter-mile of 10 stations revealed 325 acres of underdeveloped land around station areas (1/3 of which is MARTA-owned).

MATURE station areas are located in Atlanta’s most urban locations. These areas have developed a wide-range of high-density uses over decades. Transit adds to development potential, but is not necessarily a catalyst.

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EMERGING station areas have developed urban attributes. Future real estate development will capitalize on transit access to further aid in urban in-fill.

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EMERGING POTENTIAL station areas are positioned to benefit from TOD, but may be lacking some attributes to attract large amounts of mixed-uses to-date.

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LAGGING station areas currently lack attributes that will likely attract developers looking for acceptable returns in a market-rate environment.

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PICTURES AND MAPS: Bike Walk Lincoln Park; Atlanta.Curbed.com; AtlantaBike.org; M-Bike.org; Smith Dahlia Architects; *www.AHAND.org; www.atlantaltc.org; www.enterprisecommunity.com; www.atlantaregional.com; www.FCCAlandbank.org; www.georgiastandup.org; www.livablecommunitiescoalition.org; partnershipforsouthernequity.org

Bus shelters, refuge islands, bike lanes, and bike racks are examples of infrastructure improvements that produce high-quality TOD.

The table above is used to group MARTA stations by stage of development. By placing the stations into 4 categories, potential opportunities for development are identified as a result of TOD suitability analysis.

Mature Emerging Emerging Potential LaggingBuckhead 0.73 Lindbergh Center 0.66 North Springs 0.51 Vine City 0.39Midtown 0.7 Sandy Springs 0.62 Garnett 0.51 West End 0.38Lenox 0.69 Dunwoody 0.57 Brookhaven 0.5 Oakland Park 0.36Arts Center 0.68 Medical Center 0.56 Chamblee 0.48 East Point 0.36North Avenue 0.67 Decatur 0.53 Inman Park/ Reynoldstown 0.47 Kensington 0.34Peachtree Center 0.64 Georgia State 0.53 King Memorial 0.47 Hamilton Holmes 0.32Civic Center 0.64 Avondale 0.46 College Park 0.31Dome/ GWCC/ Phillips/CNN 0.64 Ashby 0.45 Lakewood/ Ft. McPherson 0.29Five Points 0.59 Edgewood/ Candler Park 0.44 Bankhead 0.24

East Lake 0.4 West Lake 0.24Doraville 0.36 Indian Creek 0.23

Development Stage of MARTA Transit Stations

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Adopting policies that are attractive to developers is essential to overcoming the barriers to implementing TOD. MARTA uses joint development agreements to incentivize developers. Density bonuses, fee waivers, and fast track permitting are other incentives often used to ease concerns related to implementation.

Tools to Promote Development Around Transit StationsType of Cost-‐offsets What It Does and Why It Helps Developers

Density BonusAllows developers to build at a higher density than residential zones typically permit. This allows developers to build additional market-‐rate units without having to acquire more land.

Unit Size ReductionAllows developers to build smaller or differently configured inclusionary zoning units relative market-‐rate units; reducing construction and land costs.

Relaxed Parking Requirements

Allows parking space efficiency in higher density developments with underground or structured parking; reducing the number or size of spaces or allowing tandem parking.

Joint Development Agreements

Introduces an alternative to meeting different financial objectives by encouraging public-‐private partnerships. These partnerships upgrade facilities located near transit, thus lowering development and maintenance costs.

Documents

TOD Collaborative