Writing Sample - GIS Project

PLAN 625: INTRODUCTION TO GIS IN

LANDSCAPE ARCHITECTURE AND URBAN PLANNING Submitted to

Dr. Douglas Wunneburger

Transit Oriented Development - Exploring Land Utilization along

DART Corridors

Fall 2007

Nitin Warrier Masters: Urban and Regional Planning – Semester III

Texas A&M University College Station

PLAN 625 – Introduction to GIS Nitin Warrier

Masters – Urban & Regional Planning, Fall2007 2 of 19 Texas A&M University

Contents

Introduction.......................................................................................................................... 3

Methodology......................................................................................................................... 5

Success and Limitations of TOD.......................................................................................... 7

Background to DART ........................................................................................................... 8

Transit Oriented Development Initiatives.......................................................................... 10

Conclusion: Future of TOD’s in Dallas ............................................................................ 17

Bibliography....................................................................................................................... 19



List of Tables

Table 1: Land Use Categories And Codes (1995 and 2005) ................................................. 6

Table 2: TOD Indicators ........................................................................................................... 8

Table 3: Policies and Strategies of Dallas Area Rapid Transit......................................................... 10

List of Maps

Map 1: Traffic Analysis Zones ................................................................................................... 6

Map 2: City of Dallas: 2005 Land Use Map.............................................................................. 6

Map 3: DART Corridor Catchment Area ................................................................................... 7

Map 4: Land Use along DART Corridor Catchment Area (1995)................................................ 11

Map 5: Land Use along DART Corridor Catchment Area (2005)................................................ 12

Map 6: LU around Mockingbird (1995) ................................................................................... 14

Map 7: LU around Mockingbird (2005) ................................................................................... 14

List of Maps

Fig 1: Dallas City Classification .................................................................................................. 9

Fig 2: 1995 Land Use Breakup adjoining the corridor................................................................... 13

Fig 3: 2005 Land Use Breakup adjoining the corridor................................................................... 13

Fig 4: Mockingbird Station....................................................................................................... 14

Fig 5: Parking Structure and Retail ........................................................................................... 14

Fig 6: Land Use Composition - 1995......................................................................................... 15

Fig 7: Land Use Composition - 2005......................................................................................... 15

Fig 8: ‘The Beat’.................................................................................................................... 16

Fig 9: ‘South Side’ .................................................................................................................. 16

Fig 10: East Side Village (Aerial View) .................................................................................... 16

Fig 11: Apartments................................................................................................................. 16

Fig 12: Under Construction ...................................................................................................... 17

Fig 13: Mixed Use Development ............................................................................................... 17

Fig 14: View of Streets and Adjoining Development ...................................................................... 17



List of Abbreviations

COG Council of Governments

DART Dallas Area Rapid Transit

DTS Dallas Transit Service

DFW Dallas Fort Worth Metropolitan Region

FTA Federal Transit Administration

GIS Geographic Information System

LRT Light Rail Transit

LU Land Use

MATA McKinney Avenue Transit Authority

MAQ Mobility and Air Quality

MTP Metropolitan Transportation Plan

NCTCOG North Central Texas Council of Governments

TCRP Transit Cooperative Research Program

The T Fort Worth Transit Service

TOD Transit Oriented Development

TRE Trinity Railway Express

TX DoT Texas Department of Transportation



Introduction

Transportation plays a significant role in the quality of urban and suburban living. Increasing

congestion, faceless sprawl, disconnected land uses are the primary reasons that cities have

been searching for alternative measures to curtail the declining quality of life. Transit plays a

major role in connecting neighborhoods, as is exemplified in cities across the world having

higher densities and mixed land use. Transit in American cities has been faced with tough

challenges posed by sprawl and increasing automobile dependence. It has often been said that

the transit-land use planning techniques that have been adopted in Toronto, Vancouver,

Bogota or Curitiba will not work in U.S, but there has been a change over the past decade

where the cities are trying to ensure that transit it used to its full potential in shaping the urban

form and growth (TCRP, 1996). Light rail technology has been the most effective mode of

transit in the North American cities while its South American counterparts have focused on

bus based systems. This paper examines policies of DART and initiatives along the light rail

corridors and around the transit stations.

Methodology The study will focus on Traffic Analysis Zones along the DART present and future corridors

looking into the trends in land use patterns from 1995 to 2005 and the percentage of land

utilization in the catchment area of the corridor. The catchment area for the rail lines has been

defined by a 500 meter buffer and the traffic analysis zones that fall along it. In addition the

land utilization around stations has also been taken into account. Traffic Analysis Zones are a

smaller unit to blocks and census tracts and preferred for conducting transportation studies and

corridor analysis. The zone boundaries clearly help in defining the adjoining land uses within

walk able distance.

Data

The required data for the analysis consisted of Shape files for the Traffic Analysis Zones, 1995

and 2005 Land uses. The files were downloaded from the GIS department of the North Central

Texas Council of Government (www.nctcog.com); for the City of Dallas. The corridors of

DART light rail system were plotted on the map along with the major stations: Mockingbird,

Downtown Plano and Cedar; based on the 2030 Transit System Plan report of DART. The

land use codes were downloaded from the Metadata link to the GIS files from the website.



Table 1: Land Use Categories And Codes (1995 and 2005)

CATEGORY LAND USE LAND USE CODE Single family 111 Multi-family 112

Residential

Mobile Home 113 Office 121 Retail 122

Commercial

Hotel/Motel 124 Institutional 123 Government/Education Group Quarters 114

Industrial Industrial 131 Transportation 141 Roadway 142

Infrastructure

Utilities 143 Airports Airports 144

Vacant 300 Parking 306

Undeveloped

Under Construction 173 Water Water 500

Parks 171 Landfill 172

Dedicated

Flood Control 181 Source: NCTCOG

Map 1: Traffic Analysis Zones Map 2: City of Dallas: 2005 Land Use Map



Land Use Calculations

GIS was used as a tool to incorporate the land uses from 1995 and 2005 within the 500 meter

buffer and traffic analysis zone, thereby computing the percentage of area for each

classification.

The same method has been used to

calculate the land use composition

around the three major stations

where TOD principles have been

adopted and in particularly compare

the changes over a period of ten

years around the mockingbird

station.

Functions Used

Some of the major functions used for analysis comprised of:

Buffers

Clipping

Select by Attribute

Select by Feature

Field Calculator

Table Joins

Projected Coordinate System: NAD83 Texas State Planes, North Central Zone, US Foot Projection: Lambert Conformal Conic

Success and Limitations of TOD Transit oriented development (TOD) has become the dominant urban growth planning

paradigm in the United States. Various studies have been conducted comparing trip rates and

mode choice with densities, neighborhood context and street patterns with transit access and

the like. Although there have been numerous examples of developments based on the concept,

limited studies indicate the environmental and social benefits commensurate with the costs of

the transportation system (Niles and Nelson, 1999). TOD on the other hand has immense

Map 3: DART Corridor Catchment Area



potential to connect low and moderate income people with job opportunities. This though

requires a close coordination between the developers, officials and community groups (Grady

and Leroy, 2006). According to Bernick and Cervero (1997), referring to the concept as ‘transit

villages’; it is an environment conducive to walking and transit. From a transportation

perspective, the value of TOD’s is predicated on the assumption that it generates shorter trips,

less traffic, higher transit rates, and a balance between jobs and housing. Results from the

studies cannot be compared as the base unit of comparison is different. Instead key indicators

need to be understood and weighed to measure the success of the neo traditional and transit

oriented development. The benefits of such developments differ at a local as well as a regional

context; station area and along corridors.

Background to DART Dallas Area Rapid Transit (DART) was created in 1983 by a majority of voters in 14 cities.

Prior to its operation, the Dallas Transit Service (DTS) was run by the City of Dallas from 1964

to 1988. Presently, the service area consists of 13 member cities namely; Addison, Carrollton,

Cockrell Hill, Dallas, Farmers Branch, Garland, Glenn Heights, Highland Park, Irving, Plano,

Richardson, Rowlett and University Park; thereby servicing an area of 700 square miles and 3.1

million people. DART has been efficient in promoting transit through an efficient network of

Table 2: TOD IndicatorsIndicator Desired Characteristics

Centrally Located Transit Edge of Development being a 5 to ten minute walking distance (varying from 0.25 to 0.5 miles)

Pedestrian Priority Block perimeter lengths to not exceed 0.25 miles, building orientation to pathways, easy street crossings and minimal traffic signal cycle lengths

High Quality Transit Preferred frequency of service ( 5 to 8 minutes or less) during peak periods and a maximum of 15 mins during off peak periods

Density and Mix of Uses Self Sufficient community mixing residences with offices, entertainment, retail units; High Residential Density (12 to 30 acres per unit), employment density of 50 jobs per acre (Cervero et al., 2004)

Parking Management Increased Parking Costs, Minimum provisions; Structured of underground parking

Housing Types Supportive for low and middle income category of people; affordable; diverse options

Other Transit Supportive Measures

Passes and other Travel Demand Management Policies

Source: TCRP Report 95, 2007



Light Rail, Bus and Commuter Rail. The extensive

network of DART Rail, Trinity Railway Express

(TRE) and bus services carries more than 200,000

passengers per day across our 700 - square-mile

service area. DART also assists in the operation of

the M-line Streetcar, with a joint operating subsidy

given to the McKinney Avenue Transit Authority

along with the Uptown Improvement District.

DART projects are included in the COG’s Regional

Metropolitan Transportation Plan to eligible for

regional, state and federal funding. A

comprehensive transit plan was developed in 1995

for a period of 15 years which was later updated.

The 2030 plan envisions a wider service area and better connectivity along with land use and

economic development strategies. DART through its mission of building, establishing and

operating a safe, efficient and effective transportation system by providing mobility, improving

the quality of life and stimulating economic development; has made long range plans entitling

key initiatives and proposals for the road ahead.

Policies

The 2030 Transit System Plan prepared by DART is in recognition of its changing role. DART

has outlined a number of policies towards the expansion of its service area and systems. The

policies enlisted in the plan work in coordination with several other plans such as the DART

Service, Strategic, Business, Twenty-Year Financial, Five Year Action Plans, Short Mid-Range

plans, member city comprehensive plans as well as the NCTCOG Regional Metropolitan

Transportation Plan. The main focus of the plan has been towards the Downtown, Airport

Access, North and South Corridors while promoting transit oriented development around

stations. The major policies have been enlisted in the table below. The policies provide

evidence that DART’s missions have been focused on enhancing mobility as well as improving

the quality of life and creating better opportunities for economic development. Transit,

particularly Light Rail has been effective in land use development and creating sustainable

communities across the cities in the nation; and hence the same has been adopted in the Dallas-

Fort worth Metroplex.

Fig 1: Dallas City Classification

Source: Carrolton City Council



Transit Oriented Development Initiatives The Bus Service operated by DART feeds on to the Light Rail System; and hence active part

has been taken towards facilitating developments adjoining stations, on DART owned property.

One of the first development proposals facilitated on DART property is to redevelop surface

parking lots at the Mockingbird Station into a higher density, mixed use development which

serves as an incentive for DART Park and Ride customers. Other significant developments have

occurred at South Side on Lamar at Cedar Station, Downtown Plano and Galatyn Park. These

projects having received national recognition, have paved the way for member cities such as

Carrollton, Farmers Branch, Irving, Addison and Rowlett to start planning for transit oriented

development in advance. As per a study released in 2005 (Weinstein and Clover), nearly 3.3 billion

dollars in private funds have been invested by developers at stations along the DART’s 45 mile

light rail system serving Dallas, Garland, Richardson and Plano. Characteristics of a few major

projects around the stations have been provided using the TOD indicators in the latter part of

this paper.

Table 3: Policies and Strategies of Dallas Area Rapid TransitSl. No Policies and Strategies

1 Identify future market needs and new market opportunities 2 Provide a system that attracts single occupant vehicle users while serving transit

dependent customers 3 Provide an integrated system with appropriate level of capacity, accessibility and

performance to meet customer needs 4 Consider opportunities to preserve right of way options for future transit use 5 Provide an efficient, cost-effective and affordable system 6 Promote a region that is transit-oriented and places priority on transit 7 Support transportation and land use planning that helps achieving a better quality

of life in North Texas region 8 Provide a system that is compatible with the community and minimizes

environmental impacts 9 Encourage initiatives to invest at or near transit facilities 10 Establish a common vision, regionally accepted for transportation 11 Develop and enhance coalitions with all organizations 12 Develop a system plan that provides a sound basis for subsequent planning studies

Source: DART 2030 Transit System Plan



Map 4: Land Use along DART Corridor Catchment Area (1995)



Map 5: Land Use along DART Corridor Catchment Area (2005)



14.8

7.2

4.9

17.78.0

30.3

15.70.9

0.4AirportsCommercialDedicatedGovernment/EducationalIndustrialInfrastructureResidentialUndevelopedWater

Fig 2: 1995 Land Use Breakup adjoining the corridor

14.9

7.5

7.5

18.44.0

30.3

14.8

1.1 1.4AirportsCommercialDedicatedGovernment/EducationalIndustrialInfrastructureResidentialUndevelopedWater

Fig 3: 2005 Land Use Breakup adjoining the corridor

The studies do not indicate significant change in the land use adjoining the corridor over a ten

year span as the influence of DART was seen only after 2001. Developments have taken place

only within quarter mile walking distance of the station. Nearly 15 percent of the land along the

corridor is undeveloped. Over period of time it is more likely that industrial uses will reduce

along the transit corridors giving way to commercial and infrastructure. The overall density of

the uses along the transit lines are bound to increase.

Transit Oriented Development has triggered also property value increase around the Station

Areas. Between 1997 and 2001, value of office properties near the suburban rail stations have

increased by 53 percent when compared to other areas of the city not serviced by rail line. The

value of residential properties in the same period has increased by nearly 40 percent. Sales tax

has been the major revenue source of DART and the resulting local tax revenue from the

TOD’s have been of the order of 78 million. Downtown Dallas has seen investments worth

800 million dollars since the advent of the first light rail line in 1996 around Pearl, St. Paul,

West End and Victory Station (Urban Core as referred to in the Figure). Significant changes are



also noted in the first tier suburbs (refer figure), especially around the stations of Cedar, Plano,

Galatyn Park and Mockingbird. Mockingbird Station is the first true ‘transit village’ of Dallas. It

focuses around the renovation of a warehouse and office that fronts on the Mockingbird Lane

and North Central Expressway. It has been converted into retail and 211 loft apartments, with

additional mixed-use development including a movie theatre complex, restaurants, office space.

It kicked off a new wave development in the surrounding area; results of which are seen

through the 500 unit apartment complex (The Phoenix) on a site which was formerly

Dr.Pepper Bottling Company.

Fig 4: Mockingbird Station Fig 5: Parking Structure and Retail

Map 6: LU around Mockingbird (1995) Map 7: LU around Mockingbird (2005)



51.141.0

3.9 3.50.4 0.2

InfrastructureResidentialCommercialIndustrialGovernment/EducationalUndeveloped

Fig 6: Land Use Composition - 1995

39.7

2.512.00.5

32.9

12.4

CommercialGovernment/EducationalIndustrialInfrastructureResidentialUndeveloped

Fig 7: Land Use Composition - 2005

Over a period of ten years, the land use has changed drastically within a quarter mile walking

distance from the station. Commercial development has grown by nearly ten times while

significant growth is observed in industrial uses as well. The station precinct has served as

mixed land use and the percentage of use for residential purposes though, have diminished; the

densities have increased. Similar trends are observed around the other two stations as well. The

Cedar Station witnessed and is continuing to witness a dramatic turn around of investments; with

the conversion of the historic Sears, Roebuck and Co warehouse into the South Side Lamar

apartments consisting of 455 loft apartments. New Developments are taking place in adjoining

sites such as ‘The Beat’ condominiums; encasing a number of other activities such as exhibition

center, ballroom and jazz café.



Fig 8: ‘The Beat’ Fig 9: ‘South Side’

The Eastside village near Downtown Plano Station and city’s historic downtown was planned and

built before the light rail station opened. The complex features 225 loft apartments above a

ground floor retail complex of neighborhood services and offices. It has been developed

through the collaboration of the City of Plano and the developer. Other neighboring

developments include a four building complex of 34 townhouses and 90 condominium units;

and a 110 unit townhouse development.

Fig 10: East Side Village (Aerial View) Fig 11: Apartments

TOD also continues to grow in areas such as Addison, in anticipation of future east-west rail

services and thereby reflect the importance of DART’s strategies in locating bus transit centers

which have instigated the mixed use development. The Addison Circle Development is an

exemplary form of TOD impact; having received Celebrating Leadership in Development

Excellence (CLIDE) Awards at the North Central Texas Council of Governments General

Assembly. The city is landlocked and about 80 percent build-out, one of the few remaining sites

is ideally suited for a higher density, mixed use project. The project is a radical concept for a



city dominated by conventional suburban development. The project contains almost 3,000

dwelling units (mostly rentals), intermixed with neighborhood retail, ten acres of public parks,

and civic space, as well as 1 million square feet of office space. It is an example where the City

approached the land owner, Gaylord Properties, and encouraged the development of a mixed

use town center on the 80-acre parcel.

Fig 12: Under Construction Fig 13: Mixed Use Development

Fig 14: View of Streets and Adjoining Development

Conclusion: Future of TOD’s in Dallas The future of Transit Oriented development lies in the joint efforts between the City,

NCTCOG, DART as well as the developers. Presently the support from the City of Dallas has

been reduced to land use zoning around stations and promoting development strategies in

Downtown. DART’s strategies look to drive the City into taking positive steps towards Transit

Oriented Development. Irrespective of the steps by individual agencies, the market forces will

dominate the success of such projects. The Dallas metroplex has continued to sprawl and

congestion worsen. On the positive side; Developers and Cities of Addison, Plano, and

Richardson have recognized the advantages of good rail access, place making and walk able

communities. The real estate market also has been supportive of the ideas. The appreciations of



residential properties are on the higher side in comparison to the retail properties. TOD

planning is underway taking into account DART’s extensions slated to reach Irving, Carrollton,

and Farmers branch from 2008 to 2010. Major and Recognized developers have made the

difference as seen at Mockingbird station, Addison Circle, Plano and Cedar. The markets for

TOD is emerging and have better prospects with cities taking a dominant position and role to

complement the real estate markets. Creating affordable markets is of primary concern while

trying to meet the demands.

Further research can be conducted through GIS in estimating the population densities in the

land uses and project them to 2030. This study has been undertaken to understand the market

for transit oriented development along the DART light rail corridors and around the stations

which have been developed into ‘Transit Villages’.



Bibliography Bernick, M and Cervero, R. Transit Villages for the 21st Century, New York: McGraw-

Hill, 1997

Carrollton City Council Workshop, The Haves and the Have Less: Changing Markets in

Our First Tier Suburbs, February 2007

Cervero, R. Light Rail Transit and Urban Development, Journal of the American Planning

Association, Vol. 50, No. 2 (1984): p133 – 147

Dallas Area Rapid Transit, Transit Oriented Development, Accessed at

http://www.dart.org/about/economicimpact.asp on 15 November 2007

Dallas Area Rapid Transit, History and Member Cities, Accessed at

http://www.dart.org/about/history.asp on 19 November 2007

Grady, S and LeRoy, G. Making the Connection: Transit Oriented Development and Jobs;

Good Jobs First, March 2006

Niles, J and Nelson, D. Measuring the Success of Transit Oriented Development: Retail Market

Dynamics and Other Key Determinants; American Planning Association, National Planning

Conference, Seattle, Washington, 1999

North Central Texas Council of Governments (NCTCOG), Accessed at

www.nctcog.com on 2nd December 2007

Renne, J. Thirty years of trends in Transit Oriented Development across America

Richardson, H and Gordon, P. Sustainable Portland? A critique, and the Los Angeles

counterpoint; ACSP Conference, Cleveland, Ohio, November 2001

Ridlington, E and Kellett, G. (2003). Rail Transit Works: Light Rail Success Stories

from Across the Country; Mary PIRG Foundation.

Transit Cooperative Research Program (2007), “Transit-Oriented Development in the

United States: Experiences, Challenges, and Prospects.” TCRP, Research Results Digest Number

102. Washington D.C., Transportation Research Board, National Research Council

2030 Transit System Plan, October 2006, Dallas Area Rapid Transit System

2030 Transit System Plan, Mobility Needs Assessment Report, June 2004

Weinstein, B and Clower, T. The Estimated Value of New Investment Adjacent To Dart

LRT Stations: 1999-2005, September 2005

Documents

Writing Sample - GIS Project