1 Transit-Oriented Development in the Greater Dallas-Forth Worth Metropolitan Area Dean International, Inc.

2 Transit-Oriented Development (TOD) TOD should accomplish 2 things: 1.Create a sense of place and community in the small area around the station 2.Reinforce the connection of that community to other parts of the surrounding metro area compact, mixed-use development within walking distance of public transportation Federal Transit Administration

3 Dallas/Tarrant County Line Addison Knoll Trail Preston Road Renner Village UTD/Synergy Park Dallas/Tarrant County Line North Lake South Frisco Downtown Frisco North Frisco

4 CATEGORY I CATEGORY II CATEGORY III CATEGORY IV CATEGORY V Fully Functioning/Established TOD: Working master plan Mixed-use Apartments/condos Structured commercial development Established retail merchants Entertainment industry Abundant dining facilities Greenbelts/parks Developing TOD Master plan developed Limited (but progressing) infrastructure build-out Limited mixed-use development (dining, retail, etc.) Expected to transition to Category I TOD within 3-5 years Planned TOD TOD plan in development / High potential for development exists No ground-breaking yet Transit Station without TOD No master plan Possible Future Station Undirected discussion No specific plan in development Categorizing TOD Maturity

5 Texas Overview Houston: TOD implementation has been hampered by land speculation Austin: The City has instituted 9 TOD Districts (one around each future station on its Capital MetroRail commuter line). One successful project, Midtown Commons, has been developed and construction almost complete San Antonio: No rail-based mass transit, but commuter line (LSTAR) planned between city downtown and Austin El Paso: Only mass transit system, Sun Metro, currently employs buses exclusively. City has highly-detailed and methodical capital improvement plan which includes provisions for TOD and possible future light rail service, but TOD would primarily be based on existing and expanded BRT

6 Washington, D.C. Metro Area TOD in this area is recognized as foundational, definitive, and standard-setting across the national spectrum. Transit in the area is overseen by the Washington Metropolitan Area Transit Authority (WMATA), whose area of administration uniquely covers two states and a federal district directly overseen by Congress. The first private development project, Rosslyn (Virginia), was begun in 1973, three years before the Metrorail system opened Now, Rosslyn-Ballston Corridor generates 33% of Arlington Countys revenue on 8% of its land. By 2003, there were 30 joint-development projects with a combined value of $4 billion. Today, future station locations are screened for development potential by WMATAs real estate development department before site selection. Three-quarters of all construction in Arlington County, VA since 1960 has been in Metrorail corridors.

7 Demographics of Arlington County, VA Population (2010 Census): 207,627 Population Density: 7,995/sq. mi. Area: 26 sq. mi. 210,200 jobs on 1 January 2011 Federal government largest single employer Government contracting is major industry Adjacent to Washington D.C.

8 TOD Linearity Typical TOD: Independent Oases

9 TOD Linearity Linear TOD: Codependent Synergy

10 Rosslyn-Ballston Corridor Station Impact Zones Stations Approx. ½-mile radius

11 Rosslyn-Ballston Corridor Limited Potential Expansion limited by established neighborhoods and historically significant land uses

12 Irvings Las Colinas Linear TOD to DFW Station (approx. 4 miles) BNSF Frisco Commuter Line to Inwood / Love Field Station (approx. 5.4 miles)

13 Irvings Las Colinas Linear TOD 7 stations 3 deferred until justified by economic activity Midway between DFW International Airport and Love Field Potential to be largest contiguous TOD in the nation Bolstered by APT people-mover system Already-proven Class A office space and residential interest Las Colinas Rosslyn-Ballston

14 Analysis I Category II V Number of Stations Percent 9% 8% 18% III IV % 23% In Transition 89% 57% of all stations in category III or IV

15 Analysis Of the 8 stations in transition… 1 will have Category I TOD when complete 3 will have Category III TOD when complete 3 will have Category II TOD when complete 1 is on a non-preferred alternative route, but would have Category II TOD if selected

16 Analysis Estimated Timeline for Transition to Category I Knoll Trail Addison Transit Center TODs 2 TODs 3 TODs 2 TODs 2 TODs Cityplace Cedars SW Medical Center Farmers Branch Lake Highlands Downtown Carrollton Las Colinas Urban Center Irving Convention Center Illinois Smithfield Iron Horse 8 TODs are currently considered Category I Downtown Plano Arapaho Center Spring Valley Park Lane Mockingbird Dallas CBD Downtown Garland Victory 1 TOD Hebron

17 Category I on Orange Line 2020 LAS COLINAS Dallas CBD Downtown Plano Arapaho Center Park Lane Mockingbird Cityplace Victory Southwest Medical Center Spring Valley Analysis

18 Selected Best Practices Pedestrian-Focus is Key There must be diversity in forms of residential and retail amenities available A resident or visitor should be able to access a wide range of business or personal needs such as post, laundry, barber, grocery, entertainment, etc. Parking should be limited, shared, or hidden Sidewalks and pedestrian overpasses should be emphasized Every aspect of design must prioritize the perspective of the pedestrian Area Should be Safe Area should be well-lit Traffic-calming measures should be inserted around transit stops Weather protection should be incorporated into the design Maintain community police stations in or near transit station Aesthetically Pleasing Use ground floor retail with large front windows to encourage leisure-walking Building heights should be varied Architectural styles should be diverse, but not discordant *Developed from Transit-Oriented Development, Campaign for Sensible Growth and the Northeastern Illinois Planning Commission Uses Should Be Mixed

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