In spring of 2011, the Los Angeles County Metropolitan Transportation Authority (Metro), in partnership with the City of Los Angeles, was awarded a grant from the Southern California Association of Governments (SCAG) to prepare the Orange Line Bus Rapid Transit Sustainable Corridor Implementation Plan (Orange Line BRT Sustainable CIP). Metro, the City of Los Angeles, and SCAG retained Raimi + Associates and its consultant team of The Center for Transit-Oriented Development and Nelson\Nygaard to assist with the planning effort.
The Orange Line BRT Sustainable CIP identifies a range of improvements to the Orange Line and the fourteen station areas on its original alignment – such as land use changes, catalyst projects, streetscape improvements, and transit connections – that will increase transit use for commuters and discretionary riders, reduce greenhouse gas (GHG) emissions, and advance Metro’s sustainable development principles. The four main goals of the Orange…
Los Angeles is transforming our future by investing in the largest transit expansion in the United States. By the end of 2012, the City alone will have 71 operating light rail or bus rapid transit stations, with dozens more in nearby communities throughout the county. Planned Measure R investments will add another 42 stations to the City, for a total of 113 stations in 30 years. These plans could happen instead within a quick, ten year time frame if the federal government approves America Fast Forward, bringing thousands of new transit construction and operations jobs to the City and connecting over 1.2 million existing jobs to high quality, fixed-guideway transit rich areas.
Ensuring that all of our families and workers are able to continue to live and work in our most transit rich neighborhoods is a key priority of the City of Los Angeles Housing Department (LAHD). One way to achieve this goal is to preserve existing affordable and rent stabilization…
The federal government, through various transportation acts, such as the Intermodal Surface Transportation Efficiency Act (ISTEA), the Transportation Equity Act for the 21st Century (TEA-21), and, more recently, the Safe, Affordable, Flexible, Efficient Transportation Equity Act—A Legacy for Users (SAFETEA-LU), has reinforced the need for integration of land use and transportation and the provision of public transit. Other federal programs, such as the Livable Communities Program and the New Starts Program, have provided additional impetus to public transit. At the state and regional level, the past three decades have seen increased provision of public transit. However, the public transit systems typically require significant operating and capital subsidies—75 percent of transit funding is provided by local and state governments.1 With all levels of government under significant fiscal stress, new transit funding mechanisms are welcome. Value capture (VC) is once…
What Does This Guide Do?
This guide is intended to provide Southern California housing advocates with an understanding of certain opportunities and legal tools for influencing affordable housing and land use polices at four distinct phases of sustainable transit planning and development: the regional, local, neighborhood, and project-specific levels. To address some of the risks that are specific to the Southern California region, and to capitalize on some of the opportunities that come with transit-oriented development, this guide specifically focuses on laws affecting affordable housing and regional and local planning, zoning, and land disposition policies. Additionally, although this guide discusses tools available throughout Southern California, it also specifically identifies opportunities in the City and County of Los Angeles.
A growing number of communities are discovering the value of their streets as important public spaces for many aspects of daily life. People want streets that are safe to cross or walk along, offer places to meet people, link healthy neighborhoods, and have a vibrant mix of retail. More people are enjoying the value of farmers’ markets, street festivals, and gathering places. And more people want to be able to walk and ride bicycles in their neighborhoods.
People from a wide variety of backgrounds are forming partnerships with schools, health agencies, neighborhood associations, environmental organizations, and other groups in asking their city councils to create streets and neighborhoods that fit this vision.
As a result, an increasing number of cities are looking to modify the way they design their streets. They are often stifled by standards and guidelines that prevent them from making the changes they seek. Some want to modify their standards and manuals, but don’t…
When the first edition of Cities of Opportunity was developed, we made a decision to rank cities only in their 10 indicator categories and to forego showing overall rankings to avoid the misperception of a contest. That risk seemed especially significant in 2007, when the media cast New York and London in a death match for global capital market kingship.
This report describes the key principles for creating successful STCs. These principles will be incorporated into future planning efforts. Many of these principles can be implemented by the City through public improvements. Others will require cooperation from private developers as they construct new buildings and rehabilitate Los Angeles’ existing stock of buildings. In some cases, public/private partnerships may be the most effective way to translate these principles into successful, thriving STCs.
The development of Bus Rapid Transit (BRT) systems is relatively recent in the United States, but several systems are in operation and more are advancing. There is a need for a more comprehensive understanding of the relationship between land use and BRT system development, particularly in comparison to other fixed-guideway modes such as heavy and light rail. While recognizing that existing land uses have an important and complex influence on the development costs and benefits of fixed-guideway projects, this research focuses primarily on the impact such projects have had on existing and future land uses and economic development, as well as the policies and practices that have been used by local governments that have the potential to affect development. Finally, additional note has been taken as to whether the benefits and incentives offered along transit corridors between Bus Rapid Transit (BRT) and Light Rail Transit (LRT) are equitable in cities where both modes…
A livable community has affordable and appropriate housing, supportive features and services, and adequate mobility options for people, regardless of age or ability. As communities address the general shortage of affordable housing, preserving affordable housing in transit-oriented developments (TODs) is one of the challenges that communities can address to increase their livability.
TODs are compact, walkable, mixed-use communities that are developed around high-quality public transportation. Residents often prize these places for the advantages created by the proximity to transportation and other amenities. One consequence of this desirability is that it can increase land and property values, exacerbating housing affordability challenges.
As policymakers try to extend the benefits of TODs to affordable housing locations, they must ensure that those benefits are available to people of low and moderate incomes and to those with different mobility…