Developing Around Transit: Challenges for Cities and Suburbs

by Robert T. Dunphy

Current interest in public transit investments is enormous. The challenge is to create the supporting development that will make the investments work.

The Federal Transit Administration recently approved funding for projects in Phoenix, Arizona, and Charlotte, North Carolina. The two join the ranks of light rail cities, which in recent years have added Houston, Texas; Las Vegas, Nevada; and Minneapolis, Minnesota—regions in which transit had captured only 3 to 5 percent of commuters in 2000.

In spreading from traditional markets such as New York, Chicago, and San Francisco to nontraditional markets in the South, Midwest, and West, transit faces a twofold challenge. The first challenge is for advocates to convince the larger community that transit will work—that it will serve middle-class people who are accustomed to driving. The second and more difficult challenge is making the case that compact, urban development around transit will work to generate the ridership necessary to support the new project.

This kind of smart growth linked to transit is also necessary in established markets that have grown up around transit. Ironically, residents in some traditional transit cities such as Boston and Cleveland do not believe that they have any transit-oriented development, which is perceived as more of a West Coast, new urbanist phenomenon—that is, allied with smart growth and walkable communities that are large suburban planned developments.

Aspects of a Conundrum

The conundrum is that much of the interest in new transit investments is occurring in places where transit is a novelty, yet many established transit markets are struggling to maintain services. A national survey, conducted under the Transportation Research Board’s Transit Cooperative Research Program, identified approximately 100 transit-oriented developments in the United States.1 This is a paltry number, which suggests either that not much is occurring or that the size of this market is severely underrepresented in the survey results, considering the vast amount of attention devoted to the topic of transit-oriented development in the planning and transit literature.

A new book by the Urban Land Institute, Developing Around Transit: Strategies and Solutions That Work, avoids the term transit-oriented development but highlights examples that meet the goals, whether or not the developers or the cities acknowledge it.

Another aspect of the conundrum is that from a transit perspective, urban projects yield the greatest leverage in expanding transit ridership and supporting transit services. New housing and offices in neighborhoods with good transit service create additional transit riders, often without the need for adding transit service. Neighborhoods accessible to transit also give options to new residents who would like to avoid driving.

Reshaping Development

Building in established urban areas is friendly to transit, but unfriendly to development. Projects take longer and are more expensive to build. The market is often unproven—the risks are high, and profits are uncertain. In contrast, conventional suburban projects are development-friendly, but transit-unfriendly. Most growth is expected in the suburbs; therefore the challenge is to reshape conventional development to create the kind of vibrant places that offer transit choices.

The market opportunities for urban infill development are excellent in many older areas, with young professionals and empty nesters seeking a more urban lifestyle, and with employers seeking neighborhoods that offer more employee amenities. In the report, Emerging Trends in Real Estate: 2005, the Urban Land Institute and PricewaterhouseCoopers ranked the areas near transit highest for development and investment, reflecting the appeal of infill development, as well as the public’s frustration with traffic congestion.

Development, however, does not occur just because of transit. Block 37 in downtown Chicago, for example, has been vacant since 1990, when the city cleared the land for mixed-use development. The location is excellent, but the vagaries of the marketplace have foiled the city’s plans to create a mixed-use development in one phase—the office market lacked sufficient depth when retail business was strong, and vice versa. When the city relaxed the requirement for single-phase development, a new developer with a retail orientation gave the project new momentum. The experience demonstrates that in urban infill development, a strong location cannot make up for soft market conditions or unrealistic expectations.

The first mixed-use transit project in Texas, Mockingbird Station is located adjacent to a Dallas Area Rapid Transit light rail station. The developer understood the appeal of in-town living near transit, although the city would not assist with pedestrian improvements and would not relax parking standards because of the light rail. In contrast, Dallas suburbs such as Richardson and Plano have created more urban development around their transit stations.

Markets and Policies

Reinforcing a strong market with consistent public policies can turn individual projects into successful transit districts. One of the best examples in the United States is the Rosslyn–Ballston corridor in Arlington, Virginia. The vision that developed three decades ago with the support of public officials and civic leaders has turned a once-declining strip into a vibrant mix of office, high-density residential, retail, dining, and entertainment. The development is a massive fiscal success, giving Arlington County the region’s lowest tax rate.

Successful development around transit is a challenge for cities and suburbs. The transit project must be attuned to the needs of the real estate development market, and developers in turn must appreciate the special opportunities of transit.

Sustainable co-op supermarket?

from cool town studios

Good neighborhood supermarkets are hard to come by. Trader Joe's and Whole Foods are the de facto choices by the downtown crowd, though the former has a limited selection and the latter caters to an upper class income. The most progressive neighborhoods in forward-thinking cities like Madison WI, Burlington VT, Cambridge MA and Ann Arbor MI have it figured out - co-op supermarkets.

As you can see (above), co-ops have evolved - they're organized via grassroots efforts, but don't look like grassroots efforts. In fact, they're sharp-looking, well-managed, and price competitive because they follow the mass customization/crowdsourcing/beta community model of future patrons organizing to design and develop the grocery they want. In fact, as a result, most of them have built-in cafes (right) and community bulletin boards.

The question then becomes, how does one start a co-op supermarket? The answer is with the Food Co-op 500 (perhaps a play on the Fortune 500), cooperative effort to help establish a total of 500 co-op supermarkets in 10 years (there are 300 today).

The outline of the development guide can be found here, based on:

1. Four organizing principles:The 'Four Cornerstones' of Vision, Talent, Capital and Systems.
2. Three stages of development:Organizing, Feasibility and Planning, and Implementation.
3. Two sources of funding:- $10,000 matching Seed Fund grant for the first stage of development.- $25,000 matching Sprout Fund loan for the second and third stages of development.

Finally, you can 'find a co-op supermarket near you' with the Cooperative Grocer Directory... and if there isn't one, you now have an idea of how to solve that!

In Praise of Smaller Developments

by Trisha Riggs E-mail: priggs@uli.org

ULI’s Place Making Conference Explores Fundamentals of Designing and Building for Change

Conference panelists discussed the benefits of building smaller developments. The smaller the town center development, the more necessary it is to link with the surrounding neighborhoods, resulting in ample points of connection. Conversely, while larger developments have more capability to be self-sustaining, this can lead to isolation, participants noted. “Going small forces you to connect to what is around you, because you are not big enough to do things on your own,” said Richard E. Heapes, principal of Street-Works in White Plains, N.Y.

According to John E. Felton, principal and director of community design at Cline Design Associates in Raleigh, N.C., there are several steps that can be taken upfront to help smoothen the process of developing small, mixed-use projects, including conducting a full analysis of the entire site’s potential and the timing of the development of each use; developing a clear strategy for integrating each use; using a simple, efficient design; understanding that parking for each use is critical; and planning for the creation of an engaging place that draws people back for repeat visits.

Felton advised conference attendees to “go to where the people are” to find promising sites for smaller projects—including downtown infill locations, sites near transit, places close to universities or cultural centers, and old shopping centers. Many of these sites represent lucrative opportunities for adaptive reuse, he said.

Katherine Kelley, president of Green Street Properties in Atlanta, shared four key lessons learned in developing small-scale projects: 1) Be externally focused—build to the perimeter of the project so it connects to the external infrastructure. “This is beneficial to the surrounding community as well—each can enjoy the benefits of the other.” 2) Anchor the project with great restaurants. “They (restaurants) are a primary channel for the public, and they draw people to the adjacent retail.” 3) To the extent possible, arrange the project’s components horizontally. “If you have to layer vertically, make each building easily walkable to the next.” 4) Realize that something has to give to make the numbers work. “If you don’t have high density (which is sometimes a challenge to achieve in smaller projects) you have to look elsewhere for a sufficient revenue stream.”

The place making trend, said Terry Shook, president of Shook Kelley in Charlotte, N.C., has resulted in a “new breed” of community developers who are catering to rising consumer demand for convenient living environments that save time by offering a variety of development uses close together. Town center development provides an opportunity to reclaim areas with no sense of community—particularly in suburban settings—by “turning the ordinary into the special, until we reach a point at which the special becomes the ordinary,” he said.

Investment Funding for New Urbanists

Exerpts From New Urban News

Since the late 1990s, a number of people have tried to form investment pools that would provide money for new urbanist developments. It has not been easy going.

The Traditional Neighborhood Development Fund, started in 1997 by new urbanist developers Robert Chapman, Rob Dickson, and Lloyd Zuckerberg, obtained backing from the multi-billion-dollar Hillman Company and from a major shareholder in Goldman Sachs, but was never able to place any significant capital.

The Fund for New Urbanism, started in 2002 with Andres Duany, Sam Young, and businessman Wayne Huizenga as partners, hoped to finance several projects but is now limiting itself to just one — a 930-acre development near Edenton, North Carolina. Another pool, the Green Living Fund, which Kacey Fitzpatrick in the San Francisco Bay Area expected to have in operation by late 2006, has delayed its startup by at least several months.

Yet while some investment pools are being postponed or pared down, others are springing into existence. In January, the Denver-based Revival Fund Management of Dennis Fleming and Charlie Randall started its Urban Green Fund, which will invest in walkable, mixed-use developments within a half-mile of mass transit. Also importantly, philanthropies are coming forward. The New York-based FB Heron Foundation, for example, is investing in New Urbanism through funds such as the Bay Area Smart Growth Fund and the California Smart Growth Fund.

What seems to be under way is a sorting out of investment concepts and participants. In some instances, new urbanists tried to start funds before conditions were ripe. “We were way premature nine or 10 years ago,” says Chapman, who leads an established new urbanist development company, the North Carolina-based Traditional Neighborhood Development Partners. “I think the time is absolutely right now. We’ll make an announcement in midsummer about a new fund that will have a sustainability and green building aspect.”

Some funds have run into difficulty because they employed methods that diverged too much from the real estate field’s usual ways of doing business. DPZ’s Fund for New Urbanism, whose research and organizing were carried out primarily by Young and Demetri Baches, had what seemed an ingenious idea: The Fund would identify eight sites “ideally located for smart growth,” design plans and codes for them, secure entitlements so that construction could occur as-of-right, and transfer the approved plans to developers prepared to follow the plans.

There turned out to be at least two flaws in the Fund’s premise, according to sources consulted by New Urban News. First, developers resisted paying to obtain planned, entitled projects. “A developer doesn’t want to pay retail,” Chapman says. “He wants to pay wholesale.” Second, the Fund suffered from being seen as more a planning operation than a development organization. Baches acknowledges that DPZ did not want to devote time and energy to becoming a full-fledged developer itself. With a busy international planning practice, DPZ would have had a hard time managing several development projects. Thus the Fund settled upon carrying out the one project it had pushed the furthest — Sandy Point.


THE NEED FOR PATIENT CAPITAL
Analysts agree that there is clearly a need for pools of “patient capital.” Mainstream real estate financiers mostly have “a time horizon that is so compressed that you have to make [undesirable] compromises,” Chapman observes. A new urbanist development will surpass a conventional subdivision in value in the long run, he says, but first a great deal of money and time must be invested. It’s not uncommon for 15 years to be needed.

“We need to understand real estate as a 40-year asset class again,” says Fleming. Fleming expects to put money into a project for eight to nine years and to have a provision allowing the investment to be renewed twice. By comparison, conventional real estate funds usually “have a time horizon of five [years] plus two [extensions] or seven [years] plus two [extensions].”

Revival Fund Management expects its Urban Green Fund to amass $250 million and will invest it in approximately 20 to 30 projects in “progressive real estate markets” such as Denver, Seattle, Dallas-Fort Worth, Boston, Washington, and the Bay Area (except the purportedly overpriced city of San Francisco). Each project will get $7 million to $12 million from the Fund, says Fleming, the managing director. Properties will typically be “within a half-mile radius of frequent transit service” and will feature energy-efficient technologies, a fund statement says.

Once the first Urban Green Fund is established, a second fund would be started, and so on. Eventually Revival would like to establish a real estate investment trust (REIT) for properties that are new urbanist and “green.”

Criteria similar to Revival’s are already being used by the $100 million Rose Smart Growth Fund, which developer Jonathan Rose established about a year ago. After buying two buildings in downtown Seattle for $23 million last April, the Rose fund announced its second investment in November: half of the $38 million needed to convert the historic Clipper Mill buildings in northern Baltimore to 51,000 sq. ft. of arts and crafts studios, 62,000 sq. ft. of offices, 36 loft apartments, and other uses. The Rose Fund became a 50-50 partner with Struever Bros. Eccles & Rouse, which is developing the project, with Cho Benn Holback + Associates as architects. The property adjoins a light-rail stop in Jones Falls Valley.

A new urbanist investment of more limited duration is “mezzanine capital,” which Philip Blumberg’s American Ventures Realty in Coral Gables, Florida, supplied to projects such as market-based, moderate-income housing in the Little Havana section of Miami and the luxury-class Gold Avenue Lofts in downtown Albuquerque. Mezzanine financing — so called because it occupies a level between loans and long-term equity— generally is paid off after about 18 months. Blumberg says the investments made through his company’s South Florida Urban Initiatives Fund and New Mexico Urban Initiatives Fund, both of which are near being closed out, have performed well, delivering operating returns of 15 percent or better.

Blumberg says plans for a third urban initiatives fund, in New Jersey, fell through when Governor Jim McGreevey, with whom the fund organizers were working, unexpectedly resigned in November 2004 (after the governor admitted having an extramarital affair with a male state employee). “Given the current down cycle in residential real estate, we’re evaluating what would be the next form for a fund,” Blumberg says, noting that he remains “bullish” on this kind of investment.Chapman views better financial structures as a key to improving the quality of community development in America. When he rolls out a new fund later this year, many of his investors are expected to be “foundations, endowments, and other socially conscious organizations” comfortable with a long timeline.

A growing number of foundations are putting money from their endowments into environmentally and socially responsible real estate development. The Heron Foundation has placed $11 million (3.5 percent of its endowment) into the Bay Area and California Smart Growth Funds and the Canyon-Johnson Urban Fund, Genesis Workforce Housing Fund, and UrbanAmerica funds.

California has become a hotbed for smart growth funds, which often favor energy-efficient buildings along with urban locations near mass transit. The California Public Employees’ Retirement System (CalPERS) has invested in funds such as the Green Development Fund — which was begun with the Houston-based real estate firm Hines, for construction of LEED pre-certified office buildings — and the $676 million CIM Urban Real Estate Fund. Two of the fund management companies most active in California are Pacific Coast Capital Partners and Pacific Realty Group. Among the sponsors of such funds is the Bay Area Council, which in 2002 started the $66 million Bay Area Smart Growth Fund I for projects in or near neighborhoods of below-median income and which has since launched a second fund.

Baches is now managing partner of DPZ Pacific, a firm licensed by DPZ to produce plans, designs, and codes in Australia, New Zealand, China, and other parts of East Asia. “ He expects to start funds in that part of the world, where he thinks the prospects for New Urbanism are bright.

AIA Top 10 Green Winner

The Z6 House

Location: Santa Monica, Ca
Building type: Single-family residential
New construction
2,480 sq. feet (230 sq. meters)
Project scope: a single building
Urban setting
Completed August 2006
Rating: LEED for Homes v1 --Level: Platinum


The Z6 House is a single family residence that was added to a multi-family zoned lot with an existing duplex. The residence has 4 bedrooms and 2 1/2 baths., although the bedrooms open up to the rest of the house for added space when needed.

The house is constructed of factory built modules that were delivered to the site and erected on the site-built foundation over a period of 13 hours; the structural slab on grade serves as the finish floor for the first level. A roof deck takes advantage of views and a green roof with vegetation native to southern California.

This project was chosen as an AIA Committee on the Environment Top Ten Green Project for 2007. It was submitted by LivingHomes, in Santa Monica, California with Ray Kappe Architects, in Pacific Palisades, California. Additional project team members are listed on the "Process" screen.

Environmental Aspects
A commitment to minimizing the ecological footprint informed all aspects of the homes' design. The project team used the phrase "Six Zeroes" to describe the goals of the project: zero waste, zero energy, zero water, zero carbon, zero emissions, and zero ignorance.

The design maximizes the opportunities of the mild, marine climate with a passive cooling strategy using cross-ventilation and a thermal chimney. A 2.4-kilowatt photovoltaic array and a solar hot water collector take advantage of the sunny location, as does the daylighting strategy for the interior.

To create flexible interior spaces, all bedrooms have moveable wall partitions that can be opened to common areas for more space. Large exterior doors and large expanses of glass connect inside to outside and allow living space to expand to the outdoors.

The "Branding" of Your Neighborhood

by Frank A. Mills

For the most part traditional urban planning has failed our urban neighborhoods. Rather than being driven by practical considerations and a real understanding of urban decline, much of what passes for urban planning is driven more by wishful thinking than anything else. Ultimately such planning is destined for failure.

If traditional urban planning is not working, let's get rid of it. It's time for a new approach.I hesitate to mention this word, its full of capitalistic connotations at best, greed, at worse, and in between, blind spin-doctoring.

The word is branding.There, I've said it. Before you shut down the blog let me at least tell you what I am talking about.

Think about what made made our urban neighborhoods a place that people wanted to live in, in the first place. I know that when I was a kid, my parents moved to Baltimore's Windsor Hills neighborhood because it had the reputation of being a nice place to live and raise a family. Now, isn't that a form of branding?

Here in Cleveland, many of the older, and not so old, residents of Glenville remember when that neighborhood was known as Cleveland's "Gold Coast" because of its many upscale boutiques, and before that, "Cleveland's Garden Basket" from its many truck farms. Branding, again.But what makes this particular branding significant, is that most of the current residents who mention this, didn't live in Glenville when it was the Gold Coast, and certainly not when it was "Cleveland's Garden Basket."

Although Glenville is in serious decline, the Brand remains.So much so, that some of Glenville's residents want to revive the "garden" part and have Glenville become known as the "Western Entrance" to the International Gardens and Rockefeller Park.

Okay, so where am I going with this?

Do we not buy a particular brand of car because of what it offers in quality and safety, price, and amenities? Do we not buy into the brand – its quality of life and affordability – of a neighborhood when we make decisions about where we are going to live?When we think about revitalizing urban neighborhoods this is where we need to begin, with the neighborhood's brand, with its negative and positive connotations. I suggest that before any plans are made that we articulate the spirit, the qualitative essence, of place. This is the unarticulated brand.

Just as we take cars for test drives before we purchase, we need to walk the neighborhood, to talk to the people, to eat in the restaurants, and to drink in the pubs. We need to learn to feel what made, and makes, the neighborhood a neighborhood — before we create plans.

We need to think of neighborhoods as a "her" – an ever-evolving living organism – not an "it" devoid of life.

We need to understand why she is in decline (if she is), not from the perspective of urban experts, but by hearing, seeing, and feeling her story. We need to see her through the lenses of the camera. We need to see her inside out, through the windows of her homes, stores, places of work, and cafás and the lives of her residents.We need to become part of her life, just as we must make her part of our life. We need to feel her embedded poetry. And when we do, we will discover her essence, and be able to articulate it, to "brand" it.

The brand is not the neighborhood's essence; rather the brand proclaims her essence. When we realize her essence, we have something we can latch hold of, something that we can "sell"— an urban neighborhood where people that want to visit and to live in. Done correctly, an amazing phenomena will take place: residents will begin to demand all that the brand promises (just like they expect and demand certain qualities from commercial brands): good schools,livable homes, retail amenities; everything that makes a neighborhood home. The seeds to stop decline are sown, and the neighborhood begin to experience, once again, the realization of her vital essence through development that truly builds upon who she really is.

Let's throw away the master plans. Let's start spending our energy in discovering, and experiencing, the embed poetry, the essence, of our urbanneighborhoods. Then, and only then, do we have that hitherto elusive essential quantity necessary for the revitalize our urban neighborhoods

Top 10 RE Investor Financing Mistakes

Excerpt from: lassitermarketing

1. Quitting the Day Job Too Soon
Repeat after me: “Equity does not pay the bills.” I see it happen all the time. An investor gets a few rentals and decides to quit the day job to pursue investing full time. Big mistake. Don't quit the job until you have 12 months of living expenses saved up and/or monthly cash flow equal to what you were making at your day job.

2. Being Broke and Greedy
My mentor used to say, “You can't be broke AND greedy." In RE investor world it means that if you have no money to put into a deal you better be prepared to pay high rates or give up some equity to a partner.

3. Underestimating Holding Costs
If you're a flipper, in most areas today, your properties are taking a lot longer to move. Factor in ALL of your holding costs to the budget - loan payments, utilities, etc - so you don't lose all your profit.

4. Not Properly Setting Up Your Entity
If you list your occupation as real estate investor on a mortgage loan application, you are in for a tough road ahead with the underwriter. You may as well say you are a drug dealer. Same goes for naming your LLC. Try not to reference anything having to do with flipping or foreclosure help or anything like that. Stick to an easy name to deal with like Acme, LLC.

5. Paying Cash for a Property
Paying cash for a property is fine as long as you don't need the money back anytime soon. If you do, then you're trying to get an unseasoned cash out refinance and if you're lucky enough to find a lender to do the loan, you will pay through the nose for it.

6. Buying a Rental That Won't Cash Flow
WHY would you do that? Remember, equity does not pay the bills. This is the main reason why investors go broke.

7. Deeding the Property to an LLC Before It Is In Permanent Financing
Let's say you buy a property with private money and take title in your LLC. When you go to refinance it, the lender will either require you to deed it out of your LLC before closing or they will deny the loan outright. Risk mitigators are telling lenders that the loans that have the highest rate of default are usually in names of LLC's so many lenders won't touch them if they've EVER been titled in your LLC. Just take title in your name, get your financing set and THEN put it into your LLC for asset protection.

8. Using hard money That Doesn't Include Repairs
This is just dumb. Just use a 100% conventional loan at half the rate and ¼ the fees and have the seller pay closing costs since you're funding the repairs out of pocket anyway. Same goes for companies that will cross-collateralize equity in another property to fund repairs. Just get a HELOC yourself and pay ½ the interest rate.

9. Listing for Sale While In Short Term Financing
I have guys come to me all the time to try to refinance their short term hard money loan because the property they are flipping has not sold. Good luck. Why? Well, you have a vacant, unseasoned, rental property that has been listed on the MLS within the last 6 months. Even if we can get a lender to do the refinance you will have a prepay penalty that will make you cry.

10. Not Having Adequate Cash Reserves
You should not own a property and have no money in the bank or available credit on a line of credit. Something will come up and then you will be forced to make a bad decision. This is a business and every business needs cash reserves.

Fruitvale: Challanged TOD

from New Urban News

Fruitvale Village in Oakland, California, has become a reluctant symbol of the difficulties that transit-oriented development (TOD) can encounter.

Three years after the $100 million collection of apartments, retail, and community and professional services opened next to a Bay Area Rapid Transit station in the Fruitvale neighborhood, four of its 23 retail spaces remain empty. Slowness in filling the stores has been a source of frustration for the Unity Council, which sponsored the project.

The slowness has given developers and transit specialists yet another case to cite when cautioning about putting large volumes of retail space in TOD projects — at least in unproven locations. Dan Parolek, a principal at Opticos Design in Berkeley, says a developer at the Pleasant Hill BART station in Contra Costa County tried to use the example of Fruitvale “as the reason why they should do very little retail within the project plan.”

Fruitvale’s problems do not seem insurmountable — the vacancies are now on the way to being filled, says Jeff Pace, Unity Council’s vice president of finance and business opportunities. But they have sparked discussion about how much spending commuters can be counted on to do in TOD projects. They have also highlighted the need for effective parking strategies.

Pace, who joined Unity Council in 2004, after the retail problems emerged, says Fruitvale Village has been a huge success in most respects. The 3.7-acre development is now a vital center for its predominantly Latino section of Oakland. The Village’s 114,000 square feet of office, professional, and community space include a public library, a Head Start program, a community-based medical clinic, a children’s counseling clinic, and a senior center, as well as the Council’s headquarters. The project’s 47 apartments, ten of them designated “affordable,” rented quickly and have remained in demand.

Jeff Ordway, manager of property development for BART, credits the Council with helping to strengthen International Boulevard, an old commercial corridor nearby. Retail buildings on International “went from 40 percent vacancy in 2000 to less than 5 percent in 2004,” he notes.The one blot on Fruitvale’s achievement is the tortoise-like progress in filling the 40,000 square feet of retail. Some observers fault the design, pointing out that the stores are arranged along a pedestrian plaza — one that the station’s 6,500 daily commuters have no need to traverse. BART more or less mandated that the main commuter parking garage be built where it would create a short and direct route between commuters’ cars and the station, says Pace, noting, “Pedestrians getting out of their cars have no natural incentive to walk through the retail.”

Parolek says that placing the retail along a pedestrian-only plaza and then converting a city street between the plaza and International Boulevard into a pedestrian-only passage probably harmed the retail by making it harder for motorists to become familiar with the Village’s offerings.

Unity Council, like many nonprofit organizations with a social mission, was inexperienced at managing a retail center, and made mistakes in signing up merchants. National retailers were turned away while independent local merchants were favored. A locals-first policy can, of course, enhance local character. In Fruitvale, though, it led to selecting some merchants who were inexperienced and undercapitalized — unable to survive when pedestrian traffic fell short of expectations. “We turned away Starbucks twice,” says Pace. “That’s a really stupid thing to do.”

The Council did not obtain adequate legal protections. Its standard lease lacked a “going dark” clause, which would have stipulated that if a tenant did not get its business operating by a certain date, the agreement would terminate. “We have someone who has been paying rent for 21 months and is still not open,” Pace acknowledges. That business is now expected to open late this year. Leases contained no ban on retailers having other locations close by. “A record store had one store a block and a half away; they couldn’t make them both work,” says Pace, who is articulate and candid on what to do and what not to do.

FINDING REMEDIES
The Council has sharpened its leasing strategy in the past two years, and is now giving people more reasons for exploring the plaza. “We’ve been running a farmers’ market right in front of the BART patrons,” Pace says. “Our plan is to extend it through the main Fruitvale plaza.” In the summer, an outdoor cinema operates on Friday evenings in the plaza. “First Thursdays,” an event featuring food and mariachi music, operated until early October and will return in the spring.

The Council has introduced seating, better lighting, and other improvements to the passage from the plaza to International Boulevard. A public market will soon occupy one of the buildings along the passage, and there will be places for permanent outdoor stalls as well as stalls that can be assembled and disassembled each day, Pace says. Small merchants will sell arts and crafts and handmade foods such as tortillas.

At the end of October, negotiations were under way to fill the plaza’s four remaining vacancies. “We think we’re really turning the corner,” he says. Architect Ernesto Vasquez, a principal in McLarand, Vasquez, Emsiek & Partners, involved in the project for years, says Fruitvale Village is becoming a destination for people seeking Latino products and services. He urges developers: “Be patient; you need to avoid being rushed into getting tenants, and not getting the right tenants.” Delaying the retail component of a project or building it in phases may reduce the risk of its failing. Vasquez thinks conditions at Fruitvale will improve when the project’s second phase, containing approximately 300 to 450 housing units, is built.

“Retail is the Achilles’ heel of TODs,” warns Richard Cervero, a transportation specialist who teaches at Berkeley. “If not done right, it can really stigmatize a development as a loser.” Richard Willson, a Cal Poly Pomona planning professor who has advised BART on parking policy, says, “Among developers, I find a bit of naiveté about how people use transit facilities.” They often don’t realize that many commuters rush through, not buying much, Willson says. Ordway says commuters generally constitute a tertiary market — less important than the people who live in the surrounding community and individuals who live or work in the project area.Ordway says developers would be wise to study a TOD project that Calthorpe Associates was involved in planning next to a BART station in Richmond, north of Berkeley. There, buildings along a pathway to the station were constructed so they could start as wholly residential and be converted to live/work — with street-level offices or retail — after the location proves itself.

RECONSIDERING PARKING
BART has abandoned its policy of providing free parking at many of its East Bay stations. BART has also modified its requirement that when parking lots at a station are built upon, an equal number of new parking spaces must be provided, typically in garages or decks. The changes bode well for future TOD, by eliminating major financial hurdles.

Patrick Siegman at Nelson\Nygaard consultants in San Francisco, says the next step should be the establishment, by municipalities, of “parking benefit districts” in neighborhoods around transit stations. Commuters could pay to use designated on-street spaces. The revenue would be devoted to public improvements desired by the neighborhood, such as better sidewalks, lighting, and landscaping. “At $4 each for 250 cars, you’d have $1,000 a day in revenue to spruce up the neighborhood,” Siegman calculates. Parking benefit districts are being considered at two Oakland stations, Ordway says.Despite challenges, TOD is gaining momentum. On land owned by BART, nearly $2 billion of capital has already been invested in TOD or is in process or in negotiations, according to Ordway. At Pleasant Hill, which contains substantial housing and employment, approximately 40,000 square feet of space is expected to be available for retail. “It’s not just pure retail,” Parolek emphasizes. “It’s allowed to be used for professional services such as a dentist or optometrist.”

"Neighborly" Housing

By Kelly Sheehan, Multi Housing News

Chicago residents who buy housing in low-income neighborhoods prefer homes that are designed to be part of their communities and not insolated from them, according to a new report by researchers at the University of Illinois at Chicago (UIC). The Lincoln Institute of Land Policy, a think-tank based in Cambridge, Mass., funded the year-long study.

"I'm interested in neighborhood revitalization and I study the way that the design of housing connects or doesn't connect to surrounding communities," Brent Ryan, UIC assistant professor of urban planning and policy, told MHN. "Since there is so much housing being constructed in Chicago right now, we asked the question, 'Does the design of new urban developments popping up around the city affect the value of housing?' As it turns out, it does."

Ryan and Rachel Weber, a fellow UIC associate professor of urban planning and policy, analyzed assessed values of housing built between 1993 and 2003 in parts of Bronzeville, Bucktown, East Garfield Park, Lawndales, Ukrainian Village and Wicker Park. Every census tract in the analysis had a poverty rate of at least 20 percent in 1990, according to federal standards.

Buyers are willing to pay 33 to 50 percent more for units in small multifamily buildings or single-family homes with entrances that face the street and parking that faces the rear, according to the report. Buyers also favor relatively short setbacks from the street and designs similar to those used for neighboring buildings.

"The value differential implies that buyers of these homes recognize the connections of this housing to the neighborhoods, whether those connections are physical, social or economic," Ryan said. "This might be expected in higher-income neighborhoods, but it’s more surprising in low-income neighborhoods, given that the literature portrays an overriding concern for personal and property security."

Ryan and Weber defined three basic housing design models common to many U.S. cities. They are:


Infill , or housing built on scattered individual lots by multiple developers, which is visually in keeping with surrounding housing. Infill is common in older neighborhoods where houses were demolished one at a time due to deterioration and arson, such as Bronzeville, East Garfield Park, Humboldt Park and North Kenwood.

Traditional neighborhood development, or large planned communities that maintain the neighborhood’s street grid, which face the street and are relatively close to it. They do not have rear parking. An example is North Town Village on the Near North Side.

Enclave or self-contained complexes on large sites, often behind a gate or wall, which are consciously separated from their surroundings.

Many enclaves and traditional neighborhood developments are built on former industrial or institutional sites. Homan Square in Lawndale and Picardy Place in North Center are enclaves. Ryan and Weber determined that infill housing had the highest assessed values. Units in traditional neighborhood developments were assessed only slightly higher than those in enclaves. Values were lowest in enclave or traditional developments with private roadways and entrances facing private spaces. Ryan and Weber suggested that some buyers might associate the size, homogeneity and isolation of these buildings with suburban housing or 20th-century public housing. The study indicated that buyers can be swayed toward enclave or traditional developments by convenient parking in front of or attached to their homes, as well as landscaping that forms a buffer between units and streets.

Ryan told MHN that he lives in a high-rise building in Chicago because he is interested in being a part of the surrounding community. "Our study finds that other people value housing that is integrated into the community as well," he said. "People aren't moving to Chicago to live in a development that could be found in the suburbs--they're moving here to be involved in all that the city has to offer. We were surprised to find that this translated into economic value."

Weber said that the research team found that the cost per unit might be higher to build infill housing, but the cost to build enclaves also can be pushed higher because of the need for private roadways and landscaping. "

The study should be reassuring to urbanists who believe that the best way to revitalize urban neighborhoods is to respect and augment existing places rather than attempt to transform them into another type of neighborhood entirely," Ryan said.

Ryan is currently working to secure funding for a new study that will examine the spillover effects of the design of 800 to 1,200 new urban developments. "We want to look into how the design of these new urban developments affect the housing around them," he said.

Role of arts in urban revitalization

Below is an excerpt of a talk given at The Peabody Institute Forum. Speakers included Mayor Michael Bloomberg, Dr. William Brody, President of Johns Hopkins University,Adam Gordon, Editor-in-chief of The Next American City.

Mayor Michael Bloomberg:
We’re here to consider the role of arts in urban revitalization. Probably can’t have a better example of that than the Peabody campus. It’s right in the middle of Baltimore. It’s not quite as famous as Camden Yards, but it is getting there.

Arts and arts organizations seriously are a vital component of a city’s cultural life, particularly for the diverse communities that live there. They are also magnets for people that come from outside: tourists, of course, but also talented and ambitious dreamers.

Art defines our lives. Art pumps us up and makes us complete and gives us something to put a smile on our faces about, as well as gets the brain cells to keep going. When you talk about the pulse of the city, in many ways you really are talking about the artists that live there and the artists that work there. Art is one of the ways in which ethnic communities express themselves. Not everybody has had the kind of education that lets them write well. There are people who just instinctively have the ability to communicate in other ways. I think that great cities recognize this.

Art is about economics as well. I don’t think there’s any question why New York City’s tourism is the way it is. I was with a very well known clothes designer last night at dinner, and he had a friend coming to town who said, “Can you get me a hotel room?” He said both he and his secretary dialed for an hour before they finally found one room. New York City is full, and the reason the hotels are full, the reason the tourists come there, is because they want to see the museums, the performing arts centers–the tiny museums and not just the big ones. Art brings in millions and millions of dollars to any city. It transforms whole neighborhoods.

One of the great challenges we have is to bring artists into communities that are down on their heels and have the artists transform the communities–and that works–but as Mayor O’Malley knows, the great challenge is how do you keep it so the artists are able to live there as these neighborhoods become magnets and more and more people want to move in and drive the starving artists out. There’s no easy answer to that. What is clear is that culture changes neighborhoods, and that all of these things take money to do. There’s no question the arts have to be supported. They have to be supported by private philanthropy as well as public philanthropy. Public philanthropy is great, but it’s private philanthropy that really lets people be totally creative. If we didn’t have private philanthropy we’d be back in the old masters days. We certainly never would have had something as blasphemous as impressionism. Medicine–the same thing is true: you would never try anything new because the public’s money can’t do that.

I think the stakes are very high. If you falter in your community or in your city and you walk away from the arts, it can be generations before you can turn that around. Once it becomes unfashionable to go someplace it stays unfashionable for a long time. It is also a very competitive world. Mayor O’Malley has got to get people to move here; Mayor Bloomberg’s got to get people to move to New York. People have choices today that they never had before.

Net Zero Energy Building

by Jetson Green

I just thought I would blog about this real quick because it caught my attention in the latest edition of BusinessWeek. There was a full page ad saying, "Imagine that. You can do well in the world without hurting it." Pictured in the ad is a pretty neat looking building (above), which is interactive at www.utc.com/curious. Go give it a look...United Technologies' (NYSE: UTX) green building page has information on electrochromic glazing, 100% recycled structural steel, vertical axis wind power turbines, photovoltaic solar power arrays, zero VOC paints, green roofs with an integrated reclamation systems, conserving energy, fuel cell power plants, and combined cooling, heating and power (CCHP) systems. Maybe someone should actually build the structure that's in this rendering.

A Trainspotter's Paradise

Birmingham Railroad Reservation Park
Forum for Urban Design

Some cities have a river; others have a harbor. In Birmingham Alabama, residents cozy up to an 11-track railroad corridor. Still very active, the railroad serves as a vital emblem of local history and character but also, by running through the heart of downtown, splits the city in half. To help stitch the downtown back together, Tom Leader Studio’s masterplan re-envisions the area as a park that puts Birmingham’s train infrastructure in the spotlight.

Tom Leader’s design concept for the park was apparent from the get-go. As principal of Tom Leader Studio, he explained that “rather than sticking a park next to a rail viaduct and calling it a day, the idea was to put primary park circulation up at the level of the train because they love trains. [Birmingham residents] actually go on weekends and trainspot on some of these overpasses.” Using this quirky hobby as a cue, the firm aimed to provide greater access to the trains by designing a catwalk structure that runs parallel to the rail corridor. The park, which will cover a total of 21 acres, is organized into different zones with themes of rail, community, and nature. Besides the rail catwalk, the plan features a community-oriented segment at the eastern end that includes an amphitheater with a whimsical rain curtain, an arts plaza and a stage platform for regional events such as Birmingham’s celebrated “Crawfish Boil.” The middle and western edge fulfill the “nature” piece of the vision through a zone of open space with several knolls that Leader describe as waves that “rise up and down against the railroad track.” Though filled with intimate and unique details such as the wave-like hills and the rain curtain, the park’s strongest asset still remains its dynamic rail-oriented circulation.

For the Railroad Reservation Park, Tom Leader Studio collaborated with ConsultEcon, and Tom Martin economic planners for the client, the City of Birmingham Mayor’s Office. Currently, the plan is being further developed through schematic designs, and construction is projected to begin later in 2007.

TOD...Why Now?

From Reconnecting America

Housing Preferences Are Changing:

Demand is changing dramatically because of profound demographic shifts, including the aging of baby boomers, the number of new immigrants, and the fact that younger adults prefer urban, mixed-use environments. While two-thirds of demand is still for large single-family dwellings, a third is for smaller housing choices, including apartments, townhomes, live-work spaces, and bungalows. The market isn’t meeting this demand, and the increasing competition for units in denser, mixed-use neighborhoods has caused a cycle of price increases, displacement and gentrification. There is an urgent need to increase this housing stock in order to meet market demand and protect and grow the affordable housing inventory.

Workers and Firms Prefer "24-Hour Neighborhoods":

In the past companies have preferred suburban campus environments near freeways, and regions have lured employers without regard to bigger picture development goals. But other issues are coming into play, including the rise of the "creative class," and the increasing importance of talent, technology and tolerance in a region’s economic development strategy. Because firms are chasing talent, which is choosing to locate in diverse, lively urban regions, firms now prefer these locations. A recent Jones Lang LaSalle survey found access to mass transit is very important to 70 percent of New Economy companies. And, according to PricewaterhouseCoopers' respected Emerging Trends publication, 24-Hour places are the best real estate investment locations.

Rail and Bus Systems Are In A Building Boom:

More regions are developing mass transit and more consumers are choosing mass transit over driving on congested roadways. Whereas public transit had existed primarily in older Northeastern cities, new systems have begun service in cities like Dallas, Denver, Salt Lake City, Sacramento, Charlotte, San Diego, Portland and San Jose. In fact, new rail or rapid bus systems are planned or under construction in all but three of the top 30 metropolitan areas.
At the convergence of these three trends is an opportunity to create the armature for a new growth and development strategy that meets the demand for location-efficient mixed-use places, supports regional economic growth strategies, and increases housing affordability — by increasing supply in neighborhoods with lower transportation costs. TOD occurs within a half mile radius of rail or rapid bus stations, encourages walking and cycling, has a mix of retail, commercial and residential uses, and a diversity of housing types suited to a mix of generations and incomes. It is the one strategy that promises to simultaneously meet these seemingly disparate goals.

Indeed, transit-oriented development has been touted as the palliative to traffic congestion and air quality problems, the high cost of housing, and Americans’ need for physical activity. But analysts have looked at projects on the ground nationwide and found few that deliver on this promise, and they’ve concluded TOD offers few advantages. In fact, the truth lies somewhere in between. Most so-called transit-oriented projects are simply conventional development located adjacent to transit, and cannot live up to the potential of truly effective transit-oriented development.

Municipalities Adopting TOD Policy

By Amy Gardner and Bill Turque
Washington Post,March 13, 2007

Fairfax County embraced a new policy yesterday encouraging dense, pedestrian-friendly development near current and future transit stations, continuing the transformation of car-friendly suburban neighborhoods.

The policy, approved unanimously by the county Board of Supervisors, will promote "compact" development with a mix of housing, office space and retail stores within a half-mile of rail stations. The most intensive development would lie within a quarter-mile of stations. Fairfax is home to 10 transit stations, five for Metro and five for Virginia Railway Express.

The point, supervisors and the new policy say, is to create communities that encourage walking, biking and transit use to reduce sprawl and automobile travel.

Another purpose is to create a clear definition of so-called transit-oriented development -- a term that means different things to different people.

Last June, for example, the county approved MetroWest, a development of 2,250 homes as well as office and retail space at the Vienna Metro station, over the objections of residents who said the proposal lacked the mix of uses and neighborhood input needed for successful transit-oriented development. Previously, the county blocked a nearby neighborhood from selling to a developer who planned to build a high-rise project, on the grounds that the community was too far from the Metro station to qualify for the label.

Urban Redevelopment Do’s & Don’ts

By Michael S. Weiner

The last 50 years of real estate development have often been innovative, but also, in many cases, downright dreadful in the approach to redeveloping downtown areas. Today, city fathers struggle with breaking from the past trends of urban sprawl and walled communities to redevelop urban areas that will increase downtown real estate values, attract businesses and residents, and enhance cultural and civic activities.

The success or failure of these endeavors will have lasting economic impact on those cities in competition to become regional destinations, capturing discretionary spending or seeking to exponentially increase their current tax base. Failure to create an economically sound downtown can ruin a city. Finding the right formula can catapult a city into the national limelight, creating a trickle down effect that results in higher-priced real estate, a strong retail and business environment, and a reputation that draws people to the area.

Do enter a third generation of thought. Before World War II, neighborhoods in urban areas seemed to evolve organically. Many times neighborhoods were organized along ethnic lines. This was immediately followed by the era of urban sprawl, massive malls, and the introduction of walled communities. At that time, there was an aversion to urban areas and people were fleeing to the perceived safety of the suburbs.

Don’t think this is suburbia. Many cities cannot resist the temptation to create suburban centers in urban pockets. Large areas are leveled to create a contrived center that is nothing more than an outdoor mall. The problem with this strategy is that cities are not capitalizing on the already existing local flavor, history, and charm to create vibrant, dynamic areas to which crowds will flock. They tend to have a “walled-in” feeling, one that excludes the urban environment rather than invites.

Do encourage jaywalking. Though this may sound a bit unusual, urban areas actually lend themselves to this type of civil disobedience, given the greater pedestrian density in vital urban areas. Consequently, it’s important to have no more than two lanes of road traffic, and to discourage car speeds of more than 30 mph through the use of traffic circles, speed bumps, and stop signs. Parallel parking also slows everyone down.

Don’t fall for the fallacy of mixed use. Too many developers cling to a belief that an apartment building with a few thousand square feet of retail thrown in on the ground floor constitutes “mixed use.” This is usually a formula for disaster simply because the limited number of tenants cannot support these small retailers. These small mixed-use projects have limited parking and residents tend to get angered by others using their space. These projects are clearly not a new urban environment and usually fail. A watchword for redevelopment should be “sustainability,” retail survives only with enough households conveniently located using its services and buying its goods.

Do capitalize on history. Successful downtown redevelopments reflect their cities’ history and personality. They build on their roots and successfully market their new “old” images. As a result, people know what they’re getting when they decide to live, dine or visit. It’s that “branding” thing that advertising firms love so much.

The world is sprinkled with examples of locations that have become attractions based on the authenticity of their culture. Pamplona has the running of the bulls. Sedona, AZ has capitalized on its rock formations and Indian art. Aspen, CO carved an initial reputation on its classical music festival. People flock to different neighborhoods of New York City for different experiences--to Tribeca, Chelsea, Greenwich Village, the Upper East Side, and Central Park West, to name just a few. But these experiences did not just happen; they evolved, becoming unique to their districts and locales.
There’s no question that the concept of New Urbanism will continue. It is up to the real estate community to create the proper, and profitable, destinations.

The BOHO Philosophy

BOHO Developments seek to offer a compelling alternative for those who are dissatisfied with the choices provided by conventional development. Conventional development emphasizes the private realm, auto dependency, single use pods, privacy, exclusivity, and bigger and bigger private residences. BOHO Developments emphasize the public realm, walkability, mixed uses, community, diversity, and quality over quantity.

A Walkable Community
BOHO Developments pragmatically accommodates cars, but are be designed for people. They are to be very walkable. Cars travel slowly, and sidewalk and street designs emphasize pedestrian comfort and safety. There are plenty of interesting things to walk to, because of the fine-grained mix of uses. Walks won’t be too long, because the development is relatively compact. And the walks are safe, because there are plenty of eyes on the street at all times.

Environmental Considerations
BOHO Developments site plan, as well as construction and management procedures, emphasize resource efficiency, environmental protection and restoration. Developments incorporate elements of nature in the neighborhood and make them part of people’s daily experience. Street trees are especially important.

A Place for Commerce
The commercial center of a BOHO Development have retail stores that serve the practical everyday needs of the BOHO Development residents and its surrounding neighborhoods – needs that are currently not well served. And because of its unique character, rare good urbanism, and easy access, they also attract businesses that are a destination for citizens of the entire metro areas and beyond.

A Place to Live
The residential elements of A BOHO center cover the entire spectrum from small loft apartments above shops to larger live/work condominiums. Developments aspire to keep the scale of individual buildings rather small, which will enhance the ability to have an attractive mix of housing types throughout the neighborhood.

A Place to Work
BOHO Developments feature a traditional fine-grained mix of different residential types as well as retail stores, office space, civic buildings, people-friendly streets, squares, and recreational facilities. Live-workloftsandtraditionaloffices are pivitol the neighborhood, as the daytime occupants and visitors they draw to the neighborhood will be very helpful in maintaining a vibrant, active, daytime environment.

A Place to Gather
BOHO Developments incorporate civic gathering places, which include public green spaces, pedestrian-oriented streets, recreational facilities, shops and restaurants. These civic places reinforce a sense of neighborhood and help provide the glue that holds the people of the community together.

New Urbanism (one view)

by VirtualCity

New urbanism occasionally encompasses other city planning systems such as smart growth, and is occasionally recognized as a separate entity. The idea claims to originate in the early twentieth century with the development of the neighborhoods it uses as models, though as a movement, it is responding to the perceived weaknesses in suburban development.

Whether or not smart growth is an offshoot of new urbanism, the two share a number of concepts. Both emphasize the important of a compact, walkable community center, and the assimilation of different types of housing and commercial buildings. An emphasis on environmentally-conscious building, the renovation of brown- or greyfield land, and historic preservation are other similarities.

However, because new urbanism was created as a specific theory for urban design rather than simply being based on a looser set of ideals, its definition is more concrete than that of smart growth. Andres Duany and Elizabeth Plater-Zyberk founded the Congress for the New Urbanism, inspired by the time the husband-and-wife team spent at Yale. Their guidelines for a ‘new urban’ neighborhood suggest the inclusion of most of these elements:

• A recognizable center for the town/city/community, such as a green square or distinctive intersection, in which the transit stop is also situated.
• Buildings in the neighborhood center placed close to the street, to form a well-defined space.
• A walk of not much more than 5 minutes from any home to the community center, or approximately 2,000 feet.
• Mixed housing types, including apartments, rowhouses and detached homes, to provide a suitable dwelling for people of all ages and all economic means.
• An auxiliary building for workspace or a garage apartment is allowed in the backyard of each home.
• Parking lots or garages in the back of homes and businesses, rather than fronting the streets.
• Shops and offices to sufficiently serve the weekly needs of residents on the edge of the community.
• An elementary school close enough for most children to walk from home.
• Small parks or playgrounds near every home, not more than a tenth of a mile away.
• Streets that create a linked network to disperse traffic.
• Relatively narrow streets, suitable for pedestrians and bicycles, preferably lined with trees.
• Some major spots in the neighborhood center reserved for buildings to facilitate community meetings and activities, or for religious, cultural, or educational purposes.
• A self-governing community, guided by a council that makes decisions on maintenance and change.

There are a number of complaints lodged against new urbanism—the first, a semantics issue, that the scheme is not actually ‘new,’ as it derives its inspiration from American towns of the pre-automobile era. Some argue, conversely, that this halcyon design is based upon a system that exists only in nostalgia. Either way, it has drawn criticism chiefly for emphasizing aesthetic values over practical design, especially as a new urban community might relate to the surrounding region. The delineation of design elements irks those who feel the plan undermines American property rights and civil liberties, while on the opposite side of the spectrum, some accuse it of being a gentrification plan that would force lower-income families from their neighborhoods. Though the transportation habits of new urban residents may improve, the communities tend to remain socially homogenous ones.

Mixed-Use Summit

by Jetson Green

12/18/06

Never mind the fact that I'm supposed to be finishing a final for intellectual property, I spent the day at Victory Park and the new Dallas W Hotel, attending the Mixed Use Summit, presented by Commercial Property News and Multi-Housing News. I found the seminar extremely enlightening and educational; I wanted to pass on some nuggets of green development wisdom. If you could provide a nugget, a quote of sorts, on green building and the future of sustainability, what would it be? Comments are open.

On Sustainability:

"If you're not thinking about sustainability, you're missing the boat. TODs, urban development, LEED, etc. There are four reasons you should be thinking about it: (1) it's the right thing to do, (2) your competition's doing it, (3) it adds value to the project, and (4) it speeds up the process." - Ken Ryan, Principal of EDAW Inc.

On LEED:

• "This is where the future is going and groups are getting staffed up with LEED Accredited Professionals, they're getting everyone certified."
• "It's sort of a best practices thing."
• "It's easier to sell LEED to corporate tenants, rather than human tenants, but we're starting to get there..."
• "If you have a project and people are worried about the bottom line, it's tough to go LEED, especially the contractors--they're hard to get on board, but the sales appeal is very big. Developers know the appeal is big and they're trying to figure it out..."
• "In a place like Chicago, with all the requirements they have, you're about 3/4 the way to LEED, so you might as well take the plunge and go all the way."

This conference had many of the best developers and architects from around the country in one room, strategizing and talking about the future of land use, specifically urban development + smart growth, in the US.

BOHO Centers Design Charrette

What is a BOHO Design Charrette?

Based on the pricipals of New Urbanist Design Charrette, it is

• An open process that includes all interested parties
• A collaborative process involving all disciplines
• A process that produces a feasible plan.

The Charrette combines this creative, intense work session with public workshops and open houses. Its an intense collaborative planning process that harnesses the talents and energies of all interested parties. We bring it a team of professionals experienced in the Town Planning disciple to create and support a feasible plan that represents transformative community change.

The workflow of the Charrette involves a series of design sessions and public input cycles for multiple, consecutive days. All interested parties are invited at scheduled intervals: the city planner, fire department, public works, planning and zoning, council members, and local business owners. Stakeholders in the community become aware of the complexities of development and design issues, and everyone works together to arrive at the best possible solution. They are also welcome to visit the Charrette Studio site throughout the Charrette during open hours. In this way, it does not consume large blocks of time for residents or officials. This input is used to refine the alternatives and create more detailed plans that are again reviewed and critiqued by the public during an open house. The design team further refines and narrows the feedback into a final plan and set of implementation documents to be presented for public confirmation on the final night of the Charrette.

Benefits of a Charrette:
Conventional approaches to the public approval process are failing. Even high quality architectural and planning projects with demonstrable public benefit may lose support without a collaborative approach. The public design Charrette has emerged as an alternative to the "design and present" convention. Charrettes provide a framework for creating a shared vision with community involvement, directed by consultants representing all key disciplines.

It is important to note that the project is not complete when the Charrette is over. Plan refinement and further feedback occur through discussions and a follow-up meeting approximately a month after the Charrette. This allows everyone to check in on the refined Charrette plan and to allow for one final review and comment.

A Detailed Definition of BOHO-centers

BOHO centers are the only high density mixed use retail and residential development that exceed existing standards in their economic, cultural, social, and environmentally sustainability to create the needed vitality to act as a catalyst of growth for the surrounding area.

Requirements:

Design-The standard project program is a high density multi use environment that is sensitive to the surrounding location in scale and style. Development is an 8-16 acre site with pedestrian-friendly traffic patterns and green gathering spaces for individuals to utilize for its 24-7 days worth of services and active spaces. Project must have close proximity to multiple mass transit opportunities. Projects must be (LEED) Green Building Rating System™ certified.

Economic-Take advantage of undervalued urban land to create a retail district with national independents as anchors and affordable entry level lease for boutique and localized retailers. Smaller Café’s and tavern spaces are set aside to encourage multiple styles of restaurant and relaxing options. Coffeehouses and independent bookstores are encouraged to align around exterior common gathering space. Loft style housing and office options are created with minimum design elements to reduce initial capital investment and encourage a sense of ownership in the leassors by their customization of space.