Methodology for Determining the Economic Development Impacts of Transit Projects (2012) / Chapter Skim
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48 6. CASE STUDIES The purpose of the case study phase was to seek on-the-ground evidence of agglomeration economies caused by recent rail investments, and to explore factors not easily quantified in the other empirical work.
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49 * Los Angeles, CA Southern California Regional Rail Authority Commuter Rail 1992 1992 Memphis, TN Memphis Area Transit Authority Light Rail 1993 1993, 1997 *
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50 Our three case studies were selected from this list according to review panel input, economic and travel data availability, interest by regional agencies, and diversity in geographic location, metropolitan area size, transit system maturity, and mode. We also took into account the employment, transportation, land use, and geographical characteristics of the metropolitan areas.
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51 TABLE 13 Mode shares by region (1) (Please see Appendix A for numbered references in all case studies)
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52 Center and LA Live. Planning tools for transit-oriented development such as form-based zoning and changes to parking standards have been seen as helpful in certain segments of the real estate market, but not others (particularly not in the high-end market)
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53 labor markets that could result from improved transit service. However, empirical evidence that this has resulted from the 1990s investment in the DART light rail system is limited.
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54 • What impact has the financial crisis of 2008 had on the trajectory of transit investment and the potential benefits of agglomeration? • Do property prices reflect the additional value provided by transit access?
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55 led densification, recent changes in employment and residential densification near transit development, zoning regulations, and existing land use.
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56 Los Angeles – Metro Orange Line Our first case study is the Los Angeles Metro Orange Line Bus Rapid Transit (BRT) corridor.
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57 entirely underground and cost significantly more than the other rail lines to construct ($4.5 billion compared to a combined $3.7 billion for the four other lines)
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58 change and instead focuses on a strategy targeting two percent of the region's land area with investments. The goals are to promote mobility, livability, prosperity, and sustainability through targeted "opportunity areas." The primary focus shifted away from a broad, regional approach toward improving transit throughout the region to a specific set of policies aiming to invest around existing transit and employment centers (8)
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59 transportation projects, and the 30/10 Initiative is aggressively leveraging the new revenue source to begin work on twelve key Metro expansion projects immediately (12)
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60 area include tourism and hospitality, international trade, entertainment, and logistics. Los Angeles is also the second largest manufacturing center in the US (14)
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61 FIGURE 6 2002 to 2008 LA Metro Orange Line corridor change in workers at place of home by Census block group. (Source: US Census Bureau Longitudinal Employment Data)
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62 FIGURE 7 Los Angeles County and corridor employment by sector. (Source: US Census Bureau Longitudinal Employment Data)
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63 FIGURE 8 Change in Los Angeles County and corridor employment by sector, 2002 to 2008. (Source: US Census Bureau Longitudinal Employment Data)
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64 FIGURE 9 Los Angeles County and near corridor job growth by sector, 2002 to 2008 (Source: US Census Bureau Longitudinal Employment Data) In contrast to the other two case studies (see below)
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65 regulations in their projects. Developers are also resistant to parking regulation changes in certain markets because they find limited parking to be difficult to market to high-end residents and businesses, even near transit (LA Interviewee B, personal communication, 01-07-2011)
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66 FIGURE 10 2005 LA Metro corridor land use, San Fernando Valley Area. (Source: SCAG Land Use GIS Data)
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67 Salt Lake City – TRAX light rail The Salt Lake City TRAX light rail system is included as a case study because, in addition to its recent investment in rail transit, Salt Lake City is a smaller, regional economic center unlike Los Angeles and Dallas. Though the particulars of this case are not generalizable to the broader population of mid-sized metropolitan regions, we believe that Salt Lake City provides some insights to how smaller metropolitan regions approach transit investment as an economic development strategy.
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68 Current state of the transit system The Utah Transit Authority (UTA) serves the metropolitan region of Salt Lake City, and consists of fixed-route and express buses, three light rail lines, and one commuter rail line extending north to Ogden, Utah.
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69 the planning phases of the initial light rail lines generally addressed the potential changes in development patterns that could result from the opening of the service, but did not attempt to quantify any associated benefits (19, 20)
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70 Similarly, in the 2007-2030 Regional Transportation Plan of the regional metropolitan planning organization, the Wasatch Front Regional Council (WFRC) , transportation system alternatives are evaluated based on performance measures including transit shares, transit speeds, and transit access to major activity and mixed-use centers, but the plan does not include any measures intended to evaluate the land-use impacts of new transit projects.
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71 the US, retail and manufacturing are still the largest sectors by total employment. However, these sectors have been steadily contracting while the professional, technical, and scientific services sectors have been rapidly increasing.
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72 FIGURE 11 2002 to 2008 UTA TRAX corridor change in workers at place of work by Census block group. (Source: US Census Bureau Longitudinal Employment Data)
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73 FIGURE 12 2002 to 2008 UTA TRAX corridor change in workers at place of home by Census block group. (Source: US Census Bureau Longitudinal Employment Data)
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74 change, or whether this is part of a broader trend of densification along major corridors in the area. Areas with particularly large increases in density include the downtown area, the area just north of the University TRAX line between downtown and the University of Utah, and the area along the North/South TRAX line near Murray.
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75 (see Figure 14)
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76 FIGURE 15 Salt Lake County and near corridor job growth by sector, 2002 to 2008. (Source: US Census Bureau Longitudinal Employment Data)
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77 Multi-family Residential: includes Low Density Multi-family Residential, Moderate Density Multi-family Residential, Moderate/High-Density Multi-family Residential, and High-Density Multi-family Residential Institutional: includes Institutional and Urban Institutional Public Lands & Open Spaces: includes Public Lands and Open Space FIGURE 16 2009 Salt Lake City TRAX corridor zoning. (Source: Salt Lake City Zoning GIS Data)
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78 Heading away from downtown, toward their shared western terminus, the two lines travel through areas zoned Secondary Central Business District, Gateway Mixed Use, Downtown Warehouse/Residential, and General Commercial before terminating at Central Station (24)
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79 FIGURE 18 2009 Salt Lake City maximum building height, residential zones. (Source: Salt Lake City Zoning GIS Data)
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80 Salt Lake, there is also a TOD Overlay. The next three stations to the south are located within the City of Murray.
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81 Regulatory constraints like zoning play important roles in shaping regional economic development in Salt Lake City, as in the other case study regions. Some of the firm expansions in downtown and at the university have been constrained by parking supply.
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82 Dallas – DART light rail This case study focuses on the Dallas Area Rapid Transit (DART) light rail system, the first phase of which opened in 1996.
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83 Current state of the transit system The Dallas-Fort Worth region is served by two rail transit systems and a variety of bus and other transit services. DART operates the light rail system, and jointly (with the Fort Worth Transportation Authority)
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84 Current context – employment, transportation, and land use Accessibility/congestion In 2007, annual delay per peak traveler in the Dallas-Fort Worth-Arlington metro area was 53 hours, which is 29% higher than the average for all 90 urban areas in TTI's 2009 Urban Mobility Report. Compared with peer metro areas, Dallas-Fort Worth's annual delay is 4% higher than the average for very large urban areas.
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85 FIGURE 19 2002 to 2008 DART light rail corridor change in workers at place of work by Census block group. (Source: US Census Bureau Longitudinal Employment Data)
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86 FIGURE 20 2002 to 2008 DART light rail corridor change in workers at place of home by Census block group. (Source: US Census Bureau Longitudinal Employment Data)
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87 Employment and industry characteristics As illustrated by Figure 19 and Figure 20 above, both employment and resident worker population became denser between 2002 and 2008 along the light rail corridor in downtown Dallas. Employment density continues to increase north from downtown Dallas along US 75 until just south of I-635.
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88 FIGURE 21 Dallas area and corridor employment by sector. (Source: US Census Bureau Longitudinal Employment Data)
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89 FIGURE 22 Change in Dallas area and corridor employment by sector, 2002 to 2008. (Source: US Census Bureau Longitudinal Employment Data)
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90 FIGURE 23 Dallas area and near corridor job growth by sector, 2002 to 2008. (Source: US Census Bureau Longitudinal Employment Data)
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91 development objectives as infill, with smaller projects of 3-8 stories with a mix of uses. The City of Dallas is concerned with the creation of an urban fabric, rather than an abstract increase in density.
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92 FIGURE 24 2011 DART corridor zoning, south of Mockingbird Station. (Source: City of Dallas Zoning GIS data)
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93 FIGURE 25 2010/2011 DART corridor zoning, north of Mockingbird Station. (Source: City of Dallas and City of Plano Zoning GIS data)
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94 seen in Figure 26, Figure 27, and Figure 28 below. These categories, defined below, are grouped similarly to those mapped for Los Angeles and Salt Lake City.
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95 FIGURE 26 2005 DART corridor land use, south of Mockingbird Station. (Source: NCTCOG GIS Land Use Data)
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96 FIGURE 27 2005 DART corridor land use, north of Mockingbird Station. (Source: NCTCOG GIS Land Use Data)
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97 FIGURE 28 2005 DART corridor land use, downtown Dallas. (Source: NCTCOG GIS Land Use Data)
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98 Going south from its northern terminus, the DART rail line is surrounded primarily by retail and institutional development through Plano; and office, industrial, and retail development in Richardson. Continuing further south, the line passes through institutional, office, retail, and multi-family residential areas to the Mockingbird Station in the University Park area.
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99 FIGURE 29 2005 Downtown Dallas parking land use zones. (Source: NCTCOG GIS Land Use Data)
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