Smart Growth and Transportation: Issues and Lessons Learned (2005) / Chapter Skim
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Where How Do Smart Growth Transportation Systems and Institutional Arrangements Vary with Location?
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63805_079_126 4/7/05 2:55 AM Page 90
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9 1 Introduction Tom Downs, National Center for Smart Growth Education and Research, University of Maryland The program this morning continues with the"where" of smart growth. How have transporta-tion agencies in very different regions of the country responded to smart growth initiatives?
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regional transportation plan and the 5-year transportation improvement program for Portland's metro region. Metro is an elected regional government that actually has a significant amount of control over land use and capital investment.
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9 3 Smart Transportation in Maryland Neil Pedersen, Maryland State Highway Administration Iwould like to spend some time this morning follow-ing up on a number of the remarks that GovernorGlendening made yesterday. I will talk about how the broad vision and policies translate into specific programs that we have implemented at MDOT to ensure that the transportation program supports the visions that Governor Glendening talked about.
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northeastern states, much of Maryland is unincorporated. We have a number of small municipalities, which tend to be some of our older, developed areas.
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breaks in those controls to encourage development in some locations. We attempt to link transportation funding with land use decisions.
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We emphasize landscaping and aesthetic design on all of our projects through our "thinking beyond the pavement" program. We have a separate program of $7 million to $9 million per year dedicated to landscaping and aesthetic design.
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9 7 Smart Transportation in Las Vegas, Nevada Jacob Snow, Regional Transportation Commission of Southern Nevada My name is Jacob Snow, and I'm the GeneralManager of the Regional TransportationCommission of Southern Nevada in Las Vegas. I'm not exactly sure why I'm here, coming from a community that probably has represented the antithesis of smart growth in many ways, but in some ways it hasn't.
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We have an extremely dense urbanized area, and in fact, we have had a de facto urban growth boundary. It is not by choice; the federal government owns 95 percent of the state of Nevada.
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virtually is an Interstate here, Interstate 215, all with local money -- no state department of transportation money and no federal money whatsoever. We have spent about $800 million over the past decade, and we have a tax initiative that will be on the November ballot to expand and accelerate the funding, because we just can't keep up.
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of miles from the Las Vegas Hilton, past the Stratosphere Hotel and into downtown glitter gulch, Las Vegas -- another 2-mile extension. The third phase will be to McCarran International Airport.
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because there is only one access point into and out of these large gated communities. One Albertson's shopping center, for example, has a gated community across the street with several hundred homes, and many of them could walk or take a bike to that shopping center.
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1 0 2 Whose Future Is It, Anyway? The Essential Public Process Robert Grow, Envision Utah My talk will be somewhat different from theones you've heard.
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help you miss some pitfalls. I want to talk about the premise on which we started the partnership we created, the process we have been going through, the vision and its characteristics, and our progress.
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the LDS church, a Baptist minister -- we tried to make sure we had involved as many groups as possible. We also brought in education leaders, who are heavily influenced by the growth patterns -- all of the new schools are out on the fringe.
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communities were high on the list of things people wanted, along with preservation of critical lands. To develop scenarios, we used some outside consultants -- John Fregonese and Peter Calthorpe were working with us.
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weighted heavily toward Scenarios C and D This would surprise most people: Utah residents would choose a much denser lifestyle with rail transit and other forms of public walkability and transit-oriented developments.
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tried to look to the long term. Legacy was already approved, so we stayed out of a lot of fights by looking out 20 years and then took a second cut at 2050.
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1 0 8 Smart Transportation in Portland, Oregon Tom Kloster, Portland Metro This is going to be quite a challenge. RobertGrow's presentation is probably typical forWestern states.
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which was a lot for us to deal with. We have had an urban growth boundary since 1979, and we had to begin expanding it in the past 10 years to accommodate that growth.
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sification for different parts of the major street system based on land use. Boulevards, streets, and roads are the three most important.
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lanes on intersections. A detailed analysis of this issue is available.
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about 35 dwelling units per acre, depending on the local market and conditions, and we are pushing toward 80 in downtown areas and a couple of our suburban downtown regional centers. Commercial densities are about 0.5 to 1.5 floor area ratio -- higher than 0.2 or 0.25 in a typical development.
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1 1 3 Discussion Tom Downs: There seemed to be several common themes. One is that each of these presentations focuses on a rapidly growing population.
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the regulatory authority to implement these initiatives. I think it obviously helps to be able to put everybody on the same playing field on regulations.
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the presidential campaign. In my experience, individuals don't care about the rhetoric if they believe they have a say and are being heard by someone at whatever the sponsoring agency is -- whether it is public or not.
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Robert Grow: I sometimes refer to our department of transportation as the department of roads. The attitude is, somebody else plans it, and we just build what you want.
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