{"id":86863,"date":"2014-01-07T17:59:00","date_gmt":"2014-01-07T17:59:00","guid":{"rendered":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/article\/paying-for-transit-oriented-development_o"},"modified":"2014-01-07T17:59:00","modified_gmt":"2014-01-07T17:59:00","slug":"paying-for-transit-oriented-development_o","status":"publish","type":"post","link":"https:\/\/zonda-develop.go-vip.net\/concrete-construction\/projects\/infrastructure\/paying-for-transit-oriented-development_o\/","title":{"rendered":"Paying for transit-oriented development"},"content":{"rendered":"<div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\"> <h3 class=\"wp-block-heading\">Real-life financing solution<\/h3> <p class=\"wp-block-paragraph\"><strong><\/strong><\/p><p class=\"wp-block-paragraph\"> <strong>Infrastructure need:<\/strong> 650 to 850 stalls of structured parking, stormwater facilities, sidewalks, public space orientation to enhance walkability, streetscapes, and parks <\/p> <p class=\"wp-block-paragraph\"><strong>Estimated cost:<\/strong> $8 million to build a parking structure, deemed the most difficult to fund or finance as it is for the greater community benefit, with no resulting revenue or tax benefit for the developer as the TOD area will have its own additional parking. Ongoing funding is also needed to help offset maintenance costs.<\/p> <p class=\"wp-block-paragraph\"><strong>Where:<\/strong> Civic Center TRAX Station; Sandy City, Utah<\/p> <p class=\"wp-block-paragraph\"><strong>Who:<\/strong> Utah Transit Authority (UTA), Salt Lake City and Sandy City, Utah<\/p> <p class=\"wp-block-paragraph\"><strong>Property developer:<\/strong> Hamilton Partners, Chicago<\/p> <hr> <p class=\"wp-block-paragraph\">California may grow as much over the next 20 years as it did during the 1950s, 1960s, and 1970s combined. Rather than create new suburbs, the state can reinvigorate existing population centers by making them easily navigable via various modes of transportation\u2014walking and biking, as well as cars and buses.<\/p> <p class=\"wp-block-paragraph\">This strategy of encouraging denser, more sustainable development that minimizes environmental impacts is called transit-oriented development (TOD). TOD is defined as development within a one-quarter to half-mile radius of a transit station that offers a mix of housing, employment, shopping, and transportation choices. The approach provides significant environmental benefits, but it also requires significant infrastructure improvements and expansions:<\/p> <ul class=\"wp-block-list\"> <li>Increased road and water, sewer, and storm drain utility system capacity<\/li> <li>New and\/or improved sidewalks, crosswalks, bicycle lanes, and streetscapes<\/li> <li>New and\/or improved parks, plazas, and other open spaces<\/li> <li>Building structured parking garages to maximize available land use in constrained areas for park-and-drive transit riders and new residents.<\/li> <\/ul> <p class=\"wp-block-paragraph\">Making these changes poses unique challenges:<\/p> <p class=\"wp-block-paragraph\"><strong>Cost.<\/strong> Designing and placing infill infrastructure often requires a greater investment than \u201cfirst in\u201d projects that justify their expense through future sales, property, and other tax revenues; and TOD shouldn\u2019t be expected to increase growth beyond what was already expected for a given community or region. Figuring out how to spread costs among existing and future land uses can be a major barrier to new development centered around transit.<\/p> <p class=\"wp-block-paragraph\"><strong>Timing and market considerations.<\/strong> Traditional financing mechanisms\u2014taxes, user fees, even system development charges\u2014are typically imposed with new development. TOD, however, requires improvements to be financed and developed up front, before \u201cvalue capture\u201d mechanisms can be deployed. The lag between when the investment must be made and development can occur can be many significant.<\/p> <p class=\"wp-block-paragraph\"><strong>Multiple entities.<\/strong> More than a dozen local and regional public agencies may have to be involved to address water, sewer, stormwater, roads, and parking implications. Financing also may be needed from private developers to enable their properties to support planned levels of development.<\/p> <h3 class=\"wp-block-heading\">30 tools, 11 case studies<\/h3> <p class=\"wp-block-paragraph\">\u201cDeveloping new financing approaches is critical if more communities are to enjoy the sustainability and efficiency that TOD allows,\u201d says Dena Belzer, president of the firm Strategic Economics and a lead consultant on U.S. EPA\u2019s recently released \u201cInfrastructure Financing Options for Transit-Oriented Development.\u201d \u201cThis report helps communities learn from what their peers around the country are doing.\u201d<\/p> <p class=\"wp-block-paragraph\">Released as part of EPA\u2019s Office of Sustainable Communities\u2019 Smart Growth Implementation Assistance (SGIA) Program, the 250-page guide identifies 30 tools and related strategies. The tools fall into six broad categories:<\/p> <ul class=\"wp-block-list\"> <li>Direct fees<\/li> <li>Debt<\/li> <li>Credit assistance<\/li> <li>Value capture mechanisms<\/li> <li>Grants and other philanthropic sources<\/li> <li>Emerging tools<\/li> <\/ul> <p class=\"wp-block-paragraph\">Some, like user fees and municipal revenue bonds, have been around for years. Others, such as structured funds, infrastructure investment funds, and redfield-to-greenfield programs, are new or becoming more common.<\/p> <p class=\"wp-block-paragraph\">In addition, 11 case studies illustrate how these mechanisms can be mixed and matched to meet specific infrastructure needs and development\/funding contexts (click here to see sidebar).<\/p> <p class=\"wp-block-paragraph\">Finally, the report walks readers through how four SGIA program recipients addressed financing. One involves the Utah Transit Authority (UTA); Salt Lake City; and Sandy City, Utah.<\/p><\/div> <!--nextpage--><div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\"> <h3 class=\"wp-block-heading\">Building a legal framework<\/h3> <p class=\"wp-block-paragraph\">UTA provides bus and rail transit to the residents of Salt Lake City, Utah\u2019s capital and largest city, and suburbs, including Sandy City, about 13 miles south. The agency\u2019s system serves 70% of the state\u2019s population.<\/p> <div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\">  <\/div><p class=\"wp-block-paragraph\">Expecting population to increase 60% by 2040, UTA set the stage for TOD by combining local planning efforts with participation in several federally supported initiatives. <\/p><p class=\"wp-block-paragraph\">Agency managers applied for and received technical assistance through SGIA and a $5 million planning grant through the U.S. Department of Housing and Urban Development\u2019s Sustainable Communities program.<\/p> <p class=\"wp-block-paragraph\">In 2010, UTA gained legislative authorization under Senate Bill 272 to enter into joint ventures as limited liability partners with private developers, wherein UTA would receive an interest in income from the development of TOD on UTA owned property. UTA receives a limited liability equity interest in the venture in exchange for the contribution of certain property that is not critical to the transit solution. A framework has been established to guide the development of such ventures through operating agreements that provide for appropriate reviews by UTA\u2019s Board of Trustees, using guidelines approved by the Federal Transit Administration (FTA). Under the framework, UTA receives interest in the development based on the value of the property at time of conveyance; future property value increases would be shared proportionately at time of sale.<\/p> <p class=\"wp-block-paragraph\">In addition, UTA will realize profit from its joint venture TODs via its ownership position in the TOD which includes their negotiated portion of the development\u2019s long-term cash flows and percentage ownership in the TOD.<\/p> <h3 class=\"wp-block-heading\">Organizing resources<\/h3> <p class=\"wp-block-paragraph\">After identifying 27 potential sites, the authority formed a TOD department to ensure it makes good use of both the legislation opportunity and its participation in the EPA assistance program.<\/p> <p class=\"wp-block-paragraph\">Working with the region\u2019s metropolitan planning organization and Envision Utah, a nonprofit public-private partnership in Salt Lake City that facilitates community planning, six that would catalyze further TOD were chosen. Of those, stakeholders settled on 32 acres at Sandy City\u2019s Civic Center TRAX Station that were undeveloped or serving as surface parking. The rail station is within walking distance of city hall, a conference and event center, a business park, a major league soccer stadium, and a regional shopping mall.<\/p> <p class=\"wp-block-paragraph\">With a goal of increasing ridership as well as generating long-term revenue for both UTA and the community at large, UTA and the city began planning for high-density, mixed-use development around the station. To ensure the area is a great place to live and work, community amenities in the master plan include a village square; transit plaza; trails to a nearby nature preserve; 1,122 residential units; 300,000 square feet of office space; and 30,000 square feet of retail space. Construction is expected to take seven to 10 years with Phase 1 beginning this spring.<\/p><\/div> <!--nextpage--><div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\"> <h3 class=\"wp-block-heading\">Formulating options<\/h3> <p class=\"wp-block-paragraph\">In addition to stormwater facilities, utilities, infrastructure reconfiguration, streetscapes and parks, parking emerged as a primary need for EPA technical financial planning and assistance because it\u2019s the most difficult to fund or finance.<\/p> <div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\">  <div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\">  <h3 class=\"wp-block-heading\">Money available for critical, strategic needs<\/h3>  <div class=\"wp-block-group is-layout-constrained wp-block-group-is-layout-constrained\">  <!-- DisplayPublishedCompLink linkText=READ MOREcompID = tcm:111-2106919 -->   <br>  <p class=\"wp-block-paragraph\">As the federal and state governments face continued budget deficits and tight revenues, grant and low-interest loan programs with huge funding behind them could be a thing of the past.<\/p>  <p class=\"wp-block-paragraph\">But funding is out there. U.S. EPA\u2019s recently released &#8220;<a href=\"http:\/\/www.epa.gov\/smartgrowth\/infra_financing.htm\" target=\"_blank\">Infrastructure Financing Options for Transit-Oriented Development<\/a>\u201d report identifies three types for which transit-oriented design (TOD) infrastructure might qualify.<\/p>  <p class=\"wp-block-paragraph\"><a href=\"\/finance\/money-available-for-critical--strategic-needs_o.aspx?dfpzone=administration.budgets\">READ MORE<\/a><\/p>  <\/div> <\/div> <\/div><p class=\"wp-block-paragraph\"> Planning estimates found that a 650- to-850-stall structure, costing about $8 million, was needed to support the new development by freeing space currently used for surface parking and providing sufficient parking spaces to accommodate commuters living near the transit station. Currently, the structure is intended strictly for park-and-ride users.  <\/p><p class=\"wp-block-paragraph\">After identifying $2 million of Service Transportation Program funding allocated through metropolitan planning organizations, UTA and Sandy City needed to secure an additional estimated $6 million to fund the parking structure.<\/p> <p class=\"wp-block-paragraph\">\u201cWe knew that joint development with both the public and private sectors would be critical to secure the funding needed for the majority of the infrastructure, but that it might not be a viable option to finance all of the costs of the structured parking because of the magnitude of resources needed and importance of moving forward with development of the parking early in the development process,\u201d says UTA Chief Planning Officer Matt Sibul. \u201cWe worked with Sandy City, UTA, property developer Hamilton Partners, and architect\/planners IBI Group, and used our participation in EPA\u2019s Smart Growth Implementation Assistance Program and the HUD Sustainable Communities program to identify what combination of funding mechanisms might be needed to finance the new parking structure, paying particular attention to the complexities involved in what was going to have to be a multiagency effort with not only Sandy City, potential developers and utilities, but also the FTA because part of the property had been acquired with the participation of the FTA.\u201d<\/p> <p class=\"wp-block-paragraph\">As summarized in the table above, the EPA technical assistance identified a potential financing strategy that combines excess property disposal, shared parking, and joint development.<\/p> <p class=\"wp-block-paragraph\"><strong>Excess property disposal.<\/strong> The most-recent master plan included the 32 acres immediately adjacent to the station, not 14.4 acres along the tracks (see map on page <strong>32<\/strong>). While FTA\u2019s participation would be required due to its connection to the land and the sale would have to meet FTA policies, UTA could raise money by selling the parcel. To ensure future developments are compatible with UTA and Sandy City TOD goals, the sale could seek a deed restriction requiring a certain density.<\/p> <p class=\"wp-block-paragraph\"><strong>Shared parking.<\/strong> Using the existing spaces of facilities near the station could eliminate the cost of building a parking structure. EPA noted that evaluating actual parking needs for transit riders, residents, or entertainment venue users as development occurs could potentially indicate a smaller structure might provide sufficient parking, thereby reducing the overall costs of the project and helping to make TOD more feasible. Sibul reports, however, that ongoing evaluation found that the main users of the designated parking structure\u2014transit riders leaving cars in the morning and exiting in evening and people visiting residences or local offices during the day\u2014had too similar of parking needs in a similar time frame to make a smaller project feasible.<\/p> <p class=\"wp-block-paragraph\">Finally, EPA identified the option of working with the FTA on <strong>joint development<\/strong>, which is intended to enhance economic development and\/or encourage private investment around transit infrastructure, increasing property values and potentially generating revenue that can be used to fund required infrastructure.<\/p> <p class=\"wp-block-paragraph\">The FTA requires that the transit authority maintain continuing control of all transit-critical facilities. UTA protects its interests and TOD principles by recording specific covenants, conditions, and restrictions. In the case of Sandy Civic Center TRAX station, joint development is intended to facilitate funding for the needed infrastructure by providing revenues from excess property disposal, joint development revenue, and tax increment financing.<\/p> <h3 class=\"wp-block-heading\">Status update<\/h3> <p class=\"wp-block-paragraph\">UTA continues defining infrastructure and financing needs as it prepares to begin construction in a few months.<\/p> <p class=\"wp-block-paragraph\">As in any development project, the property developer will have a significant role in shaping the final solution. However, UTA believes that EPA\u2019s technical assistance and early input from both private and public stakeholders will ultimately result in a more comprehensive, smarter solution for the growing community.<\/p> <p class=\"wp-block-paragraph\">According to Sibul, it\u2019s critical to get ahead of actual development with infrastructure planning, as it enables a community to support sustainable development.<\/p> <p class=\"wp-block-paragraph\">\u201cDeveloping master plans and supporting early financing options is what enables high-density, efficient private development adjacent to transit stations,\u201d he says. \u201cAny community thinking about TOD should consider financing as soon as strategic planning begins.\u201d<\/p> <p class=\"wp-block-paragraph\"><em>Mike Matichich is global technology leader, financial services, for CH2M Hill. E-mail michael.matichich@ch2m.com.<\/em><\/p><\/div> ","protected":false},"excerpt":{"rendered":"<p>Real-life financing solution Infrastructure need: 650 to 850 stalls of structured parking, stormwater facilities, sidewalks, public space orientation to enhance walkability, streetscapes, and parks Estimated cost: $8 million to build a parking structure, deemed the most difficult to fund or finance as it is for the greater community benefit, with no resulting revenue or tax 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