Developers interested in building at a higher density near transit and other location-efficient areas often face a number of regulatory obstacles, including restrictions on density or the ability to mix retail and residential development and unrealistic and unnecessary parking requirements. Local governments can waive requirements on a case-by-case basis -- for example, a zoning appeals board may grant a special permit to reduce the number of required parking spots for senior housing or a transitional housing development or issue a zoning variance to allow higher-density or mixed-use development on an appropriate lot. These property-level adjustments can play an important role in promoting sustainable and equitable development. However, case-by-case adjustments are expensive for the locality and reduce predictability for developers, dampening the potential for the larger-scale changes that can help transform a neighborhood. | Photo Credit Fred Wilson, Courtesy of Multnomah County Library |
![]() Learn more about creating a supportive regulatory framework Go back to learn about other ways to promote sustainable and equitable development |
Click on the links below to learn more about tools to: Allow mixed-use development as-of-right "As-of-right" development may proceed without the need to gain additional approvals or zoning variances, helping to streamline processes for developers. ![]() An over-generous supply of parking can make it more difficult to build on infill sites, provide on-site amenities, and deliver affordable homes. Revise impact fee structures for infill development Impact fees help to cover the cost of infrastructure required to serve new residents. Existing neighborhoods may already have adequate sewers, roadways, and public facilities to meet the projected demand. Facilitate development with expedited permitting and review processes The time and "soft costs" associated with permitting and reviewing processes can make it difficult for nonprofit and mission-drive developers to deliver affordable homes. Some communities expedite these processes for projects that meet certain criteria. An additional regulatory reform -- increasing residential density in appropriate places and appropriate ways -- is covered in a separate section. |
Revise Rehab Codes to Ease the Redevelopment Process In addition to the strategies discussed in this section, local communities may wish to revisit the portion of the building code that addresses rehabilitation of older buildings. The requirements in the code may call for additional renovations that do not contribute substantially to resident safety but significantly increase costs, creating a disincentive to the restoration of modernization of existing structures. In some cases, restrictive rehab codes may result in the loss of existing affordable homes, as older properties are left to deteriorate and eventually become uninhabitable. With a balanced rehab code in place, however, local jurisdictions will be better-positioned to promote redevelopment in existing urban areas, including neighborhoods adjacent to public transit. Learn more about rehab codes. |
Transit-oriented development typologies In a 2006 report, Making the Connection: Transit-Oriented Development and Jobs, the organization Good Jobs First identifies three major types of transit-oriented development, each of which may work best depending on the community context. | |
Courtesy of Urban Land Institute Development Case Studies |
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While the third category makes sense in characterizing public investments in transit-oriented developments, it is important to note that affordable housing is an important component of all three types of transit-oriented development. Without public involvement and support, transit-oriented development will frequently cater exclusively to higher-income families. |
You are currently reading: Allow mixed-use development as-of-right "As-of-right" development may proceed without the need to gain additional approvals or zoning variances, helping to streamline processes for developers. Other pages in this section: ![]() An over-generous supply of parking can make it more difficult to build on infill sites, provide on-site amenities, and deliver affordable homes. Revise impact fee structures for infill development Impact fees help to cover the cost of infrastructure required to serve new residents. Existing neighborhoods may already have adequate sewers, roadways, and public facilities to meet the projected demand. Facilitate development with expedited permitting and review processes The time and "soft costs" associated with permitting and reviewing processes can make it difficult for nonprofit and mission-drive developers to deliver affordable homes. Some communities expedite these processes for projects that meet certain criteria. |
Photo courtesy of www.pedbikeimages.org/Dan Burden | Click on the links to learn more about approaches for reducing parking requirements: Adjust parking requirements for specific uses and locations Set maximum parking requirements, rather than minimums Allow joint parking facilities |
You are currently reading: Reduce parking requirements An over-generous supply of parking can make it more difficult to build on infill sites, provide on-site amenities, and deliver affordable homes. Other pages in this section: Allow mixed-use development as-of-right "As-of-right" development may proceed without the need to gain additional approvals or zoning variances, helping to streamline processes for developers. Revise impact fee structures for infill development Impact fees help to cover the cost of infrastructure required to serve new residents. Existing neighborhoods may already have adequate sewers, roadways, and public facilities to meet the projected demand. Facilitate development with expedited permitting and review processes The time and "soft costs" associated with permitting and reviewing processes can make it difficult for nonprofit and mission-drive developers to deliver affordable homes. Some communities expedite these processes for projects that meet certain criteria. |
Adjust parking requirements for specific uses and locations At a minimum, communities interested in creating a more balanced parking policy can reduce the number of spaces required in areas within walking distance of robust public transit service. The City of Seattle, for example, requires a minimum of one parking space per dwelling unit for multifamily developments; however, this requirement is waived for multifamily buildings located within one-quarter of a mile of a transit stop with frequent service. Similarly, residents of certain types of multifamily properties often have lower car ownership rates and require fewer parking spaces. Tenants in transitional housing developments, for example, or residents of affordable senior housing projects often will not need the same number of parking spaces as similarly-sized market-rate family developments. In addition to adjusting parking requirements for different districts, Seattle also reduces parking requirements for affordable housing, senior housing, and housing intended for people with disabilities. Deed restrictions or other use restrictions attached to the properties, which provide a long-term guarantee that the property will continue to be used for the same purpose, can help to alleviate neighbors' concerns about future uses and potential increases in demand for parking. [2] Back to top | Replacement parking in joint development projects Image courtesy of ULI Development Case Studies "Joint development" projects enable local transit agencies to partner with private entities to develop agency-owned land near transit stations for residential, commercial, or other uses. In many cases, these projects replace old surface parking lots, and some interpretations of Federal Transit Agency (FTA) guidance on joint development require one-for-one replacement of the commuter parking spaces. The cost of developing structured parking to accommodate replacement spaces and accommodate the parking needs of new residents can be prohibitive for many developers; moreover, by providing enhanced transit service at the site, one-for-one replacement of parking spaces is often unnecessary. Some transit agencies have started to work with the FTA to introduce flexibility in joint development requirements. Learn more about joint development |
Set maximum parking requirements, rather than minimums Most zoning codes establish minimum parking requirements -- a developer must provide at least one parking space for every bedroom in a new apartment building; a medical office must have at least one space per 250 square feet, etc. Rather than establishing minimum requirements, however, some communities have adopted parking maximums, which place a ceiling on the number of parking spaces that may be provided within specified districts; typically, mixed-use neighborhoods well-served by public transit. San Leandro, CA has set maximum parking requirements within its downtown TOD zone, for example, establishing a ceiling of one space per unit of new affordable housing; similar policies have been adopted in Portland, OR and Seattle, WA. [3] View examples of other communities that have adopted parking maximums. Back to top Allow joint parking facilities Joint parking agreements enable commercial, residential, and other types of developments to meet their parking obligations in a shared off-site structure. Parking demand for different activities varies over the course of the day and week -- for example, parking needs at churches may peak on Sunday mornings, while nearby offices may require parking during the workweek only. Similarly, even in mixed-use neighborhoods with access to transit, some residents may use personal vehicles to commute to workplaces in other parts of the metro area, while workers may drive in to the same neighborhoods and need parking during business hours. Through amendments to the zoning code (ideally) or by issuing special permits on a case-by-case basis, communities can allow developers and property owners to jointly fulfill their parking requirements through shared off-site parking. Click here [PDF] to view a proposed amendment to Berkeley, California's Municipal Code allowing joint parking; click here [PDF] to see a sample joint parking agreement from Arlington, Texas. | Unbundling the cost of parking from housing In many developments, one or more parking spaces are included when a new resident rents or purchases a unit, so residents are essentially forced to pay for parking even if they don't use it. The separation or "unbundling" of housing and parking can save residents money, reduce the amount of parking required by creating incentives for residents to use fewer spaces, and indirectly promote the use of public transit. In its Sustainable Transportation toolkit, the Metropolitan Area Planning Council lists several ways that parking may be separated from housing costs, including:
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determine which facilities impact fees should be adopted for, the amounts at which fees should be set, and to ensure the new fees are legally defensible. In many cases, this process results in the adoption of impact fee schedules that are uniformly applied to neighborhoods across the entire jurisdiction. Provided that impact fees meet legal criteria, however, localities have some degree of flexibility in structuring fee schedules, and can use this authority to help encourage new development activity in targeted areas that includes affordable homes. Uniform impact fee policies, while relatively simple to administer, can often be refined to more accurately reflect the actual cost of development. New construction in outlying areas, for example, often requires the extension of new roads and sewer lines, construction of fire or police stations to serve new demand, and other public services as determined by the community. In contrast, infill development and redevelopment in already-urbanized areas may only require capital improvements to existing facilities (rather than the more expensive construction of new facilities) or, in areas with excess service capacity, may not require any new infrastructure investments at all. By definition, infill development areas will be located in neighborhoods that already have basic infrastructure in place; redevelopment projects may be in areas that have excess public service capacity -- in both cases, requirements for new infrastructure investments will be lower than in Greenfield development. To recognize this differential impact, and encourage investment in already-developed areas, some communities establish special infill or redevelopment service areas where impact fees are reduced or waived. | Additional resources on impact fees include:
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You are reading: Revise impact fee structures for infill development Impact fees help to cover the cost of infrastructure required to serve new residents. Existing neighborhoods may already have adequate sewers, roadways, and public facilities to meet the projected demand. Other pages in this section: Allow mixed-use development as-of-right "As-of-right" development may proceed without the need to gain additional approvals or zoning variances, helping to streamline processes for developers. ![]() An over-generous supply of parking can make it more difficult to build on infill sites, provide on-site amenities, and deliver affordable homes. Facilitate development with expedited permitting and review processes The time and "soft costs" associated with permitting and reviewing processes can make it difficult for nonprofit and mission-drive developers to deliver affordable homes. Some communities expedite these processes for projects that meet certain criteria. |
You are currently reading: Facilitate development with expedited permitting and review processes The time and "soft costs" associated with permitting and reviewing processes can make it difficult for nonprofit and mission-drive developers to deliver affordable homes. Some communities expedite these processes for projects that meet certain criteria. Other pages in this section: Allow mixed-use development as-of-right "As-of-right" development may proceed without the need to gain additional approvals or zoning variances, helping to streamline processes for developers. ![]() An over-generous supply of parking can make it more difficult to build on infill sites, provide on-site amenities, and deliver affordable homes. Revise impact fee structures for infill development Impact fees help to cover the cost of infrastructure required to serve new residents. Existing neighborhoods may already have adequate sewers, roadways, and public facilities to meet the projected demand. |