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prepared for: downtown detroit partnership detroit economic growth corp. prepared by: hamilton anderson december, 2011
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Acknowledgements
Funding for this project was provided by the Ford Foundation. Members of the Greater Downtown Planning Group included: Detroit Economic Growth Corporation Downtown Detroit Partnership Midtown Detroit, Inc. Kresge Foundation Hudson Webber Invest Detroit Compuware Detroit Medical Center Henry Ford Health System Illitch Holdings Quicken Loans Wayne State University City Planning Commission DDOT P&DD DTC/DPM Hamilton Anderson Associates provided technical and graphic support for this document.
1.2 What
Best Practices
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MELBOURNE MT VERNON
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The Opportunity
I think the broader question for Michigan is, when youre competing for talent, not just domestically, but globally, the younger generation in the world is looking for quality places. A lot of those quality places would be traditional cities with their downtowns and their waterfronts and their cultural institutions, and that sort of magic mix of street life. If you dont have cities that have that, its hard to imagine how you can compete for the talent of the world. --Bruce Katz, Vice President, Brookings Institution; founding Director, Brookings Metropolitan Policy Program http://www.modeldmedia.com/features/BruceKatz411.aspx
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In recent years, Detroit has seen a confluence of will in the public, private and philanthropic sectors to reshape the city into a place that is not only sustainable, but competitive with other world cities. Major initiatives from the HUD-DOT-EPA Partnership for Sustainable Communities program to the philanthropic sectors Integration Initiative and New Economy Initiative to the private sectors Anchor Investment Strategy and Webward 2.0 to the City of Detroits Detroit Works Project are focusing on building stronger neighborhoods and creating jobs. Woodward Light Rail, with its place as a permanent piece of infrastructure along the central spine of the city, is the centerpiece of this wave of thought, action and investment. Woodward Light Rail will permanently connect the major regional destinations, employment, educational and medical centers in the Greater Downtown area with neighborhoods, improve access to jobs and services for residents along the corridor, and offer a new opportunity to live in a walkable environment. With a direct link to 125,000 jobs, 275,000 residents, destinations attracting 15 million annual visitors and 15 distinct neighborhoods that include several National Historic Districts, cultural destinations, schools, places of worship and community institutions, the Woodward Light Rail corridor represents an opportunity to rethink how people move in Detroit between home, work, shopping and recreation. This investment in light rail on Woodward Avenue represents much more than a better way to get from point A to point B. When
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Above: Jameson Square, Portland, OR, development built around creating high-quality public space. Right: Diagram showing east-west connections to neighborhoods, districts and destinations off of the Woodward Light Rail line in the Greater Downtown.
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CORRIDOR OVERVIEW
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successfully planned and executed, Woodward Light Rail will be a catalyst for neighborhood/city building and placemaking initiatives, including: Creating a catalyst for job growth in the Woodward Corridor Establishing the Woodward Corridors role in the region as the best transit served area and urban/walkable place to live Enhancing the Corridors economic vitality through the growth of its greater downtown core and revitalization of its many diverse neighborhoods Enhancing the Corridor as tourist destination and a regional gathering place Beginning the dialogue between the many residents, businesses and stakeholders for whom the Woodward Corridor is part of their daily lives and creating new partnerships between them Serving as the example or template for additional light rail corridors in the City and the region In short, Woodward Light Rail is an opportunity to reposition the Woodward Corridor and the City of Detroit as a contemporary, healthy and livable urban center that inspires residents, workers and visitors alike.
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Right: Greater Downtown Woodward Corridor overview map (Source: HAA, D3, DEGC, DDP, SEMCOG, WSU, CCS, espn.com)
DETROIT RIV
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What is TOD?
Transit-Oriented Development (TOD) seeks to align transit investments with a communitys vision for how it wants to grow, creating a livable mixed-use, walkable city. Successful TOD will reinforce both the community and the transit system. Four Basic Principles of Transit-Oriented Development 1. A Mix of Uses A transit supportive environment includes a mixture of residential, commercial, service, employment, and public uses making many trips between destinations shorter and more walkable. 2. Quality Non-Motorized Environment Vibrant communities, with or without transit, are always convenient and comfortable places for pedestrians. 3. A Defined Center Transit is particularly successful in communities and neighborhoods that have defined centers, offering multiple attractions and reasons for pedestrians to frequent the area. 4. Create Density A key ingredient for walkable communities and support for transit is having sufficient residential densities to reduce walking distances between residences and other destinations, including commercial services, schools, parks, and transit.
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Above: The 1/2 mile walking radius in the Greater Downtown lays out between the M-10 and I-75 freeways; all points within the Greater Downtown should be walkable to transit; the 1/4 mile walking radius is the zone of greatest economic development. Right: Three primary goals of the Greater Downtown TOD Strategy targeted at the three primary rider groups: residents, employees and visitors
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Additional Studies: Downtown Detroit Residential Market Study - 09/06 City of Detroit Non-Motorized Transportation Plan - 06/06 New Center Connector Non-Motorized Plan - 12/09 City of Detroit Master Plan - 07/09 City of Detroit Tranditional Main Street Overlay Areas - 2006 Social Compact Market Drilldown Analysis - 10/07 Brookings Institute - Downtown Detroit in Focus - 10/07
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West District Reinvestment Strategy - 10/09 BAGLEY Downtown Detroit Retail Strategy - 03/11
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Above: Photograph of Corridor plans conceptually connected and leveraged through Woodward Light Rail (Source: HAA) Right: A map of active Greater Downtown plans and initiaitives (Source: HAA)
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Cleveland Improved both neighborhood connectivity and connections to educational and medical centers Helped spur infill development to create greater density Infrastructure as catalyst to encourage public-private partnerships
Charlotte A modest, 6-stop line generated new development before longer 2007 line opened Proactive City efforts to coordinate development and transit, including infrastructure investment Significant land speculation has made it difficult to build affordable housing Fears of concentrated poverty resulted in policies discouraging affordable housing near transit where low income households need it most Larger parcels near downtown have developed, but areas farther down the line have not captured investment Minneapolis-St. Paul Multi-jurisdictional Central Corridor working group convening to coordinate public investments near transit Corridor includes low-income neighborhoods that could benefit from revitalization and investment But, concerns about displacement of existing residents and businesses, fueled by rising property values Need for supportive infrastructure around transit, and community visioning and engagement Support for emerging tools to aid in equitable TOD implementation, e.g., acquisition funds Creative strategies to assist public sector in building infrastructure
Right: National case studies cited by the Center for Transit Oriented Development (CTOD) to assist Detroit develop a set of TOD Strategies around Woodward Light Rail (Source: CTOD, HAA)
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restaurants, retailers and service providers, these retail amenities are scattered over the 3.5 square miles of the Greater Downtown and are not walkable between retail destinations. At the corner of Midtowns Canfield and Cass, arguably the Greater Downtowns most up-and-coming retail node, there are only 20 retail amenities within a quarter mile. Compare this to retail areas in downtown Birmingham and Royal Oak which have 95 and 144 retail amenities respectively within a quarter mile and you find that Greater Downtown Detroit lacks any area of retail amenities that contains the critical mass of density to become a regional destination and compete with other regional downtowns. The Greater Downtown TOD Strategy takes on the challenge of density as its core problem. Its basic premise is to increase the density of residents and retail amenities within the Greater Downtown in order to improve walkability, create more vibrant districts and neighborhoods and leverage the light rail investment as a pedestrian accelerator to improve access to destinations throughout the Greater Downtown. What follows is a description and analysis of the existing conditions within the Greater Downtown. The TOD Strategy is built upon the existing assets and current initiatives moving forward in the Woodward Corridor. It seeks to leverage the efforts and investments that have already been started within the Greater Downtown to catalyze future development; therefore a thorough understanding and analysis of the existing conditions is critical to the success of the TOD Strategy.
Above: The residential density of peer cities bears out that people living and working together create vibrant and walkable cities. If Detroit were to double its residential population in the Greater Downtown to 50,000 residents, it would resemble the current density of University City, Philadelphia. If Detroit were to triple its residential population, it would resemble University and Center City, Philadelphia combined. Its no coincidence 45% of University/ Center City residents are able to walk to work.(Source: City-Data.com) Right: Aerial photographs of Detroit, CBD, Midtown and New Center relative to University City and Center City, Philadelphia. District areas are taken over the entire district; block densities within the district can exceed 200 residents per acre. (Source: City-Data.com)
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