1. Transit-oriented development policy draft
City Planning and Development Department
Kansas City, Missouri

2. A Citywide Transit-Oriented Development Policy
Kansas City has begun to return its Downtown into a vibrant, mixed-use neighborhood.
Many people want to live in places that are walkable with strong sense of community.
As Downtown continues to develop along the new streetcar line, need to ensure that the overall design of new development supports this significant public investment and contributes to the attractiveness and energy of Downtown.

3. What is Transit Oriented Development (TOD)?
Development that focuses land uses around a transit station or within a transit corridor
Maximize access to frequent, high-quality transit.
Characterized by dense, compact development with a mix of uses in a pedestrian-oriented environment.

4. What is this Policy? What it is not: What it is:
A law or code requirement
Does not advocate for any corridor or expansion
Does not implement TOD or zoning (separate process, approved by City Council). Policy is first step.
Not a taxing district (TDD)
What it is:
Policy Framework
Set of guidelines
Applies to existing MAX corridors and Streetcar
Provides toolkit should future corridors be implemented (separate processes)
Additional planning and approvals needed to implement

5. Phasing TOD Policy Adoption Corridor designated for transit investment
Action by City Council, Transit Agency etc…
Transit Planning/Stop Locations etc…
Public engagement, City Council approval
TOD Planning
Implementation of TOD Plan
Zoning, capital improvements, etc… City Council approval

6. When and Where Does Policy Apply?
Should apply to all transit station areas and corridors served by some form of fixed guideway or rapid transit including streetcar, commuter rail, MAX bus service and other bus rapid transit.
This policy document does not attempt to define the transit system, as this planning framework is being created through other agencies.
 When?
TOD planning should begin when funding is approved for a new transit project or when City designates.
Must have some idea of where future transit stations will be located.
 How? - Station Area Planning
Broad citywide TOD policies need to be applied at the local level
sensitive to area context - location, scale, type and character of development that is appropriate.
Station Area Plans guide TOD policy application in individual neighborhoods.
Utilize the Typologies as a general guide

7. Why do we need a TOD Policy?
Downtown streetcar line
New development supports major transit investment
Future transit investments
Guides more detailed planning (neighborhoods, station areas)
Improves position for future transit funds
Ensure existing/future plans incorporate TOD policies
Identifies potential barriers
Assists in prioritizing capital improvements
Facilitates improved coordination of agencies and departments
Identifies a concise implementation program
Applies Citywide and all modes: bus, streetcar, and other rail.

8. How was this draft created?
Outgrowth of a variety of initiatives including:
Nextrail Phase II Streetcar Expansion Plan
Smart Moves Regional Transit Plan
Greater Downtown Area Plan and other area plans/corridor plans
FOCUS Kansas City Plan
Best Practices review

9. Public/Stakeholder Engagement
NextRail Planning Process
Nextrail KC engaged an estimated 20,000 stakeholders including person-to-person and social media
229 community meetings with 219 neighborhoods, businesses, and other organizations
8,315 online participants.
My Sidewalk
Presentations/Meetings
KC Streetcar Authority
KCATA
Parking and Transportation Commission
KC Regional Transit Alliance
KC Transit Action network
GDAP Implementation Committee
MainCor (membership, Economic Development Committee and Board)
Downtown Council
Rivermarket Community / CID
Downtown Neighborhood

10. Support Letters MainCor Downtown Neighborhood MARC
Transit Action Network

11. City Council TOD Resolution
Purpose
Response
Work team/Research
Findings Incorporated

12. TOD Framework
Key Elements
Policy Goals
TOD Typologies

13. TOD Framework Connectivity: Density: Diversity: Design:
Expand transit access, increase mobility options
Integrated system of pedestrian, bicycle, and auto facilities
Density:
Compact development
Concentrate jobs, housing, shopping, and services close to transit
Diversity:
Locate a mix of transit-serving uses, services, activities, and destinations conveniently near transit and limiting uses that only serve automobiles.
Accommodating a range of ages, incomes, and lifestyle preferences,
Connect transit to those who need it, and provide opportunities for those who use it.
Design:
Enhances the desirability of transit
Provide a comfortable and inviting environment

15. TOD Goals Environmental Goals Resource Conservation
Open Space Preservation
Mitigate Climate Change
Improve Air Quality
Improve Water Quality
Biodiversity
Economic Goals
Local Prosperity
Creativity & Innovation
Commercial Clustering/Business Niches
Productivity
Housing Diversity
Fiscal Sustainability.
Social and Cultural Goals
Accessibility & Mobility
Diversity & Integration
Neighborhood Identity
Affordable Housing
Safety & Security
Public Health

16. Social and Cultural Goals
Accessibility & Mobility: Provide access to employment opportunities, recreational amenities, healthy food, and social services to everyone, regardless of age, income, or ability.
Diversity & Integration: Build an inclusive community with a mixture of incomes, ethnic groups, and household types to encourage spontaneous interaction, idea sharing, and creativity.
Neighborhood Identity: Enhance the historical and cultural character of unique communities to define future development priorities, including unique and historic structures, and long-standing
establishments.
Affordable Housing: Maintain or increase the affordability of communities and expand the diversity of housing types to increase housing options with transit access.
Safety & Security: Create a safe public realm that deters criminal activity through the design of the built environment and a resulting increase in street activity.
Public Health: Promote healthy lifestyles by increasing active transportation alternatives and reducing automobile dependence.

17. Economic Goals
Local Prosperity: Increase the local multiplier effect by expanding the exposure and access of people to locally-owned small businesses.
Creativity & Innovation: Create spaces for interaction and collaboration between persons with new ideas and a spirit of entrepreneurship.
Commercial Clustering/Business Niches: Promote cooperation between related industry sectors and the development of new specialized sectors by building capacity for new and existing businesses to congregate around shared public infrastructure and amenities.
Productivity: Build transportation connections that increase overall quality of life by reducing commute times and expanding access to services, thereby increasing worker output.
Housing Diversity: Provide housing alternatives for changing demographic trends and preferences, including smaller family sizes, families that form at later stages, the “boomerang generation,” and those aging in place to ensure stability, diversity and growth.
Fiscal Sustainability: Increase the amount and density of residential, office, and retail uses to increase the scale and value of development, the rate of employment, and the amount of taxable sales.

18. Environmental Goals
Resource Conservation: Reduce consumption of natural resources and increase energy efficiency by building compact, dense neighborhoods that optimize existing infrastructure and reduce dependence on the automobile.
Open Space Preservation: Minimize the consumption of farmland and natural areas through greenfield development, by encouraging infill development on vacant and underutilized parcel and the rehabilitation of existing buildings in transit corridors.
Mitigate Climate Change: Reduce the local production of greenhouse gas emissions through the expansion of a multi-modal transportation network.
Improve Air Quality: Reduce criteria pollutants and other nuisance effects resulting from automobile use.
Improve Water Quality: Reduce the volume of stormwater runoff and the pollutants in stormwater discharge through the implementation of green infrastructure.
Biodiversity: Increase the diversity and density of plant species to improve the quality of life of denser urban environments, and ensure their resiliency to drought, disease, and other conditions

19. Development Form
Nodes - Nodes are small, compact areas, typically at major intersections of corridors, that diverge from the surrounding patterns, but due to scale and design complements both the function and character of the area. Nodes generally serve as a center of activity, but can vary in intensity of use and building scale. Nodes are the development form most logically connected to transit stops and stations.
Corridors - Corridors are linear land use patterns typically along major roadways that quickly transition to different patterns — either at nodes or off of side streets (1/2 to 1 block depth of corridor pattern is typical). Corridors are generally residential or mixed-use. Corridors are typically major roadways that connect districts, nodes, and neighborhoods featuring a greater density of commercial and/or residential uses. Corridors follow transit lines and arterials and connect nodes to one another.
Neighborhoods - Neighborhoods are areas for household living featuring primarily residential land uses, but occasionally supported by related civic or institutional uses (parks, community centers, schools, places of worship). There are a variety of neighborhoods that differ primarily by: the mix of building types; the design character of buildings and public spaces; the road patterns; and civic space (parks, boulevards, etc.). Neighborhoods are served by transit, but are more restrictive in the types and intensities of use that they allow.
Districts - Districts are regional destinations that are a distinct place — different from surrounding areas through common activities or themes among uses, the intensity of building patterns, and the design characteristics of buildings and civic spaces. Districts typically have a defined “center” and recognized edges or transitions to surrounding areas. Districts are served by transit but, because they often have unique functions or serve as regional destinations, are dense and active for reasons other than transit and mobility alone.

21. Typologies

22. Recommendations Connectivity: Density: Diversity: Design:
Expand transit access, increase mobility options
Integrated system of pedestrian, bicycle, and auto facilities
Density:
Compact development
Concentrate jobs, housing, shopping, and services close to transit
Diversity:
Locate a mix of transit-serving uses, services, activities, and destinations conveniently near transit and limiting uses that only serve automobiles.
Accommodating a range of ages, incomes, and lifestyle preferences,
Connect transit to those who need it, and provide opportunities for those who use it.
Design:
Enhances the desirability of transit
Provide a comfortable and inviting environment

23. Connectivity Transit Facility Location maximize access
Street Network high density of intersections, direct and convenient paths for pedestrians
Transit Integration Layer & integrate transit modes
Managing Off-Street Connections Integrate multi-use trails
Transit User Experience make user experience convenient and intuitive
Improving Off-Street Connections Trails & bikeways.
Accessibility Improve accessibility and support universal design
Multi-Modal Streets accommodate all modes.
Street Maintenance repair, and upgrades to pedestrian and bicycle infrastructure.
Wayfinding Improve usability of the transit system, & navigation to final destinations.
Pedestrian Assessments in transit corridors.
Pedestrian Zones designate transit corridors as pedestrians zones

24. Density
Minimum Density in TOD Areas new TOD overlay, appropriate to each TOD location
Incentivizing Transit-Oriented Development incentive policy to focus on TOD locations
Boundaries and Transitions Establish appropriate transitions in a new TOD overlay protect adjacent neighborhoods.
Prioritizing Urban Infrastructure in TOD Areas & existing urban areas
Zoning for Density accommodate dense, mixed- use development appropriate to each TOD location.
Planning for TOD Identify TOD locations in area planning processes

25. Diversity Zoning for a Mix of Uses allow multiple uses in a district.
Incentivizing Affordable Housing using available incentives in areas where affordable housing is needed.
Incentivizing Mixed-Use Development incentive policy to focus on TOD locations
Requiring Affordable Housing in Designated Areas where affordable housing lacking
Requiring Active Ground Floor Uses generate more pedestrian activity
Recognizing Historic Resources incent preservation and reuse
Limiting Incompatible Uses Prohibit uses that are not transit supportive
Limiting Demolition Permits prevent irreversible or gratuitous demolitions.
Crafting a Housing Plan Establish a housing policy and affordability goals in TOD areas
Recreational and Cultural Amenities Incorporate parks, public art, and other cultural facilities
Promoting Housing Variety to accommodate diverse population

26. Design – Public Spaces Integrate Public Space: Comfort and Safety
Destinations
Amenities
Private Development
Dynamic and Flexible
Variety of Experiences
Transportation Amenities
Public Space Surroundings
Alleys as Public Spaces
Accessibility

27. Design – Development
Relationship to Surrounding Development Update existing development standards for screening, buffering, and transitions
Building Massing and Orientation Develop standards that address frontage to streets and public spaces, a pedestrian scale, solar orientation, topography, response to existing character and built environment
Authenticity and Neighborhood Character Promote the use of high quality materials, attention to architectural details and design excellence.
Accommodation of Multi-Modal Facilities Incorporate pedestrian, bicycle, and transit facilities into the design of new projects, and encourage the retrofit of existing development
Universal Design Support universal design standards in building regulations

28. Design – Transit Facilities
Transit Facility Placement and Design Facilities function as icons or landmarks, provide wayfinding elements, or unifying features
Integration with Sidewalk and Public Space enhance the experience for transit users, ensure efficient movement in the corridor, and create quality places.
Universal Design Standards Design transit facilities to be aesthetic and usable to the greatest extent possible by everyone
Coordination with Surrounding Uses provide transit users convenient access to a variety of opportunities and services.

29. Design – Parking
District Parking & Demand Management Craft a parking strategy to more effectively share and manage available parking& increase availability
Parking Lot Location Parking not located between the street and the building frontage
Integration of Parking Structures Not significantly visible at street level. Encourage underground parking or wrapped structures. Include active ground floor uses.
Remove Parking Subsidies Removes public subsidy of parking in TOD areas.
Separate Parking and Development Costs Update the City parking standards to eliminate minimum parking requirements
On-Street Parking Standards Incorporate on-street parking strategies into City street standards .
Parking Limits Establish a parking maximum for new development
On-Street Parking Locations Increase the capacity for active, productive uses in TOD areas
Park and Ride Identify appropriate locations with consideration of the surrounding urban environment
Shared Parking Reduce overall parking demand, efficiently use existing supply, facilitate public access to underutilized lots, and promote a “park once” environment.

30. Design - Accessibility
Universal Design
Description - Universal Design goes beyond ADA compliance to ensure that not only people with disabilities, but also the young and the elderly, can easily access transit facilities through subtle and specific design recommendations. Sloped ramps instead of stairs, hand rails, and wide ingress and egress along pedestrian paths are examples of measures that enhance accessibility for all users.
Connectivity:
Accessibility Improve accessibility and support universal design in order to make transit convenient and comfortable for all users, particularly those with special needs and mobility challenges.
Development
Universal Design Support universal design standards in building regulations to increase accessibility of uses in close proximity to transit facilities for users of all ages and abilities.
Transit Facilities
Universal Design Standards Design transit facilities to be aesthetic and usable to the greatest extent possible by everyone, regardless of age, ability, or status in life.
Street Standards
Improve accessibility and support universal design in order to make transit convenient and comfortable for all users, particularly those with special needs and mobility challenges.
Walkability Plan Implementation

31. Implementation Policy Long Range Planning Station Area Planning
Transit; Complete Streets; Trails; Economic Development; Housing; Parking
Long Range Planning
Area Plans
Station Area Plans
Station Area Planning
Development Code
TOD Zoning
Design Guidelines
Street Standards
Capital Improvements
Incentives
TOD Specific Incentive Tool

32. Policy Transit Complete Streets Trails Economic Development Housing
Parking

33. Long Range Planning
Transit Facility Location: Locate transit facilities to maximize access for all users.
Zoning for a Mix of uses: Update base zoning in TOD areas to zoning districts that allow multiple uses in a district, lot, and building, and prohibit non-transit supporting uses in accordance with designated areas identified in station-area master planning process and area planning process.
Responsible Agency: Public Works, Transit Agencies
Pedestrian Assessments: Conduct a pedestrian assessment of corridors to identify gaps in the existing improvements and future connections.
Responsible Agency: Development Management Division
Zoning for Density: Update base zoning districts in TOD areas to accommodate dense, mixed use development at a scale and intensity appropriate to each TOD location.
Responsible Agency: Public Works
Planning for TOD: Identify appropriate locations for Transit Oriented Development as part of the City’s area planning process.
Responsible Agency: Citywide Planning

34. Station Area Planning
Many of the recommendations in this policy find their implementation in station area planning.
Four ways station area planning supports TOD:
planning new development
design of streets and public spaces
Apply broad policy recommendations to each station area.
design and location of transit facilities, and
location-specific strategies for parking.

35. Development Code / TOD Overlay
TOD Overlay Framework
Public Space Amenities
Application driven by Station Area Planning
Street / Building Interface
Manage Curb Cuts
Key Elements:
Building Massing and Orientation
Minimum Density in TOD Areas
Accommodation of Pedestrian, Bicycle, and Transit
Boundaries and Transitions
TOD Locations
Facilities
Active Ground Floor Uses:
Parking Lot Location
Incompatible Uses: Prohibit uses that are not transit supportive
Integration of Parking Structures
Affordable Housing Requirement in Designated Areas:
Limiting Building Demolition Permits

36. Street Standards Long Range Planning Design Guidelines
Capital Improvements
TOD Incentives Policy

37. Design Guidelines
Guidelines used as tools to shape development and public environments, without prescribing standards.
Guidelines should be utilized in station area planning, and development review, in coordination with proposed development standards and policy recommendations

38. Street Standards
1. Accessibility and Universal Design 2. Pedestrian Zones 3. Multimodal Streets 4. Sidewalk Design 5. Minimizing Mode Conflicts 6. Traffic Speed 7. Traffic Calming 8. Intersection Design 9. Stormwater Management 10. Green Streets and Sites 11. On-Street Parking Standards

39. Capital Improvements In TOD areas, Prioritize Investments in:
On-Street Parking Locations
Street Maintenance
Traffic Calming:
Prioritizing Off-Street Connections
Park and Ride Facilities
Prioritizing TOD Infrastructure
Infrastructure Coordination

40. Incentive Policy TOD 353 DISTRICT
TOD “GOOD APPLE” SINGLE-FAMILY REDEVELOPMENT PROGRAM
series of plan areas created pursuant to Chapter 353, RSMo, could overlay priority TOD districts, corridors and nodes.
preservation of historic properties and established residential areas
encourage TOD- preferred uses and prohibit others

41. Transit Oriented Development – Existing Requirements
Parking Exemptions/Reductions
Reduced within 1,000 feet of rapid transit stop (includes MAX stops)
No Parking required
Streetcar, Downtown Loop
Streetcar Rezoning
Highest densities and building heights allowed
Within 2 blocks of streetcar route
Downtown Districts - “DC” and “DX”
Downtown Loop
Expanded DC zoning (beyond streetcar rezoning).
Added development standards (pedestrian orientated dev., drive thru uses etc..)
Non-transit supportive uses not permitted or special use
Other Tools
Pedestrian Overlay

42. Applying TOD Standards
TOD Policy Document
Available for public review/comment soon
Questions to be posted on My Sidewalk site (KC Momentum)
TOD Zoning Overlay
Consolidate parking, development standards, uses across all TOD areas
Areas defined by “Station Area Plans” or by proximity to rapid transit station
TOD Policy will guide when/where applied
Other Initiatives
Boulevard and Parkway Standards will include some TOD elements

43. Feedback Apply new zoning Emphasize bus transit
Clarify “trigger” for application of TOD policies
Coordination with other entities (County, etc..)

44. Approaches/Questions
Is this a citywide or corridor based approach?
Responding to existing ridership or encourage future riders?

45. Draft Document City Planning Web Page: Open Data
Project info and links to document
Open Data