Land Developer Participation in Providing for Bus Transit Facilities/Operations

Hendricks, Sara J

doi:10.5038/cutr-nctr-rr-2001-14

Cited by 4 publications

(5 citation statements)

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“…First, special assessments are levied against property owners to finance certain public improvements (League of Minnesota Cities, 2008). Second, special assessments apply only to properties within a designated area for their location-specific “special benefits” from the improvements (Hendricks & Dyhouse, 2002; League of Minnesota Cities, 2008). Third, the amount of the charge is related to the value of the benefits the properties receive, which are estimated based on certain assessment methods (League of Minnesota Cities, 2008).…”

Section: Concepts and Rationalesmentioning

confidence: 99%

“…Finally, though special assessments are often collected in property tax bills and sometimes assessed based on property values, they are fees, not ad valorem property taxes. Therefore, jurisdictions may use special assessments to finance infrastructure improvements even if they have reached their property tax limits (California Senate Local Government Committee, 2004; Hendricks & Dyhouse, 2002; League of Minnesota Cities, 2008).…”

Section: Concepts and Rationalesmentioning

confidence: 99%

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Special Assessments as a Value Capture Strategy for Public Transit Finance

Zhao

Larson

2011

Public Works Management & Policy

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Applying a benefit principle, value capture strategies enable the public sector to harness the value created through infrastructure improvements and to use the funds to pay for such improvements. This article focuses on special assessments by which property owners located within a designated geographic area, or "special assessment district (SAD)," pay for special benefits accruing to their properties that are close to certain infrastructure improvement. The authors review the history of special assessments, the extent of use, and the mechanisms for funding public transportation especially transits. The authors then evaluate the applicability of special assessments in funding public transits on the basis of four criteria: efficiency, equity, sustainability, and feasibility. Finally, the authors discuss suitable conditions for special assessments and provide legal, administrative, and technical recommendations for their use in transportation finance. Keywordstransportation finance, transit-oriented development, value capture, special assessments Public Works Management & Policy 16(4) U.S. Department of Transportation, 1984). Finally, an environment where zoning allows higher-density development and infrastructure such as pedestrian plazas would encourage developers to support special assessments, where the improvement paired with high-density zoning provides them opportunities to generate more revenue (Cervero, 1994;Gihring, 2001).

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Section: Concepts and Rationalesmentioning

confidence: 99%

Section: Concepts and Rationalesmentioning

confidence: 99%

Special Assessments as a Value Capture Strategy for Public Transit Finance

Zhao

Larson

2011

Public Works Management & Policy

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“…The observations and conclusions of this paper were informed by two studies about land development conducted for the Florida Department of Transportation under sponsorship from the National Center for Transit Research at the Center for Urban Transportation Research at the University of South Florida (5,6). The research included an examination of the process of applying for site-specific development approval for 16 Florida municipalities.…”

Section: Methodsmentioning

confidence: 99%

Four Challenges to Incorporating Transportation Demand Management into the Land Development Process

Hendricks

2008

Transportation Research Record: Journal of the Transportation R

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There are four primary challenges to incorporating transportation demand management (TDM) into the land development process, based on a review of growth management processes in Florida. These findings may be applicable to many cities outside Florida. The challenges include (a) the idea that TDM is valuable only if it can reduce travel, (b) transportation professionals considering TDM too late in the land development process, (c) the conflict between state and local governments for providing balance between mobility and access, and (d) the use of traffic analysis methods and standards that are geared toward preserving highway level of service (LOS) for motor vehicles. The provision of adequate public facilities for transportation is interpreted by Florida law and administrative code as the achievement of highway LOS standards for motor vehicles and not a broader transportation LOS provided by a combination of modes. Measuring LOS focuses on the delay experienced by motor vehicles on the highway and does not allow the weighing of economic, environmental, public health, and social equity costs and benefits of one mode compared with another. As a result, there is no rational tool to justify a different distribution of limited transportation funds across multiple modes. TDM strategies are positioned poorly, internally to government leaders and partner departments and externally to land developers as a sort of mobility “diet” imposed on the traveling public. This paper offers some ideas on where to direct attention to address these issues.

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“…Local governments use transit mode share as a performance measure or to serve other purposes. According to Hendricks and Dyhouse (2002), for example, Hillsborough County is one of the few local governments in Florida that generates funds for public bus transit capital facilities through its roadway impact fee. Impact fees for transit can currently raise a small amount in places where fees are based upon current mode share.…”

Section: Local Perspectivementioning

confidence: 99%

“…The site impact analysis procedures of FDOT require the consideration of development impacts on transit mode share (Hendricks and Dyhouse 2002). These procedures are specifically geared toward determining a new development's roadway traffic impacts upon the State Highway System and the Florida Interstate Highway System.…”

Section: Site Impact Analysismentioning

confidence: 99%

Development of Alternative Measures of Transit Mode Share

Chu¹,

Polzin²

2007

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Transit mode share is used as a critical barometer at various geographic levels. Its magnitudes and temporal trends play an important role in both policy debates at areawide levels (nationwide, states, regions, counties, cities) and in performance monitoring at sub-area levels (activity centers and corridors). The census journey-to-work data have typically been used for areawide measurement of transit's usual mode share, i.e., the share of workers who usually use transit for commuting. There has been much controversy and confusion in the literature about using census journey-to-work data for measuring transit mode share. The objectives of this report are to examine the controversy and confusion in the literature and to develop alternative measures of transit mode share. This report covers the following aspects: 1) a framework for considering transit mode share and its measurement; 2) the relationship between transit's usual mode share and its actual mode share, i.e., the share of work trips that are made by transit as revealed by respondents to daily travel surveys; 3) the sensitivity of transit mode share to a variety of measurement concerns raised in the literature; 4) areawide measurement of transit mode share; 5) sub-area easurement of transit mode share; and 6) recommendations. m

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Land Developer Participation in Providing for Bus Transit Facilities/Operations

Cited by 4 publications

References 0 publications

Special Assessments as a Value Capture Strategy for Public Transit Finance

Special Assessments as a Value Capture Strategy for Public Transit Finance

Four Challenges to Incorporating Transportation Demand Management into the Land Development Process

Development of Alternative Measures of Transit Mode Share

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