Project Abstract

The issues initiating the planning effort were a result of the voter approval for the MetroRail Redline, the success of the MetroExpress Bus services to Leander, and the consistently cooperative support of the City of Leander officials and staff. The Village at Leander Station plan, includes ~60 acres and focuses on the transit station and town center area. Torti Gallas and Partners, headed by Neal Payton, has done the land planning analysis and design. Capital Metro has worked in cooperation with Leander Transit Development, LLC, a private development group on the plans.

-- Excerpt from Village at Leander Station Submission Form --

Overview

In September, 2005 the City of Leander adopted a Form Based Code for TOD development generating from the existing Leander Park and Ride facility. The MetroRail Redline, approved in 2004, was under development.

The Revised Form Based Code and Concept Plan for the Village at Leander Station begins with the regulatory basis of the Leander Smart Code (LSC). The refinement of the designs for the Village of Leander Station has remained consistent with the design preferences expressed by the public through the LSC outreach process for designs complimentary and consistent with historical Texas architecture.

The implementation of construction for the Village at Leander Station has been underway in advance of completed design documents for the development of site-specific infrastucture, etc. The Leander Park and Ride currently serves a large service basin from rural areas and small cities that use the facility to commute into the Austin Metroplex. Coordinated efforts with the county, city, and participating land owners in the area, including Capital Metro Transportation Authority, have resulted in development that is underway of a roadway grid that will enhance access to the transit station and significantly enhance public transit as an available travel option for these areas.

The Village at Leander Station retains the Park and Ride facility, however is it converted from surface parking to structured parking within a higher density, mixed use development. The land surrounding the Park and Ride is currently greenfield, yet it is a triangle of land bounded by US183, the 183AToll, and County Rd. 2243. Transit oriented development at this, the northwest terminus of the MetroRail Redline, will offer transit commute opportunities to existing small cities in the region and provide more compact residential, retail, office space, and consumer services to the area, reducing 'last mile' VMT's and offering options for residential and workplace facilities. It is designed to include from 600 to 2,500 residential units, and up to 400,000 sq.ft. of retail, 600,000 sq.ft. of office space, and 50,000 flex space.

The Village at Leander Station runs alongside the convergence of two branches of North Brushy Creek, which is incorporated into the design as linear parkland and open space. Tree- shaded bicycle/pedestrian trails along the creek will connect with trails planned in the City of Leander Trail Plan, the Capital Metro Rails with Trails Plan, and the Central Transportation Regional Mobility Authority's plans for a bike trail along 183A. Plans provide for a pedestrian bridge link north across the creek from the Leander Station.

Additionally, the rail stop for the MetroRail Red Line was designed in response to public input that was part of the outreach associated with the LSC. From this input, its design reflects the architectural features and vernacular of the historical structures in the area, which includes a metal canopy, Austin limestone, and native species landscaping.

CSS Qualities: Process

The design of the Village at Leander Station has been done to provide a cohesive, transit-oriented development between two separately owned properties. One tract is owned by Capital Metropolitan Transportation Authority and will involve the redevelopment of an active Park and Ride facility with surface parking to a structured parking, mixed use development while maintaining quality, uninterrupted service for the train and express bus patrons. The second tract is owned by private development, and is a green-field development, with few trees, mostly flat terrain and a shallow, usually dry creek bed. Using a phased, well designed plan will enable these projects to anticipate infrastructure needs, work within an agreed to street grid, and develop a cooperative implementation plan to take advantage of funding options, incorporate regional detention and water quality measures, optimize the efficiency of phasing for streets, development, and establishing shade trees, accelerate proper signalization at an existing intersection, and facilitate implementation of bike and pedestrian routes.

The design plans respond to the needs of the area. One example enhances both the design and appearance but also the walkability by using two rows of street trees on one side of Main Street and along the linear park edge (creek) to offer more shade and more color and softness to the natural environment. Central Texas heat and the sun's intensity is apparent 10 months of the year, and additional street trees and other native planting, combined with architectural shadows and awnings will significantly enhance the user's experience while in the area. Travel areas prominent to busses are separated from pedestrian, bikes, and even autos by design, yet they are closely integrated by careful building placement, public squares, and walkable streetscapes. Placemaking and quality public space is an important consideration in the design, as are architectural elements that reflect the local vernacular of Central Texas and define a community place that is familiar to residents and comfortable to visitors,and interesting to both.

CSS Qualities: Outcomes

Benefits sought in this plan and in the cooperative efforts of this process is a cohesive design within the area at the transit station and with the area adjacent to the transit station in order to provide for a mix of uses that can enhance the life, vitality, interest, safety, and value of the station area and the development surrounding it. By developing a cohesive plan with the support of the public officials, staff, and the community, the analysis used to develop the capacity studies, the market analysis, and the environmental permits can be fully utilized toward the ultimate development. The cooperative involvement of these entities, and the resultant reduction of costs associated with alternative paths sometimes required in the development of complex projects, it is expected that these cost 'savings' can then be applied to the higher cost of amenities required for TOD development in streetscapes, etc.

   Village at Leander Station Submission Form

   Village at Leander Station Illustrations