Introducing Equitable Transit-Oriented Development to the Phoenix Urbanscape

Prepared by Mihir Sriram Aranala, Leen Elharake, Skitch Kitchen, Shiraz Malul, and Sylvia Willem Marcor

Introduction

Vision

As planners, we believe that the land owned by the City of Phoenix Neighborhood Services Department at the southeast corner of South Central Avenue and East Broadway Road should be invested in a good quality multi-generational, social housing development which emphasizes equitable transit-oriented development. The vision for this community is to address the existing challenges of this neighborhood with long-term solutions that benefit current and future residents of the community and the city. This proposal interprets the future of transit-oriented development around the site, housing demand, food security, and economic development opportunities for residents in this historically marginalized community. The vision is to build an affordable housing solution that is sustainable, resilient, accessible, well-connected, and equitable.

Dall-E visualizations

The lack of visualization skills and available resources often constrains planners. Artificial Intelligence (AI) tools such as Dall-E have helped bridge this gap by translating detailed prompts into visuals. These visuals are heuristic, building on more detailed prompts that can be used to train the AI to show detailed images. These visuals can be part of the visioning processes between stakeholders and the city or as a marketing strategy between the developers, investors, and future residents. The utility of this tool is much higher as the residents themselves can provide prompts to direct the kind of developments they would like to see. Planners can compare their images and those of the residents to understand the gap and try to bridge the divide.

Site Context

Site details

Address:

4401 S. Central Ave

Site Area

151,000 Sq. foot / 3.7 acres

Zoning

R- 5, C-3 , P-1

Zoning Overlays

Southcentral TOD, Walkable Urban Code

Demographics

The site is characterized by majority-minority population, predominantly consisting of Black and Hispanic populations. While the black population makes up 60-80%, the Hispanic population makes up 4-45% of the block group population. White alone population makes up less than 35% of the population overall. The site also has a higher percentage of youth population, making up more than 38% of the population, indicating a high presence of children and dependents. Elder population is relatively less, making up less than 35% of the population. This makeup of the population groups influences the type of residents (younger families) we can target and the infrastructure we provide. A higher youth population indicates more potential for playgrounds, libraries, youth community centers, etc.

Percentage of Black population with respect to the overall population in the block group (ACS 2020)

Percentage of Hispanic population with respect to the overall population in the block group (ACS 2020)

Percentage of White alone population with respect to the overall population in the block group (ACS 2020)

Percentage of senior population with respect to the overall population in the block group (ACS 2020)

Percentage of youth population with respect to the overall population in the block group (ACS 2020)

Heat and Shade

The Phoenix region experiences the urban heat island effect, where heat concentrates in cities rather than rural or undeveloped areas. Phoenix's built forms and environment are characterized by sprawl, wide roadways and highways, and auto-centric urban design. This makes residents particularly vulnerable to extreme heat. Residents have adapted by incorporating air conditioning into the interiors of buildings, but outside, people remain unprotected from heat and its impacts. Heat is a significant factor in determining the walkability of an area, especially if walkways are unshaded or if there are large parking lots and paved areas absorbing heat from the sun.

The map to the right shows tree locations and average daily temperatures by census block groups in South Phoenix. The project location, shown in pink, The block group directly north of the site had one of the highest temperatures in the area. Tree coverage is scattered throughout South Phoenix, but there are significantly fewer trees near the project location along Broadway Road and Central Avenue. Since the project location has been vacant for over 20 years, there are only three trees remaining on the 3.3 acre site. Future developments must address vulnerabilities in the design of buildings, open space, and street space.

Chapter 1 - Equitable Transit Oriented Development

ETOD in South Mountain Village

The success of this development project greatly depends on the developer’s ability to plan for and achieve equitable outcomes. In this context, equity was defined as a mean to ensure people have fair access to the benefits of transit infrastructural investments. Ideal implementation of the TOD Strategic Policy Framework linked above would ensure that the investments in South Mountain Village would improve the overall quality of life of communities of color currently residing in the area and while expanding opportunities for new residents to come in and live or work in South Mountain Village as well.

Based on the community engagement exercises completed as part of the South-Central TOD community plan, there is a critical need to focus on the resources that would enable wealth building for communities of color that have witnessed historic disinvestment. The remedies could include opportunities for household cost savings, property and land ownership, entrepreneurship, community leadership etc. While investments are indeed necessary to address the inequitable preconditions resulting from mistakes of the past, the investments need to be targeted and slow to achieve the desired outcomes and avoid exacerbating the problem.

If the pace and intensity of the TOD investments coming into South Central are not regulated, it could lead to incontrollable gentrification and displacement of residents. Consequently, any development planned as part of the TOD in this corridor must embody the same equitable approach envisioned for the area. Communities of color in South Mountain Village have disproportionately suffered due to these malpractices. Housing, wealth, health, and education are only readily available to a select group of people with a specific racial background and level of income. Current housing and living conditions are suboptimal due to a limited housing stock, lack of investment in infrastructure and other amenities, prohibiting land uses and categories, lack of access to basic resources and services. In attempting to achieve more equitable outcomes in South Mountain Village in the future, the city is dedicating its publicly owned properties to injecting housing stock and expanding economic opportunities and solutions to the Village.

The South Mountain Village Character Plan is an informative document presenting the Village narrative, key community assets and land uses, desirable design principles, and opportunities for growth or investments that would ensure community buy-in.

Affordable Housing Interacting with ETOD

Having engaged in an in-depth analysis of the socio-economic characteristics of the site area in South Mountain Village and understood the communities’ demand for an equitable development that helps remedy the harmful effects of discriminatory practices, the following section presents a design proposal for a multi-generational housing development that can address some of the challenges present around the site.

A study recently published by the PEW Research Center reports on the growing number of multigenerational households in the U.S. By March of 2021, a total of 59.7 million households in the U.S. (20% of total the total population) were multigenerational (Pew Research Center, 2022). People of color are more likely to opt for a multigenerational housing situation which makes this typology a good fit for the site area. Living in these households can result in a financial advantage as it provides a safety net against poverty; people in multigenerational households have more protection even if they are going through more economically vulnerable circumstances.

While financial reasons are the main drivers of multigenerational living, it often also minimizes other essential living expenses such as care services (day care, health care, etc…). This housing typology is in line with the residual income “scaled” approach to affordability because, embedded in it, is the need to account for other living expenses. In addition to its practical benefits, multigenerational living is both a convenient and rewarding experience for the majority of people (58%) living with other family members (Pew Research Center, 2022). The planned housing development in the designated site would achieve more equitable outcomes if multigenerational living is made possible based on the unit distribution

Transportation Interacting with ETOD

The South Mountain Village is a historically marginalized Black and Latino low-income community. Historically, residents living here have received less funding for infrastructure investments in their transportation network. The transportation system that exists is a result of systemic problems in the planning and development which previously occurred in this area; changing the natural framework of the community and limiting opportunities for people to live the highest quality of life. Therefore, equitable transportation options are imperative to the future of this neighborhood. The site for this proposal is located directly adjacent to incoming transit-oriented development improvements, which include a light rail extension connecting South Phoenix to various places in the region. ETOD is essential to connecting future residents of the site to services and opportunities that they have been deprived of for decades. ETOD will improve the quality, the number of mobility options and access points within the existing transportation system

Equitable Transportation

Equitable transportation is accessible, affordable, and safe. It means that anyone can mobilize through their community easily with any transportation mode. When considering the context of the existing transportation surrounding the site, it is challenging to mobilize with alternative modes of mobility like transit, walking, or cycling. When considering a future resident of the site who might be a single mother with young children and a lack of resources for a private vehicle, this family would struggle to mobilize in the area in its current state. The walking infrastructure is not large enough to accommodate this family. Additionally, transit poses a challenge when mobilizing with young children, as they can be easily stimulated in public spaces. This single mother and three children would need a robust network of sidewalks connecting to frequent transit to mobilize efficiently in this South Central neighborhood. Truly equitable transportation-oriented development for this family would mean that they would never have to use a car to efficiently access the services and opportunities they need to survive. It is not only providing multiple transportation options for them, but it is also developing robust connectivity infrastructure that is human-centric, affordable, safe, efficient, and accessible.

When considering the data, 23% of residents located in the census tract including the site are utilizing alternative mobility options that are not a car. At the same time, 28% of people living along the S Central corridor don’t even have access to a car. Equitable transit-oriented development means that anyone can mobilize through their community easily with any mode of transportation. To further improve connectivity between the site and the South Central corridor, the implementation of walkable policies like complete streets can improve the quality of life for people in this community.

Complete Streets in Centro Historico

Complete Streets

Our team is proposing the implementation of complete streets to provide equitable transportation options. Completes streets are inherently equitable since they provide accessible and affordable multi-mobility options for any transportation user. Complete street design includes wider sidewalks, protected bicycle lanes, and easy connections between transit to the street. The adjacent image is of Centro Historico in Mexico City. This is a central economic, housing, and mobility hub for residents and visitors of the city with complete street principles throughout. Since 2014, the city has become pedestrian, transit, and bicycle friendly for all mobility users.

Complete streets are also designed to increase safety for non-motorists. Around the site, there have been 7 collisions from 2016 - 2020 that have occurred due to pedestrians being hit by cars. Two individuals experienced fatalities based on this data. Complete streets design principles can help in reducing the rate of collision and provide safer non-motorized mobility infrastructure for future residents of the site.

Our team would like to propose complete streets design principle implementation along S Central Ave and E Broadway St . Additionally, we propose a mobility hub on the northwest corner of the site, to stimulate economic development and easy access to transit stations. Throughout the site, sidewalks for non-motorized users can provide additional connectivity options for residents.

Implementation of Complete Streets

City of Phoenix will lead the way in reimagining the right of way in this area. Community engagement efforts have already occurred through the South Central TOD plan with information on how residents hope the area will develop. Funding can be allocated through the US DOT through a RAISE Discretionary Grant which aims to modernize transportation so it is accessible, affordable, and sustainable. Lastly, the selected developer for the site will collaborate with the city so connections are consistent with the major arterials.

Future Technology in Transportation on the Site

Alternative mobility options such as transit, biking, and walking are essential to ETOD, but cars still play an important role in the South Phoenix corridor. Currently, electric vehicles are still inaccessible and expensive for people with low incomes.

In the future, these vehicles will be affordable and accessible to communities, so the site should accommodate this reality. In developing the site, the parking lot should be considered EV-Capable. EV-Capable parking spaces possess the underground wiring and capacity for EV charging in the future during an initial build (SWEEP, N.D). Ensuring the underground wiring exists significantly reduces the cost of installing EV charging stations in the future once there is a demand for it. Waiting to install charging stations on the site provides the future developer with the opportunity to reassess the needs of the community over time so the need can be equitably distributed and filled in the future.

Chapter 2 - Food Security

Food Security

Food security means having, at all times, both physical and economic access to a sufficient quantity of affordable, nutritious food to meet dietary needs for a productive and healthy life (USAID, 2022). This also means that food is easily accessible and within reasonable distance to residents. The Census block group that the site falls under is not formally classified as a food desert by the United States Department of Agriculture, but the neighborhoods west and north of the site block group are indicated as areas with limited food access.

Food Deserts

Food deserts are geographic areas where residents have few to no convenient options for securing affordable and healthy foods — especially fresh fruits and vegetables. Disproportionately found in high-poverty areas, food deserts create extra, everyday hurdles that can make it harder for kids, families and communities to grow healthy and strong.

Food Swamps

Food Swamps are areas that are over-saturated with fast food rather than healthier food options. The map to the left shows fast food locations in red, convenience stores, markets, and food marts in orange, and food banks, and grocery stores or supermarkets in green.

To combat future risks of food swamps in South Central Phoenix and to increase access to fresh produce, we recommend including a small market on the project site at Central and Broadway. Grocery stores are traditionally located towards the inside of lots and are separated from the street and sidewalk by large parking areas. In some cases, fast food restaurants are located within the same shopping center towards the street, making it easier for people walking, biking, and using transit to access the fast food restaurant than it is to access the grocery store.

The shopping center at the southwest corner of 7th Avenue and Southern Avenue in Phoenix is a great example of this: Food City, the grocery store, is placed at the inner edge of the lot, far away from the sidewalks on Southern or 7th Avenues. The Panda Express and Taco Bell at the same intersection are placed much closer to the sidewalks. People traveling on foot are discouraged from entering the supermarket since the fast food restaurants are closer to the sidewalks and reaching Food City requires traveling through large parking areas and cars.

To combat this style of car-oriented development, we believe that the grocery store on the project site should be located at the edge of the lot along South Central Avenue or Broadway Road. Parking for customers can be located behind the grocery store or elsewhere to allow the market to be placed right along the street.

South Central Neighborhood Circulator (SCeNiC)

To improve access to food, we proposed creating a Neighborhood Circulator route that connects grocery stores, markets, and food banks in the South Central Phoenix community. The route would be a 7 mile loop that operates on Broadway Road, 16th Street, Southern Avenue, and 7th Avenue.

Food

Food services exist along the route in three different categories: markets (which are more local food stores that provide smaller selections of products), grocery stores (larger chains like Food City and Safeway with dedicated produce sections), and food banks. The circulator route passes two markets, which are Los Altos Ranch Market at the northeast corner of Central and Southern, and Carnicerias Rancho Grande at the northeast corner of Central and Broadway. The route passes the two grocery stores on Southern Avenue, which are Food City at 7th Avenue and Safeway at 16th Street, as well as three food banks. Two of the food banks are located near Safeway at Southern Avenue and 16th Street, and the third food bank is at the South Phoenix community center near Central and Alta Vista Road.

Transit

Across its eight stops, the neighborhood circulator would provide transfer opportunities to existing bus routes and the future Light Rail line. Most of the bus routes in South Phoenix travel strictly along a designated arterial road in two directions, making it easy to travel directly west, east, north, or south from any point. Transit trips that require a transfer may be less appealing to residents and other users as they would need to scan their transit passes or pay twice AND wait up to 30 minutes in between leaving their first bus and boarding the second bus.

However, the bus route system makes it more difficult to travel diagonally. For example, to access the Safeway and Food Banks the southwest corner of 16th Street and Southern Avenue from the project location at Central and Broadway, users would need to transfer between two bus routes: one bus that would bring them East from Central Avenue to 16th Street, and one bus (or light rail) that would bring them South from Broadway Road to Southern Avenue. The circulator would connect these two points along the same route, eliminating the need for transferring. Other intersections and routes would also be connected by the circulator, as the route overlaps with two light rail stations and six bus lines. Destinations on or near 7th Avenue (Route 8), Central Avenue (Light Rail or route 0A), 7th Street (Route 7), 16th Street (Route 16), Broadway Road (Route 45), and Southern Avenue (Route 61) would be accessible for circulator riders that transfer to these existing bus routes.

Civic Infrastructure

Within the 7 mile proposed routes, residents can access a variety of public space and services, such as the Ocotillo Library at Central and Southern, which provides free wifi and employment services. The circulator will link three parks, including two parks along Broadway Road, to increase access to green space. The South Phoenix branch of the United States Post Office, Ed Pastor Transit Center, and South Phoenix Community Center are also along the route.

Strategies to Combat Food Desert

As far as the affordability of fresh produce in farmers markets, the price of goods tends to be higher than in conventional supermarkets which may also affect accessibility when it comes to food access. To improve food security in the area it may be efficient to create partnerships with local food vendors as well as local grocery stores to implement healthy food at fair prices. Also, educating the community on community gardens, school gardens, family gardens, and community agriculture while also implementing a variety of public areas where they may be effective. This will provide the community with more food access as well as affordable produce. Locally grown foods are more nutritious and make communities stronger and healthier. Next, community planners, organizations, and local governments may work together to implement more food options in the area accessible to all. Similar to the previously proposed food security projects, Los Angeles County recently passed an initiative to fund a major project in low-income neighborhoods. The United Parents and Students organization, (UPAS) food equity advocates received a major boost in July 2021 when the Los Angeles County Board of Supervisors voted to allocate $17 million to fund initiatives that increase access to clean, healthy groceries in low-income areas. UPAS is partially funded by First 5 LA’s Built Environment Policy Advocacy Fund, which works to empower residents to advocate for improvements in their neighborhoods (Hoag, 2021).

Social Housing and Food Security

There is a strong correlation between food security and housing. Food insecurity is both an income challenge and a neighborhood challenge. Many low-income residents live in underinvested neighborhoods in need of revitalization, particularly places experiencing high amounts of vacancy and blight. When families lack mobility in and around a neighborhood, they end up living farther from good schools, health care providers, employment opportunities, and healthy, affordable food (Burrowes, 2019). Having stable and affordable housing allows low-income families to spend a greater amount of their income on food, thus lessening the gap on food insecurity. Food security means having, at all times, both physical and economic access to a sufficient quantity of affordable, nutritious food to meet dietary needs for a productive and healthy life (USAID, 2022). This also means that food is easily accessible and within reasonable distance to residents. Based on our research, the Central and Broadway site is lacking both affordable housing options and is considered an area that suffers from food insecurity. The site therefore may benefit both from social housing options and more affordable food options that are easily accessible to residents.

Chapter 3 - Economic Opportunity

Economic Goals

As far as economic goals in the area, the economic development element focuses on the financial prosperity of businesses and residents, including access to jobs, training and educational opportunities. It is expected that by 2045 the Broadway Station area will successfully provide mixed income housing opportunities for owners and renters.

The investment model including mid-rise apartments, condos and mixed-use residential is expected to be affordable, prioritize growth, and maintain existing businesses and character of the area. The idea is to create economic opportunities for the area in forms of employment, perhaps by enhancing the local business culture and allowing pop ups, more business implementation and maintenance as well as a strong urban fabric and complete streets to reinforce these concepts. More employment in the area would develop the community even further as well as training and educational opportunities. The Department of Economic Security which is within a 5-mile radius of the site, provides employment resources for job seekers, apprenticeships, and educational training resources through Arizona at Work. A previously successful example of job creation is Opportunity Chicago. Opportunity Chicago was a successful transitional job program that created 5,000 employment opportunities for social housing residents. The success behind this example is that there was strong institutional support and prominent actors involved (Opportunity Chicago).

Importance of Economic Opportunity for Demographics

Based on our research, the demographics in the area demonstrate the need for better economic opportunities. The median household income in the area is less than around 50,000 a year. A low-income area is represented by a census tract or block numbering area in which the median income does not exceed 80 percent of the median income for the area in which such census tract or block numbering area is located. As seen in the figure “Economic Development, Site Analysis,” the block group where the site is located falls within the 80% AMI or lower, thus the site area is considered low-income. Considering that site based jobs are the majority and predicted to increase, the implementation of employment in the area is a good strategy to continue increasing productivity, thus creating a stable economy near the site. Additionally, since the youth population is high, that means there is a prevalence of families in the area which would benefit from more employment, additional local shops, restaurants, cafes, and entrepreneurship opportunities.

Gentrification

Gentrification is a complex process that manifests itself in different forms in different contexts and therefore does not have proper definitions. The term was initially coined in the 1960s in London, stemming from the word “gentry,” which referred to people of good social position and the class below the nobility. Gentrification was the entry and subsequent transformations of working-class areas of London by the urban “gentry.” In modern terms, it is the phenomenon of the economically wealthy moving into a disinvested neighborhood, displacing the current residents, and changing the nature of the neighborhood. Residents at risk of gentrification and displacement heavily oppose those investments and developments that would increase the attractiveness of a particular area as it inevitably increases rent, property prices, and business competition.

Factors of Gentrification

Opportunity Zones

In some distressed regions, the government imposes tax cuts and benefits on capital gains to foster investment that will help poor neighborhoods. Kinder Institute (2019) describes Opportunity zones as gentrification on steroids. Most of the time, these opportunity zones do not have a way for the city to track investments, and this inability to regulate the type of businesses provides a double-edged sword where it can be an excellent thing to spur investment, but a the same time accelerate gentrification (Kinder Institute).

The Southcentral TOD plan has a ¼ mi buffer around the Light Rail, which it terms as a Business Assistance Zone and a business opportunity zone. The goal of the Business Assistance team was to connect with each business to assess their needs and build a plan to work towards obtaining those goals(TOD Document). The TOD Investment menu identifies the following as ideal investments in the South Phoenix neighborhood. Business Clusters are concentrations of related and mutually-beneficial businesses within a specific geographic area. Business Incubators provide entrepreneurs with services, facilities, and equipment to assist with launching or growing a small business. Low-cost workspaces, and training on various aspects of establishing and running a business, including management, marketing, legal and financial topics, are typically provided. Business incubators can have a general emphasis or be specialized for a particular industry, like information technology. Locally Owned Firms Programs assist non-national chain businesses with local proprietors. Typically offered services include marketing, consumer incentives, educational forums, websites, and social media. Compared to national chains, locally owned businesses keep more wealth in the community and contribute to giving neighborhoods a true sense of identity.

Local Procurement Programs are policies established by governments, institutions and businesses that prefer hiring workers or purchasing goods and services within a defined geographic area.

Transit

The first and most significant cause of gentrification is improved transit. It seems like a contradiction - public transit, which usually serves the economically weaker and carless population, ends up displacing the same population groups. This contradiction can be studied through the voguish phenomenon of Transit-Oriented Development (addressed as TOD onwards in the paper). TOD is fast transforming cities along transit lines, usually around high-quality train systems such as Light Rail or Commuter Rail. Transit Oriented Developments are advertised as having mixed-use activities, walkable areas, and sustainable communities. This makes it appealing to specific sections of the population who are young and mobile, can afford to live in these dense multiple-story neighborhoods, and don’t require vehicle ownership. Research shows that wherever transit lines were introduced or improved, there have been subsequent investments, increased rent, and property value rises. The current residents can no longer afford these rents or buy these properties and, therefore, have to move out of these neighborhoods.

The Broadway and Central site lie in the Phoenix South Central TOD plan and along the South Phoenix Light Rail Extension. Although this project will connect the transit-dependent South Phoenix and provide them with opportunities, the proximity to the site will play a significant role in shaping the program and surrounding neighborhoods. The presence of the Ed Pastor Transit Center on the North West corner of the site makes it highly desirable for situating commercial activities to capture the economic effects of the footfall and ridership. While this is most often the desired effect of improving the area's economic condition, care must be taken to pass on the economic benefits to the people in the area.

Restaurants/Supermarkets

Restaurants are one of the first businesses that test out new locations. While they are generally seen as a positive sign, bringing investment and employment to the area, restaurants inaccessible and unwelcoming to long-time residents can contribute to gentrification.

A similar phenomenon occurs with supermarkets where food gentrification can take place. This term was first used in 2014 by Mikki Kendall, and it is used to describe how a food staple that was once purchased out of affordability, or cultural consumption, then becomes in vogue. The food then becomes costly and inaccessible to the community that was previously depending on it (Dring, 2018). High-end grocery stores such as Whole Foods or Trader Joe’s are responsible for driving prices up by at least 40%. The effect was seen in Prospect Lefferts Gardens, predominantly black and low-income.

Similarly, the South Phoenix area neighborhoods have high minority and low-income populations. One of the ways to avoid such gentrification is to ensure that restaurant does not become “luxury” for the residents.

Climate/Environmental Improvement

South Phoenix traditionally has been underserved in terms of environmental improvement. These areas score lesser on heat equity scores, tree covers, and climate change mitigation efforts. According to the Tree Equity Score explorer, tree cover in the surrounding blocks is only around 4-5% compared to a desired 12%. According to the urban systems lab heat vulnerability map (Refer to Figure), these areas represent some of the most vulnerable areas to heat. This considers the tree cover, surface temperatures, minority populations, and income levels. Such areas, which have been ignored and disinvested for a long time, have become a point of concern for climate justice. According to Anguelovski et al., there is an emerging fifth type of climate injustice when low-income and minority populations are most likely to experience residential and social displacement due to green climate infrastructure and its associated gentrified risks (Anguelovski et al., 2019). While climate adaptation and resiliency are highly crucial in the coming decades, we must be cognizant of the possibility of producing new inequalities and climate gentrification.

Even when introducing greenery and improving the tree cover, we must consider making neighborhoods ‘just green enough.’ It is a model that seeks to remedy injustices without introducing fancy amenities that can radically change a neighborhood. Efforts must be taken to include only those green amenities that can directly benefit the residents and not become attractive for high-income residents that the current residents cannot use. Continued community participation in creating and upkeep of these green spaces has shown to be highly effective. Greening through urban agriculture and community gardens helps address climate injustice problems.

Recommendations

At the project and neighborhood level, planners can still play a crucial role in preventing gentrification up to a level. Given the Southcentral TOD plan’s efforts in engaging the community and ensuring that the community also benefits, the project can implement some of these strategies that align with the TOD plan.

As mentioned in the previous sections, one of the main focuses would be developing a community ownership model that pools money and resources to hold onto commercial and residential spaces in the project. Upon repayment of loans, the overseeing trust or committee offers the land ownership back to the residents at rates adjusted for income levels and stake. This way, those who are within the community and can afford to own can become owners. This will require coordination between the city, the banks, the trust, and the community.

Endow the residents with commercial and community spaces encouraging local businesses to thrive. Enable residents to become successful in their businesses or become entrepreneurs by using these spaces to train themselves or pitch their ideas to the community and pool resources. When planning for commercial spaces, care must be taken to restrict the expanse of the floor area to avoid large retailers viewing this as prime real estate to site their franchises here. The architecture and design of such spaces should encourage mom-and-pop stores and give them spatial and material flexibility over the years.

When siting a restaurant within the project or the community, both pricing and cuisine should be locally acceptable. By conducting community outreach or market research, we can identify the price range of restaurants in the neighboring areas and the type of food being sold. When a new commercial enterprise is introduced, we must ensure that the restaurants train people and hire residents from within the neighborhood. This keeps the residents involved in the neighborhood's developments and provides a stable source of income. When a new grocery store is introduced, grocery stores must sell what the residents, primarily the Latinx community, want and need.

The businesses that do not have ties to the community, but seem appropriate, must engage with the network and learn the local culture, language, and tastes. This will also ensure the community is continually engaged and help support the businesses.

For this, the planning consultant team will coordinate with community development specialists in conducting workshops, training sessions, capacity building, and stakeholder outreach before the start of the projects. Upon completion of the project, monthly meetings will be held to review progress and build leadership capacities for residents. Critical partnerships with the Department of Economic Security, Arizona at Work, Promise Arizona, and Social Services will be developed to enable the residents to thrive economically.

During these community outreach efforts, residents will be identified for hiring and job purposes, and a framework will be developed to ensure that restaurants, businesses, grocery stores, special help offices, etc will hire locally and ensure to pass on the economic benefits to the community.

Wifi Access to the site

Digital Equity

Wi-Fi has become an essential component in modern daily life, yet so many folks experiencing poverty do not have easy access to it. Businesses, workplaces, schools, and governmental institutions provide online access to essential information that benefits families. Internet connectivity is essential for applying for government benefits, finding information on transit routes, schoolwork, working from home, applying for jobs, and staying connected with others. Many of these tasks are impossible to access without an at-home internet service or an ample transportation network that can transport you to a mobile internet hub. Our team believes the city of Phoenix should provide free Wi-Fi access using multiple routers across the site.

Chapter 4 - Implementation

Implementation of Digital Equity

The city of Phoenix should form a public-private partnership with an internet service provider to install routers across the site for convenient and free internet access for residents. The provider would determine the correct hardware needed to provide high-speed connection, serve as information technology experts for the software, and control when there are internet issues. To allocate funding for this, Phoenix would request the state of Arizona to apply for funding offered by the National Telecommunications and Information Administration’s Broadband USA’s digital equity program. The programs offer the opportunity for states to apply for funding to develop digital equity plans which support projects like providing broadband internet access for marginalized populations. Providing high-speed internet access is essential to ensuring people in the South Mountain Village and living on the site have access to information that can ultimately stimulate economic development and promote equitable opportunity in the community.

Planned Unit Development (PUD)

In order to adopt the Walkable Urban Code Transect T5:5 zoning standards, the site should undergo a rezoning process to create a PUD district.The rezoning process is complicated and lengthy, but it offers the incredible benefit of creating custom development standards for the site that embrace the Walkable Urban Code T5:5 Transect guidelines. The T5:5 Transect accommodates the level of growth the South Central Community envisions for this intersection area: Mixed uses with residential density and buildings up to five stories.

Noise Mitigation

The materials used to construct the buildings on the site should protect from sound in addition to heat. The Broadway Station for the South Central Light Rail Line will be located in the median of Central Avenue just South of Broadway Road. Any buildings on the site along its Central Avenue frontage will be a few dozen feet from the station platform and be subjected to auditory disturbances such as train signaling, speaker announcements, and other sounds. Sound absorbing materials will be necessary in the buildings’ walls and windows to protect residential units from the noisy station platform. Vehicle traffic along Broadway Road (as well as Central Avenue) may also introduce extra noise to the project area. Similar sound-proofing considerations should be reflected in the materials of the buildings on the Broadway frontage of the site. Another way to mitigate noise on the site from the roadways would be to create natural barriers between vehicle travel lanes and pedestrian spaces (sidewalks), like trees, that can block some of the noise from traffic.

Sustainability

Aside from combating the urban heat island effect, the development of the site should embrace sustainability as much as possible. Since the site is relatively flat and over half a mile from the nearest water source (the Salt River to the north), ground materials should prioritize permeability to facilitate drainage. Impervious materials like asphalt and concrete will trap standing water on the site instead of allowing it to be absorbed into the ground. Using permeable pavers for pedestrian ways and other paved surfaces and xeriscaping in open spaces can facilitate the movement of water away from the site.

Heat Resilience

In order to combat the urban heat island effect at the project location in the future, we recommend that developments should implement the following strategies.

Use materials that reflect sunlight rather than absorb it on building facades and paved ground surfaces. Dark colors and building materials will absorb and trap heat from the sun, which will increase the ambient temperatures in the immediate area. Using highly reflective paint for building exteriors and permeable pavers for sidewalks, patios, and accessways will prevent heat from accumulating on site.
Increase shade within the site and along its boundaries through shade trees, multi-story buildings, or other shade structures.
Provide shaded open spaces within the site. Users should be able to enjoy outdoor spaces throughout the year, and providing shade for some of the open spaces can help mitigate heat. Open spaces like transit stops and areas for children and pets should be shaded to ensure pleasant outdoor experiences.
Install high efficiency heating and cooling facilities within the development.

Maximum Parking Allotment

Minimum parking requirements have been identified as a barrier to creating affordable housing, particularly missing middle density housing options. In order to maximize the potential number of residents at the project locations (and thereby maximize the number of affordable units), we believe that a Parking District should be created to establish a maximum parking allotment for vehicle spaces. Phoenix’s Zoning Ordinances for the Walkable Urban Code district include minimum vehicular parking allotments such as 1 space per every 300 square feet of commercial space and .5 spaces per affordable housing unit. The site's proximity to the Broadway station platform qualifies it for additional parking reductions per the South Central Interim TOD District, allowing the required spaces to be reduced by up to 15% for commercial uses and 25% for residential uses.

Establishing a parking district on the site property will allow the total number of vehicle parking spaces to be shared between residents and visitors of the commercial spaces. We recommend setting a maximum parking allotment of 250 spaces. This parking maximum should be sufficient for the 125 number of housing units proposed in our site plan. To compensate for the vehicular parking maximum, we recommend providing alternative options such as EV-capable facilities, a dedicated pick up and drop off zone for rideshare users, sufficient bicycle parking both outdoors and indoors, and potentially a small fleet of vehicles that residents can share. Reducing car dependency is an important pillar of our vision for the site and for the South Central Community as the South Central Light Rail begins operations.

Walkability

To enhance walkability on the site and near Broadway station, we recommend making adjustments to development standards that will enhance the pedestrian experience. During our site analysis, we found that the site is poorly lit, especially along its secondary frontages of 2nd Street and Corona Avenue. The map to the right shows the existing street light locations in the area. At night, insufficient lighting conditions can decrease pedestrian visibility and sense of safety. In addition to providing well-lit pedestrian ways within the site, we encourage future developers to increase the lighting conditions on the southern and eastern edges of the site to benefit the surrounding community. Another strategy to improve walkability in the area is to increase the minimum pedestrian accessway width from 6 feet (as required by the WU Code) to 8 feet to allow multiple people to walk next to each other at once. Finally, we recommend providing additional crosswalks and signals for pedestrians to cross Broadway Road and Central Avenue safely. Options like a scramble crosswalk at Central and Broadway can increase pedestrian connectivity between nodes such as the project site and the Ed Pastor Transit Center.

This PUD will adopt the development standards of Phoenix Code section 13 (WU Code) Transect T5:5, with the following adjustments:

Circulator

The proposed SCeNiC shuttle service would provide a remedy to food insecurity in South Central Phoenix as well as link parks, community centers, career centers, and other public services. The proposed route conveys how this circulator would be implemented spatially, but there are many other details that are critical to ensuring the success of service. The drawing below shows an example of what the SCeNiC vehicles could look like, including their size. The service could use small, electric buses to efficiently transport people throughout the community.

Operation

The City of Phoenix could also partner with Valley Metro to implement the SCeNiC service like Tempe does, but the route could also be operated by joint efforts between departments within the City. Existing divisions such as Housing, Human Services, Neighborhood Services, Streets, Transit and Community Development could collaborate to promote alternative transportation in the South Phoenix community, which is currently very auto-centric. The route passes and stops by many publicly owned parcels of land, including Housing properties like South Phoenix Villa and Foothills Village Apartments and several parcels within the department’s Target Area B. The circulator could connect people to publicly owned land operated by City departments and the services offered at these locations.

Capacity Strengthening

Additionally, to improve food security, on top of the SceNic Neighborhood Circulator, it would be essential to follow the attached Capacity Strengthening conceptual framework. Through capacity strengthening. we could promote advocacy and social mobilization regarding food security. Once advocacy and social mobilization is achieved in partnership between community leaders, planners and government officials, we may reach a point of food security, nutrition, and good governance in planning.

Frequency

By offering service along this route every 20 minutes in both clockwise and counterclockwise directions, this circulator could connect residents in the South Central Phoenix area to food resources, parks and other civic institutions, and nearby transit routes. The proposed frequency of 20 minutes reflects the total time required to complete the route (which is 20 minutes) and convenience for the route’s users. Riders that are using the circulator to access food or public services should wait no longer than 20 minutes for the next bus once they have completed their business at the destination stop, and waiting 20 minutes should take less time than it would take to walk to a final destination or arrive by other transit routes.

Fares

Ideally, the SCeNiC shuttle would be a free service. There are barriers to transit accessibility when fares are charged. All of the stops proposed overlap with at least one existing transit route operated by Valley Metro. Bus routes 0A, 7, 8, 16, 45, 61, and the South Central Light Rail will charge fare for all passengers, with discounts available. A free circulator service would allow people to travel throughout the South Central area without having to purchase a ticket at a kiosk, on the bus with exact change, or on their phone.

Transit passes are barriers to potential riders for two reasons: cost and convenience. Some people may be truly unable to afford to pay for transit fares or passes. If they are unable to pay for transit, they are likely also unable to pay for other modes of transportation, which significantly restricts their mobility. Other people may have no concerns about paying for transit, but boarding a bus or train with exact fare deters people from riding public transit. Required fare transit services may be intimidating to first time transit users or newer riders. Tickets can be purchased at kiosks, which are located at transit centers and light rail stations, but not at most bus stops. The kiosks that do exist may be out of order, which would prevent someone from purchasing a one-time pass to ride the transit system. Passengers can pay fares as they board a bus, but people paying in cash must provide exact change. Even when fare collection options are functioning, they can still act as a barrier for riders that are struggling to catch the bus or train before it leaves.

Since the circulator service is intended to enhance connectivity in the South Central Phoenix community between food access and civic infrastructure, charging fares for riders could restrict vulnerable users or potential first-time users from utilizing the service. The proposed route covers a seven mile loop, so riders are able to move around within the area, but will have to transfer to another route in order to leave the area and the City of Phoenix’s limits. The City of Tempe operates a series of similar services known as the Orbit system with six free neighborhood circulator routes. Valley Metro operates the service in partnership with the City, but the system uses smaller buses than local routes and travel through neighborhoods and blocks rather than around them. Additionally, to improve food security, on top of the SceNic Neighborhood Circulator, it would be essential to follow the attached Capacity Strengthening conceptual framework. Through capacity strengthening we could promote advocacy and social mobilization regarding food security. Once advocacy and social mobilization is achieved in partnership between community leaders, planners and government officials, we may reach a point of food security, nutrition, and good governance in planning.

Roadway Improvements

Vineyard Road, which is adjacent to the South Phoenix Post Office on South 7th Street, is currently unpaved and a restricted access roadway for half a mile west of 7th Street and East of Central Avenue. The road is located exactly halfway in between the surrounding east-west arterial roads, Southern Avenue to the north and Baseline Road to the south. Elsewhere in Phoenix, these streets in halfway in between arterial roads serve as collector streets that funnel traffic from local streets to arterial roads. These collectors have slower speeds than arterials by allocating only one vehicle travel lane in each direction. The extra space in the public right-of-way can be used for bicycle lanes, vehicle parking, trees, and wider sidewalks.

The proposed circulator route travels on Vineyard Road at the southernmost segment of the trip for half a mile on the unpaved, private section of the road from Central Avenue to 7th Street. Including the Post Office area stop in the route is important to provide local residents with access to the services they need, and this is the closest post office to the project location at Central and Broadway. Reimagining this segment of Vineyard Road to connect the two major north-south roadways could implement the aspects of complete streets and increase pedestrian accessibility within Phoenix’s large blocks.

Alternative options to paving Vineyard Road and opening it to public multimodal traffic can also be implemented to implement the circulator. The next streets south of Vineyard are Greenway and Carter Roads. Both of these roads are continuous between Central Avenue and 7th Street, but they are narrow with no lane lines and no sidewalks. To the north, the next through street after Vineyard Road is Alta Vista Road. Rerouting the circulator to this road would prevent the service from connecting directly to the Post Office and does not provide a street with sidewalks for pedestrians to walk on from the adjusted bus stop. A final option would be to keep the route on Southern Avenue from 16th Street all the way to 7th Avenue. The South Phoenix Community Center and amenities would still be accessible from the Central and Southern proposed bus stop, but the Post Office would not be within a short walk.

Funding

Many community development projects receive funding from grants or non-profit entities as well as community mobilization which may promote investments coming from the city. One example is the Community Development Block Grant (CDBG) Program which provides annual grants on a formula basis to states, cities, and counties to develop viable urban communities by providing decent housing and a suitable living environment, and by expanding economic opportunities, principally for low- and moderate-income persons (HUD, 2022). More specifically in this case, the Phoenix Community Development and Investment Corporation (PCDIC), provides grants to nonprofit organizations through its Community Development Fund in partnership with the Phoenix IDA and the Arizona Community Foundation.

Grants are designed to address high-priority needs and make Maricopa county communities better places for residents to live and do business. Grant funding focuses on affordable housing, economic and community development, health innovations, and youth and family development (PCDIC, 2022).

Community Outreach

Community outreach and empowerment is also a great tool to be implemented within a program centered on community development. As previously mentioned, the residents of the site are disproportionately affected by various factors. They have low educational attainment, there is low homeownership in the area, they tend to be younger residents, and they come from groups of minorities. Sometimes empowerment through education and providing necessary resources for citizens is greatly needed and has the potential to improve a community. Empowering a community through access to free internet, computers, and printers can be an effective way to introduce them to more job opportunities, more information, and the ability to connect to the world more efficiently. It would also be important for any housing complex built in the area to provide residents with locations of important resources such as the Family resource center, the Early Childhood Resource Center, public libraries, and public health facilities around the area.

All these resources are located within a 5-mile radius of the site and if residents knew about them, they would take advantage of these resources. These resources empower families through free educational classes, English language learning classes, women and children family programs and advocacy, health and fitness classes, and many more tools for the community to take advantage of. Community outreach and empowerment through programs and resources is very beneficial to creating a strong resilient community and one that levels up in all aspects. Another way to empower the community is by actively involving the community in participation such as voting, educating them on government and policies, and on the decision-making process.

In California, the California Community Empowerment Foundation cultivates civic awareness, participation, and empowerment through research, education, and direct community action. Its signature program is the Empowerment Congress of the Second Supervisorial District of Los Angeles County. The Empowerment Congress empowers and engages all members of diverse communities to ensure the collective voice is heard by; encouraging and enlisting the full participation of the community to improve quality of life, educating and informing the community on how government works, developing strategies that shape policy and legislation, and connecting the community with public resources (Community Partners, 2022). The figure below on community outreach demonstrates effective ways to involve and empower the community.

Collaborative site program

Project Sample and Housing Typologies

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