Stale and Local
         Climate and Energy Program
LOCAL GOVERNMENT CLIMATE AND ENERGY STRATEGY SERIES


Smart  Growth

A Guide to Developing and Implementing
Greenhouse Gas Reductions Programs
           U.S. ENVIRONMENTAL PROTECTION AGENCY

                   2011

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EPA's Local Government Climate and Energy

Strategy  Series

The Local Government Climate and Energy Strategy Series provides a comprehensive, straightforward overview of green-
house gas (GHG) emissions reduction strategies that local governments can employ. Topics include energy efficiency
transportation, community planning and design, solid waste and materials management, and renewable energy. City,
county, territorial, tribal, and regional government staff, and elected officials can use these documents to plan, implement,
and evaluate climate and energy projects.

Each document in the series provides an overview of project benefits, policy mechanisms, investments, key stakeholders,
and other implementation considerations. Examples and case studies highlighting achievable results from programs imple-
mented in communities across the United States are incorporated throughout the series.

While each strategy document stands on its own, the entire series contains many interrelated strategies that can be
combined to create comprehensive, cost-effective programs that generate multiple benefits. For example, efforts to improve
energy efficiency can be combined with transportation and community planning and design programs to reduce GHG
emissions, decrease the costs of energy and transportation for businesses and residents, improve air quality and public
health, and enhance quality of life.
LOCAL GOVERNMENT CLIMATE AND ENERGY STRATEGY SERIES
All documents are available at www.epa.gov/statelocalclimate/resources/strategy-guides.html.
 ENERGY EFFICIENCY

1 Energy Efficiency in Local Government Operations

1 Energy Efficiency in K-12 Schools

1 Energy Efficiency in Affordable Housing

1 Energy-Efficient Product Procurement

1 Combined Heat and Power

1 Energy Efficiency in Water and Wastewater Facilities


 TRANSPORTATION

1 Transportation Control Measures
                                                    COMMUNITY PLANNING AND DESIGN

                                                    Smart Growth

                                                    Urban Heat Island Reduction


                                                    SOLID WASTE AND MATERIALS MANAGEMENT

                                                    Resource Conservation and Recovery


                                                    RENEWABLE ENERGY

                                                    Green Power Procurement

                                                    On-Site Renewable Energy Generation

                                                    Landfill Gas Energy
Please note: All Web addresses in this document were working as of the time of publication, but links may break over time
as sites are reorganized and content is moved.

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CONTENTS

Acknowledgements                                                         __ii
Executive Summary                                                          iii
1. Overview                                                                __1
2. Benefits of Smart Growth                                                 _3
3. Planning and Design Approaches to Smart Growth                          _5
   Where Development Occurs _.                                                 _ 6
   How Development Occurs                                                    _ 7
4. Key Participants                                                          _9
5. Foundations for Program Development                                   _11
6. Strategies for Effective Program Implementation                           _17
7. Investment and Funding Opportunities                                     19
   Investment                                                                ._ 19
   Funding Opportunities                                                       ._ 19
      Financing                                                              ._ 19
      Funding Sources                                                          21
8. Federal, State, and Other Program Resources                               22
   Federal Programs                                                            22
   State Programs                                                            __23
   Other Programs                                                            ._ 23
      Metropolitan Planning Organizations                                         _ 23
      Non-profit Organizations                                                  ._ 24
9. Case Studies                                                             24
   High Point, Washington                                                       24
      Program Initiation                                                        24
      Program Features                                                        __25
      Program Results _.                                                        25
   Arlington, Virginia                                                          __26
      Program Initiation                                                       __26
      Program Features                                                         26
      Program Results                                                         ._ 27
10. Additional Examples and Information Resources                           28
11. References                                                              35

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ACKNOWLEDGEMENTS

The U.S. Environmental Protection Agency (EPA) would like to acknowledge the many individuals who contributed
their time and expertise to the development and review of this guide for the Local Government Climate and Energy
Strategy Series. The following contributors provided significant assistance in bringing this document to fruition:

EPA—Brian Ng, Mark Simons, Megan Susman, and Emma Zinsmeister.

U.S. Department of Housing and Urban Development—Audrey Buehring, Michael Freedberg, Regina Gray, Richard
Santangelo, and Edwin Stromberg.

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EXECUTIVE SUMMARY

Developing and Implementing
Community Planning  and
Design Programs

Community design—including factors such as physical
layout; proximity and accessibility to goods, services,
workplaces, and schools; and the materials and designs
used in building and infrastructure—affects energy
consumption and vehicle use, and thus greenhouse gas
emissions. By addressing these factors through plan-
ning, application of smart growth principles, measures
to reduce urban heat islands, and other initiatives, local
and regional governments can encourage economic
development while preserving their open spaces and
critical environmental habitats, protecting water and
air quality, and helping to mitigate climate change.

Community planning and design programs generally
act to reduce energy demand, as opposed to increasing
energy efficiency For example, by promoting mixed-
use development and public transportation, communi-
ties can reduce the need for residents to drive a car for
shopping, commuting to work, or getting to and from
school. Similarly, measures to reduce the urban heat
island effect, such as planting shade trees or install-
ing cool roofs, reduce a community's cooling energy
requirements.The community planning and design
guides in this series describe the process of develop-
ing and implementing strategies, using real-world
examples, which apply the principles of smart growth
or take steps to reduce the urban heat island effect.


Smart Growth

Smart growth development is based on 10 key prin-
ciples and benefits the economy, the community, the
environment, and public health. This guide provides
information on how local governments have planned,
designed, and implemented approaches that encourage
smart growth in their communities. It is designed to
be used by city planners, local energy managers and
sustainability directors, local elected officials, regional
planning agencies, metropolitan planning organiza-
tions, and citizen groups.
Readers of the guide should come away with an under-
standing of smart growth principles and how they can
be applied in practice, foundations and strategies for
smart growth development, expected costs, and poten-
tial funding opportunities.
  RELATED STRATEGIES IN THIS SERIES

 1 Community Planning and Design: Urban Heat
  Island Reduction

  Dark-colored buildings, paved surfaces, and reduced tree
  cover in urban areas create "islands" of warmth, with
  impacts on air quality, energy use, and public health.
  Measures to reduce urban heat islands can complement
  smart growth strategies by further reducing energy costs
  and enhancing green space.


 1 Transportation: Transportation Control Measures

  Transportation control measures are strategies that
  reduce vehicle miles traveled and improve roadway
  operations to reduce air  pollution, GHG emissions, and
  fuel use from transportation. Many of these measures
  encourage public transportation, carpooling, bicycling,
  and walking, thus contributing to one of the key prin-
  ciples of smart growth (to provide a variety of transporta-
  tion choices).


 1 Energy Efficiency: Energy Efficiency in Affordable
  Housing

  Energy costs can contribute substantially to the overall
  financial burden of housing, and can make housing
  unaffordable for many families. Lower home energy
  use combined with smart growth strategies that reduce
  the need for personal vehicle use can lead to substantial
  reductions in the total energy cost burden of low-income
  residents.


 1 Energy Efficiency: Energy Efficiency in K-12
  Schools

  The proximity of schools to  the neighborhoods they
  serve, along with the accessibility of schools via a range
  of transportation options, are important considerations
  for smart growth strategies.  Measures to improve energy
  efficiency in K-12 schools can be combined with smart
  growth strategies to reduce the total energy use and envi-
  ronmental impacts associated with schools—both within
  and beyond the school fenceline.
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The guide describes the benefits of smart growth
(section 2); planning and design approaches to smart
growth (section 3); key participants and their roles
(section 4); foundations for smart growth program
development (section 5); implementation strategies for
effective programs (section 6); investment and fund-
ing opportunities (section 7); federal, state, and other
programs that may be able to help local governments
with information or financial and technical assistance
(section 8), and finally two case studies of local govern-
ments that have successfully implemented smart
growth principles in their communities (section 9).
Additional examples of successful implementation are
provided throughout the guide.


Relationships to Other Guides
in the  Series

Local governments can use other guides in this series
to develop robust climate and energy programs that
incorporate complementary strategies. For example,
local governments can combine smart growth develop-
ment with urban heat island reduction, transporta-
tion control measures, energy-efficient affordable
housing, and energy-efficient K-12 schools in a
comprehensive, community-wide approach to reducing
energy demand and vehicle miles traveled.

See the box Related Strategies in This Series on page
iii for more information about these complementary
strategies. Additional connections to related strategies
are highlighted in the guide.
   EXECUTIVE SUMMARY
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Smart Growth
1.  OVERVIEW

Many local governments strive to promote economic
development while preserving their open spaces and
critical environmental habitats, protecting water and
air quality, and reducing greenhouse gas (GHG) emis-
sions. Across the United States, municipalities have
found that following smart growth principles can help
meet these goals, and that in addition to producing
environmental, economic, societal, and health benefits,
smart growth can lead to significant energy savings
(Friedman, 2004). Smart growth can also reduce costs
for transportation infrastructure and services, and
assist areas in attaining and maintaining air quality
standards under the Clean Air Act.

Smart growth development focuses on the issues of
how and where to accommodate new development and
redevelopment, and how to improve the efficiency of
the transportation system. It is centered on the 10 key
principles listed in the text box to the right. These prin-
ciples can be—and have been—applied to a wide range
of communities and rural areas.

Implementing these principles to promote smart
growth and its benefits involves rethinking typical
approaches to development, and taking a strategic,
often regionally coordinated approach to land use
planning. It involves considering the design of neigh-
borhoods, buildings, and infrastructure, as well as
location and land use.

Smart growth is place- and situation-specific and can
look quite different from community to community.
Accordingly, the benefits resulting from smart growth
strategies may vary widely from location to location,
based on site-specific factors such as existing devel-
opment patterns and infrastructure. Implementing
the same smart growth strategies in two different
communities may yield very different results, thus  the
examples presented in this guide are meant to be illus-
trative of what particular communities have achieved
given their local context.

Smart growth policies and practices that advocate more
compact and mixed-use communities, more transpor-
tation options, and the preservation of green space can
influence energy consumption in multiple ways. For
example, how buildings are designed can determine
how much energy they use. Additionally, where
development occurs relative to the transportation
options that are available determines people's choice
of transportation—whether they drive, walk, bike,
or take public transit. Consequently, an important
component of a local government's clean energy and
climate change mitigation program involves making
the connection between energy use, transportation
infrastructure and  services, and how and where
development occurs in their community.
SMART GROWTH PRINCIPLES

Based on the experience of communities around the
nation, the Smart Growth Network developed a set of 10
basic principles:
  • Mix land uses
  • Take advantage of compact building design
  • Create a range of housing opportunities and choices
  • Create walkable neighborhoods
  • Foster distinctive, attractive communities with a
    strong sense of place
  • Preserve open space, farmland, natural beauty, and
    critical environmental areas
  • Strengthen and direct development towards existing
    communities
  • Provide a variety of transportation choices
  • Make development decisions predictable, fair, and
    cost-effective
  • Encourage community and stakeholder
    collaboration in development decisions
These principles are flexible and adaptable, and have
been successfully applied in cities, suburbs, small towns,
and rural areas throughout the United States.

Source: Smart Growth Network, 1998.
Local governments have not typically implemented
smart growth initiatives specifically to save energy,
and thus may not have measured the energy savings
from these strategies. Nevertheless, recent stud-
ies substantiate the link between smart growth
and reductions in energy use. For example, many
regional scenario planning efforts have compared
alternative future development patterns and modeled
the performance of "business-as-usual" growth
versus more compact development (e.g., SACOG,
2005; Envision Utah, 2008). In these scenarios,
energy use and other measures, such as vehicle
miles traveled (VMT), water use, amount of land
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consumed, infrastructure costs, and other criteria have
typically been significantly lower in the more compact
scenarios.

Efforts are also being made to quantify the relation-
ships between energy savings, GHG emissions
reductions, smart growth strategies, transportation
investment plans, and programs that provide transpor-
tation choices (see text box, Energy Savings from Smart
Growth Transportation Policies, below, and EPA's Trans-
portation Control Measures guide in the Local Govern-
ment Climate and Energy Strategy Series). The link
between the type and size of housing stock, urban heat
island effects, and energy consumption is also being
quantified (Ewing and Rong, 2008).

This guide provides information on how local govern-
ments have planned and implemented activities that
encourage smart growth in their communities, sources
of funding, and case studies. Energy savings data are
included where available. Additional examples and
information resources are provided in Section 10,
Additional Examples and Information Resources.
    ENERGY SAVINGS FROM SMART GROWTH TRANSPORTATION POLICIES

    Smart growth policies encourage a more efficient use of transportation and other infrastructure by developing mixed-use communities
    near commercial centers and incorporating a variety of transportation options. A reduction in VMT is one of the largest and most easily
    quantifiable energy savings from smart growth policies. According to EPA's inventory of U.S. GHG emissions in 2007, 33 percent of U.S.
    carbon dioxide (CO2) emissions (the largest component of GHGs) come from the transportation sector, of which 83 percent is from
    on-road vehicles (U.S. EPA, 2009b). Because transportation has such an effect on energy consumption and air emissions, many local
    governments are adopting smart growth principles that encourage compact development to reduce the distances their residents must
    drive, and create other options to driving, such as walking, biking, and transit, to lower emissions and save energy.

    Growing Cooler

    In 2008, the Urban Land Institute published Growing Cooler: The Evidence on Urban Development and Climate Change. This report
    reviewed the literature on compact development, travel, and GHG emissions to estimate the GHG reductions that would be possible
    from more compact, walkable development. Its main findings include:
      • New vehicle and fuel technologies will not be sufficient on their own to reduce CO2 emissions from driving. To reduce emissions
        to the level scientific consensus accepts as necessary to avoid potentially catastrophic consequences, VMT must be reduced.
      • Compact development reduces the need to  drive by putting destinations closer together and making walking, biking, and using
        mass transit easier. Any given increment of compact development could reduce VMT up to 20 to 40 percent compared with
        dispersed development on the outer fringe of an urban area.
      • Given the market demand for smart growth neighborhoods, the amount of new development  expected by 2050, and the CO2
        reductions possible from compact development, aggressive implementation of smart growth strategies could reduce U.S. CO2
        emissions by 7 to 10 percent by 2050.

    Source: Ewing et ai, 2008.

    Moving Cooler

    A complementary report, entitled Moving Cooler: An Analysis of Transportation Strategies for Reducing Greenhouse Gas Emissions,
    published by the Urban Land Institute in July 2009, described an integrated, multi-strategy approach to reducing transportation-
    related GHG emissions. Among the findings:
      • Combinations of strategies create synergies  that enhance the potential reductions from individual measures. For example, land use
        changes combined with expanded transit services achieve stronger GHG reductions than when only one  option is implemented.
      • Advancing smart growth policies to increase compact development  can achieve significant reductions in  GHG emissions
        at relatively low costs, but requires investments  in transit expansion and improved highway development  to avoid issues of
        congestion, reduced mobility, and equity concerns.

    Source: Cambridge Systematics, 2009.
    1. OVERVIEW
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GREEN INFRASTRUCTURE

Green infrastructure can work hand in hand with
smart growth initiatives. Communities can use
green infrastructure to make better use of existing
infrastructure and to encourage more compact,
walkable, mixed-use communities. The goal of
any green infrastructure project, or redesign, is  to
design a hydrologically functional site that mimics
predevelopment, or natural conditions. This is
achieved by using design techniques that infiltrate,
filter, evaporate, and store stormwater runoff close
to its source. Rather than rely on costly large-scale
conveyance and treatment systems, green infrastructure
addresses stormwater overflow through a variety of
small, cost-effective landscape features located on
or near the  development. Green infrastructure is an
approach that can be applied to new development,
urban retrofits, and urban revitalization projects.
These landscape features include green roofs, porous
pavement, rain gardens, and vegetated swales, and
produce a variety of environmental benefits. In addition
to effectively retaining and infiltrating rainfall, these
technologies can simultaneously help filter air pollutants,
reduce energy demands, mitigate urban heat islands,
and sequester carbon while also providing communities
with aesthetic and natural resource benefits. Green
infrastructure can be an important facet of any compact,
walkable community.

Source: U.S. EPA, 2008a.
Some research has been conducted to compare
the energy use of low-density, automobile-
dependent development with that of higher-density
neighborhoods.
         The previously mentioned life-cycle analysis
         of residential development in Toronto, Cana-
         da, also found that the low-density develop-
   ment used more than twice as much energy as the
   high-density development (Norman et al, 2006).
Studies have found an average cost savings of nearly
27 percent on sewer infrastructures when compact
development was pursued. Similarly for water infra-
structure, the  compact development pattern saved an
average of approximately 25 percent in infrastructure
costs (Delaware, 2004). Sewer and water systems typi-
cally account for 30 to 60 percent of municipal energy
costs, and can be the largest controllable energy cost
(U.S. EPA, 2008b). More compact systems typically
use less electricity for pumping, along with reducing
the energy embodied in materials and construction.
Several additional studies have also examined costs
for maintenance and new construction of transporta-
tion infrastructure, and reported an average savings of
nearly 33 percent when compact development is used
(Delaware, 2003).

Demonstrate leadership. Adopting smart growth
development policies can help a local government
demonstrate fiscal, environmental, and societal
responsibility. Public investments often meet multiple
goals, and investments in smart development can pay
off in energy savings as well as reduced infrastructure
costs. Municipal governments can send signals to the
private sector through their investment decisions. If
the government invests in infrastructure upgrades and
amenities in compact, walkable communities, private
investors such as banks and asset management groups
might be more comfortable investing their money
in new developments in those areas. Often, a small
initial public investment can be the catalyst for private
funding.

Reduce pollution. In addition to reducing GHGs,
creating neighborhoods where people can choose to
walk, bike, or take public transit means less air pollu-
tion from vehicle travel. Air pollution is estimated to
cause thousands of cases of chronic respiratory illness
and about 60,000 premature deaths in the United States
every year (Kaiser, 2005). Vehicle technology and
cleaner fuels have reduced the amount of certain air
pollutants (nitrogen oxides, volatile organic chemicals,
and carbon monoxide) emitted per mile; however,
because VMT increased at three times the rate of
population growth, the increase in driving has offset
the reductions in air pollution (Winkelman, 2002).

Enhance public health. Recent research has estab-
lished a link between automobile-oriented develop-
ment patterns and the rise of obesity, respiratory
illnesses, and other chronic diseases. Medical research
(CDC, 2009) has shown that 30 minutes per day of
moderate exercise such as walking, several times per
week, can reduce obesity and improve health. Other
recent research (Frank et al., 2005) has demonstrated
that compact, connected development patterns in a
region will increase overall activity levels.
2. BENEFITS OF SMART GROWTH
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Policies that offer more transportation options can
have an immediate effect on public health by reducing
air pollution from driving while increasing physical
activity. Compact, mixed-use communities with streets
that are safe for pedestrians and bicyclists give people
the opportunity to incorporate physical activity into
their daily routine by walking or biking to school,
work, transit, stores, and restaurants, or for recreation.

One study in the Atlanta region found that people who
live in compact, more walkable neighborhoods drive
30 to 40 percent less than people who live in more
dispersed areas, are more than twice as likely to get the
recommended amount of physical activity, and weigh
an average of 10 pounds less than people who live in
more dispersed areas (Goldberg, 2007). Increasing
physical activity can make people healthier, often lead-
ing to a reduction in healthcare costs. For example,
another study found that physically active people
spend about $600 less on health care annually than
inactive people (Pratt et al., 2000).2

Smart growth also improves emergency services
response times as fire departments, emergency
responders, and police stations are closer to the areas
they serve and have more route options to respond to
emergency calls, given a typically gridded street pattern
with a choice of more direct routes.

Recently, many communities have been trying to bring
back neighborhood schools. Walking or biking to
school incorporates physical activity into a child's daily
routine. A Centers for Disease Control survey found
that only about 36 percent of students had completed
the recommended level of physical activity in the
week preceding the survey (Eaton et al., 2006). Lack of
regular physical activity puts a child at greater risk of
becoming overweight or obese, which can lead to prob-
lems such as diabetes, heart disease, high blood pres-
sure, depression, and respiratory problems. Programs
such as the Federal Highway Administration's
(FHWA's) Safe Routes to School can help communities
make the environment around a school more appealing
and safer for pedestrians and bicyclists (FHWA, 2008).
2 Converted from $330 in 1987 dollars to $616 in 2007 dollars.
    MARIN COUNTY: SAFE ROUTES TO SCHOOL

    Marin County, California, was one of the Safe Routes to
    School pilot communities in 2000. Its program includes
    educating and encouraging children and parents,
    enforcing safety with crossing guards and other measures,
    and improving infrastructure such as sidewalks and
    crosswalks.

    The county estimated that parents driving their children to
    school accounted for as much as 20% to 25% of morning
    traffic during the school year. Since the program started,
    the county has seen a 13% decrease in traffic around
    schools. By making it safe and easy for children to walk
    or bike to school, municipalities can also reduce GHG
    emissions and other pollution resulting from driving.

    Sources: Safe Routes, 2008; Kallins, 2002.
1 Increase community choices. Market surveys have
 found that many homebuyers—at least one-third and
 perhaps as many as two-thirds of people looking for a
 home—prefer communities that contain smart growth
 characteristics, such as stores within walking distance,
 parks, and safe places to walk and bike (Logan et al.,
 2009). Many experts believe that there are not enough
 homes in these communities to meet current demand,
 and expect demand to grow due to demographic shifts,
 such as the growth in households without children and
 retiring baby boomers (Nelson, 2009).

1 Enhance quality of life. A less tangible benefit of smart
 growth neighborhoods is the way they feel and look,
 and the experience of living in them. Design features
 of compact, carefully designed neighborhoods make it
 easier to get to know neighbors and promote neighbor-
 hood activity on the street throughout the day, increas-
 ing safety.


 3.   PLANNING  AND DESIGN
 APPROACHES TO  SMART
 GROWTH

 By making strategic decisions on how and where to
 encourage new development and redevelopment,
 policy makers can use smart growth strategies to
 achieve multiple benefits, such as reduced GHG
 emissions; reduced infrastructure costs; and reduced
 energy consumption from transportation, community
 services, and buildings. The "where" of smart growth
 involves location and land use issues, while the "how"
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concerns the design of neighborhoods, buildings, and
infrastructure. Combining these two concepts, while
adapting the principles of smart growth to best meet
the needs and constraints of their particular area and
directing transportation plans and programs accord-
ingly, allows policy makers to maintain a high quality
of life in their community while reducing the demand
for energy and total energy consumption.

Where  Development  Occurs

Development that is infill or close to existing devel-
opment and infrastructure can help  reduce energy
consumption and GHG emissions and more effectively
use resources. By encouraging development in these
types of locations, local governments can  support
existing communities with smaller environmental foot-
prints, create distinctive and attractive places, and help
preserve open space.
   BALDWIN PARK: INFILL AND BASE REUSE

   Baldwin Park in Orlando, Florida, is a new neighborhood
   built on the site of a former military base. Orlando's Base
   Reuse Commission organized to plan the property's future,
   engaging citizens in hundreds of meetings over two years
   to help devise and refine a plan to redevelop the base. At
   visioning workshops, citizens described what they wanted:
   a variety of housing types, a vibrant main street, public
   access to lakes, and linkages with existing neighborhoods.
   Mixed in with its variety of housing types are offices, a
   supermarket, restaurants, doctors' offices, schools, adult
   education, parks, and many other stores and services.
   The community also created 16 extra acres of parkland
   using an underground stormwater management system.
   Audubon of Florida helped plan parks and wetlands
   restoration projects, recreating ecosystems that were
   lost years ago. Since it is an infill redevelopment project,
   Baldwin Park can take advantage of existing power plants
   and water and wastewater treatment facilities. At  the same
   time, the city will gain an additional $30  million in annual
   property tax revenues. This project was a winner of the
   National Award in Smart Growth Achievement.

   Source: Baldwin Park, 2008; U.S. EPA, 2005.
Support existing communities. When local govern-
ments direct development toward existing commu-
nities already served by infrastructure, they can
take advantage of the resources offered by existing
neighborhoods while conserving open space and irre-
placeable natural resources on the urban fringe. This
type of development can benefit from a stronger tax
 base; closer proximity to a range of jobs and services;
 increased efficiency associated with using already
 developed land, reusing/repurposing existing build-
 ings, and using existing infrastructure; and reduced
 development pressure on the edge. Several economic
 incentives and tax policy options are available to direct
 business development toward existing communities,
 and more information is provided in both Section 5,
 Foundations for Program Development, and Section 7,
 Investment and Funding Opportunities.

' Foster distinctive and attractive communities with a
 strong sense of place. Local governments can encour-
 age development that reflects the culture and heritage
 of the neighborhood, town, and region to create a
 distinctive sense of place. This approach encourages
 the preservation of existing buildings and construction
 of new buildings that enhance the architectural beauty
 and distinctiveness of the community. Well-designed,
 well-located buildings are assets to a community over
 time, not only because of the services provided within,
 but because of the unique contribution they make to
 the look and feel of a city.

 Preserving older buildings saves energy on demolition
 and new construction, and allows for retrofitting the
 buildings with more energy-efficient measures. Local
 governments can establish revolving loan funds desig-
 nated for historic preservation and educate the public
 about historically significant buildings and areas. They
 can also develop design guidelines to encourage appro-
 priate building form and regional architecture.

1 Preserve open space. Preservation of open space can
 help reduce energy consumption and GHG emissions,
 support local economies, preserve critical environ-
 mental areas, improve quality of life, and guide new
 growth into existing communities. Open spaces that
 include trees and vegetation help save energy by reduc-
 ing the urban heat island effect (for more information
 on urban heat islands, see EPA's Urban Heat Island
 Reduction guide in the Local Government Climate and
 Energy Strategy Series). Economic benefits include
 increased local property values, greater tourism
 and recreation revenue, support for agriculture and
 working lands, and limiting local tax increases (due
 to savings from reducing the construction of new
 infrastructure).
   3. PLANNING AND DESIGN APPROACHES
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Management of the quality and supply of open space
also ensures that prime farm and ranch lands are
available, prevents flood damage, and provides a less
expensive and natural alternative for providing clean
drinking water. Preservation of open space benefits
the environment by combating air pollution, reducing
erosion from wind and water, and moderating temper-
atures. Open space also protects surface and ground
water resources by filtering trash, debris, and chemical
pollutants before they enter a water system.
    SMART GROWTH AND BROWNFIELDS

    Brownfields are properties that may contain or be
    exposed to possible hazardous substances, pollutants, or
    contaminants. Local governments can achieve multiple
    benefits by encouraging smart growth practices when
    redeveloping cleaned-up brownfields. These benefits
    include a stronger tax base, closer proximity of jobs and
    services, taxpayer savings, reduced pressure to build on
    undeveloped (often called "greenfield") sites, and the
    preservation of farmland and open space.
    Brownfield and greenfield sites compete with each other
    for new development activity. Many existing government
    policies make it easier for developers to build on the
    greenfield parcels rather than brownfields. Municipalities
    can work with regional and state governments to find
    ways to support planning initiatives that direct growth to
    already developed brownfield areas.
    Financial incentives and smart growth approaches, such
    as allowing reduced parking or encouraging mixed-use
    and higher density development, can make a developer
    more willing to redevelop brownfields. Numerous
    federal, state, and local government programs have
    provided funds to support brownfields assessment
    and cleanup, such as EPA's Brownfields Assessment,
    Revolving Loan Fund, and Cleanup Grants. These
    grants may be used to address sites contaminated by
    petroleum and hazardous substances, pollutants, or
    other contaminants (including hazardous substances co-
    mingled with petroleum).
    For more information on mechanisms for brownfield
    development, see Section 7, Investment and Funding
    Opportunities.
Local governments can use land trusts and financing
techniques to promote land conservation and develop
new permitting approaches for development to make
it easier to develop in desired locations. Some commu-
nities develop open space plans to support compact
development, achieve other land use goals, and protect
crucial resources.
 How Development Occurs

 The design of a community also influences its energy
 use and environmental impact. Development that is
 compact, mixes uses, provides a range of housing and
 transportation options, and creates walkable neighbor-
 hoods can help reduce the energy use, GHG emissions,
 and the environmental footprints its of buildings,
 infrastructure, and transportation, while meeting the
 needs of residents with a range of incomes.
    INTEGRATING MULTIPLE SMART GROWTH
    APPROACHES: STAPLETON IN DENVER, COLORADO

    In Denver, Colorado, the government and local residents
    integrated multiple smart growth approaches into a plan
    for redeveloping the Stapleton airport, which is also a
    brownfield. When it was announced that the airport
    would close, citizens in the adjacent neighborhoods,
    under the name "Stapleton Tomorrow," collaborated on
    a plan for redevelopment and, over a two-year period,
    gathered ideas from all over the city. The mayor appointed
    a citizens advisory group to produce the redevelopment
    plan, which became the official blueprint for the new
    Stapleton neighborhood. The plan incorporates a strong
    sustainability component that promotes walking, biking,
    and transit use; preserves open space; requires home
    builders to meet ENERGY STAR or Colorado Built Green
    standards; and promotes green building for commercial
    structures. By the time it is completed in 2020, Stapleton
    will have more than 30,000 people living in 12,000 homes
    (apartments, duplexes, and single-family homes), 13
    million square feet of office and retail space, six schools,
    and more than 1,000 acres of open space.

    Source: Forest City Stapleton, 2004; Stapleton, 2006; Leccese,
    2005.
1 Reduce required infrastructure through compact
 building design. Compact building design makes
 more efficient use of land and resources. By construct-
 ing and siting buildings that use space more efficiently,
 local governments can design communities that reduce
 the environmental footprint of new construction and
 preserve open space. This approach encourages more
 energy-efficient buildings and reduced materials and
 construction efforts. Similar results can be achieved
 by redeveloping and infilling existing neighborhoods,
 including renovating all types of infrastructure such
 as buildings and transit facilities. By taking advantage
 of existing infrastructure, as well as reducing energy
 and materials use associated with new construction,
 communities can maximize the efficiency and sustain-
 ability of smart growth strategies.
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More compact communities require shorter and fewer
roads, sewer, water, and other utility lines; they can
use emergency services more efficiently; and they can
build schools, libraries, parks, and other civic facili-
ties that serve a larger population on less land. More
compact, mixed-use development should reduce  some
infrastructure costs, increase the feasibility and cost-
effectiveness of public transit, and expand housing
choices where compact developments are undersup-
plied. Other benefits include less conversion of agri-
cultural and other environmentally fragile areas, and
greater opportunities for physical activity by facilitating
the use of non-motorized modes of travel, such as
walking and bicycling. On the cost side, the savings in
highway infrastructure will be offset, at least in part, by
increased expenditures for public transit, particularly
rail transit, to support high-density development.
   THE LEED FOR NEIGHBORHOOD DEVELOPMENT
   RATING SYSTEM

   The LEED for Neighborhood Development (LEED-ND)
   Rating System integrates the principles of smart growth,
   new urbanism, and green building into a rating system
   for neighborhood design. The rating system places
   emphasis on the design and construction elements
   that create environmentally, economically, and socially
   sustainable neighborhoods. The system is designed to
   achieve the following benefits:
      • Promote sustainable communities;
      • Encourage healthy living; and
      • Increase transportation choices to decrease
       automobile dependence.

   Source: USGBC, 2008.
Examples of how governments can encourage compact
building include adopting zoning ordinances to
remove minimum lot and home sizes and to eliminate
or minimize parking requirements, and using best
management practices for energy efficiency in build-
ings. Investments in public transportation networks
can complement compact design strategies and can
yield significant savings in off-site road construction
and parking facilities on a regional scale.
         In a regional planning effort to envision
         future growth patterns, the Sacramento,
         California, region compared various growth
    scenarios with the "business as usual" base case.
    The preferred growth scenario, which directed
    some development to infill and promoted mixed-
    use, walkable, compact development, is estimated
    to save $13.8 billion in infrastructure and land
    costs by 2050 compared with the base case
    (SACOG, 2005).
1 Encourage a mix of uses. Neighborhood design that
 encourages a mix of uses, such as residences, commer-
 cial spaces, recreational facilities, and schools, can
 save energy and reduce transportation costs by putting
 destinations nearby so that people can walk, bike,
 take transit, or drive shorter distances. A mixed-use
 approach includes mixed-use buildings (e.g., stores on
 the ground floor and apartments or condominiums
 above), parking that can be shared among facilities
 that need parking at different times of the day (e.g., a
 parking structure that is used by employees from an
 office building during the day and then patrons of a
 restaurant next door during the evening), and neigh-
 borhoods where people have transportation options
 (e.g., walking, biking, or using transit) to travel from
 their homes to work, shopping, and recreation.

1 Create a range of housing opportunities and choices.
 Another important element of mixed-use develop-
 ment is having safe, decent, and affordable housing
 for people of all income levels, and ensuring a range
 of single-family and multi-family housing types are
 available to provide housing choices for families and
 individuals at different stages of life. Even in built-out
 neighborhoods, communities can add new housing
 options by allowing attached housing or accessory
 units without changing the landscape or developing
 open spaces. By sharing walls, multi-family homes
 and condominiums reduce heating and cooling
 needs. According to the Department of Housing and
 Urban Development (HUD), energy costs consume
 19 percent of total annual income for low-income
 residents (compared with a national average of only
 4 percent). Reducing energy and transportation costs
 can ensure that housing remains affordable for these
 individuals (U.S. HUD, 2007). For more information
 on improving the energy performance of affordable
 housing, see EPAs Energy Efficiency in Affordable
 Housing guide in the Local Government Climate and
 Energy Strategy Series.
   3. PLANNING AND DESIGN APPROACHES
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 Local governments can encourage the mixing of land
 uses and the provision of housing choices by revising
 their zoning codes. They can achieve these goals by
 promoting energy efficient mixed-use development,
 and by requiring larger developments to include a vari-
 ety of housing types and price ranges.

• Provide a variety of transportation choices. Many
 communities use bike and pedestrian master plans,
 integrated into their transportation master plans, to
 create a vision for how all modes of transportation can
 work safely together and to lay out plans to achieve that
 vision. Local governments can provide a wide range
 of transportation options to give people more choices
 in how they get around, reduce fuel consumption,
 and save money. Communities are coordinating land
 use and transportation; increasing the availability and
 reliability of transit service; creating redundancy (the
 availability of multiple possible routes for any given
 trip, which minimizes congestion), resiliency, and
 connectivity within their road networks; and ensuring
 connectivity between pedestrian, bike, transit, and road
 facilities. They are coupling a multi-modal approach to
 transportation with supportive development patterns,
 to create a variety of transportation options that can
 yield energy savings and GHG emissions reductions
 by reducing VMT and the demand for fuel. For more
 information on transportation options, see EPA's Trans-
 portation Control Measures guide in the Local Govern-
 ment Climate and Energy Strategy Series.

' Require a walkable, connected street network. In
 a walkable neighborhood, the goods (e.g., housing,
 offices, and  retail stores) and services (e.g., transporta-
 tion, schools, libraries) that people need on a regular
 basis are located so that they are within easy and safe
 walking distance. Walkable neighborhoods encourage
 higher pedestrian activity, thus expanding transporta-
 tion options and creating a streetscape that better
 serves a wide range of users. An increase in the number
 of pedestrians results in fewer vehicle miles traveled,
 less fuel consumption, and lower GHG emissions and
 air pollution. A streetscape that encourages walking
 and biking,  especially in proximity to a transit facility,
 provides an economic boost to the local economy since
 area retailers see increased foot traffic near their stores.

 To foster walkability, it is important to mix land uses
 and build compactly, and ensure safe and inviting
 streets. Specific measures might include bike lanes and
 secure bike  parking; sidewalks, crosswalks, and street
 furniture; sheltered transit stops with homes, stores,
 and workplaces located nearby; and maps that make it
 easy to find biking, walking, and transit routes to get to
 various destinations.
 4.  KEY  PARTICIPANTS

 A broad range of public and private groups and indi-
 viduals can be key participants in planning and imple-
 menting smart growth activities, including:

1 Local government officials and staff. Local elected
 officials and government staff can provide leadership
 and action on smart growth activities. Elected officials,
 planning board members, and staff in the planning,
 public works, transportation, water and sewer, parks,
 housing, and other departments are typically involved
 in making decisions about development. Some
 communities involve their public health departments
 and school boards as well.
         For example, in Portland, Maine, develop-
         ment proposals go through a review by a
         team that includes representatives from the
    departments handling planning, fire, public works,
    parks and recreation, economic development, and
    traffic, as well as the city's corporation counsel
    (City of Portland, 2008).
1 Regional planning agencies. Regional planning orga-
 nizations, such as metropolitan planning organizations
 (MPOs) and councils of governments (COGs), typi-
 cally serve more of a coordinating function, developing
 long-term regional transportation, housing, or envi-
 ronmental plans. MPOs have a federal statutory role
 in transportation planning, whereas COGs and other
 regional planning agencies do not. Many COGs host
 MPOs, but also cover more rural outlying counties,
 and frequently deal with rural planning issues.

 Since regional organizations are typically "owned" and
 directed by their member localities (with local elected
 officials serving as the board), regional organizations
 can play a very effective role by exploring impacts and
 benefits of different development patterns. By conduct-
 ing and integrating transportation and land use
 scenario planning and visioning, and by educating the
 public and policy makers about smart growth policies,
 regional planning organizations can often develop a
 regional consensus that leads to locally adopted plans,
 policies, and projects. It can also be more effective to
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   develop new codes and guidelines at the regional scale,
   which then can be customized and enacted by each
   jurisdiction.

  1 Utilities. Utilities have a significant interest in growth
   and development because of the effect planning has
   on their costs. Development that is spread out and
   far away from central water-treatment or electricity-
   generating facilities costs more to serve than compact,
   close-in development. Utilities are not always able to
   charge the customer the actual cost of service to these
   distant locations.

   Local governments have different relationships with
   utilities depending on state and local regulations. In
   some areas, the local government might control a util-
   ity [e.g., the water utility in Albuquerque, New Mexico,
   is governed by a board of local officials (Albuquerque,
   2008)] and will thus have more power to implement
   policies that promote efficient use of the utility infra-
   structure, such as emphasizing maintenance of existing
   lines rather than extending new service, or pricing
   service and hook-ups based on actual costs of delivery.
   In communities that obtain their utility services from a
   private company or a state, regional, or federal author-
   ity, the local government has less direct influence on
   utilities' policies.

   In some cases, the utility company has taken the lead
   on smart growth efforts as it realizes that sprawling
   development costs more and reduces available funds
   that could be used to maintain existing infrastructure.
           A Rhode Island utility helped start Grow
           Smart Rhode Island, a nonprofit that works
           with municipalities to promote more effi-
      cient development. The utility realized that its gas
      subsidiary was spending $18 million a year on
      expanding its infrastructure to outlying areas,
      while its customer base was growing by only 1
      percent a year (Wasserman, 2000). Grow Smart
      Rhode Island is now a statewide public interest
      group that represents a broad coalition of partners
      working to improve development decision-making
      and researching policies that lead to better-
      managed growth.
Real estate/development community. Real estate and
development communities understand the market
benefits of building more energy-, resource-, and
location-efficient communities.3 As more communities,
businesses, and residents demand more efficient homes
and offices, and as municipal governments make smart
growth development easier, the development commu-
nity will respond by increasing the supply of these
buildings and neighborhoods.
        In Boca Raton, Florida, a developer and the
        city formed a public-private partnership to
        demolish a failing mall and redevelop it into
   Mizner Park, a mixed-use project of stores, enter-
   tainment facilities, housing, and office space. The
   project encouraged residents to travel downtown
   and spurred new development in the area (City of
   Boca Raton, Undated). The city entered into a
   leaseback agreement with the developer and guar-
   anteed a bond issue supported by tax increment
   financing (Thome, 2002).
Business community. The local business community
has a stake in ensuring that attractive, energy-efficient,
transit-accessible neighborhoods are available within
a reasonable commuting distance for their workers.
Research suggests that walkable, vibrant communities
attract and retain skilled workers for area businesses
(Cortright, 2007; Florida, 2004).
        In Traverse City, Michigan, the local cham-
        ber of commerce realized that development
        pressures threatened the natural beauty and
   quality of life that drew people to the area. Work-
   ing with local officials, the chamber developed
   "New Designs for Growth" to promote smart
   growth development practices. The project
   produced a development guidebook and the
   DevelopMentor program, which offers training
   resources for officials who make decisions on land
   use issues (Traverse City Area Chamber of
   Commerce, Undated).
                                                                3  EPA commissioned a set of papers from leading real estate experts to
                                                                outline the market benefits of smart growth. These papers are available at
                                                                http://www.epa.gov/smartgrowth/sg^>i
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Public transportation operators. Since providing a
variety of transportation choices is essential to smart
growth development, public transportation operators
can play an important role in helping to implement
smart growth strategies. Transportation operators can
get directly involved in development around transit
stations, both in terms of investing in real estate proj-
ects near transit stations and improving accessibility
to transit (for example, by supporting community bike
paths that lead to transit stations).
        Valley Metro, a light rail system serving the
        area of Greater Phoenix, Arizona, takes an
        active role in promoting high-quality, more
   intensive development on and near properties
   adjacent to transit stations. By doing so, the transit
   operator can increase ridership and support long-
   term system capacity while creating investment
   opportunities for the private sector and stimulat-
   ing additional development (Valley Metro, 2010).
General public and interest/citizens groups. Inter-
est groups and citizens groups have a strong stake in
development decisions and can slow down or even stop
development if they are not included in the process.
It is important to involve these groups early and often
with opportunities to offer ideas and concerns and to
provide feedback on development and smart growth
proposals. Local governments can keep the entire
community informed using a variety of outreach
mechanisms, including local news media, Web sites,
government newsletters, and other means.
        Smart Growth Vermont works with local
        officials, developers, non-profit organiza-
        tions, political leaders, and businesses to
   develop land use and development policies that
   enhance communities. The group coordinates the
   Vermont Smart Growth Collaborative, a group of
   10 organizations working to shape and implement
   smart growth policies and practices. The collab-
   orative also provides Housing Endorsement for
   projects that meet established smart growth crite-
   ria (Smart Growth Vermont, Undated).
 5.  FOUNDATIONS FOR
 PROGRAM DEVELOPMENT

 As described in Section 3, Planning and Design
 Approaches to Smart Growth, it is crucial for local
 governments to include a wide range of approaches
 in their smart growth programs. When implement-
 ing these approaches, local governments can choose
 from many different mechanisms to achieve their goal.
 Implementation mechanisms to promote smart growth
 in communities include:

1 Develop a vision for the region and the community
 of an energy-efficient, smart future. Engaging the
 entire community in creating a vision for the future
 helps leaders understand what residents want; educate
 the community about development patterns that use
 less energy and emit less GHGs;  and determine how
 the community can achieve its smart growth goals. A
 community leader, a local government staff person,
 an elected official, or a planning commissioner who
 believes the community needs a cohesive vision for the
 future typically initiates the visioning process. Often
 the process is prompted by an outside action that
 could drastically change a community's direction, such
 as closing or expanding a military base; the need to
 reduce air pollution in order to comply with air quality
 standards under the Clean Air Act; or projections of
 rapid growth that must be accommodated.

 After the municipal staff and elected officials agree that
 the region needs a visioning process, a project timeline
 and budget is developed. Typically, the community
 issues a request for proposals for a consultant to
 conduct the process. Then a consultant is selected, and
 when the process is complete, the appropriate commis-
 sions and councils review the work and decide whether
 to accept it as a formal element of how the community
 functions. Once the community has a vision, it can
 translate that vision into its comprehensive plan, which
 can help guide development decisions.

 Many regional government organizations, such as
 MPOs and councils of governments, conduct regional
 visioning and related scenario  planning.
                                                                   Envision Utah was a visioning exercise
                                                                   conducted in the Greater Wasatch area
                                                                   around Salt Lake City. Concerned by growth
                                                              estimates that predicted 1 million new residents in
                                                              the area by 2020, local leaders engaged residents to
                                                              determine how the region could grow. The process
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                                                                                           5. FOUNDATIONS
                                                                                                             11

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      lasted almost three years and included research
      about commonly held values, extensive public
      meetings and workshops, and surveys. Residents
      chose a development scenario that conserved land,
      provided more housing and transportation choic-
      es, and invested public funds wisely (Envision
      Utah, 2008).
       SMART GROWTH IMPLEMENTATION TOOLKIT

       The Smart Growth Leadership Institute, using an EPA
       grant, created a toolkit based on its experience helping
       communities determine why they were not achieving the
       type of development they wanted. The toolkit includes:
         • A Quick Diagnostic to help the community
           determine which tool will be most helpful.
         • A Policy Audit to assess whether existing land
           use and development policies align with the
           community's aspirations for its future.
         • A Code and Zoning Audit to check if local zoning
           codes and regulations implement the vision for
           smarter growth.
         • An Audit Summary to summarize the findings from
           the policy and zoning audits.
         • A Project Scorecard to evaluate how a proposed
           development project adheres to the  community's
           vision for smarter growth.
         • An Incentives Matrix to identify and catalog
           available incentives to encourage specific smart
           growth projects.
         • A Strategy Builder to identify the weaknesses,
           opportunities, and challenges in the community, and
           to help find the most lasting change.
       The toolkit is available athttp://www.sgli.org/toolkit/
       index.htm.

       Source: Smart Growth Leadership Institute, 2008.
   It is important to ensure that existing regulations align
   with the community vision. One way to determine
   if rules need to be changed is to conduct an audit
   of existing development regulations. Several do-it-
   yourself audits and scorecards are available online.4
   The Smart Growth Leadership Institute created a Smart
   Growth Implementation Toolkit to help local govern-
   ments assess their development regulations (Smart
   Growth Leadership Institute, 2008) (see text box to the
   left, Smart Growth Implementation Toolkit). EPA has
   also developed tools to help communities revise their
   4  See http://www.epa.gov/smartgrowth/scorecards/for some sample audit
   tools and scorecards.
development ordinances to meet their vision, including
Essential Smart Growth Fixes for Urban and Suburban
Zoning Codes, which offers guidance on everything
from minor tweaks to comprehensive overhauls of
zoning and other regulations,5 and The Water Quality
Scorecard, which helps communities incorporate green
infrastructure practices in their codes and ordinances.6
Both tools are designed to work for urban, suburban,
and rural areas.

Engage the local planning process. Many local
governments have used their ongoing, comprehensive
land use, smart growth, and/or transportation planning
processes to establish goals and/or new regulations
to encourage  compact development and enhanced,
efficient community design. As part of the Partnership
for Sustainable Communities, described in Section 7,
Investment and Funding Opportunities, HUD's Sustain-
able  Communities Planning Grant Program will offer
$100 million  in competitive challenge grants to support
regional planning efforts that integrate housing, land
use, economic and workforce development, transporta-
tion, and infrastructure investments in a manner that
empowers jurisdictions to consider the interdependent
challenges of economic competitiveness and revitaliza-
tion; social equity, inclusion, and access to opportunity;
energy use and climate change; as well as public health
and environmental impacts.
        Envision Lancaster County (Pennsylvania) is
        a comprehensive, multi-staged countywide
        plan to direct new development to existing
   towns to protect the farmland, rural areas, and
   natural landscapes that define the county's rural
   character. Throughout the process of developing
   the plan, the Lancaster County Planning Commis-
   sion actively engaged the public and local govern-
   ments. The county's good working relationship
   with municipalities encouraged them to buy into
   the plan's principles. To ensure public input, the
   commission conducted educational workshops
   and public forums, and developed a citizens' task
   force. The county also reached out to Lancaster's
   Amish and Plain Sect communities through
   targeted publications and meetings with religious
   leaders. The commission worked with municipali-
   ties to establish 47 Urban Growth Areas and
5 Available at http://www.epa.gov/smartgrowth/essential fixes.htm. A
version specifically for rural communities is under development and will be
available at the same URL.

6 Available at http://www.epa.gov/dced/water scorecard.htm.
12
       5. FOUNDATIONS
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   Village Growth Areas. In the City of Lancaster, 62
   projects have been completed, are under develop-
   ment, or are planned for development in Growth
   Areas. As part of the broader Green Infrastructure
   plan for this initiative, the commission has
   protected almost 82,000 acres of farmland and
   preserved nearly 6,000 acres of parks and natural
   lands throughout the county. By doing so, the plan
   preserves open space, protects water resources,
   and provides for greater housing and transporta-
   tion choices. Envision Lancaster County received
   EPA's 2009 National Award for Smart Growth
   Achievement (U.S. EPA, 2009c).
        An award winner in 2004 for Smart Growth
        Achievement, the San Juan Pueblo in New
        Mexico initiated a community planning
   process in 2000. The resulting Master Land Use
   Plan provides a long-term growth strategy for the
   pueblo. This strategy coordinates existing infra-
   structure with housing and commercial develop-
   ment, preserves walkable plazas, encourages retail
   and commercial uses in the main street area, and
   incorporates design guidelines to preserve the
   architectural heritage of the pueblo (U.S. EPA,
   2004).
Change development rules to make it easier to
implement smart growth projects. Developers who
want to build smart growth projects can face barriers,
including the need to coordinate with multiple sellers
to assemble a large parcel of land for development,
work with neighbors who oppose new development,
clean up environmental contamination, or improve
existing infrastructure (Leinberger, 2008). In many
communities, zoning and other land use regulations
can make it illegal to build smart growth projects.
If a developer wants to build using a smart growth
approach, he or she must obtain waivers or other
exceptions, which can be time-consuming and difficult.
Revising land use rules to make smart growth "by
right"—meaning it does not need special approvals
from the planning commission or similar entity—
clears the way for developers to build smart growth
development. The process for changing development
rules varies depending on state and local regulations
and procedures.
Specific mechanisms for changing development rules
often work in the same way for municipalities with a
mayor or a city or county executive, manager, or coun-
cil. All of these entities can initiate development rule
reviews and changes. Other stakeholders that can initi-
ate these reviews include lawyers representing govern-
ment, planning commission members, or government
staff, such as a planning director. Even local citizens
or a committee, such as a historic preservation review
committee, can propose a rule change or visioning
process.

Examples of zoning changes that municipalities have
used to encourage and implement more compact and
energy-efficient growth include:

  > Density bonuses. The community can allow a
   developer to build more densely than the zoning
   code  states in exchange for providing an additional
   amenity. This allows denser development, which
   supports retail and transit, and often delivers addi-
   tional benefits from development.
        One of the many cities that use density
        bonuses is Bellevue, Washington. As part of
        an effort to make the downtown more
   appealing to pedestrians, the city developed a
   formula that calculates how much more develop-
   ers can build in exchange for providing retail
   space, public places, plazas, and similar amenities
   (Bach, 2007; City of Bellevue, 2006). Because of
   this policy and other efforts to bring development
   to its downtown, Bellevue has 5,000 residents now
   living downtown, with another 9,000 expected by
   2020, compared with very few residents 10 years
   ago (City of Bellevue, 2007; Pryne, 2008).
Density bonuses are often used to encourage develop-
ers to build affordable housing in both suburban and
urban areas.
    y\  In Montgomery County, Maryland, the
   1Q] f Moderately Priced Dwelling Unit program
   I—I  requires developments of more than 20 units
   to reserve 12.5 to 15 percent of those units for
   moderate-income residents. As an incentive, the
   county grants a density bonus that allows the
   developer to build up to 22 percent more units
   than would otherwise be allowed. Because locali-
   ties bear little of the financial cost of this program,
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                                                                                                              13

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      it is an alternative or supplement to traditional
      housing subsidy programs. The county notes that
      the program has "not been shown to have a detri-
      mental effect on the value of the market priced
      housing and the program has never been legally
      challenged by either developers or citizens"
      (Montgomery County, 2005).
      > Parking regulations. Local governments can
       evaluate parking space requirements to ensure
       they match both use and need, and develop city
       ordinances for meeting smart growth parking
       space requirements. Many municipalities establish
       parking standards that set a minimum number
       of parking spaces for a development project. It is
       important to base these parking space standards on
       the specific conditions or needs of the immediate
       neighborhood and to avoid developing excessive
       parking.

   For example, a mixed-use,  compact development that
   has multiple transit options does not require as many
   parking spaces as a lower-density area where residents
   rely on their private vehicles for transportation. "Over-
   parking" can hinder development or redevelopment.
   Building parking spaces is expensive and takes up
   land that could be more profitably used for  additional
   homes, offices, retail, or open space. Large parking lots
   in areas that do not need them create more  impervious
   surfaces that produce runoff into water supplies.
       EFFECTS OF TRANSIT-ORIENTED DEVELOPMENT ON
       PARKING

       In an analysis of more than 17 Transit-oriented
       Development (TOD) projects nationwide, the Transit
       Cooperative Research Program found that TOD housing
       generates an average of 44 percent fewer weekday
       vehicle trips than the number estimated by the Institute
       for Transportation Engineers (ITE) manual for a typical
       housing development
       Many communities use the ITE guidelines to determine
       minimum parking requirements, even for TOD projects.
       This practice can cause an oversupply of parking in TOD
       areas and increases development costs unnecessarily,
       costs that may be passed on  by developers to consumers
       as higher housing costs.

       Source: TCRP, 2008.
Some municipalities that want to encourage walking,
biking, and transit use have found that providing
free parking subsidizes drivers. In some cases, these
municipalities are revising their regulations to allow
less parking if the project is in a walkable area or near
transit, or if it can share parking with other nearby
uses, while other municipalities are setting maximum
parking standards instead of minimums.
        Portland, Oregon, has no minimum parking
        requirements in its downtown—if a devel-
        oper finds that its parking needs can be met
   by a nearby garage, it is not required to provide
   additional parking spaces. In most neighborhoods,
   the city sets maximum parking standards. Devel-
   opments that choose not to build the maximum
   allowed parking can sell the rights to that parking
   to another entity, which gives them a financial
   incentive to provide only the parking their tenants
   actually need. The city allows developments to
   meet their parking needs through shared parking
   with nearby uses. For example, an apartment
   building shares parking with an adjacent high
   school; the school parking lot is most in demand
   during the day, when apartment residents are at
   work, but it would otherwise be empty at night
   and on weekends, when the apartment residents
   need it. By sharing parking, the developers of the
   apartment building were able to save about $1
   million in construction costs (U.S. EPA, 2006a).
    Street design and streetscape standards. To
    encourage walking, biking, and taking transit,
    some communities are setting street design stan-
    dards for narrower streets with sidewalks, trees,
    crosswalks, medians, and other amenities that
    make it safer and easier to walk or bike.
        For example, the town of Addison, Texas
        wanted to encourage more people to walk
        around its mixed-use, transit-accessible town
   center, Addison Circle. The main street was modi-
   fied to be more pedestrian friendly, with parallel
   parking, planters, street trees, and few driveways
   to cross. At intersections, curbs are extended to
   shorten the distance pedestrians have to cross. The
   street originally had two 15-foot travel lanes in
   each direction, which were changed to two 10.5-
   foot lanes and an 8-foot parking lane, so no traffic
   capacity was lost. The town has additional design
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   standards for the area to make it engaging and
   comfortable for pedestrians, including benches,
   lighting, minimum setbacks from the sidewalk,
   landscaping, and other amenities (ITE, 2006).
    Rehabilitation codes. Making it easier for devel-
    opers to rehabilitate and reuse existing buildings
    saves energy, and in the case of historic buildings,
    also preserves a community's heritage and sense
    of place. Rehabilitation codes, also known as
    "smart codes," take into account that renovation
    of existing buildings—and particularly of historic
    buildings—requires more flexibility in meeting
    code requirements than new structures. The
    authority for these codes is usually vested in the
    state, but in states with home rule, municipalities
    can adopt a rehabilitation subcode. More informa-
    tion on smart codes can be found in the HUD
    report, Smart Codes in  Your Community: A  Guide
    to Building Rehabilitation Codes, available at http://
    www.huduser.org/portal/publications/destech/
    smartcodes.html.
        In 2001, Wichita, Kansas, convened a
        committee of architects, engineers, preserva-
        tionists, developers, realtors, and business
   owners to develop incentives for reusing existing
   buildings in the city. A rehabilitation subcode was
   one of the committee's recommendations. The city
   hired a consultant to create the code, adopted it,
   and organized trainings and seminars to educate
   the local development community (Pianca, 2002).
   Combined with design guidelines and public-
   private partnerships, the city restored and revital-
   ized its Old Town and other historic neighbor-
   hoods, encouraging more people to visit, new resi-
   dents to move in, and generating more than $40
   million in increased property values in Old Town
   alone (U.S. EPA, 2006b; City of Wichita, 2008).
NEW JERSEY-THE FIRST REHABILITATION CODE

New Jersey instituted the first rehabilitation code because
the state wanted to encourage development in its cities,
increase housing options, and promote reusing buildings
to conserve energy and natural resources. However,
existing regulatory barriers and the additional costs
involved in renovating existing buildings discouraged
developers and encouraged building on greenfields
instead. Instead of treating existing buildings like new
structures, the new code described requirements for
specific types of projects, such as renovations or additions,
and ensured that rehabilitated buildings would be as
safe as new ones, although they might meet the safety
standards in a different way.

In 1998, the year after New Jersey adopted its
rehabilitation subcode, spending on rehabilitation projects
in its five largest cities grew by 60%. By comparison, in
1997, rehabilitation spending in those cities grew by less
than 2%. HUD used New Jersey's rehabilitation code as
the basis for its model code, the Nationally Applicable
Recommended Rehabilitation Provisions, and in turn,
the International Codes Council used HUD's code for its
model rehabilitation code. Several other states have since
adopted the code.

Sources: Connolly, Undated; Van Cieson, 2005.
> Transit districts. Some communities designate
 areas around transit stations for denser, mixed-use
 development. Zoning codes can require a transit
 district overlay or similar mechanism to make it
 easier for developers to build to the community's
 vision of transit-oriented development (TOD). A
 California study of the potential benefits  of TOD
 found that if a typical household moved from a
 suburban area with no transit access to a TOD,
 it could consume, on average, 250 to 380 fewer
 gallons of gasoline annually (CA DOT, 2002). The
 annual Emerging Trends  in Real Estate report from
 the Urban Land Institute and PricewaterhouseC-
 oopers notes TODs as strong investments. The
 2009 report remarked that "Increasingly, people
 want to drive less and seek subway, commuter
 railroad, or light-rail alternatives. Developers can't
 miss securing project sites near rail stops and
 train stations" (ULI and PricewaterhouseCoopers,
 2009).
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       TRANSIT-ORIENTED DEVELOPMENT AND
       OLDER ADULTS

       Housing located within walking distance of reliable, safe
       public transit and other amenities provides many benefits
       for older adults, allowing them to retain independence
       as they age. TOD can help fill this need, although
       communities may need to ensure that senior housing
       remains affordable as land and property values increase
       in transit-accessible neighborhoods due to market
       demand.
       To ensure the availability of affordable housing near
       transit for low-income older people, a report by
       the American Association of Retired Persons (AARP)
       Public Policy Institute recommends that communities
       preserve existing affordable housing; integrate housing,
       transportation, and land use planning more effectively;
       and improve and invest in public transportation.

       Source: AARP Public Policy Institute, 2009.
   The Center for Transit-Oriented Development studied
   the demand for housing near transit and found that
   almost 15 million households will want homes within
   half a mile of transit by 2025—more than double the
   number that live in those areas now, and about a quar-
   ter of all households in the United States. This demand
   offers energy-saving opportunities as well; a little over
   half the people who currently live in transit areas
   commute by private vehicle, compared with more than
   80 percent for the regions as a whole (CTOD, 2004).

   Some regions have let market forces start TOD
   around transit stations and have only later modified
   their development rules to make it easier to build the
   compact, walkable development that TOD requires.
   Other cities planned for TOD and revised their regula-
   tions to support it.
           Jersey City, New Jersey, incorporated the
           New Jersey Transit light rail line into its
           master plan before the rail line had even
      been built. When the rail line was built, and devel-
      opers, who wanted access to New York City with-
      out paying Manhattan real estate prices, became
      interested in land around the stations, the city had
      a process already worked out to help the develop-
      ers acquire land and get the necessary approvals
      quickly. As a result, development in Jersey City is
      well ahead of other areas in the county, and its
population increased from 1980-2004 while other
New Jersey cities declined (Fitzsimmons and
Birch, 2003).
 Subdivision regulations. These rules govern how
 land is subdivided into lots and may include review
 and approval of plans, design guidelines, street
 design, and other standards. They also have to
 conform to the community's comprehensive plan.
 Subdivision regulations account for a significant
 share of the costs of producing new housing,
 and in many cases impose costs beyond those
 necessary to achieve health and safety benefits
 for the community. Excessive lot size regulations
 account for the largest percentage of this additional
 cost, with excessive floor area and lot width also
 contributing notable amounts (NAHB Research
 Center, 2007).
     In Nashville, Tennessee, the city found that
     its residents could not get the type of devel-
     opment they wanted in rural and urban areas
because the city's subdivision regulations treated
every area, regardless of its surrounding context,
the same way—as suburban development with
wide streets and low density. The city could get
around these requirements with overlay zones and
planned unit developments, but these require the
city planning and public works departments to
decide case-by-case on whether to use these
options (Smart Growth Leadership Institute,
2004).  To make the process more predictable,
Nashville decided to rewrite its subdivision regula-
tions to fit a variety of contexts—for example,
promoting more compact, walkable conditions in
urban neighborhoods while preserving more open
space in rural areas (Nashville, 2005).
 Design guidelines. To maintain a consistent visual
 character, communities can institute design stan-
 dards that govern the appearance of buildings and
 streets. Often these guidelines are based on the
 cultural or historic character of the neighborhood,
 but they also support public safety and maintain
 aesthetic standards.
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        Austin, Texas, bases its downtown design
        guidelines on shared community values, such
        as preserving its history and character;
   building sustainably; maintaining diversity and
   economic vitality; and making streets safe,
   comfortable, and appealing. The guidelines
   include images of appropriate development and
   describe goals, such as recycling existing building
   stock or providing lighting along pedestrian paths,
   without being restrictive about specific methods to
   achieve those goals (City of Austin, 2000).
Change the development approval process to give
priority to smart growth projects. Private developers
who want to build smart growth development can be
rewarded with an easier approval process. If a develop-
ment proposal conforms to the community's vision
and meets or exceeds its goals in areas such as density,
affordable housing, amenities for pedestrians and bicy-
clists, or public transportation facilities, the developer
could get expedited proposal review.
        Some communities, such as Montgomery
        County, Maryland, have speeded develop-
        ment reviews by creating a team from all the
   city departments to review proposals. The team
   works with the developer before the proposal is
   even submitted, and proposals under this program
   are given priority for review. Cities can apply this
   program to proposals in areas where they want
   revitalization, or to proposals that meet certain
   smart growth criteria (U.S. EPA, 2006c).
Prioritize development and spending to encourage
infill and transit access. Funding is a lever for locating
the type of development a community wants where
it wants it. By gathering and prioritizing funding,
including federal and state funds for infrastructure,
municipalities can help ensure financial assistance for
their smart growth projects. Some communities use
a scorecard to rank projects for funding.7 A scorecard
also gives developers predictability by allowing them to
see what attributes their projects must include to score
well. Criteria might include mixing uses; proximity to a
transit station; safe and pleasant sidewalks; efficient use
of land; and/or amenities for the community, such as
public space, libraries, schools, or recreational facilities.
7 See http://www.epa.gov/smartgrowth/scorecards/for examples of
scorecards.
         The city of Mobile, Alabama, created a
         matrix for proposed developments that
         developers and city staff can use to assess
   their projects. The matrix gives the development
   proposal a score based on several factors, includ-
   ing its location relative to existing communities,
   mix of uses, street design, accessibility to various
   transportation modes, and environmental factors.
   The development can be eligible for a range of
   incentives, based on its score. For example, a
   development that scores 40-55 percent of the total
   possible score can get a 50 percent reduction of
   permit and application fees, and one that scores
   above 55 percent has those fees waived entirely
   (City of Mobile, 2008).
 6.  STRATEGIES FOR
 EFFECTIVE  PROGRAM
 IMPLEMENTATION

 Local governments can use a number of strategies to
 reduce potential barriers to smart growth and ensure
 that the desired development patterns and policies are
 efficiently and effectively implemented and monitored
 over time, fn addition to implementing and maintain-
 ing the mechanisms described in the previous section,
 these strategies include:

1 Engage in regional collaboration. Communities often
 are concerned that if they institute stronger develop-
 ment regulations, they will encourage development to
 move to neighboring jurisdictions with more relaxed
 regulations. One solution is to cooperate regionally.
 Land use decisions in one town can affect the entire
 region's traffic, air quality, housing prices, and econom-
 ic well-being. Regional cooperation is a way to get an
 outcome that works for all the communities in the
 region, fn many places, the MPO, which has a statutory
 mandate to conduct regional transportation planning,
 may be coincident with the regional planning agency
 responsible for land use planning, and thus able to
 facilitate this coordination, fn other areas, multiple
 organizations may need to coordinate to ensure that
 transportation, land use, and environmental planning
 considerations are integrated regionally.
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       >\  In the Minneapolis-St. Paul region, the
      1 Fm Metropolitan (Met) Council not only coordi-
       I—I nates plans for regional growth in transpor-
      tation, water resources, regional parks, and open
      space, it reviews local governments' comprehen-
      sive plans for consistency with regional plans. The
      council "encourage [s] land-use patterns that
      connect a variety of uses, take advantage of exist-
      ing sewer infrastructure, and have convenient
      access to  transportation corridors" (Met Council,
      2008a). The Met Council also has a regional tax-
      base sharing program to reduce fiscal disparities
      among its member governments. Forty percent of
      the growth in the commercial and industrial prop-
      erty tax base since 1971 goes into a pool shared
      among the jurisdictions that contribute. This pool
      is then redistributed back to jurisdictions based on
      their population and property values. Municipali-
      ties with lower per capita property values get a
      larger share. All the jurisdictions benefit from
      growth in the region, and the program reduces
      competition among individual towns for tax reve-
      nue (Met Council, 2008b). The Met Council is a
      recipient  of the National Award for Smart Growth
      Achievement (U.S. EPA, 2004).
  1 Educate and engage stakeholders. Educating the
   public and local officials about the benefits of smart
   growth development and of using energy more
   efficiently is important for gaining support for smart
   growth strategies. There may be a perception that
   people are automatically against new development,
   especially when the development is dense. However,
   municipalities can respond to these concerns by
   presenting the facts clearly and providing public
   education. Public education can include editorials
   in the local newspaper, public workshops, meetings
   with small groups of key stakeholders, or informative
   displays in civic buildings, like city hall or a library.
   Providing opportunities for stakeholder engagement
   also helps to ensure that the decision making process is
   transparent and that resulting development strategies
   meet the unique needs of the community.
           When the city of Pasadena, California, was
           developing its Central District Specific Plan,
           the planning department found new ways to
      engage the public. The department had a "Story
      Bus" that traveled to community events to reach
      people who would not normally attend planning
      meetings. They used low-tech tools like Play-Doh
and cardboard boxes to demonstrate how new
development might look. The department also
made its GIS data available to the public so that
people could create maps showing where they
lived or worked and discuss their ideas and
concerns with planning staff (U.S. EPA, 2005).
> Use design charrettes. On the community level,
 tools such as design charrettes can help involve
 people in making sure they get the type of develop-
 ment they want. A charrette is a design workshop
 that engages the public by soliciting their concerns
 about and desires for the proposed develop-
 ment, then obtains public feedback on different
 designs. Residents have a chance to share what
 they like about their community, what they want
 to preserve, and what they want to change. They
 can offer suggestions for new development and
 see those ideas sketched out by design profession-
 als. With several feedback loops to incorporate
 residents' and developers' concerns and ideas, the
 process results in a plan that everyone has had a
 chance to influence.

> Use real world examples. Showing people attrac-
 tive, compact, walkable, energy-efficient neighbor-
 hoods is also a tool to help make development
 decisions. Some cities have taken key staff and
 elected officials to national models such as Port-
 land, Oregon; Arlington, Virginia; or Chattanooga,
 Tennessee. To find closer examples, governments
 can use EPA's National Award for Smart Growth
 Achievement; the Urban Land Institute's Awards
 for Excellence; the Congress for  the New Urban-
 ism's Charter Awards; and the American Institute
 of Architects' Honor Awards, particularly for
 Housing and Regional & Urban  Design, to find
 model communities (links to these awards are
 provided in Section 10, Additional Examples and
 Information Resources). Many state and regional
 smart growth organizations, such as Vision Long
 Island (New York), Idaho Smart Growth, and
 10,000 Friends of Pennsylvania,  give their own
 awards as well.
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7  INVESTMENT AND
FUNDING OPPORTUNITIES

This section provides information on the costs of
implementing more energy-efficient land use patterns
and describes funding opportunities for addressing
these costs.

Investment

Implementing smart growth policies typically requires
an investment, although that investment is often one
that would have to be made anyway, such as updating
land use regulations. The size of this investment varies
depending on the size and scope of the activity and the
community, and may include some of the following
activities:

Development and review of land use regulations.
Land use regulations often come up periodically for
review. Some local governments have the expertise and
staff to revise regulations themselves; others may need
to hire consultants. Costs vary widely depending on
the scope of the revisions, the government staff capac-
ity, the extent of public outreach, and other factors.

If a community is interested in revising its regulations
to fit smart growth principles, several resources are
available to help communities with limited funds.
The American Planning Association and the Local
Government Commission have each compiled model
smart growth codes that local governments can use as
a basis for revising their land use regulations (Meek et
al., 2006; Tracy, 2003). EPA  also has resources to help
communities review and update their zoning codes
(U.S. EPA, 2009a).

Public outreach. Public engagement mechanisms
such as visioning exercises and design charrettes often
require assistance from outside consultants because of
their complexity. Having a neutral third-party conduct
these exercises can often make them more open and
fair.

Incentives. Some localities may worry about the cost
of incentives for developers  who build according to the
community's vision. When the cost of incentives is a
concern, the local government can consider solutions
such as Silver Spring's streamlining program, described
in Section 5, Foundations for Program Development.
 Programs that streamline and speed development
 approvals cost the local government nothing but trans-
 late into financial incentives for developers.

 Despite these potential costs, in many cases smart
 growth development can cost less for communities
 than conventional development because it uses existing
 infrastructure and other resources more efficiently.
 Sprawling land use patterns can increase the cost of
 providing public services because it is less efficient
 to provide services to dispersed buildings. Research
 suggests that local governments could save about 10
 percent in local road costs, 10 percent in public service
 costs, and 7 percent in water and sewer infrastructure
 costs by encouraging compact growth in already devel-
 oped areas, rather than dispersed development on the
 fringe  (Burchell and Mukherji, 2003).


 Funding Opportunities

 This subsection describes a variety of financing mecha-
 nisms  and funding sources that local governments can
 use when investing in smart growth initiatives.

 FINANCING

 Financing refers to accessing new funds through means
 such as loans, bonds, and grants to pay for smart
 growth initiatives. Key financial vehicles, which can be
 used to access the sources of funding described in the
 subsequent subsection, are described below.

1 Direct grants. Some federal agencies offer grants that
 help communities plan for or implement better devel-
 opment practices; affordable housing and community
 development; improved walking, biking, and transit
 options; or parks and open space. The Web site
 http://www.grants.gov lists all available federal grants.
 EPA's Brownfields Program offers grants, revolving
 loan funds, and links to other funding resources for
 brownfields assessment, clean-up, and other assistance
 at http://www.epa.gov/brownjields/mmatters.htm.
 HUD offers Community Development Block Grants;
 some block grants are awarded directly to major
 cities and others are awarded to states to pass along to
 smaller cities (U.S. HUD, 2008). The Federal Transit
 Administration (FTA) sponsors a variety of grants
 to urban and rural communities to assist with public
 transportation-related projects (FTA, 2008).
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   In June 2009, EPA, HUD, and the Department of
   Transportation formed the Partnership for Sustainable
   Communities to help improve access to affordable
   housing, more transportation options, and lower
   transportation costs, while protecting the environment
   in communities nationwide. Through a set of guiding
   livability principles and a partnership agreement that
   will guide the agencies' efforts, this partnership will
   coordinate funding for federal housing, transportation,
   and other infrastructure investments to protect the
   environment, promote equitable development, and
   help to address the challenges of climate change. One
   funding opportunity arising through this partnership
   is HUD's Sustainable Communities Planning Grant
   Program, which will offer $100 million in competitive
   challenge grants to support regional planning efforts
   that integrate housing, land use, economic  and work-
   force development, transportation, and infrastructure
   investments in a manner that empowers jurisdictions
   to consider the interdependent challenges of economic
   competitiveness and revitalization; social equity, inclu-
   sion, and access to opportunity; energy use and climate
   change; as well as public health and environmental
   impacts. Additional funding opportunities may arise
   through this partnership. (See Section 8, Interaction
   with Federal,  State, or Other Programs, for more infor-
   mation on the partnership.)
           In 1998, the Metropolitan Transportation
           Commission (MTC) in the San Francisco
           Bay area launched the Transportation for
      Livable Communities (TLC) program. Since then,
      MTC has awarded more than $80 million to more
      than 80 local projects that support multimodal
      travel, more livable neighborhoods, and the devel-
      opment of jobs and housing in existing town
      centers. Successful projects improve walking and
      bicycle access to transit hubs and stations, major
      activity centers, and neighborhood commercial
      districts as a way of fostering community vitality.
      The program provides technical assistance and
      capital grants to help cities, neighborhoods, transit
      agencies, and nonprofit agencies develop transpor-
      tation-related projects fitting the TLC profile
      (Metropolitan Transportation Commission, 2009).
  1 Federal tax incentives. Tax incentives, which are avail-
   able for historic preservation, affordable housing, and
   land conservation, can make it more feasible for local
   governments and private developers to meet commu-
 nity goals. Federal tax incentives are typically awarded
 through competitive programs administered by state
 housing or community development agencies.

1 Tax-increment financing (TIP). In addition to direct
 grants or low-interest loans from the federal govern-
 ment, local governments can help finance develop-
 ment through bonds or tools, such as tax-increment
 financing, to encourage smart growth development.
 This mechanism allows a city to use the additional tax
 revenue generated by a new development or redevelop-
 ment project to fund improvements to the district in
 which it is located. Tax revenue continues to go to the
 city's general coffers in the same amount  as before the
 new project, but the "increment," or additional amount
 that the project generates, is usually used to pay off a
 bond that the city has used to fund for the improve-
 ments.  Once the bond is paid off, all of the tax revenue
 goes to the general coffers. According to the Council
 of Development Finance Agencies, "No new taxes are
 requested and no existing taxes are used in the financ-
 ing of the project" (CDFA, 2007).

 TIP can be used to fund infrastructure maintenance
 and repair, pedestrian amenities, and other improve-
 ments.  Almost every state gives local governments
 authority to create a TIP district. Originally, TIP was
 intended to help areas that needed redevelopment and
 revitalization. However, some states are now permit-
 ting them to be used in affluent areas, which diverts
 public money from helping places that otherwise
 would have a harder time attracting redevelopment
 (Good  Jobs First, Undated). Local governments can
 institute guidelines that ensure that TIP is used only in
 locations where the community wants growth and for
 projects that will benefit the community by providing
 jobs, housing, amenities, or other priorities (CDFA,
 2007).
         A mixed-use brownfield redevelopment in
         midtown Atlanta, called Atlantic Station, was
         designated a Tax Allocation District (Geor-
    gia's term for TIP) in 1999, a designation that will
    stand for 25 years. The city uses the additional
    revenue to pay off the bonds that helped finance
    the development. Before the redevelopment in
    1999, the district's per-acre tax digest was roughly
    $3,000; in 2006, it was more than $210,000—an
    increase of more than 7,000 percent (Livable
    Communities Coalition, 2007).
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 FUNDING SOURCES

 Numerous sources are available to fund smart growth
 initiatives. These sources of funding can be accessed
 through the financial vehicles described above. EPAs
 Smart Growth Program maintains a Web page of fund-
 ing opportunities at http://www.epa.gov/smartgrowth/
 grants/index.htm. Examples of these funding opportu-
 nities are noted below.

1 EPA's Brownfields Program. EPA provides direct
 funding for brownfields assessment, cleanup, revolving
 loans, and environmental job training. The program
 collaborates with other EPA programs, other federal
 partners, and state agencies to identify and make avail-
 able resources that can be used for brownfields activi-
 ties. In addition to direct brownfields funding, EPA
 also provides technical information on brownfields
 financing matters, including assessment grants, revolv-
 ing loan fund grants, and cleanup grants.

1 Federal transportation funding. Federal surface
 transportation funding is allocated to states, MPOs,
 and urbanized areas to support local transportation
 needs. Funding from a number of FHWA and FTA
 programs—many of which have broad eligibility
 requirements—can be used for improvements that
 support livability and promote the safety of pedestri-
 ans, bicyclists, and transit users. Relevant programs
 include the Congestion Mitigation and Air Quality
 Improvement Program (FHWA and FTA), the High-
 way Bridge Program (FHWA), the Highway Safety
 Improvement Program (FHWA), the National High-
 way System (FHWA), New and Small Starts (FTA),
 Nonurbanized Area Formula Grants (FTA), Safe
 Routes to School (FHWA), the Surface Transportation
 Program (FHWA), and Transportation Enhancements
 (FHWA). (See EPAs Transportation Control Measures
 guide in the Local Government Climate and Energy
 Strategy Series for more information on transportation-
 related funding opportunities.) Individual states  may
 also have programs that can help fund smart growth
 approaches.
        Using federal transportation funds, the
        Livable Centers Initiative (LCI) encourages
        mixed-use, walkable, and transit-accessible
   development in the Atlanta metropolitan area,
   covering 18 counties and more than 4.5 million
   people. The Atlanta Regional Commission created
   the LCI in 1999, and has awarded more than $1
   million annually in planning grants to help
   communities use transportation improvements to
   revitalize town centers and key corridors. Once the
   planning studies funded by LCI are completed, the
   communities can apply for implementation fund-
   ing through the regional Transportation Improve-
   ment Program (TIP), which is funded by federal
   transportation money. As of 2006, 724 projects
   had been completed or had broken ground in
   communities that received LCI funds. These devel-
   opments include 63,000 residential units, more
   than 11 million square feet of commercial space,
   and 40 million square feet of office space. LCI has
   helped spur not only revitalization, but also policy
   changes in towns throughout the Atlanta region.
   Almost all of the communities that have received
   funding have revised their comprehensive plans to
   promote pedestrian-friendly, mixed-use develop-
   ment (U.S. EPA, 2008c).
Nonprofit funding. Foundations, non-profit organiza-
tions, and financial institutions also can provide fund-
ing to help communities improve quality of life. The
Foundation Center (http://foundationcenter.org) and
the Funders' Network for Smart Growth and Livable
Communities (http://www.fundersnetwork.org) are
resources for identifying foundations based on topics
or location. National and regional non-profit organiza-
tions can offer small grants, and they can also direct
local governments to funding sources.

In addition, these organizations can help with the
acquisition of open space. Land trusts operate at the
local and regional level to acquire and protect land
of significant ecological, open space, recreational,
and historical value. Organizations such as the Trust
for Public Land (TPL) (http://www.tpl.org) and The
Nature Conservancy (http://www.nature.org) act as
intermediate brokers for land acquisition by purchas-
ing property, conveying it to the local jurisdiction, and
then waiting for local funding to come through.
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           The city of Tucson, Arizona, asked TPL to
           buy a scenic mountain tract overlooking
           downtown, which was being offered for sale
      by a savings and loan. City officials intended to
      include the costs of the property in the next
      budget, but legally they could not commit the
      funds. The trust purchased the property for the
      city and was reimbursed during the next budget
      cycle (TPL, Undated).
   8.  FEDERAL,  STATE,
   AND OTHER  PROGRAM
   RESOURCES

   A variety of federal, state, regional, and other agencies
   and organizations provide resources that local govern-
   ments can use when planning and implementing smart
   growth activities.

   Federal  Programs

   The federal government offers resources to help states
   and localities make development decisions.

  1 FHWA. This federal-aid transportation planning
   program supports efforts to coordinate land use and
   transportation decision making and to foster smart
   growth initiatives.

   Web site: http://www.fhwa.dot.gov/planning/ppasg.htm

  1 FTA. This program provides funding for planning
   multimodal transportation investments in metropoli-
   tan areas and states, including the coordination of land
   use and transportation decision making, and provides
   technical assistance for transportation planning staff
   and policy makers.

   Web site: http://www.fta.dot.gov/planning_environ-
   ment.html
      TRANSPORTATION PLANNING CAPACITY BUILDING
      PROGRAM-FHWA & FTA

      The Transportation Planning Capacity Building (TPCB)
      Program—a joint venture of FHWA and FTA—is designed
      to help decision makers, transportation officials, and staff
      resolve the increasingly complex issues they face when
      addressing transportation needs in their communities.
      This comprehensive program for training, technical
      assistance, and support targets state, local, regional, and
      tribal governments; transit operators; and community
      leaders. Resources provided by TPCB include:
        • Examples of effective transportation planning
          practices from across the nation.
        • A central clearinghouse for information and
          contacts within the transportation planning
          community.
        • Training programs and peer-to-peer information
          exchange opportunities.
      Many of these resources can help communities
      implement smart growth projects.
      See http://www.planning.dot.gov/default.asp; http://
      planning.dot.gov/Peer/NewMex/albuquerque_09.asp
' Partnership for Sustainable Communities. In June
 2009, EPA, the Department of Transportation (DOT),
 and HUD formed this partnership to coordinate their
 funding and better support sustainable communities.
 EPA, DOT, and HUD will work to assure that their
 programs maximize the benefits of their combined
 investments in communities for livability, afford-
 ability, environmental excellence, and the promotion
 of green jobs of the future. HUD and DOT will work
 together to identify opportunities to better coordinate
 their programs and encourage location efficiency in
 housing and transportation choices. HUD, DOT, and
 EPA will also share information and review processes
 to facilitate better-informed decisions and coordinate
 investments.

• U.S. EPA Office of Transportation and Air Quality.
 This program offers policy and guidance documents
 regarding transportation and land use.

 Web site: http://www.epa.gov/otaq/stateresources/
 policy/pag_transp.htm#lu.

 Web site: http://www.epa.gov/smartgrowth/partner-
 ship/index.html.
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1 U.S. EPA Smart Growth Program. This program
 offers research and publications, tools, and technical
 assistance to help communities create better develop-
 ment. EPA offers an annual Smart Growth Implemen-
 tation Assistance competition, which funds national
 experts to offer technical assistance to tribal, regional,
 state, and local governments that want to implement
 smart growth strategies but aren't sure how to do it.

 Web site: www.epa.gov/smartgrowth

' U.S. EPA State and Local Climate and Energy
 Program. This program assists state, local, and tribal
 governments in meeting their climate change and
 clean energy efforts by providing technical assistance,
 analytical tools, and outreach support. It includes two
 programs:

   > The Local Climate and Energy Program helps
    local and tribal governments meet multiple
    sustainability goals with cost-effective climate
    change mitigation and clean energy strategies.
    EPA provides local and tribal governments with
    peer exchange training opportunities and financial
    assistance along with planning, policy, technical,
    and analytical information that support reduction
    of GHG emissions.

   > The State Climate and Energy Program helps
    states develop policies and programs that can
    reduce GHG emissions, lower energy costs,
    improve air quality and public health, and help
    achieve economic development goals. EPA
    provides states with and advises them on proven,
    cost-effective best practices, peer exchange oppor-
    tunities, and analytical tools.

 Web site: http://www.epa.gov/statelocalclimate/

 State Programs

 Although states may set specific development objec-
 tives, the authority to make land use determinations
 usually resides in the local the zoning process. Local
 governments can work with states to make sure their
 plans meet the state's goals for energy efficiency and
 land use. States can influence land use to varying
 degrees through funding and sometimes through
 direct regulation. Local governments should look
 to their states for more information about available
 programs and funding opportunities. The examples
 below are just a few of the many states that have smart
 growth-related offices or programs.

1 In 2000, Colorado's legislature passed into law legisla-
 tion that created the Office of Smart Growth in the
 Colorado Department of Local Affairs. The goal of
 the office is to provide direct technical and financial
 assistance to local governments in the areas of land use
 planning and growth management.

 Colorado Office of Smart Growth Web site:
 http://dola.colorado.gov/dlg/osg/index.htm

1 In Massachusetts, the state allocates funding through
 its Commonwealth Capital Fund using a scorecard
 that awards points to local governments based on their
 development rules. Those municipalities that promote
 compact, mixed-use, walkable neighborhoods receive
 higher scores and funding priority (Massachusetts,
 2008a). The state has developed a Smart Growth/Smart
 Energy toolkit to assist local governments in making
 smart growth decisions (Massachusetts, 2008b).

 Massachusetts Smart Growth/Smart Energy toolkit
 Web site:
 http://www.mass.gov/envir/smart_growth_toolkit/
 index.html

~ New Jersey's Office of Smart Growth (OSG) coordi-
 nates planning throughout New Jersey to protect the
 environment and guide future growth into compact,
 mixed-use development and redevelopment. OSG
 integrates programmatic and regulatory land use deci-
 sions through all levels of government and with the
 private sector. The office implements the goals of the
 State Development and Redevelopment Plan to achieve
 comprehensive, long-term planning.

 New Jersey Office of Smart Growth Web site:
 http://www. nj.gov/dca/osg/

 Other  Programs

 METROPOLITAN PLANNING ORGANIZATIONS

 All metropolitan areas (i.e., urbanized areas with popu-
 lations greater than 50,000) have an MPO designated
 by local officials and the governor of the state, which is
 responsible for carrying out the metropolitan transpor-
 tation planning process required for securing federal
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   funding for transportation projects, plans, and studies.
   In some instances, the body designated as the MPO
   may also be responsible for making regional land use
   decisions. MPOs, COGs, and other regional govern-
   ments can be important to help municipalities cooper-
   ate on development issues. Some, like the Minneapolis-
   St. Paul Met Council, take responsibility for developing
   visions for the region's growth, funding affordable
   housing, and offering grants or awards to their member
   jurisdictions to help them promote smarter, more
   efficient development (Met Council, 2008c). Others are
   less active in growth management issues, but they are
   still important partners to engage because they control
   transportation funding, and that has a significant
   impact on growth patterns in the region.

   American Association of Metropolitan Planning Organi-
   zations Web site: http://www.ampo.org/index.php

   NON-PROFIT ORGANIZATIONS

  1 Smart Growth Online. The Smart Growth Network
   provides a clearinghouse of smart growth-related news,
   resources, tools, and other information.

   Web site: www.smartgrowth.org
    9.  CASE STUDIES

    The following two case studies describe comprehensive
    programs for promoting smart growth. Each case study
    describes how the program was initiated, key program
    activities and features, and program benefits.

    High Point, Washington

    High Point is a HOPE VI8 redevelopment project in
    West Seattle, Washington. This former public housing
    project is now a neighborhood with narrow streets,
    playgrounds, parks, mature trees, and community
   8 HUD's HOPE VIprogram focuses on revitalization of severely distressed
   of public housing in three main areas: physical improvements, management
   improvements, and social and community services to address resident needs,
   through a variety of grant programs. More information on HOPE VI is
   available at http://www.hud.gov/offices/pih/programs/ph/hope6/.

   In the FY2010 HUD Appropriations law, Congress authorized HUD's to use
   up to $65 million of the HOPE VI appropriations for a Choice Neighborhoods
   demonstration. Phase two of Seattle's High Point project was selected for a
   Choice Neighborhoods grant. For more information on Choice Neighborhoods,
   see http://www. hud.gov/offices/pih/programs/ph/cn/.
gardens. It blends rental and for-sale homes, and its
affordable housing units are indistinguishable from the
market-rate homes. All the homes are built to at least
the three-star level of Washington's Built Green stan-
dards (City of Seattle, 2006a). Residents of the old High
Point project and of surrounding neighborhoods were
closely involved in the  design of the new neighborhood
development.
     Profile: High Point, Seattle, Washington

     Area: 120 acres

     Population: Approximately 4,000 residents
     expected at build-out (1,600 housing units)

     Structure: The Seattle Housing Authority
     owns the land and is building about half the
     development; private developers are building the
     rest.

     Program Scope: Using funds from the federal
     HOPE VI program. High Point reflects many
     of Seattle's priorities, including reducing GHG
     emissions, creating mixed-income communities,
     and using natural drainage systems. The city is
     using many of the techniques from High Point,
     including the natural drainage system and the
     public outreach program, as models for other
     development projects.

     Program Creation: The Seattle Housing Authority
     initiated the redevelopment and commissioned
     the plan in 2001. Residents began living in the
     neighborhood in 2005.

     Program Results: The neighborhood's 1,600
     homes are projected to use  less energy than
     the 716 homes that were previously on the site.
     The city estimates that energy savings, reduced
     demand on wastewater treatment facilities, and
     other environmental benefits add up to about $17
     million.

     Source: SHA, 2007.
PROGRAM INITIATION

The Seattle Housing Authority (SHA) initiated redevel-
opment of the public housing project in 2001. About
40 percent of the funding for the project came from
public entities, including $41 million from SHA funds
(including bonds), $39 million from HUD's HOPE VI
program and other federal sources, $4 million from the
Washington State Housing Trust Fund, and $3 million
from city funds. The remaining 60 percent came from
private sources, including $65 million in land sales to
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 private builders, $53 million in affordable housing tax
 credit capital investment, and $6 million in private
 fundraising (SHA, 2007).

 Seattle's Design Commission and the West Seattle
 Design Review Board reviewed the master plan for
 High Point. The city council passed a resolution autho-
 rizing the redevelopment plan in 1999 (City of Seattle,
 2006b).

 PROGRAM FEATURES

1 Public involvement. With an intensive public involve-
 ment process, SHA gathered ideas and feedback from
 residents of the existing public housing, as well as the
 neighborhoods around it, about what they wanted to
 see in the new High Point development.

1 Reconnecting to the community. One of the key
 points that all parties agreed on was that the new
 community should be integrated into the surrounding
 neighborhoods.  Toward that end, High Point includes a
 library, a medical and dental clinic, community center,
 and an elementary school. Residents of High Point
 can walk to these facilities, as well as residents of the
 surrounding neighborhoods (SHA, 2007).

1 Transportation choices. The neighborhood is served
 by bus lines and has narrow streets that feel safer
 for walking and biking, so residents can reduce the
 amount they need to drive (SHA, 2007).

1 Energy efficiency. The site and all the multifamily
 rental housing are built to the highest Built Green stan-
 dards; other homes are built to at least the three-star
 level. Most buildings are ENERGY STAR qualified as
 well. Sixty homes are "Breathe-Easy Homes," designed
 for people with asthma (SHA, 2007).

1 Green space. The project doubled the density from
 what existed before, but was able to do so while
 preserving trees and adding parks and open space
 (SHA, 2007).

1 Low impact development. High Point uses an innova-
 tive natural drainage system to manage stormwater
 runoff, helping to protect the salmon stream that runs
 through the neighborhood (SHA, 2007). SHA and the
 city worked together to get narrower streets to reduce
 the amount of impervious surface, as well as natural
 stormwater management elements that would blend
 into the neighborhoods design. The city has agreed to
 cover the difference between the cost of a conventional
 stormwater management system and that of a natural
 drainage system (Wells, 2008).

 PROGRAM RESULTS

1 SHA estimates that, in addition to the initial $210
 million investment that got the project started, about
 $225 million in private investment has come in (SHA,
 2007).

1 Homes at High Point use about 20 percent less energy
 than similar homes at another Seattle HOPE VI rede-
 velopment, New Holly, which was built about six years
 earlier (Wells, 2008).

1 SHA estimates that High Point has created about $58
 million in new property taxes, residents' income taxes,
 and spending by businesses and residents (SHA, 2007).

1 The neighborhood provides much-needed afford-
 able housing for a variety of income levels. Half the
 homes are market rate, 29 percent are rental units for
 people earning 30 percent or less of the area's median
 income, 16 percent are rental units for people earning
 60 percent or less of median income, and 5 percent are
 for-sale homes reserved for people earning 80 percent
 or less of median income (City of Seattle, 2006b). The
 housing mix also includes market-rate and income-
 restricted independent and assisted-living apartments
 for seniors (SHA, 2008b).

1 High Point has won numerous awards, including EPA's
 2007 National Award for Smart Growth Achievement
 (SHA, 2008a; U.S. EPA, 2007).

1 The High Point project created new ways of working
 together for city agencies and has been a model for
 other development projects in the region (SHA, 2007).

1 Web site: http://www.seattlehousing.org/Development/
 highpoint/highpoint.html, and http://www.thehigh-
 point.com/
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   Arlington, Virginia

   Arlington County is an inner suburb just across the
   Potomac River from Washington, DC, and a nation-
   ally recognized leader in smart growth and TOD.
   The county has aligned its land use policies to make
   the most of public investment in the regional transit
   system.
        Profile: Arlington County, Virginia
        Area: 26 square miles
        Population: 208,000
        Structure: The county is governed by a five-
        member county board, elected at large.
        Program Scope: Arlington County has two
        Metrorail corridors. The Rosslyn-Ballston corridor
        has five stations, and the Jefferson Davis corridor
        has two.
        Program Creation: Arlington began planning
        its transit-oriented strategy in the 1960s as the
        Washington, DC, Metrorail system was being
        developed. The county has added many other
        policies designed to give its residents more
        transportation options and improve their quality
        of life in the years since then.
        Program Results: The county's land use policies
        and transportation options allow at least one-
        third of its residents to commute to work without
        a car, which reduces air pollution, fuel use, and
        GHG emissions.
   PROGRAM INITIATION

   When the Washington Metrorail subway system was
   being planned in the 1960s, the portion of it that
   would pass through Arlington County was originally
   positioned to run down the median of Interstate 66.
   Arlington County lobbied to have the line go under-
   ground through the county's commercial corridor
   instead, with closely spaced transit stops (Arlington,
   2008a). The county wanted to leverage the investment
   in the Metro system to revitalize its Rosslyn-Ballston
   corridor, which had started losing businesses and resi-
   dences to suburbanization. Arlington decided to build
   a strategy that the county's transportation director
   calls "brand-new and untested" at the time: focusing
   mixed-use development around the transit stations and
 tapering down the intensity and size of buildings
 into the surrounding residential neighborhoods
 (Leach, 2004).

 The county planning staff developed a general land
 use plan for the entire corridor, then sector plans for
 each station area that outlined the specific design
 features, land uses, public improvements, and other
 aspects of that location. The public had extensive
 involvement in creating not only the individual
 station plans, but also the overall policy framework
 (Leach, 2004). Each station area has a different char-
 acter, intentionally developed to reflect the county's
 goals—although all have a mix of uses within a
 quarter mile of the station, some place more empha-
 sis on retail, others are more residential, and others
 are office-oriented (Arlington, 2008b).

 PROGRAM FEATURES

• Development approvals for station areas. Devel-
 opments are approved using a site plan process
 that must comply with the general land use plan,
 the zoning ordinance, and the station area sector
 plan. Developers get to build more densely in
 exchange for building the type of development the
 county wants, where it wants it, and with the public
 improvements the county requests (Arlington,
 2008a).

• Housing options. Because Arlington's station areas
 quickly taper down to residential neighborhoods,
 people who live in single-family houses on quiet
 streets are still within walking distance of public
 transit, as well as a vibrant array of shops, restau-
 rants, and other amenities. The density around
 the stations and the emphasis on a mix of uses has
 created apartments, condominiums, and town-
 houses, which give new options to people who don't
 want or cannot afford to buy a house.

• Transportation options.  Arlington's transit-
 oriented, walkable urban villages give residents
 and visitors a wide variety of options to get around
 without a car:
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    > Metrorail (subway): 12 miles of Metrorail lines and
     11 stations9 (one of which also serves the regional
     commuter rail).

    > Metrobus (DC area regional bus service): 18 major
     bus lines and approximately 100 individual route
     variations serving Arlington.

    > Arlington Regional Transit (local bus service): 12
     lines, uses smaller, neighborhood-friendly vehicles
     fueled with compressed natural gas.

    > Paratransit  service for elderly and disabled
     residents.

    > Carsharing services.

    > Walking and biking: the county creates maps show-
     ing popular routes and Web sites with resources
     (WalkArlington.com and BikeArlington.com).

 PROGRAM RESULTS

1 More than 35 million square feet of office space, 4
 million square feet of retail space, and 35,000 residen-
 tial units are in  Arlington's Metro corridors, creating
 vibrant urban villages around the stations (Arlington,
 2005).

1 The Metro corridors contain 11 percent of Arlington's
 land area but provide almost half the county's assessed
 land value (Arlington, 2008a).

1 About 28 percent of county residents live in one of the
 two Metrorail corridors, and two-thirds of the county's
 jobs are in the two Metrorail corridors (Arlington,
 2005).

• 23 percent of residents commute using public transit;
 39 percent of residents living in the Metrorail corridors
 commute by transit (Arlington, 2005). By comparison,
 the national average for commuting by transit is about
 5 percent (Arlington, 2008a).

1 Almost 10 percent of county residents commute by
 bike or on foot, compared with a regional average of 2
 percent (Arlington, 2008a).

1 Although Arlington's population continues to grow
 by about 1 percent per year, traffic on arterials and
 neighborhood streets has remained fairly stable or even

 9 Metroraifs Orange Line has five stations in the Rosslyn-Ballston corridor
 and a sixth Arlington station further away. The Blue Line has two stations in
 the Jefferson Davis corridor and three additional stations that are surrounded
 by land not under the county's control.
declined. On average, traffic increased by less than
one-half of one percent on most streets (Arlington,
2008a).
In a 2006 survey, 88 percent of county residents
rated their quality of life as "good" or "very good"
(Arlington, 2008c).

Web site: http://www.arlingtonva.us
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       10.  ADDITIONAL  EXAMPLES AND  INFORMATION RESOURCES
                                Title/Description
     Examples of Local Smart Growth Activities
                   Web Site
     Marin County, California - Marin Country's comprehensive Safe Routes program
     has education programs, encouragement activities, safety enforcement, and
     infrastructure plans. Funds for infrastructure in Marin County come from local
     jurisdictions, as well as from state and federal funds.
http://drusilla.hsrc.unc.edu/cms/downloads/srts_
case_studies.pdf
     Orlando, Florida - Baldwin Park is a redevelopment project that used community
     outreach to plan the property's future, engaging citizens in hundreds of
     meetings over two years. Mixed in with its variety of housing types are offices, a
     supermarket, restaurants, doctors' offices, schools, and adult education, parks,
     and many other stores and services. The community also created 16 extra acres
     of parkland using low impact development.
http://www.baldwinparkfl.com
     Boulder, Colorado - Boulder developed a transportation master plan that
     integrates a variety of smart growth approaches to improve its transportation
     network, infrastructure, and local economy.
http://www.bouldercolorado.gov/files/
Transportation_Master_Plan/modal_
shiftl990-2006_report_final.pdf
     Denver, Colorado - The Stapleton brownfield redevelopment project
     incorporates a strong sustainability component that promotes walking, biking,
     and transit use; preserves open space; requires home builders to meet ENERGY
     STAR or Colorado Built Green standards; and promotes green building for
     commercial structures.
http://about.stapletondenver.com/about/
sustainability#
     Portland, Maine. Portland involves a large variety of local government offices
     when developing its smart growth initiatives. Development proposals go
     through a review by a team that includes representatives from the departments
     handling planning, fire, public works, parks and recreation, economic
     development, and traffic, as well as the city's corporation counsel
http://www.ci.portland.me.us/planning/devreview.
asp
     Boca Raton, Florida - The development of Mizner Park in Boca Raton consisted
     of the acquisition of approximately 30 acres of land, and  the construction
     of a mixed-use urban village incorporating public park facilities, mixed-use
     development and cultural facilities.
http://www.ci.boca-raton.fl.us/dev/pdf/CRA/
MiznerParkHandout.pdf
     Salt Lake City, Utah - The Envision Utah partnership was formed to guide the
     development of a broadly and publicly supported Quality Growth Strategy. This
     strategy is a vision to protect Utah's environment, economic strength, and quality
     of life.
www.envisionutah.org
     Bellevue, Washington - Bellevue developed the FAR Amenity Incentive System,
     a Land Use Code process designed to ensure the provision of amenities that
     are essential to the creation of the urban environment envisioned by Bellevue's
     Comprehensive Plan.
http://www.ci. bellevue.wa.us/pdf/PCD/L-15_FAR_
Dwntwn.pdf
     Montgomery County, Maryland - Montgomery County developed the country's
     first mandatory, inclusionary zoning law that specified a density bonus allowance
     to builders for providing affordable housing. The law currently requires that
     between 12.5 and 15 percent of the total number of units in every subdivision or
     high-rise building of 20 or more units be moderately priced. The law is applicable
     to property zoned one-half acre or smaller.
http://www.montgomerycountymd.gov/dhctmpl.
asp?url=/content/dhca/housing/housing_P/mpdu/
history.asp
     Portland, Oregon - Portland has introduced several smart growth planning
     policies to balance transportation needs with environmental protection,
     community design, affordable housing, and other goals. These include a range
     of parking policies to promote infill development and balance driving and
     alternatives to the private car.
http://www.portlandonline.com/bps/index.cfm?
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10    ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                              Title/Description
  Examples of State Smart Growth Activities
                   Web Site
  California Strategic Growth Council - In September 2008 Governor Arnold
  Schwarzenegger signed SB 732, creating the Strategic Growth Council. The
  Council is a cabinet level committee that is tasked with coordinating the activities
  of state agencies to improve air and water quality; protect natural resource
  and agriculture lands; increase the availability of affordable housing; improve
  infrastructure systems;  promote public health; and assist state and local entities
  in the planning of sustainable communities and meeting AB 32 goals.
http://www.sgc.ca.gov/
  Colorado Office of Smart Growth - Established by the state legislature in 2000,
  the office provides direct technical and financial assistance to local governments
  in the areas of land use planning and growth management.
http://dola.colorado.gov/dlg/osg/index.htm
  Florida Department of Community Affairs - The Department of Community
  Affairs assists Florida's communities as they plan for the impacts of growth
  and development. It provides funding to local communities to help improve
  housing, streets, utilities, and public facilities. The division assists with efforts to
  revitalize underserved communities and encourage economic development for
  the common good, and to help low-income residents meet the costs of such
  essential services as home heating and cooling.
h ttp://www. dca. s ta te. fl. us/
  Maryland Department of Planning - Office of Smart Growth. The Office of Smart
  Growth directs the state to target programs and funding to support established
  communities and locally designated growth areas, and to protect rural areas. The
  Priority Funding Areas Act provides a geographic focus for the state's investment
  in growth-related infrastructure.
http://www.mdp.state.md.us/OurWork/
SmartCrowth.shtml
  Massachusetts Clean Energy & Smart Growth-Smart Energy - The state has
  developed a Smart Growth/Smart Energy toolkit to assist local governments
  in making smart growth decisions. The state also allocates funding through
  its Commonwealth Capital Fund using a scorecard that awards points to local
  governments based on their development rules.
http://www.mass.gov/7pagel D=gov3subtopicfrL=4
&LO=Home&Ll=Key+Prioritiesd-L2=Job+Creation+
%26+Economic+Growth&L3=Clean+Energy+%26+
Smart+Crowth-Smart+Energy(tsid=Agov3
  New Hampshire—Office of Energy and Planning—Achieving Smart Growth
  in New Hampshire - The office developed a pilot project which included an
  evaluation of development policies and regulations in relation to principles and
  examples of Smart Growth. Three communities were selected and residents
  were invited by the local planning boards to participate in two public meetings
  to explore what they value about their towns, their visions for the future, and to
  consider possible ways to preserve the features and character.
http://nh.gov/oep/programs/SmartCrowth/index.
htm
  New Jersey Office of Smart Growth. New Jersey's Office of Smart Growth (OSG)
  coordinates planning throughout New Jersey to protect the environment and
  guide future growth into compact, mixed-use development and redevelopment.
  OSG integrates programmatic and regulatory land use decisions through all
  levels of government and with the private sector.
http://www.nj.gov/dca/osg/
  Washington State Community, Trade, and Economic Development—Smart
  Growth - Washington State Community, Trade, and Economic Development
  developed an action plan entitled Smart Growth Strategy for the 21st Century.
  The plan builds on the state's growth management efforts, and finds solutions for
  emerging needs. It includes benchmarks and indicators to measure smart growth
  progress.
http://smartgrowth.wa.gov/
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   10   ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                                 Title/Description
     Wisconsin Department of Natural Resources—Wisconsin's Planning Law -
     Wisconsin's Planning Law defines what a "comprehensive plan" is, outlines
     procedures  for adopting plans, and requires that certain actions, beginning
     in 2010, be consistent with an adopted plan. The legislation creates a
     comprehensive planning grants program and stresses the importance of citizen
     involvement, community visioning, and other types of public participation in the
     planning and plan adoption processes.
                   Web Site
h ttp://www. dnr. s ta te. wi. us/org/es/science/
landuse/smart/SGlaw.htm
     Information Resources for Smart Growth Activities
     Affordable Housing and Smart Growth: Making the Connection - This paper
     uses case studies to illustrate strategies that can foster affordable housing and
     smart growth.
http://www.epa. gov/smartgrowth/pdf/epa_ah_
sg.pdf
     Air Quality and Smart Growth: Planning for Cleaner Air - This paper describes
     the links between development and air quality.
http://www.fundersnetwork.org/files/'Air_Quality_
and_Smart_Growth.pdf
     American Planning Association and the Environmental and Energy Study
     Institute - The American Planning Association and the Environmental and Energy
     Study Institute are working together to better connect land use planning and
     energy conservation.
h ttp://www. eesi. org/apa
     Atlantic Station (Atlantic Steel Site Redevelopment Project - This example
     describes the transformation of a brownfield in midtown Atlanta into the thriving
     Atlantic Station neighborhood.
http://www.epa.gov/smartgrowth/topics/atlantic_
steel.htm
     Best Development Practices: A Primer for Smart Growth - This International
     City/County Management Association and Smart Growth Network primer
     describes land use practices that create attractive communities, offer more
     transportation choices, and protect the environment.
http://www.epa.gov/smartgrowth/pdf/
bestdevprimer.pdf
     Case Studies for Action - This Web site provides information on a series of case
     studies of innovative programs from the Urban Land Institute's District Councils
     aimed at engaging stakeholders to resolve complex land use, development, and
     redevelopment problems.
http://www.uli.org/CommunityBuilding/Smart%20
Growth%20Alliances/SGAIN%20Resources/
Case%20Studies%20for%20Action.aspx
     Choosing Our Community's Future: A Citizen's Guide to Getting the Most
     Out of New Development - This paper focuses on the visioning and planning
     efforts that set the stage for smarter growth and how citizens can engage and
     make suggestions for better growth and development through collaborative
     stakeholder meetings and workshops.
http://www.smartgrowthamerica.org/resources.
html
     Complete Streets - The National Complete Streets Coalition provides
     information and resources to help with the adoption and implementation of
     statewide, regional, and local complete streets policies. Complete streets are
     designed and operated to enable pedestrians, bicyclists, motorists, and public
     transportation users of all ages and abilities to safely move along and across
     roadways.
http://www.completestreets.org/
     Congress for the New Urbanism (CNU) Charter Awards - CNU gives its Charter
     Awards each year to recognize excellent plans and projects that advance the
     principles of the Charter of the New Urbanism.
http://www.cnu.org/awards
     Context Sensitive Solutions in Designing Major Urban Thoroughfares for
     Walkable Communities - This Institute of Transportation Engineers report
     provides guidance for practitioners on how major urban streets can be designed
     to support walking and biking, compact development, and mixed land uses.
h ttp://www. ite. org/ess/
30
       10. ADDITIONAL RESOURCES
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10    ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                              Title/Description
  Creating Great Neighborhoods: Density in Your Community - This report
  highlights nine community-led efforts to create vibrant neighborhoods through
  density, discusses the connections between smart growth and density, and
  introduces design principles to ensure that density becomes a community asset.
                   Web Site
http://www.epa.gov/smartgrowth/density.htm
  Economic Development and Smart Growth - This report highlights the
  connections between smart growth and economic outcomes, such as job
  growth, occupancy rates, tax base, and private investment. It uses detailed case
  studies to illustrate economic outcomes in places that have incorporated smart
  growth development strategies.
http://www.iedconline.org/Downloads/Smart_
Crowth.pdf
  Emerging Trends in Real Estate - This report provides an annual outlook for the
  real estate and land use industries.
www. uli. org/em erg ing tren ds/
  Energy and Smart Growth: It's about How and Where We Build - This paper, by
  the Funders' Network for Smart Growth and Livable Communities, explains the
  links between energy use and development patterns.
http://www.fundersnetwork.org/files/Energy_and_
Smart_Growth.pdf
  EPA Smart Growth Program - This program offers research and publications,
  tools, and technical assistance to help communities create better development.
www.epa.gov/smartgrowth
  Essential Smart Growth Fixes for Urban and Suburban Zoning Codes - The
  document addresses the most common barriers local governments face in
  implementing smart growth. Each Essential Fix describes the problem or barrier
  and the actions that the community could take to overcome that barrier.
http://www.epa.gov/smartgrowth/essent/aL/7xes.
htm
  Getting to Smart Growth: 100 Policies for Implementation - This International
  City/County Management Association and Smart Growth Network book provides
  a road map for states and communities that have recognized the need for smart
  growth, but are unclear on how to achieve it. The book provides 100 policy ideas,
  along with additional resources and brief case studies of communities that have
  applied these approaches to achieve better development.
http://www.epa.gov/smartgrowth/getting_to_sg2.
htm
  Getting to Smart Growth II: 100 More Policies for Implementation - This
  International City/County Management Association and Smart Growth Network
  book is Volume 2 of an ongoing series by ICMA and the Smart Growth Network,
  which describes the concrete techniques of putting the 10 smart growth
  principles into practice.
http://www.epa.gov/smartgrowth/getting_to_sg2.
htm#2
  Growing Cooler: The Evidence on Urban Development and Climate Change -
  This Urban Land Institute book connects compact, walkable development with
  CO2 reductions.
http://www.smartgrowthamerica.org/gcindex.html
  Growing Smart - This guidebook provides state and local governments with
  model statutes for planning and the management of change. The statutes are
  intended as an update to and rethinking of the Standard City Planning and
  Zoning Enabling Acts drafted by an advisory committee of the U.S. Department
  of Commerce in the 1920s ("Standard Acts"), and the American Law Institute's A
  Model Land Development Code (1976), as well as other model statutes.
http://www.huduser.org/portal/publications/pdf/
growingsmart_guide.pdf
  Growing Toward More Efficient Water Use: Linking Development, Infrastructure,
  and Drinking Water Policies - This EPA document focuses on the relationships
  among development patterns, water use, and the cost of water delivery. It
  includes policy options for states, localities, and utilities that directly reduce the
  cost and demand for water while indirectly promoting smarter growth.
http://www.epa. gov/smartgrowth/water_
efficiency.htm
 Transportation Control Measures |  Local Government Climate and Energy Strategy Series
                                                                                               10. ADDITIONAL RESOURCES
                                                                                                                              31

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   10   ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                                 Title/Description
     Higher-Density Plans: Tools for Community Engagement - This best-practices
     report from San Jose State University's Mineta Transportation Institute gathers an
     extensive list of tools and techniques that local governments can use to engage
     residents and educate them about development decisions. It includes several
     California case studies.
                   Web Site
http://transweb.sjsu.edu/mtiportal/research/
publications/documents/03-02/Higher-
DensityPlans.book.htm
     Impact Fees and Housing Affordability: A Guide for Practitioners - This report
     encourages local governments to use impact fees to help support affordable
     housing. Impact fees are a one-time charge on new developments. Included
     in this guidebook are core background and research information for reference
     purposes.
http://www. huduser. org/Publica tions/pdf/
impactfees.pdf
     Measuring the Air Quality and Transportation Impacts of Infill Development -
     This EPA document illustrates how regions can calculate the transportation and
     air quality benefits of infill, based on standard transportation forecasting models
     used by MPOs across the country. The results suggest that strong support for
     infill development  can be one of the most effective transportation and emission
     reduction investments regions can pursue.
http://www.epa.gov/smartgrowth/impacts_infill.
htm
     Model Smart Growth Codes - The American Planning Association has developed
     a set of model codes for municipal governments that address mixed uses, open
     space preservation, housing, transportation options, and predictability in the
     development review process.
http://www.planning.org/research/smartgrowth/
     National Center for Appropriate Technology (NCAT) Smart Communities
     Network - This Web site provides resources, tools, links to articles and
     publications, and  community success stories on a variety of "smart communities"
     topics, including community energy, land use planning, transportation, and
     financing.
http://www.smartcommunities.ncat.org/
     National Award for Smart Growth Achievement - This annual award from EPA
     recognizes communities that use the principles of smart growth to create better
     places.
http://www.epa.gov/smartgrowth/awards.htm
     National Center for Safe Routes to School - The National Center for Safe Routes
     to School has resources to help communities improve the walking and biking
     environment around their schools.
http://www.saferoutesinfo.org
     National Charrette Institute - The National Charrette Institute offers training and
     other resources to help communities set up charrettes for development projects.
www. charretteinstitute. org
     National Trust Main Street Center - The National Trust for Historic Preservation's
     Main Street Center helps communities revitalize historic commercial districts,
     making them economically successful while preserving their distinctive
     character.
http://www.mainstreet.org
     New Partners for Smart Growth - This annual conference brings together a
     multidisciplinary audience to learn from each other.
www. newpartners. org
     Our Built and Natural Environments - A Technical Review of the Interactions
     Between Land Use, Transportation, and Environmental Quality. This EPA
     document examines trends in land use and their impacts, and then explores
     how different development patterns and practices can minimize environmental
     damage.
http://www.epa.gov/smartgrowth/built.htm
32
       10. ADDITIONAL RESOURCES
                                                             Transportation Control Measures  | Local Government Climate and Energy Strategy Series

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10    ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                              Title/Description
  Parking Spaces/Community Places - Finding the Balance Through Smart Growth
  Solutions. This EPA document highlights proven approaches that balance parking
  with broader community goals. Communities have found that combinations of
  parking pricing, shared parking, demand management, and other techniques
  have helped them create vibrant places while protecting environmental quality.
                   Web Site
http://www.epa.gov/smartgrowth/parking.htm
  Pedestrian- and Transit-Friendly Design: A Primer for Smart Growth - This
  International City/County Management Association and Smart Growth Network
  primer suggests design elements that make walking and transit use easier and
  more comfortable.
http://www.epa.gov/smartgrowth/pd f/ptfd_primer.
pdf
  Public Transportation's Contribution to U.S. Greenhouse Gas Reduction - This
  report by the American Public Transportation Association assesses how public
  transportation can help reduce GHG emissions.
h ttp://www. ap ta. com/resources/
reportsandpublications/Documents/climate_
change.pdf
  Reconnecting America - This non-profit organization provides a number of
  reports and books on both development-oriented transit and transit-oriented
  development. For example, TOD 101: Why Transit-Oriented Development And
  Why Now? lays out the case for TOD in a simple, easy-to-read format.
http://www.reconnectingamerica.org/public/
reports
  Sample Bicycle Plans - The Pedestrian and Bicycle Information Center maintains
  a list of sample bicycle master plans from states, regions, and cities around the
  country.
http://www.bicyclinginfo.org/develop/sample-
plans.cfm
  Sample Pedestrian Plans - The Pedestrian and Bicycle Information Center
  maintains a list of sample pedestrian master plans from states, regions, and cities
  around the country.
http://www.walkinginfo.org/develop/sample-plans.
cfm
  Schools for Successful Communities: An Element of Smart Growth - This
  EPA document explains why and how communities can employ smart growth
  planning principles to build schools that better serve and support students, staff,
  parents, and the entire community.
http://www.epa.gov/smartgrowth/schools.htm
  Smart Codes in Your Community: A Guide to Building Rehabilitation
  Codes - This HUD report provides a broad overview of the general regulatory
  environment governing the use and reuse of existing buildings. It also provides
  examples of state and local efforts to reduce regulatory complexity and
  suggests possible strategies to help spur reinvestment in the existing building
  infrastructure.
http://www.huduser.org/portal/publications/
destech/smartcodes.html
  Smart Growth America - Smart Growth America is a coalition of national,
  state and local organizations working to support citizen-driven planning that
  coordinates development, transportation, revitalization of older areas and
  preservation of open space and the environment.
www.smartgrowthamerica.org
  Smart Growth Illustrated - This EPA resource shows how smart growth
  techniques look in communities around the country.
http://www.epa.gov/smartgrowth/case.htm
  Smart Growth Is Smart Business - This National Association of Local
  Government Environmental Professionals and Smart Growth Leadership Institute
  publication identifies successful companies that promote smart growth and bring
  vitality and prosperity to their communities.
www.nalgep.org
  Smart Growth Online - The Smart Growth Network's clearinghouse of smart
  growth-related news, resources, tools, and other information.
www.smartgrowth.org
  Smart Growth Scorecards - EPA has developed this online-only resource of
  sample scorecards used by communities to evaluate policies and development
  projects.
http://www.epa.gov/smartgrowth/scorecards
 Transportation Control Measures  | Local Government Climate and Energy Strategy Series
                                                                                                10. ADDITIONAL RESOURCES      33

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   10   ADDITIONAL EXAMPLES AND INFORMATION RESOURCES (cont.)
                                 Title/Description
     Smart Growth Shareware - This CD-ROM contains a library of smart
     growth resources from more than 100 organizations, including road-tested
     presentations and materials by local and national leaders and organizations,
     publications and fact sheets, and Web links to more than 100 additional
     resources.
                   Web Site
www.smartgrowthamerica.org
     Smart Growth: The Business Opportunity for Developers and Production
     Builders - This Web site provides eight white papers that present a "business case
     for smart growth" to assist developers and home builders considering whether to
     pursue smart growth projects.
http://www.epa.gov/smartgrowth/sg_business.htm
     Smart Growth Zoning Codes: A Resource Guide - This publication from the
     Local Government Commission helps communities learn about and implement
     smart growth codes.
www.lgc.org
     Study of Subdivision Requirements as a Regulatory Barrier - This study
     addresses the characterization on a national basis of the regulatory cost barriers
     associated with land subdivision, specifically barriers to the subdivision of land
     that can be developed with single-family detached dwellings.
http://www. huduser. org/Publica tions/pdf/subdiv_
reportpdf
     This Is Smart Growth - This International City/County Management Association
     and Smart Growth Network report illustrates how communities can turn their
     values, visions, and aspirations into reality, using smart growth techniques to
     improve development. It features 40 places around the country—from cities to
     suburbs to small towns to rural areas—that have found success by implementing
     smart growth principles.
http://www.epa.gov/smartgrowth/tisg.htm
     Transit Oriented Development Best Practices - This best practices manual was
     developed by the Greater Cleveland Regional Transit Authority based on analysis
     of case studies of TOD in regions around the country and lessons learned from
     other regions' experiences.
http://www.riderta.com/pdf/tod/GCRTA_TOD_
Best_Practices.pdf
     Transportation Reform and Smart Growth: A Nation at the Tipping Point - This
     Founders' Network for Smart Growth and Livable Communities paper discusses
     the links between growth patterns and transportation  policy.
http://www.fundersnetwork.org/files/
transportation_paper.pdf
     Travel and Environmental Implications of School Siting - This EPA document
     provides important information about how the location of a school affects how
     its students get to it, showing that school siting and design can influence traffic
     congestion, air pollution, school transportation budgets, and children's health
     and obesity.
http://www.epa.gov/smartgrowth/school_travei
htm
     Urban Land Institute (ULI) Awards for Excellence - These awards are given by
     ULI each year to recognize outstanding projects that enhance the community
     and the environment.
http://www.uli.org/AwardsAndCompetitions/
AwardsForExcellenceProgram
     Win-Win Emission Reduction Strategies - This paper by the Victoria Transport
     Policy Institute outlines transportation and land use strategies that can reduce
     GHG emissions and provide other societal benefits.
http://www.vtpi.org/wwclimate.pdf
34
       10. ADDITIONAL RESOURCES
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Albuquerque Bernalillo County Water Utility
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Arlington. 2005. Master Transportation Plan:
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Arlington. 2008A. "30 Years of Smart Growth: Arlington
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Arlington. 2008B. What Is a Metro Station
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Arlington. 2008C. Smart Growth. Available:
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Bach, A. 2007. "A new Bellevue: Step by step to a pedes-
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Baldwin Park. 2008. Web site. Available:
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Burchell, R., and Mukherji, S. 2003. "Conventional
Development versus Managed Growth: The Costs of
Sprawl" American Journal of Public Health. September
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Success in California. Sept. 2002. p. 42. Available at
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California Office of the Governor. 2008. Gover-
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Cambridge Systematics, Inc. 2009. Moving Cooler:
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Centers for Disease Control and Prevention (CDC).
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CD FA. 2007. "Tax Increment Finance Policy & Practices
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City of Austin. 2000. Downtown Austin Design Guide-
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City of Bellevue. 2006. FAR Amenity System for Down-
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City of Bellevue. 2007. Bellevue by the Numbers. Avail-
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                                                                                                              35

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   City of Boulder. 2003. Transportation Master Plan.
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   Colorado OSG. 2008. Colorado Office of Smart
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   Connolly, W.M. UNDATED. Rules That Make Sense-
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   Cortright, J. 2007. City Advantage. CEOs for Cities.
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Met Council. 2008A. 2030 Regional Development
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Met Council. 2008B. Fiscal Disparities: Tax Base Sharing
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                                                                                                                  37

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Met Council. 2008C. Planning for a better region. Avail-
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