Bridge Load Testing Versus Social Justice . - Lexington CLT

2y ago
56 Views
2 Downloads
1.03 MB
67 Pages
Last View : 5d ago
Last Download : 6m ago
Upload by : Allyson Cromer
Transcription

Social JusticeMitigationin TransportationBridgeLoadTestingVersus ProjectsBridge Load RatingKTC-19-16/SPR06-423-1FReport Number: tps://doi.org/10.13023/ktc.rr.2019.16DOI: https://doi.org/10.13023/ktc.rr.2020.09

Kentucky Transportation CenterCollege of Engineering, University of Kentucky, Lexington, Kentuckyin cooperation withKentucky Transportation CabinetCommonwealth of KentuckyTheaa policypolicyofprovidingequalThe KentuckyKentucky TransportationTransportation CenterCenter isis committedcommitted toto apolicy ofof providingproviding ment,promotion,payment,training,opportunities forfor allall personspersons inin recruitment,recruitment, appointment,appointment, promotion,promotion, payment,payment, ndeducationpracticeswithoutregardforeconomic,orand otherother employmentemployment andand educationeducation practicespractices withoutwithout regardregard forfor economiceconomic oror nthebasisofrace,color,ethnicorigin,nationalstatus andand willwill notnot discriminatediscriminate onon thethe basisbasis ofof race,race, color,color, ethnicethnic origin,origin, nationalnational UniversityCollege ofof Engineering,Engineering, ton,Kentuckyin entuckyTransportationCabinetKentucky CommonwealthofKentuckyCommonwealth ofof KentuckyKentuckyCommonwealth 2020Universityof Kentucky,KentuckyTransportationCenter 20182018Universityof Kentucky,Kentucky,KentuckyTransportationCenter n may no tbe used, reproduced, or republished without KTC’s written consent.Information maymay notnot bebe used,used, reproduced,reproduced, oror republishedrepublished withoutwithout KTC’sKTC’s writtenwritten ionCenter Universityof KentuckyKentuckyTransportationCenterUniversityof KentuckyKentuckyKentuckyTransportationCenter Universityof176 Raymond Building Lexington, KY 40506 859.257.6898 www.ktc.uky.edu176 RaymondRaymond BuildingBuilding LexingtonLexington KYKY 4050640506 859.257.6898859.257.6898 www.ktc.uky.eduwww.ktc.uky.edu176KentuckyKentucky

Research ReportKTC-20-09/FRT222-1FSocial Justice Mitigation in Transportation ProjectsWhy and How Lexington Fayette Urban County Government Can Support the LexingtonCommunity Land Trust’s Path to Self-SustainabilityPam Clay Young, J.D.Research AttorneyandDoug Kreis, Ph.D., P.E.Associate DirectorKentucky Transportation CenterCollege of EngineeringUniversity of KentuckyLexington, KentuckyIn Cooperation WithKentucky Transportation CabinetCommonwealth of KentuckyThe contents of this report reflect the views of theauthors, who are responsible for the facts and accuracyof the data presented herein. Thecontents do notnecessarily reflect the official views or policies ofthe University of Kentucky, the Kentucky Transportation Center, theKentucky Transportation Cabinet, the United States Department of Transportation, or the Federal Highway Administration.This reportdoes not constitute a standard, specification,or regulation. The inclusion of manufacturer names ortrade names is for identificationpurposes and should not beconsidered an endorsement.April 2020

1. Report No.KTC-20-09/FRT 222-1F2. Government Accession No.3. Recipient’s Catalog No4. Title and SubtitleSocial Justice Mitigation in Transportation Projects:Why and How Lexington Fayette Urban County Government CanSupport the Lexington Community Land Trust’s Path to SelfSustainability7. Author(s):Pam Clay Young, Doug Kreis5. Report DateApril 20206. Performing Organization Code9. Performing Organization Name and AddressKentucky Transportation CenterCollege of EngineeringUniversity of KentuckyLexington, KY 40506-028110. Work Unit No. (TRAIS)12. Sponsoring Agency Name and AddressKentucky Transportation CabinetState Office BuildingFrankfort, KY 4062213. Type of Report and Period Covered8. Performing Organization Report No.KTC-20-09/FRT222-1F11. Contract or Grant No.FRT 22214. Sponsoring Agency Code15. Supplementary NotesPrepared in cooperation with the Kentucky Transportation Cabinet16. AbstractThe city of Lexington has reached a critical shortage of affordable housing available to families earning 80% - 50% ofarea median income (AMI). This study focuses on how to grow the Lexington CLT into self-sustainability while alsonarrowing the affordable housing gaps in Fayette County. Current research offers support for the city’s affordable housingprogram to adopt the community land trust model (CLT). The research recommends using tools such as the LexingtonCLT, the Lexington-Fayette Urban County Landbank Authority (LFUCLA), and Lexington’s Affordable Housing TrustFund, along with new development incentives, to develop a housing strategy that is cost effective and grows rather thanshrinks its portfolio of units. The CLT model performs better than other traditional affordable housing models in a varietyof achievement measures, including keeping units affordable for future buyers after the initial buyer received a subsidy topurchase the home. CLTs move modest income families into successful homeownership, and unlike traditional models ofdelivering affordable housing, the ability to retain affordability for subsequent sales requires no additional public orprivate subsidy.CLTs are known for their commitment to stewardship, which extends to looking out for the homeowner and family afterthe home is purchased. Most importantly, CLTs keep neighborhoods stable and family wealth safe by preventingforeclosure. When a city delivers housing through a CLT, they collect critical data that aids governments and the publicin determining the effectiveness of affordable housing programs across locally and the nation.17. Key Words18. Distribution Statementaffordable housing, community land trust, homeownership, low income,Unlimited with approval of thesocial justice, transportationKentucky Transportation Cabinet19. Security Classification (report)Unclassified20. Security Classification (this page)Unclassified21. No. of Pages6519. SecurityClassification(report)

Table of ContentsAcknowledgements . iExecutive Summary . 11. Introduction to the Newtown Pike Extension Highway Project . 11.1 Background . 11.2 Financial Self-Sustainability for CLTs . 21.3 LCTC’s Approach to Self-Sustainability . 32. Traditional Affordable Housing Subsidy Methods . 52.1 How Homebuyer Assistance Programs Have Traditionally Worked . 52.2 LFUCG’s Affordable Housing Needs and Subsidy Programs. 52.3 Owning Versus Renting . 62.4 Lexington’s Choice . 73. Community Land Trust: A Different Model of Affordable Homeownership, A Different Result . 103.1 How CLTs Operate . 103.2 The Performance of CLTs. 113.2.1 Expanding Access to Homeownership for Modest Income Families . 113.2.2 Creating Affordability for Modest Income Families . 123.2.3 Generational Wealth Creation . 143.2.4 Security of Tenure . 163.2.5 The Mobility of CLT Families . 194. Benefits CLTs Offer to Local Government Affordable Housing Programs . 214.1 Synergy: Affordable Housing Partnerships and the Impact on LFUCG . 214.2 Keeping Affordable Housing Portfolios Stable . 224.3 Protecting Public Dollars and Private Donations . 244.4 Stewardship Services for Homes and Homeowners . 264.4.1 Pre-Purchase Stewardship Activities . 274.4.2 Post-Purchase Stewardship Activities . 284.5 Intervention with Homeowners to Prevent Foreclosure . 294.6 Stewardship of Homes: Maintaining Occupancy and Condition . 305. Gentrification and Affordable Housing Protection . 315.1 Displacement Protection . 315.2 The Efforts of LCTC . 326. What Local Governments Can Offer CLTs . 336.1 Introducing a Locally Unfamiliar Model . 336.2 Grants for Capacity Building, Sustainability, and Stewardship. 336.3 Provision of Development Subsidy. 357. Land Banking . 367.1 When Land Banks May Succeed . 367.2 Characteristics of Land Banks . 367.3 Putting Land Banks to Use in Lexington . 37KTC Research Report Social Justice Mitigation In Transportation Projects

7.4 Municipal Property Donations . 378. Re-tooling Existing Programs . 398.1 The Importance of Ensuring Sustainability . 398.2 Housing Trust Fund . 398.3 Inclusive Zoning via Regulatory Concessions . 408.4 Inclusive Zoning: A Case can be Made for the Stick . 409. Considerations for Government Oversight of CLTs . 429.1 Categories of Oversight . 429.2 What LFUCG Can Do. 4310. Conclusion and Recommendations . 44References . 48List of TablesTable 1 Resale and Subsidy Comparison of LCLT and Traditional Programs . 12Table 2 LFUCG’s Affordability Investment via the LCLT . 26KTC Research Report Social Justice Mitigation In Transportation Projects

AcknowledgementsThe following individuals contributed greatly to the successful completion of this project through theirparticipation and review of the content:Since 2003 the Newtown Pike Extension Project, at its core a transportation project, has been a labor oflove and a career challenge. The gift of the NPE Project are the many talented and committed people whoworked on it and were motivated by “just wanting to do the right thing”, and they are far too many to name.As the transportation project comes to its final coda, there remain the dedicated few. David Whitworth,P.E. at the Federal Highway Administration and the longest serving NPE project team member saw thisstudy to be one of the necessary last steps and approved it. Stuart Goodpaster, P.E. and Shane Tucker, P.E.,two of the four NPE project managers at the Kentucky Transportation Cabinet (KYTC) during the project’slifetime along with Kelly Baker, P.E. and Chief District Engineer and Casey Smith, P.E. and Supervisorof Planning, District 7 saw the need to give the social justice portion of the project a more secure future byproviding the Lexington Fayette Urban County Government (LFUCG) reasons to embrace the LexingtonCommunity Land Trust also supported this research effort. I am in their debt.James Ballinger, P.E. and Phil Logsdon, both previous NPE project managers along with Dr. JulianaMcDonald, a project consultant made themselves available as a valuable resource during the writing of thisreport. Ed Holmes another NPE project consultant and Michael Mabe with the University of Kentucky,Kentucky Transportation Cabinet (UK-KTC) were kind enough to review the direction this report wastaking and make valuable comment. Vinh Dao, a graduate student in UK’s Martin School of PublicPolicy and Administration, reviewed relevant LFUCG reports and summarized them under the supervisionof Dr. Bryan Gibson, with UK-KTC, which was very helpful. I thank them all.Russ Barclay, Executive Director, and Justin Kirchner, Director of Homeownership both with of theLexington Community Land Trust provided significant statistical information and general guidanceproviding LCLT information. James Duncan, AICP, Director of Planning and Charlie Lanter, Director ofGrants and Special Programs, both with LFUCG were supportive of this effort from the start and I amgrateful for their continued interest. Charlie also provided information about Lexington’s affordablehousing program and taught me a great deal about how subsidy programs work. Tina Burns, Director andElisa Bruce, Director of our Homeownership Education with REACH took time to explain their programand provided excellent suggestions for how to improve affordable housing in Lexington. Rachel SmithChildress, CEO for Lexington’s Habitat for Humanity provided good information about Habitat’s modeland encouraged more partnerships among the non-profit affordable housing community. Everyone Iinterviewed was supportive of this endeavor and I am appreciative.Most significantly, John Davis with Burlington Associates and Robin Baskette with UK-KTC went throughthe entire report making extensive contribution to both form and substance. I will forever be grateful fortheir time and talent.KTC Research Report Social Justice Mitigation In Transportation Projectsi

Executive SummaryThe Newtown Pike Extension Project (NPE) Team has requested that the Lexington Fayette Urban CountyGovernment (LFUCG) assist the Lexington Community Land Trust (LCLT) with expanding itsdevelopment in Fayette County. The primary goals for the LCLT are to expand the size of its portfolio ofpermanently affordable, owner-occupied housing and to achieve self-sustainability as an organization. Thisdocument describes how a collaboration between LFUCG and LCLT can achieve LCLT’s productivity andsustainability goals, while simultaneously enhancing LFUCG’s housing program, thus improving the livesof Fayette County residents.At this time, LFUCG is putting its primary focus on rental development to meet the immediate demand foraffordable housing in Fayette County. Current research offers support for LFUCG’s affordable housingprogram to adopt the community land trust model (CLT). The CLT model performs better than othertraditional affordable housing subsidy programs in a variety of achievement measures, including its abilityto: 1) assist families with a range of incomes below the 80% of area median income (AMI) in moving intohomeownership, 2) stabilize neighborhoods and protect public investment by keeping the homepermanently affordable without additional public investment for subsequent purchasers, 3) keepneighborhoods stable and family wealth safe by preventing foreclosure, 4) protect public investment andassist household mobility (when desired or needed) by stewarding the maintenance and resale of CLThomes, 5) empower neighbors and neighborhoods by vesting residents with the decision making powerover land use, and 6) collect critical data that aids governments and the public in determining theeffectiveness of an affordable housing program.The LCLT is able to sell homes at a price that low income families can afford. Shared equity homeorganizations nationwide have an average of 95% of their homes priced affordably for households earning80% of AMI or below. In Lexington, the LCLT has assisted families in becoming homeowners with incomebetween 77% to 56% and an average of 64.6% AMI.LFUCG defines an affordable home as being below 170,000 (in 2017 ). Consistent with this standard,the 14 homes sold by the LCLT had an average selling price of 121,783 with a high of 132,834 and alow of 112,244, which are well below LFUCG’s definition of affordability.The hallmark of any CLT is the protection of the public’s investment by keeping homes affordable forfuture buyers without additional public subsidy, which ultimately benefits the wider community. This isaccomplished by the CLT owning the land upon which the home is built. A homeowner enters into a 99year renewable land lease with the CLT, giving the homeowner secure and exclusive occupancy of theparcel of land on which her house is located. Contained in this ground lease are conditions and restrictionson the financing, use, improvement, and resale of the house. This includes a limitation on the equity that ahomeowner may remove from the house on resale, thereby limiting the price that a subsequent homebuyerwill pay. Under the resale formula adopted by the LCLT, homeowners receive all of the equity they havepersonally invested (i.e., their down payment and the amortization of mortgage principal), but they receiveonly 25% of any increase in the market value of their homes. They are also not allowed to pocket on resalethe public subsidy that decreased the sale price of these houses.Although the LCLT has not had any homes resold, the average market value for LCLT homes when theywere originally sold in 2018 was 157,000. A 39,250 subsidy made the homes affordable at a selling priceof 117,750. If this “average” home had resold in 2019, it would have had a market price of 175,429 (a 18,429 increase). Because the LCLT required the original subsidy to stay with the house, however, insteadof allowing it to be removed by the original buyer and because of the resale formula, the LCLT could havesold the house for 122,357 to the second buyer without any additional public subsidy.KTC Research Report Social Justice Mitigation In Transportation Projects1

To put it another way, a projection using home sale increases for Fayette County and LCLT data determinedthat a total public investment of 395,000 over 28 years would be required if a subsidized home were toresell four times (serving 5 low income families – the original and 4 others) under a subsidy recaptureprogram, whereas the LCLT could accomplish this with a total subsidy of 35,000.Homeowners in Lexington’s Davis Park, a LCLT development, are living in resale-restricted homes butthey are building wealth. Their homes are in a highly desirable location and the NPE project insisted on ahigher quality construction than is generally required. As a result, home values have increased rather rapidlysince development began. Accordingly, a LCLT comparison of original and October 2019 appraised homevalues for initial non-resident families of Davis Park show an average 4,310 increase for the homeownerwhen the resale formula is applied. This figure does not include equity earned by mortgage paydown.With the exception of six homes developed by the LCLT, LFUCG does not currently employ a policy ofpermanent affordability. Instead, LFUCG uses a subsidy forgiveness program (the subsidy is retained bythe first purchaser) and a subsidy recapture program (a low-interest loan is repaid over time). This practiceresults in all homes being sold at market value and will require an additional public subsidy if the unit issold to an income-qualifying buyer. Employing the LCLT in affordable housing development will allowLFUCG to meet its affordable housing goals with a fiscally prudent, financially conservative approach.While no homeowners in the LCLT have struggled with foreclosure, nationally 99% of homeowners ofCLT homes (and households who own their homes through other Shared Equity Homeownership models)avoid foreclosure. There is no reason to expect the LCLT to perform differently than other programsnationwide.Gentrification can impact a CLT’s best efforts to protect its affordable housing portfolio. LCLT already hasexperience protecting the resident stability and housing affordability of a neighborhood undergoingrenewal. This study examines the option of supporting the LCLT through the use of a local land bank anddescribes how land banks have been used in other cities to give preference to affordable housing programsthat protect permanent affordability of a home in neighborhoods, including those undergoing gentrification.While land trusts are created to hold land in perpetuity, primarily for affordable housing, land banks arecreated to hold land temporarily for a variety of for-profit and non-profit uses, including but not limited toaffordable housing. Both can work in concert with each other to create more opportunity for affordablehousing and other community driven land uses. The LCLT has the flexibility to be re-tooled to utilize aland bank in developing land for a variety of uses that allow community driven land use development.Given Lexington’s now critical affordable housing shortage and the LCLT’s ability to serve more familieswith equivalent funding, this research recommends using the LCLT, the Lexington-Fayette Urban CountyLandbank Authority (LFUCLA), and Lexington’s Affordable Housing Trust Fund along with newdevelopment incentives to make an affordable housing development strategy cost effective and successful.Strengthening collaboration between LFUCG and LCLT will require an implementation team to makedecisions on adopting the many recommendations from this study. What follows is a brief summary of thesteps for LFUCG and LCLT to follow; an exhaustive list can be found in Chapter 10.LFUCG: Set a 10-year goal of adding 600 residential units to the LCLT portfolio, of which 400 arehomeownership units.Devote at least half of LFUCG affordable housing resources into permanently affordablehomeownership.KTC Research Report Social Justice Mitigation In Transportation Projects2

Commit to the methods and policies that will put a minimum of 4 million per year into theAffordable Housing Trust Fund, requiring permanent affordability as a threshold priority for thedisbursement of these funds.Give top priority to re-establishing a land bank, along with the adequate staffing and fundingrequired to manage it.Codify the current taxing strategy adopted by the Fayette County PVA for LCLT homeowners.Provide capacity funding to support the operations of the LCLT: office support staff and assistancewith developing a media campaign for Fayette County.Evaluate the Grounded Solutions Network’s (Grounded Solutions) HomeKeeper software for itseffectiveness in tracking data and gauging performance of an affordable housing program.Determine how existing community development programs and other governmental sources offunding may need to be modified to make them compatible with the model of permanentaffordability employed by the LCLT.Reconsider the adoption of inclusionary zoning.LCLT: Update the LCLT’s business plan set forth in the ROD, to include adopting detailed stewardshippolicies and becoming a HOME Community Housing Development Organization (CHDO).Begin the development of commercial property on land owned by the LCLT as soon as the title istransferred.The LCLT should partner with non-profit and for-profit developers who are willing to createquality, permanently affordable housing, both homeownership and rental.Protect modest income families from gentrification and place homeownership units in locationsthat provide easy access to opportunity while affirmatively furthering fair housing by opening upaffluent enclaves to affordable housing.Explore the development of condominiums and limited equity cooperatives (LECs) as anotheroption for less expensive, permanently affordable housing.Create a partnership with Habitat for Humanity, Resources Education Assistance CommunityHousing (REACH), and all other affordable housing developers in Fayette County, giving LCTCthe ability to serve more families below 60% of AMI and expand into housing rehabilitation.KTC Research Report Social Justice Mitigation In Transportation Projects3

1. Introduction to the Newtown Pike Extension Highway Project1.1 BackgroundThe Newtown Pike Extension (NPE) highway project has been in progress since 1999. The project isextremely complex, making its completion tedious and slow. In addition to constructing a road thatbypasses downtown Lexington, the project has responsibly addressed hazardous material clean-up and haseffectively implemented minor stream improvements. It continues to address historic building and parkproperty impacts, and the protection and preservation of a low-income minority neighborhood along withits attendant affordable housing. By placing the Davis Bottom neighborhood land in a community land trust(CLT), the project has mitigated social justice impacts to the benefit of the affected neighbors and to thelarger community.The programs traditionally used by most public agencies when subsidizing the production and purchase ofowner-occupied housing have provided some form of down payment grant or low-interest or forgivableloan to the home purchaser. By contrast, all public funds that were used to make homeownership availableand affordable in the NPE mitigation area were granted to the LCLT for the acquisition of land and theconstruction of the housing. This subsidy, which reduced the upfront purchase of price of each house, willremain with the house forever; it will never be pocketed by the owner. Upon resale, the seller receives onlya portion of the increase in market value of the home. By locking public subsidies into the land and houseand by limiting the appreciation that a homeowner may remove on resale, permanent affordability isachieved. As in all CLT programs, the land trust provides ongoing support to homeowners, includingoverseeing maintenance of the homes, preserving their affordability, and preventing foreclosures long afterpurchase. “Stewardship” is the name that is given to this continuing support for CLT homes and CLThomeowners. A CLT is the “developer that doesn’t go away.”When the NPE Project Team established the Lexington Community Land Trust (LCLT), the projectcommitted 25 acres of land for housing and commercial ventures on property to be owned by the LCLT.Throughout this report, shared equity housing, or SEH, is the generic term that is used to describe threemod

176 Raymond Building Lexington KY 40506 859.257.6898 www.ktc.uky.edu KENTUCKY Kentucky Kentucky Transportation Center College of Engineering, University of Kentucky Lexington, Kentucky in cooperation with Kentucky Transportation Cabinet Commonwealth of Kentucky The Kentucky Transp

Related Documents:

Examples of advanced investigation include chloride testing of bridge decks, load rating,or strength testing of other bridge elements. . bridge design categories and begins development of design deviations and exceptions. Bridge designers use available scoping information, draft or final project charters, and the Bridge Design .

Aluminum bridge crane isometric 11 Steel bridge crane plan view 12 Aluminum bridge crane plan view 13 Bridge Crane Systems & Dimensional Charts Installation Parameters 14 250 lb. capacity bridge cranes 15 - 17 500 lb. capacity bridge cranes 18 - 21 1000 lb. capacity bridge cranes 22 - 25 2000 lb. capacity bridge cranes 26 - 29 4000 lb. capacity .

Provide bridge load ratings for bridges that are consistent with AASHTO LRFD Bridge Design Specification, The Manual for Bridge Evaluation(MBE), and DelDOT Bridge Design Manual Notable New/Important Points o Federal requirements (108.2) o Load rating specifications - 2013 Manual for Bridge Evaluation (108.4) o Load rating process (108.5,

Hammersmith Bridge Suspension Bridge, 2 piers (1887) 210m 13m No, on road only Steps footway/ road Narrow traffic lanes, 20000 veh/day 3,872 1,923 5,795 Barnes Footbridge Deck arch bridge, 2 piers (1895) 124m 2.4m No, foot bridge only Steps Runs alongside railway bridge 1,223 256 1,479 Chiswick Bridge Deck arch bridge, 2 piers (1933) 185m 21m .

136 c8 bridge sr2038 186 f13 bridge sr1357 137 d7 culvert nc268 187 e25 bridge sr1345 138 c8 bridge sr2041 188 d7 bridge sr2230 139 c8 pipe sr2048 189 d26 culvert i-77 140 c140 culvert sr2061 190 d15 bridge us52 nbl byp 141 b20 bridge sr2064 191 d7 pipe sr2088 142 c20 bridge sr2067 192 d8 br

turning radius speed drawbar gradeability under mast with load center wheelbase load length minimum outside travel lifting lowering pull-max @ 1 mph (1.6 km/h) with load without load with load without load with load without load with load without load 11.8 in 12.6 in 347 in 201 in 16 mp

Floor Joist Spans 35 – 47 Floor Joist Bridging and Bracing Requirements 35 Joist Bridging Detail 35 10 psf Dead Load and 20 psf Live Load 36 – 37 10 psf Dead Load and 30 psf Live Load 38 – 39 10 psf Dead Load and 40 psf Live Load 40 – 41 10 psf Dead Load and 50 psf Live Load 42 – 43 15 psf Dead Load and 125 psf Live Load 44 – 45

Manual for Bridge Evaluation: Loads Load & Resistance Factor Rating (LRFR): Legal Load Rating Factors. Manual for Bridge Evaluation: Loads Dynamic Load Allowance. Manual for Bridge Evaluation: Resistance Condition Factor Discretionary tool: allows for general NBI Condition linked strength reduction.