Goal: Promote Equitable Transit-Oriented Development

Article Index

THE VISION

Diverse and sustainable development near our transit-rich hubs offer residents and visitors a vibrant retail district with services, balanced parking needs, and a variety of housing prices and choices.

Introduction

Several stakeholders have expressed interest in using the neighborhood’s strong access to transit to attract transit-oriented development (TOD) to the neighborhood. The CTA Orange Line runs through the study area with stops at Ashland and 35th/Archer. Though the existing density of single-family dwellings surrounding the stations makes the area less prime for TOD, there are ample opportunities near each of these stations, where vacant and/or underutilized lots could support new, denser development.

Well-planned development that capitalizes on the central locations of these two CTA stations could be catalytic projects for McKinley Park, enlivening the existing commercial corridors by bringing additional customers, increasing high quality retail and restaurant space, and enhancing the streetscape.

What is Transit-Oriented Development? TOD concentrates residential and commercial development near transit infrastructure to create density around transit and lessen residents’ dependence on automobiles. By generating compact, mixed-use development and facilitating diverse activities within walkable distances around transit facilities, TOD can lower household transportation costs, improve access to economic opportunities, and enhance quality of life for residents.

Generally, the design of TOD forges a relationship between the built environment and transit — for instance, through the orientation of buildings, walkways, and greenways — to encourage ridership and an active relationship between residents and their transit assets. While TOD is a healthier and more sustainable way of building cities than auto-oriented development, TOD can be a driver of displacement, reducing a neighborhood’s affordability and resulting in advantages that cannot be enjoyed by existing and long-time residents.

If planned and implemented inclusively and intentionally, equitable transit-oriented development (eTOD) could serve as a driver of positive transformation, ensuring that a more vibrant, prosperous, healthy, and resilient community — connected to opportunities throughout the city and region — may be enjoyed by all residents, and in particular, low-income communities and residents of color who stand to gain the most from greater prosperity and connectivity.


  • Under the 2019 Chicago TOD ordinance, a large number of properties in the study area are TOD eligible. Eligible properties include those that are in the zoning districts and within 1,320 feet of the centerline of bus routes No. 9 Ashland, No. 39 Pershing, and No. 49 Western, as well as those within the same distance from the CTA Orange Line Stations at Ashland and at 35th/Archer.
  • Residents and stakeholders identified preserving housing affordability as a top priority for the community. The TOD ordinance stipulates a density bonus allowing development projects an additional floor-area-ratio (FAR) increase from 0.25 to 3.75 if at least 50 percent of the required affordable housing units are provided on-site and an additional 0.5 to 4.0 for 100 percent. Developers could also qualify for a parking reduction of up to 100 percent, which reduces the overall cost of construction, making housing units much more affordable.
  • CTA rail ridership at McKinley Park stations has declined in recent years. This could be attributed to the fact that the number of workers in McKinley Park decreased by 15.3 percent between 2005 and 2015. A TOD approach could spark economic development, helping retail developments near transit increase their customer base.
  • Transit-served areas conflict with high intensity permitted uses. This poses safety concerns to many pedestrians due to high traffic volumes. A TOD approach offers opportunities to create a safer pedestrian environment because more destinations can be accessed by transit and walking, and parking spaces can be shared between many locations.
  • Investment in the community and transit infrastructure can significantly enhance opportunity for low- and moderate-income families, though resulting property value increases can jeopardize this outcome. Strategies in the plan promote e-TOD to help developers, community organizations, and stakeholders fully understand the social and economic impacts of development near transit areas.

Figure 4.1 Zoning and Parcels in McKinley Park Eligible under the 2019 Chicago TOD Ordinance

McKinley Park Neighborhood Plan CMAP Existing Conditions Report TOD figure


While many stakeholders expressed interest in the potential of TOD to spur development and improvements to the neighborhood’s commercial corridors, they also expressed reservations about how it could change the neighborhood. For some, TOD calls to mind other Chicago neighborhoods, such as Logan Square and Wicker Park, that have seen luxury apartments and condominiums built near CTA stations. Stakeholder interviews and public survey input during the planning process suggest that many want to preserve the diversity of the community and make sure the area remains affordable to low- and moderate-income families.

“We need the density to support and attract local businesses,” said one resident, "but it should include affordability and the preservation of the neighborhood’s diversity and character.”

The plan recommends an equitable framework to transit-oriented development that measures the social and economic impacts of future development near transit areas to help keep the neighborhood affordable, while still enjoying the benefits of transit-oriented redevelopment and economic development.


The McKinley Park Development Council should continue to facilitate discussions of future development with developers while ensuring adequate outreach and engagement is provided to residents. Potential options include MPDC creating a subsidiary (such as a community development corporation) or partnering with an existing organization (such as The Resurrection Project) to lead resident engagement and advocacy efforts. Ultimately, MPDC should continue to work on developing and growing trust with the community so that they are most effective in contributing to future equitable development within TOD areas.

Developing a community strategy for “equitable transit-oriented development” (eTOD) is one way to ensure that high-opportunity areas surrounding the 35th/Archer station remain inclusive and also provide opportunities for longtime residents. In short, eTOD makes sure that the benefits of living near transit are available to people of all income levels, and aligns public and private investments for optimal returns for communities. To ensure that the goals of affordability, transit access, and economic development are met, successful eTOD requires engagement and collaboration between the housing and transportation sectors, various levels of government, and organizations and groups within the community. A group comprising members of community organizations, local businesses, affordability advocates, and the public sector can be instrumental in coordinating this engagement.

Continue to build MPDC’s technical capacity and look to existing community development organizations for ideas, support, and resources

From an outreach endeavor (eTOD Expert Panel), CMAP and local stakeholders worked with a group of experts who have dealt with TOD or are currently working with TOD developments in their communities. This group helped explore ways to create a guideline for McKinley Park’s future TOD development. They identified some shared principles to guide future TOD in the area. The group also established priorities, including the importance of including affordable housing in future TOD, a broad desire for maintaining the diverse and family-friendly character of the neighborhood, and using TOD as a means to gain more public gathering places and further strengthen the Archer and 35th Street retail districts near transit.

The eTOD Expert Panel also discussed the importance of offering good models for providing collaborative leadership. MPDC is uniquely positioned to build on these coalitions and convene a new partnership to develop and communicate a shared vision for eTOD. In addition, given the close connection between the goals of eTOD and those of housing affordability, and those of housing affordability and retail, MPDC may choose to form a single coalition to implement this plan’s eTOD and housing recommendations, in order to collectively advocate for broad implementation of equitable principles.

A coalition can help explain the opportunities and potential consequences of eTOD to the community and get its input. Guidance emerging from this group would help political leaders and developers shape projects that they can be confident the community will support, making the development approval process more stable and predictable. It could also help reform codes and policies that influence station area development when necessary. In addition to the overall guiding role of this coalition, there are several specific strategies that it may want to pursue the goal of equitable transit-oriented development.

McKinley Park Neighborhood Plan eTOD panel 20190613 CMAP

On June 13, 2019, CMAP convened a technical panel of experts to help establish an equitable framework that measures the social and economic impacts of future development around transit areas in McKinley Park. The McKinley Park eTOD Panel was composed of individuals representing a wide variety of perspectives. The panel included CMAP staff with expertise in development, housing, and transportation, as well as external partners, including DPD, nonprofit developers, and representatives from community development corporations. Findings from the panel helped informed the strategies in this chapter.

Use public engagement tools, such as visual preference surveys, to educate residents, and establish community goals for the form and design of new development projects

To ensure that new TOD development is consistent with the existing urban fabric of the neighborhood, stakeholders should include discussion of form and design in their outreach efforts. Guidelines for development can incorporate considerations for density, street frontage, setbacks, massing, and other urban design or architectural elements. There are many existing studies and other resources to aid in this effort, and zoning and development regulations can provide tools to communicate and achieve the desired forms for new development.

McKinley Park is a community with a high level of civic engagement and energy. Community organizations and religious groups have engaged neighbors to work together to address the evolving needs of the neighborhood. As the neighborhood has experienced shifting patterns of immigration to and within Chicago, MPDC and other civic groups have incorporated new populations into their organizations. To respond successfully to evolving challenges and opportunities, MPDC will need to continue community involvement. Public outreach for this plan has similarly struggled to gain the participation of Latino and Asian residents at a level comparable to their share of the neighborhood population. Going forward, engaging all residents and other stakeholders needs to be a greater priority for civic organizations in the community and the upcoming effort to create an eTOD framework and implement this plan.

Designing a framework for eTOD based on civic engagement will help ensure that new development is based on the community’s needs and wants. One example of achieving this goal is through a visual preference survey. A visual preference survey (VPS) is a way to receive public feedback through illustrated and physical design choices. It is often used when designing new development in the community. A VPS may consist of a sequence of images that residents must rank according to their preferences and needs. Images may be a combination of actual photographs from the community or other communities illustrating potential designs. Residents share their input, which is later used to make decisions about future development. In order to understand the community’s needs, a VPS must be tailored to the community.

The planning process did a lot to help McKinley Park figure out what the vision is for transit-oriented-development is in the community. But there is still a need for community education and involvement. One way to do so would be for MPDC to keep conducting VPS periodically with different groups.

Build strong working relationships with local business and property owners through continued outreach

McKinley Park Development Council meeting 20190918 Kendra Freeman TOD panelFrom "Development Council Talks TOD, Preps Preview of Neighborhood Plan," published on October 9, 2019, in the McKinley Park News.Throughout the planning process, community stakeholders emphasized their desire to maintain the signature diversity of the neighborhood’s small businesses. McKinley Park’s commercial corridors have provided entrepreneurial opportunities, and have been part of the overall business and service ecosystem that has made the community an ideal location for families and newly arriving residents. With new development and in the 21st-century economy, local small businesses of all kinds face challenges, especially competition from national chains and online retailers. Support and guidance from trusted allies and local government offices can help small business owners navigate many common difficulties. Chapter 3 offers detailed recommendations on how the community can build upon these programs to further assist neighborhood businesses.

Property owners and advocates alike expressed a desire to increase connections between existing business and property owners. MPDC stands out as a strong partner for implementing this strategy. It is essential to gain a thorough understanding of the practical needs of business owners, commercial property owners, and aspiring entrepreneurs — as well as the resources they currently rely on. By working together to successfully engage and build support for local property owners, businesses, and entrepreneurs, they will also be able to provide strong impetus for future development.

A major step would be to focus on increasing communication, such as: surveying business owners and property owners in order to provide them with information on community events, developments, and other programming; providing information in the community’s most commonly spoken languages other than English — such as Spanish and Mandarin; and creating translated materials that can promote existing programs, services, and community meetings where the opinions of community members are valuable.


McKinley Park residents emphasized the importance of maintaining and preserving the level of housing affordability found in the neighborhood over the next few decades to prevent the displacement of existing and long-time residents. Future development within TOD areas should add to the neighborhood’s supply of affordable units and the alderman, MPDC, and city officials should encourage the maintenance and modernization of existing housing stock surrounding transit areas. In addition, any future development and potential improvements should increase pedestrian safety and encourage multi-modal transportation through traffic calming techniques, roadway improvements to reduce bus delays, and other general safety initiatives.

Preserve overall community affordable housing

Parkview Lofts Parkview Commerce architectural rendering 201902From "Apartments, Commercial Space Pegged for Parkview Developments on Pershing Road," published February 26, 2019, in the McKinley Park News.Throughout the planning process, community stakeholders made clear the importance of preserving the existing housing stock in the neighborhood, which has provided natural housing affordability for generations of families. Preserving housing affordability was identified as a top priority for the community. Preserving the affordability of existing housing, particularly in the neighborhood’s many two- to four-flat buildings, offers a great opportunity to provide housing for working families, today and into the future. The neighborhood is fortunate to already have a diverse stock of homes.

The TOD ordinance stipulates a density bonus allowing development projects an additional FAR increase from 0.25 to 3.75 if at least 50 percent of the required affordable housing units are provided on-site and an additional 0.5 to 4.0 for 100 percent. Developers could also qualify for a parking reduction of up to 100 percent, which reduces the overall cost of construction, making housing units much more affordable. Organizing in support of the connection between equity and transit-oriented development is key to shaping the future of the CTA station areas. It can also be key to attracting new housing for working residents and families. Community support is a crucial ingredient for successful affordable developments.

Preserve affordable housing by limiting the conversion of two- to four-flats into single-family homes

McKinley Park has a large number of owner-occupied two-flats that supply rental units to the neighborhood. We have heard from residents that this stock of buildings is at risk of deconversion or teardown. The neighborhood should consider preservation programs to protect them before this trend accelerates.

There are a number of preservation advocates around the city who have been working to stop the deconversion of two- to four-flats. Communities United created ROOTS (Renters Organizing Ourselves to Stay), an organization based out of Albany Park that has been working to address recent neighborhood change issues. Like McKinley Park, Albany Park saw an increase in small multifamily buildings being lost to teardowns or deconversions. ROOTS was organized in response to this rapid community change. ROOTS identifies at-risk small multifamily properties and rehabs them to preserve them as rentals. There is an opportunity to partner up with this organization in order to slow down the deconversion process in McKinley Park.

Pursue strategic partnerships to require the construction of affordable units on site

Collaborative partnerships offer the best platform for preserving the affordability of existing rental housing. Preservation poses challenges both in identifying opportunities and in funding activities to keep units affordable. During the planning process, neighborhood stakeholders and developers stressed the importance of collaboration. Mission-oriented developers cited the critical importance of local knowledge to help identify opportunity properties, and local advocates would like to connect with experienced organizations that can finance preservation efforts, which have a high degree of complexity.

Housing advocates and mission-oriented developers will help create affordable housing for the community. The ROOTS program — a joint effort of Communities United, Enterprise Community Partners, and the Chicago Metropolitan Housing Development Corporation (CMHDC) — has bought two- to four-flat buildings to rehabilitate and rent at below-market rates. ROOTS has succeeded by bringing together Communities United’s knowledge of local housing opportunities, the Enterprise Community Partners’ financing capacity, and CMHDC’s experience with financing and carrying out the rehabilitation and management of housing units while keeping them affordable.

Target active uses for ground-floor spaces that increase access to goods and services for current and future residents

(Potential sites include NE lot at Archer and Leavitt, SW lots of Archer and Leavitt, as well as the SW lot at 35th and Leavitt) Local stakeholders can also help advance the possibility of new development including workforce housing by working to identify potential sites to accommodate new development. There is a need for a neighborhood housing coalition with a broad representation of different stakeholders would have access to knowledge about suitable parcels that may become available, and can help connect mission-oriented developers with these opportunities. Sites that are good candidates for workforce housing development include larger parcels within walking distance (one half-mile) of public transit, especially sites that are currently underutilized. Vacant parcels, parcels with unoccupied buildings, and parcels with surface parking or low-density commercial uses are all examples of sites that could be better used for housing or other ETOD developments.

During the eTOD expert panel, there was a discussion about the many vacant parcels as seen in Figure 4.3 near the transit station. The panel identified the potential for redeveloping the parcels as multi-family housing. In particular, the participants identified site number seven as a good location for a four- to five-story multi-residential building. This location is currently outside of the TIF district, but there needs to be further research on TIF parameters and how much money is in the TIF fund as there is a possibility of implementing an ordinance that amends the TIF boundaries. While the panel did not conduct a detailed analysis of the redevelopment feasibility of these sites, they were selected as examples to demonstrate the type of property that may be appropriate to seek out. These sites, three of which are privately owned, do not currently host active uses but could support developments in the future.

McKinley Park Neighborhood Plan Vacant Parcel Information CMAP
Figure 4.3 Vacant parcel information

The most effective ground-floor spaces in TODs are attractive and flexible enough to house a variety of uses. To accommodate evolving long-term needs for space, developers could be encouraged to build flexible spaces that can be converted with ease to suit different uses. For example, developments that allow property managers to adjust the building depth or alter landscaping and elevated entranceways can create ground-floor space that meets the privacy and security needs of residential space while allowing an active street presence if the space is converted to retail. Innovations in materials, such as using engineered wood beams and columns, can reduce construction costs for building alternative ground-floor spaces and allow more flexibility in configuring space. Stakeholders can work with developers to explore options for designing flexible spaces at ground-level and incorporate the design guidelines into TOD development. Ground-floor spaces that are inviting and attractive to pedestrians have different design requirements than residential or office uses. For instance, transparent façades with large windows and tall ceilings can create open and welcoming environments. Attractiveness of space also extends to its frontage and sidewalk. Landscaping, distinct signage, and good exterior lighting are required to invite people into the space and create a sense of security. There may also be more stringent requirements for access, in order to establish visibility and easy entry. Stakeholders can incorporate ground-floor design best practices into the typologies and guidelines for TOD development to communicate the vision for active ground-floor uses.

Instead of retail, community stakeholders can collaboratively identify other desired amenities or services that may be currently lacking in the neighborhood. Possible uses can widely range from civic facilities to institutional uses, such as childcare, health clinics, arts/theater/museum spaces, hackerspaces or makerspaces, libraries, and social services, among others. During the project development stage, it will be crucial to plan for the desired use and design spaces accordingly, following design best practices or flexible space guidelines, to ensure the success of the community space.


Parking is often a concern for existing residents of areas seeking TOD. Anticipating that potential residents will own fewer cars since they will be located close to convenient transit service, TOD projects typically offer fewer off-street parking spaces than would a project located far from transit. The City of Chicago TOD ordinance leverages this trend to reduce per-unit parking requirements, allowing developers to use more of a building’s space for residential or commercial tenants. Existing residents often express concern that because a new development offers less off-street parking, its residents will park on adjacent streets, increasing competition for limited on-street parking. However, by appealing to potential tenants who do not own a car or would prefer not to own a car, TOD projects may not increase demand for on-street parking, and strategies exist to prevent and mitigate additional demand. Developers and community organizations should be proactive about potential parking concerns, drawing on best practices from TOD projects in Chicago and elsewhere. The plan will include examples of pricing and residential parking permit approaches, as well as other parking management strategies for balancing the needs of current residents while still pursuing TOD.

Conduct outreach to identify resident and business concerns

Water Main Construction 35th Street Hermitage Avenue 20181016From "Water Main Work to Upend Roads, Traffic, Parking on 35th, Marshfield and Hermitage," published October 17, 2018, in the McKinley Park News.Community engagement that seeks stakeholder input can identify areas in the community where parking is in high demand. Local residents are often very knowledgeable about the busiest streets and the busiest times of day for parking, as well as where parking is in high demand for commuters, customers of businesses, and other visitors. Effective outreach can also help educate communities about the inherent trade-offs of different parking policies and strategies, giving them an opportunity to work together to identify shared priorities and preferred strategies going forward.

To plan for parking, it is crucial to accurately assess current parking conditions and have a clear understanding of resident perceptions on the issue. CMAP has developed a Parking Strategies toolkit that provides a step-by-step guide for communities to create and conduct comprehensive parking surveys and engage in effective public outreach. But these studies require considerable time and resources. If limited resources and time make a full-scale parking inventory study too difficult to accomplish, the community can consult the toolkit’s guidance on conducting a smaller study of parking spaces and regulations, which can be incredibly useful but easier to implement.

Partner with new TOD property managers to mitigate new parking demands

Reducing new demand is the first course of action for better parking management. Even if TOD provides less off-street parking for residents, developers can provide benefits for riding transit, biking, walking, or carsharing to attract potential tenants who prefer non-car-dependent lifestyles. The City’s TOD ordinance also supports the inclusion of active transportation facilities like bicycle parking by requiring developments taking advantage of TOD bonuses to address parking demand. The following strategies should supplement parking management strategies identified through the parking study, but can also be applied as a standalone set of recommendations to curb future demand.

Apply parking management best practices

Even with high demand for on-street parking, several parking management strategies exist to extend the capacity of the existing supply. Even at times when drivers cannot find parking, there are often spaces that are not being used. Difficulty in finding them may be the result of a lack of information or of policies that do not offer enough flexibility. Applying parking management best practices can help a community take better advantage of currently underutilized spaces and reduce competition for highly sought-after parking spaces. If the demand for parking increases, there are several options to alleviate competition.

Improve signage and use apps to clearly indicate where parking is available

Clear and easily accessible information can help drivers find parking to suit their needs and alert them to open spaces at nearby parking lots or facilities. The community can work with the city and aldermen to create and disperse signage throughout the neighborhood to highlight different types of parking areas and underutilized lots. As much of commercial and private parking information and reservation services are available online through apps like SpotHero, organizations such as MPDC or the alderman’s office can also help market these technologies to promote awareness and usage.

Allow shared parking arrangements

Nearby businesses and institutions can share parking spaces if they each require parking at different times of the day or different days of the week. For example, TOD developments can share parking with nearby office buildings or commercial establishments so that commuters can park at night while employees and customers can park during business hours. Additionally, several churches near station areas have private parking spaces, which can be used on weekdays. Organizations like MPDC and the alderman can play a role in facilitating connections between local parking lot owners and partnering with programs like SpotHero to incorporate reserved spaces for shared parking.

Offer transit passes or bike-share membership as part of rent

Developers can choose to offer a complimentary or discounted transit pass or bike-share membership to tenants. Divvy already has a Corporate Membership program that provides partner organizations with discounts for employees, residents, and members. Including these benefits in rent can encourage tenants to commute and travel by biking or transit and lower the demand for parking spaces.

Provide bicycle parking or storage in developments

Several surveys and studies from across the country have shown that secure bicycle parking and storage is one of the top factors contributing to bike ridership. The TOD ordinance requires developments taking advantage of parking reductions to provide at least one bicycle parking space for each automobile parking space that would otherwise be constructed and additionally waives the “no more than 50 bicycle parking spaces per building” limit. Fully utilizing parking reductions and providing an appropriate number of bicycle parking and storage can significantly bring down the cost of development and mitigate new parking demand.

Consider using the residential parking permit system to manage parking

One of the greatest concerns of existing residents is that the reduced number of off-street parking spaces for new TOD residents would increase the competition for on-street parking. If the results of the parking study indicate a need for better residential permit parking management or anticipate greater demand than the supply allows, stakeholders can work with aldermen to explore additional restrictions. In some recent TOD projects in Chicago, a clause in the leasing agreement restricts tenants from receiving residential parking permits on neighboring streets. By attracting tenants who prefer to walk, bike, and take public transit, these developments have filled their units despite the restriction on parking permits.

Case Study: 1611 W. Division (Wicker Park, Chicago)

The 1611 W. Division apartments in Wicker Park, located at the intersection of Division Street and Ashland Avenue, are an example of TOD that has successfully applied many of the parking strategies discussed in this chapter. Steps away from the Division CTA Blue Line station, and close to six bus stops and a Divvy station, the apartments were designed and marketed specifically to cater to tenants attracted to a walkable environment and car-free lifestyle. Instead of parking spaces for cars, the building offers 100 bicycle parking spaces and a carshare vehicle with a discounted membership. To promote transit use, a monitor in the lobby provides CTA Bus and Train Tracker times. Additionally, a clause in the leasing agreement makes tenants ineligible for residential parking permits on neighboring streets.

Through the combination of incentives and regulations to mitigate the creation of new parking demand, the 1611 W. Division development has had minimal effects on parking congestion and spillover parking in the neighborhood. As tenants choose the building for its convenience to transit and multiple mobility options, the lack of parking has also not served as a disincentive for leasing.


Be aware of any forthcoming eHub selections

Elevated Chicago is a collaboration of 17 public, private, and nonprofit organizations, including CMAP, that have come together to build equity into transit-oriented development in Chicago by improving health, safety, climate resilience, and cultural vitality indicators of people of color living and working near transit. A key challenge that Elevated Chicago is addressing is the displacement of people of color in connection with TOD, both where rapid development leads to gentrification, and where TOD bypasses communities that have been disinvested for decades. MPDC should work with relevant partners and Elevated Chicago to explore the feasibility of including the 35th/Archer Orange Line Station as a future eHub (equitable hub).

Elevated Chicago started its work around seven CTA train stations, establishing eHubs within the half-mile radius circle around each station. The eHubs are generally grouped into four geographies: Logan Square Blue Line station; California Pink Line station; Kedzie/Lake Green Line and Kedzie-Homan Blue Line (Kedzie Corridor) stations; and 51st Street, Garfield, and 63rd Street Green Line stations. With a neighborhood plan in place, McKinley Park can advocate for the work Elevated Chicago is doing around the city. Currently, there is no talk of adding new eHubs, but McKinley Park can position itself for when the next call for projects becomes available.

Elevated Chicago believes capital investments and programming, paired with systemic policy and narrative change, will positively impact the communities they work in. The Elevated Chicago workplan aims to leverage existing resources to activate the people, places, and processes necessary to drive racially equitable transit-oriented development in Chicago:

  • People: Build capacity promote local ownership amplify power & narratives
  • Place: Invest in health & climate resilience; support transit-oriented community spaces create; and preserve healthy, green, affordable housing
  • Process: Promote meaningful community engagement; adopt a common diversity, equity, & inclusion (DEI) framework; elevate eTOD & resident and business retention in policy agendas; increase community access to adequate, responsive capital sources

The community has actively asked for support to avoid residential displacement. With this being a primary concern, McKinley Park should also act to ensure that residents are not left out from neighborhood changes. One way for all of the stakeholders to support this kind of meaningful integration and request is through the creation and request of an eHub.

There is an opportunity for promoting social cohesion and giving the residents the tools to garner the benefits of positive neighborhood change. McKinley Park strives to look at innovative and comprehensive ways to ensure equity in the neighborhood’s future developments.


Log In to comment on this item.
 
Celebrate 500 Local News Articles