LEED V4 ASK THE EXPERTS: LOCATION

AND TRANSPORTATION
The following questions were answered during the LEED v4 live
webinar event on location and transportation. Learn more and
view the recorded event

What changes should project teams be aware of in LEED v4?

• One major change is simply calling out location and transportation performance in its
own credit category! This emphasizes that the first step towards environmental
performance is selecting a good location. We are excited to see how this decision
helps steer project team conversations in the same way as other credit categories in
the past.
• Many Location and Transportation (LT) credit category requirements will be familiar
from past Sustainable Sites credits.
• Like the rest of LEED v4, there is an emphasis on more advanced performance metrics
- things like walking distance instead of straight line radius, trip counts instead of
transit stops, absolute rather than relative parking requirements, and bicycle networks
in addition to bicycle storage.
• The category also borrows some new concepts that first appeared in the LEED for
Neighborhood Development rating system. Walking distance, in particular is a
significant change that we hope will be more predictive of how occupants use
surrounding amenities.

How did you ensure that the requirements are appropriate for projects globally? What LT
category changes are particularly relevant for non-U.S. projects?

LEED v4 includes a number of significant steps to support our users in over 150 countries:
including metric units in all resources, referencing non-U.S. standards where possible, and
allowing for local equivalents. This global approach is evident throughout the LT credit
category. An example is seen in LT Credit Green Vehicles:

• We reference an international standard for EVSE by the International Electrotechnical

Commission.
• We clarified how two-wheeled vehicles are counted in total parking capacity, which is
particularly relevant in places like India where scooters are more common. More on
that below.
• We are continuing to identify alternatives to the ACEEE Green Book, which so far
include IBAMA Nota Verde and INMETRO in Brazil, Miljobil in Sweden, and Euro 6 in
Europe.

Additional research is continually being conducted through the LEED International

Roundtable, a body of GBCs and LEED Professional Groups that work with USGBC to
recommend alternative compliance paths, regional pilot credits, guidance and resources to
ensure that LEED is applicable around the world.

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What do you recommend for projects in small towns pursuing LT credits? Smaller towns
typically do not have the transportation options or pedestrian amenities of larger cities,
and tend to be more focused on car transportation.

The LT credit category encourages the selection of sites that encourage multimodalism while
discouraging reliance on single occupancy vehicle travel alone. While a few credits may be
more challenging for projects in small towns, many are not and achieving these credits can
help projects support the intent of the LT credit category. Access to quality transit is an
example of a challenging credit for projects in small towns, but it encompasses 5 out of 16
points in the LT credit category (5 out of 110 total possible points) and therefore would not
prevent a project from achieving a high certification. Bike facilities, on the other hand, is a
credit that could lend itself well to projects in smaller towns. Projects should push their
communities to take advantage of features like slower streets and lower traffic volume to
create environments that are conducive to biking, making the credit more applicable to local
LEED projects.

Are private shuttles to a metro station still allowed in this credit?

Private shuttles with restricted access are no longer an acceptable approach to achieving this
credit in LEED v4. The credit is intended to “encourage development in locations shown to
have multimodal transportation choices or otherwise reduced motor vehicle use.” Shuttle
service is often needed in areas where the built environment and land-use was not supportive
of multimodal transportation and therefore often doesn’t align with the credit intent. An
exception to the above guidance is transit service that is privately funded or operated but
available to everyone, such as a downtown business district’s enhanced transit, campus bus
line or similar service that is available to the public. Project teams have also successfully
worked with their transit agency to expand public transit service to an area that was
previously unserved, as demand for transit increases.

The public transportation servicing my office project does not operate on weekends.
What’s the reason behind this requirement?

Reliable access to transportation alternatives is incredibly important in driving habit change.

The credit is intended to support multimodalism and, in particular transit; making it a viable
option for project occupants. Even for office projects, work does not always take place from
9-5 on Monday through Friday. The weekend trip counts ensure that the project may be
reached by residents, workers and visitors throughout the entire week.

How should we proceed when the parking requirements do not meet the parking minimums
required by local zoning?

Many communities are over-parked, meaning that local authorities require more parking than
is necessary. This often creates an environment where too much land area is dedicating to
parking that isn’t utilized beyond infrequent peak periods or induced demand for parking,
where abundant free or subsidized parking becomes the expectation, creating more demand
than is reasonable and encouraging travelers to forgo other alternative modes that would be
viable. When parking requirements are too high, project teams should work with their local
government to reduce thresholds for their project. Exceptions for blanket parking
requirements can often be made for a specific project. Be ready to demonstrate why parking
rates are too high for a given use, how shared parking strategies could help meet parking
demand, how transit options close to the project could eliminate the need for excessive
parking or similar justification for the requested reduced parking requirements.

What are some strategies for determining walking distance?

No ruler or surveying equipment required! Tools like walking directions from Google Maps are
generally sophisticated enough to account for pedestrian paths, crosswalks, and barriers to
walking with minimal on-the-ground verification. An alternative strategy is not to measure
individual distances, but instead draw a comprehensive “walkshed” within the reference
walking distance, which can be drawn using the network analyst function in ArcGIS or similar
platform. This allows you to quickly spot what is inside and outside of walking distance. Keep
in mind that generally a reviewer will not push back on exact distance measurements unless a
point appears near the limit of what is allowed.

Are safety considerations such as site lighting and street lighting along travel routes a
factor in earning points?

LEED v4 goes further to address pedestrian safety and walkability, particularly through
instituting “walking distance” instead of straight line radius when performing proximity
calculations. This metric does not consider lighting but does require sidewalks or equivalent
all-weather paths for walking and takes into account barriers such as lack of
crosswalks. Some other areas where pedestrian safety appears in LEED:

• LT Credit Bicycle Storage instructs project teams to locate bicycle storage in well-lit,
safe and accessible areas.
• SS Pilot Credit Walkable Project Site is one way of testing out new ideas related to
walkability. We recently revised this pilot credit and encourage feedback from our
user community, including whether you feel other elements like site lighting should be
included.

How does LEED v4 address the transportation needs of an aging population experiencing
decreased individual mobility?

The LT category addresses some of these concerns. Compact communities allow elder
occupants to meet daily needs without having to use a car and hopefully prolong their access
to goods and services as they age. For those that are immobile, private vehicle use and public
transportation is also accommodated. LEED is also exploring accessibility in other ways: As
one example, LEED for Neighborhood Development NPD Credit Visitability and Universal
Design seeks to make spaces comfortable regardless of age or disability by addressing travel
routes and interior design.

How should I proceed if no local equivalent is available?

We have by no means identified all equivalent standards and requirements out there. Luckily,
we have added flexibility to LEED v4 so that project teams can propose their own local
alternatives as part of their submission. Explain your approach in the “Special Circumstances”
field at the base of the form. Note that a local equivalent is more likely to be approved if it is
well researched with references and compares the proposed alternative to the standard cited

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in LEED. Be sure to check out the “International Tips” section of the credit for advice on what
important features to highlight.

Certain project types, particularly military structures, have strict security and zoning
requirements. How can these projects meet LT requirements?

Efforts were made to provide specific guidance for projects with unique conditions. Special
approaches for military projects were specifically considered for LEED credits and, when
applicable, this guidance is available in the Reference Guide (E.g. in the “Project Type
Variations” section of the Access to Quality Transit credit.) If this information isn’t sufficient,
additional guidance can be obtained through the LEED Interpretation process.

Do the same LT concepts from BD+C apply to Homes?

Yes. Both the LEED BD+C commercial and Homes rating systems incorporate new concepts
like walking distance, trip counts, use categories and bicycle networks and also feature a
LEED for Neighborhood Development Location alternative compliance path. The biggest
difference is in how the credits are organized. For example, Homes LT Credit Site Selection
offers up to 8 points and combines the concepts found in commercial BD+C LT Credits
Sensitive Land Protection and Bicycle Facilities, along with its own metrics like park access
and intersection density that are not found directly in BD+C.

Some countries do not have the same sensitive land classifications that are defined in the
U.S. What recommendations do you have for these projects?

Good question. As background, the Sensitive Land Protection credit incorporates five major
sensitive land types: prime farmland, floodplains, habitat, water bodies, and wetlands. The
easiest way to earn the credit is by locating the development footprint of the project on
previously developed land, in which case no further analysis is required. For greenfield sites:

• High-risk flood areas are generally monitored by government agencies or can be

confirmed by a hydrologist.
• International standards like the IUCN Red List may be used for threatened or
endangered species if national lists are unavailable.
• Water bodies include intermittent streams and wetlands can be identified by
referencing the stated U.S. Army Corps of Engineers definition.
• The trickiest concept may be prime farmland, which addresses both current land
development pressures and future food security and may not be defined in many
countries.

If public maps are unavailable, we encourage working directly with the appropriate
government agency (such as emergency management or natural resources) or a qualified
scientist (such as an ecologist or hydrologist) to identify sensitive land types on the proposed
project site. If all else fails, clearly explain the circumstances to the reviewer and the steps
taken to verify that the given type of sensitive land was not present.

As a preservationist, I really appreciate the infill in historic districts credit in this new
category as I feel it provides an incentive to reuse historic buildings in a sustainable
manner. Do you see any synergies with other credit categories for this new credit?
The most relevant other credit for historic districts is MR Credit Building Life Cycle Impact
Reduction. Option 1 of that credit offers a full 5 points to a historic building renovation. That
said, historic districts often have many features like high density, pedestrian amenities, and
local businesses that make the rest of the LT credits easy. There are many technical and
regulatory challenges facing historic buildings, but these credit synergies help make the effort
worthwhile.

What types of priority designation programs are eligible?

The programs currently listed in Option 2 should be taken as examples. There are many other
qualified programs outside the U.S. and all programs will come and go based upon public
funding. With that in mind reviewers will be looking for national-level programs that
encourage projects to invest in underserved and low-income communities.

What is included in the definition of buildable land and why does it matter to me?

Buildable land is any area where construction can occur, including any land voluntarily set
aside by a landowner. One way to think about it is the as the denominator in density
calculations: Density is the ratio of building area or dwelling units (numerator) to total land
area (denominator). You start with all land in a 1/4 mile or 400 meter radius, then subtract
certain types of land that cannot be built upon, which includes rights of way, water bodies,
and any land excluded from development by law.

Why were the density thresholds reduced from LEED 2009?

This credit was “all or nothing” in LEED 2009, offering project teams the full 5 points and 5
points only for achieving either Option 1 or Option 2. LEED v4 encourages a combination of
both options, totaling anywhere from 1 to 5 points. We included different density and diverse
use thresholds to correlate with this point scale.

Can you earn points for surrounding density if the project site is located on prime
farmland?

Yes. You can earn LT Credit Surrounding Density and Diverse Uses whether or not you
achieve any other credits. The same goes for almost any credit in LEED. (In LEED for
Neighborhood Development, you start to see different thresholds based upon whether you
have met other credits - for instance, a higher density requirement around public transit.)

My city does not have formal public transportation, but it does have a robust a system of
“tap taps” that occupants regularly use. Does this qualify?

Informal (not official or state-sponsored) transit is common in many countries where public
transportation is limited or non-existent. Certain types of informal transit may be applied
towards trip counts. Reviewers will verify a few things: that the service is publically
accessible, accommodates multiple passengers, and uses a fixed route, ideally one that is
visible through transit maps, signage or marketing materials. (Sorry, Uber, Lyft and taxicabs
do not qualify as public transit.) Important considerations for public transit also include a
clear fare structure and designated transit stops.

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Tap taps are an interesting test since they often follow a fixed route that is well known to
residents (although maps are uncommon) and their users commonly waive down the bus to
board (rather than waiting at identified stops). The fixed route and public access are
important here, provided that project teams can demonstrate that the service is clear and
predictable. The challenge with this mode is estimating the service frequency to demonstrate
trip counts. Project teams should conduct a thorough estimate of trip frequency and justify
their estimate to reviewers, along with a detailed verification of the other elements listed
above.

Even though I work across from a train station, it is much faster for me to drive to work -
about 30 minutes on a highway compared to 85 minutes on two train lines. What say you?

There are certainly advantages and disadvantages to every transportation mode - in terms of
time, affordability, reliability, personal health, and social and environmental costs. A big focus
of the LT category is providing options to users beyond single occupancy vehicles, whether
that is walking, bicycling, trains, ferries, or buses. You should choose whatever mode makes
sense for you! In BD+C we use things like transit stops, pedestrian amenities, bicycling routes,
parking provision and density to identify if transportation choices are available and support
their anticipated positive outcomes, since BD+C is a design-based system. In O+M, we are
more able to track performance and how those features impact occupant decisions.

Are walking distances to transit measured from the primary building entrance?

Distance to a transit stop may be drawn from any functional entry of the project. (A
functional entry is any door that is operational for project occupants entering or leaving the
building.) This means that a different entrance may be used for different transit stops.

One Direction is my favorite band. Can one direction travel be accepted as well?

“What Makes (Public Transit) Beautiful” is its ability to serve as a reliable and convenient
means of transportation. Part of that is returning from your destination as easily as you have
arrived. This why only paired route service is accepted towards trip counts. That said, please
speak with your reviewer if you think that you have a unique case that meets the intent of the
credit.

Does my neighborhood need a bike path in order to comply with the bicycle network
requirements?

Nope! In addition to on-street and off-street bicycle lanes, bicycle networks can also include
slow-speed streets designed for 25 mph or 40 km/h or less, bike trails and other similar
features. (Note that pedestrian sidewalks are not considered part of a bicycle network.)

What's the difference between short-term and long-term bicycle storage?

One of the changes in LEED v4 is distinguishing between short- and long-term bicycle
storage to address different users. Generally, short-term storage is for building visitors. This
means that it is best utilized when it visible within 100 feet or 30 meters of the main entrance.
Long-term storage is most often used by regular building occupants, so the emphasis is less
on visibility and more on security. Because of this long-term storage can be located within
100 feet or 30 meters of any functional entrance, either inside or outside the building, and is
expected to be covered, secure and well-lit.

How are scooter or motorcycle spaces counted in LT credits?

Great question. Two-wheeled vehicles may be excluded from total parking capacity. This is
likely to be viewed favorably by project teams as there is no “penalty” in credit calculations
for accommodating these vehicles, which take up less space and are on average more fuel
efficient than conventional automobiles. Check out the LT Overview of the BD+C Reference
Guide for further information on what’s included in and excluded from total parking capacity.

Can you please mention the specific standard referenced for parking capacity?

Sure. The base ratios for parking were developed by the Parking Consultants Council and can
be found in the Institute of Transportation Engineers’ Transportation Planning Handbook, 3rd
edition, Tables 18-2 through 18-4.

Is there some kind of cost synergy that can be offered to obtain the base ratios from the
Transportation Engineers' Transportation Planning Handbook?

The folks at ITE were kind enough to let us reproduce their base ratios in the BD+C Reference
Guide. Check out “Table 1. Base ratios for parking spaces, by building type” in the Further
Explanation section of LT Credit Reduced Parking Footprint.

How do I allocate preferred parking spaces with visitor parking?

You can apply preferred parking separately for each section. Here’s the guidance in LT
Overview section of the BD+C Reference Guide: “If the parking area is subdivided for different
kinds of building users (e.g., customers and employees, staff and students, ranking military
officials), a project may distribute the required preferred parking spaces proportionally across
each parking area.” If you are a visual person, there is also a great example (Example 2) in the
LT Credit Green Vehicles reference guide narrative.

What if my project isn't located in an ND project? Can I still reach my certification goals?

Of course! LT Credit LEED for Neighborhood Development Location is simply a streamlined

way to earn points in the LT credit category for buildings that are part of an ND project.
Project teams can either pursue this path or pursue individual LT credits, not both; in either
case the same maximum number of points is available. So you are not leaving any points on
the table.

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