Stronger transit, better transit-oriented development

Robust public transportation options can yield significant savings for households, local governments, and the environment. However, the lack of stable funding for public transit threatens the long-term viability of transportation systems that offer alternatives to dependence on automobiles. This article looks at some possibilities for policy reform that can re-balance transportation priorities and spending to better support the development of walkable neighborhoods near high quality transit.Community development ; Transportation

Implementing transit oriented development in Greater London

This book provides new dimensions and a contemporary focus on sustainable transport, urban regeneration and development in eight countries spanning four continents at different stages of development. It examines the role of transit oriented development (TOD) in improving urban sustainability and providing different transport choices, exploring how these can be implemented in modern cities. Establishing a new agenda for TOD, experts in the field critically evaluate the links between urban transport investment and economic, social and environmental sustainability, introducing new methods of analysis. The chapters investigate the international dimensions of TOD, providing crucial insights into issues such as uneven development, transport emissions, global warming, car dependence and the challenge of powering vehicles with sustainable fuels. Urban and regional planning, transport studies and environmental management scholars seeking to understand urban sustainability issues will benefit from this timely book. It will also prove to be a valuable read for urban planners and research consultants looking to widen their knowledge of the role of TOD in enhancing urban sustainability

Preserving and Promoting Diverse Transit-Oriented Neighborhoods

This report, researched and written by staff at the Center for Neighborhood Technology, Reconnecting America, and Strategic Economics -- working together as the Center for Transit-Oriented Development -- makes a substantial new contribution to our knowledge base regarding mixed-income, mixed-race housing. We now know, via this report, that there are ample opportunities for the creation of mixed-income, mixed-race housing in transit zones. Demand for transit-oriented housing is projected to soar over the next twenty years.Locating mixed-income housing in these particular settings carries the remarkable advantage of permitting residents to stretch their budgets because transit use can lower transportation costs substantially

PROSPECT OF THE TRANSIT-ORIENTED EVELOPMENT IN CHINA

Even though transit-oriented development (TOD) concept remains disputable in the United States (U.S.), it is almost universally accepted by the Chinese planning community. This is largely attributed to China’s national policy on prioritizing the public transit development. It should be recognized that, due to the existence of substantial differences between the U.S. and China in population density, land use intensity, personal income level, urban spatial structure, and propensity to use public transit, it is inappropriate for China to directly utilize the U.S. TOD-related planning parameters without making a proper adjustment. China needs to develop its own TOD-related planning parameters based on its concrete circumstances. At present, China has achieved great strides in TOD research and practices, yet still lacking a nationwide TOD inventory data base. Additionally, this paper makes several improvement recommendations for the TOD implementation in China.transit-oriented development, China, public transit, land use.

Understanding Transit Ridership Demand for a Multi-Destination, Multimodal Transit Network in an American Metropolitan Area, Research Report 11-06

This study examines the factors underlying transit demand in the multi-destination, integrated bus and rail transit network for Atlanta, Georgia. Atlanta provides an opportunity to explore the consequences of a multi-destination transit network for bus patrons (largely transit-dependent riders) and rail patrons (who disproportionately illustrate choice rider characteristics). Using data obtained from the 2000 Census, coupled with data obtained from local and regional organizations in the Atlanta metropolitan area, we estimate several statistical models that explain the pattern of transit commute trips across the Atlanta metropolitan area. The models show that bus riders and rail riders are different, with bus riders exhibiting more transit-dependent characteristics and rail riders more choice rider characteristics. However, both types of riders value many of the same attributes of transit service quality (including shorter access and egress times and more direct trips) and their use of transit is influenced by many of the same variables (including population and employment). At the same time, the factors that influence transit demand vary depending on the type of travel destination the rider wishes to reach, including whether it is the central business district (CBD) or a more auto-oriented, suburban destination. The results of the study offer new insights into the nature of transit demand in a multi-destination transit system and provide lessons for agencies seeking to increase ridership among different ridership groups. The results suggest that more direct transit connections to dispersed employment centers, and easier transfers to access such destinations, will lead to higher levels of transit use for both transit-dependent and choice riders. The results also show that the CBD remains an important transit destination for rail riders but not for their bus rider counterparts. Certain types of transit-oriented development (TOD) also serve as significant producers and attractors of rail transit trips

Making the connection: transit-oriented development and jobs

Transit-oriented development (TOD) can serve the needs of working families—particularly those with low- and moderate-incomes—by linking workers to viable employment opportunities through strategically located affordable housing and accessible transit options. This article discusses the potential of economic development subsidies to support TOD and highlights ideas for communities seeking to link residents to good jobs through TOD. In addition, it presents examples of innovative TOD projects in Los Angeles, CA; Las Vegas, NV; Portland, OR; and Redmond, WA.Community development ; Transportation ; Employment

Equipping communities to achieve equitable transit-oriented development

Though transit-oriented development (TOD) is uniquely positioned to benefit low- and moderate-income (LMI) communities, most TOD projects do not focus on the interests of LMI communities and in some cases have dramatically disrupted low-income neighborhoods. However, there are several tools and strategies that can help mitigate the potential negative impacts of TOD and maximize benefits for LMI communities. This article examines Denver's TOD fund, Oakland CA's Fruitvale Village, and Longfellow Station in Minneapolis, MN, highlighting the equity provisions built into each model.Community development ; Transportation

An accessibility planning tool for network transit oriented development: SNAP

In the academic debate regarding the influences between urban form, built environment and travel patterns, a specific idea that has taken hold is that more compact urban development around railway stations, often referred to as Transit Oriented Development (TOD), contributes to the control of vehicle travel and to more sustainable metropolitan systems. According to this general principle this work proposes a GIS accessibility tool for the design of polycentric transit oriented scenario: SNAP - Station Network Accessibility Planning tool. In the first part the state of the art on Transit Oriented Development policies in Europe is presented with a focus on three study cases. In the second part the SNAP tool is described, with remarks to the approach, the methodology and the used indicators. Furthermore the paper discusses an application to the metropolitan area of Naples

Los Angeles’s Transit-Oriented Communites Program: Challenges and Opportunities

In recent years, municipalities throughout California have struggled to meet housing needs, and construction of new housing units in the state has not kept apace of demand, resulting in increased housing costs that rank among the highest in the nation. At the same time, California faces pressure to achieve ambitious greenhouse gas (GHG) reduction goals in the relatively near term. Meeting those goals will require significant decreases in transportation sector emissions, which represent about 40 percent of the state’s GHG emissions. Particularly impacted by both the affordability and climate change crises are low-income Californians, whose communities suffer disproportionate impacts from lack of housing availability and vulnerability to climate change—and who also are California’s most reliable transit riders.Lawmakers seeking to tackle both housing and greenhouse gas reduction goals have turned to transit-oriented development programs—zoning programs that promote increased housing density close to mass transit options like bus and rail—as one way to address both issues. This paper focuses on one such transit-oriented development program, the City of Los Angeles’ Transit Oriented Communities Affordable Housing Incentive Program (TOC Program). The TOC Program offers density and other development incentives to projects within a half-mile radius of major transit stops, in exchange for developer commitments to provide a set percentage of deed-restricted affordable housing units within those projects.The TOC Program has been a major driver of affordable housing production in the City of Los Angeles since its adoption in late 2017, but certain structural and legal constraints may be impeding its full capacity to augment affordable housing supply. This paper explores those potential constraints and offers recommendations to increase the program’s efficacy. It also explores how the program can provide data and lessons learned to lawmakers considering similar inclusionary transit-oriented development programs within their jurisdictions, or even at the state level