TransitOriented Development

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Transit-Oriented Development

• Transit Supportive and Encouraging Land Use
  Patterns

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Elements of Transit-Oriented Development

• While definitions vary in scope and specificity,
  most TOD definitions share several common
  elements
• Mixed-use development
• Development that is close to and well-served by
  transit
• Development that is conducive to transit riding
• Less universally subscribed to, though found in
  some definitions of TOD, are the following
  traits
• Compactness
• Pedestrian- and cycle-friendly environs
• Public and civic spaces near stations
• Stations as community hubs

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TOD Planning and Development Principles Embraced
by New Urbanism, Smart Growth, and the Livable
Communities Movements

• Moderate to high density development in relation
  to the existing pattern of development
• A mix of land uses, horizontally or vertically
• Compact pedestrian-oriented design and
  streetscapes
• Building design and orientation to street which
  allows easy pedestrian and transit access
• A fine-grained connected street pattern without
  cul-de-sacs and
• A system of parks and open spaces.

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Forms of TOD

• Single-Use Corridors concentrations of single
  transit intensive uses (e.g., office or retail)
  in transit corridors
• Mixed-Use Corridors concentrations of a variety
  of land uses on a single parcel or group of
  parcels within a transit corridor
• Neo-Traditional Development development that
  primarily focuses on design features that
  reproduce traditional town or village settings
  with small lots, narrow streets, detached parking
  behind houses, reduced setbacks, and front
  porches
• Transit-Oriented Development compact, mixed-used
  development concentrated near transit stops
• Hamlet or Village Concept focuses single family
  homes around a central green area or commons and
  
• Purlieu A development of approximately 150 acres
  and 7,000 residents, with comprehensive and
  detailed design regulations, but few use
  restrictions.

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Ten Principles for Successful Development Around
Transit

• Make It Better with a Vision
• Apply the Power of Partnerships
• Think Development When Thinking about Transit
• Get the Parking Right
• Build a Place, Not a Project
• Make Retail Development Market Driven, Not
  Transit Driven
• Mix Uses, but Not Necessarily in the Same Place
• Make Buses a Great Idea
• Encourage Every Price Point to Live around
  Transit
• Engage Corporate Attention

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A Transit-Oriented Development
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OPTIMAL TRANSIT-ORIENTED DEVELOPMENT LAND USES
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Components of Transit-Oriented Development

• A convenient 10-minute walk to the transit stop
  defines the primary area of a TOD.
• Secondary areas consisting of lower-density homes
  business uses lie beyond walking distances and
  up to 1 mile from the core.
• A grid network of pedestrian and bicycle-friendly
  streets facilitates access to the community core.
• The community core contains the transit station,
  major public space, high density housing, and a
  concentrated retail area providing basic goods
  and services.
• Locating offices shops near the core enables
  transit as well as pedestrian and bicycle
  commuting.

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Transit-Focused Development

• Conditions for transit-focused development
• When stations are located in prime regional and
  community nodes of activity attractive to typical
  market forces
• When the regional and local real estate market is
  active and
• When public policies and regulations permit or
  encourage intensive development in station areas.
• Substantial amounts of transit-focused
  development have occurred where transit routes
  were designed to serve growing downtown, midtown,
  and suburban locations previously defined as
  expanding centers of business and residential
  activity (as in Atlanta Miami Portland, Oregon
  San Francisco Toronto Vancouver and
  Washington, D.C.).
• When bolstered by booming real estate markets and
  supportive government actions, transit-focused
  development has been robust.

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Characteristics of Transit-Focused Development

• Transit-focused development is characterized by
  the following patterns of transit-supportive land
  use
• At the regional scale, concentrations of
  residential uses with convenient transit
  connections to concentrations of employment uses
• Around transit stations, concentrations of
  development that put many residents and employees
  within walking distance of stations (generally
  less than a half mile)
• Within these concentrations
• mixes of uses that can satisfy daily needs by
  walking between uses, making use of transit more
  convenient
• building designs and pedestrian pathway systems
  that provide convenient and attractive access to
  and from stations
• reduction in the amount of free parking, thus
  increasing the incentive to use transit.

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Influences of Transit-Focused Development

• Simultaneous growth of development and transit
  service in cities and inner suburbs, which
  results in almost complete integration of
  development patterns with transit service
  (pre-automobile scenario)
• Development attracted to areas in which transit
  stations have been sited because of locational
  attributes (development is often reinforced by
  permissive public policies, incentives, and
  regulatory requirements)
• Development supported by market forces but
  spurred by specific public or transit agency
  (joint development) actions that provide land
  and/or financial and procedural incentives.

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TOD as Infill Development

• Reclaim and repair blighted and abandoned areas
  within existing neighborhoods by using infill
  development strategically to conserve economic
  investment and social fabric.

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City-Wide Regional Connections

• Neighborhoods should be connected to regional
  patterns of transportation and land use, to open
  space, and to natural systems.

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The Principles of Development Oriented Transit

• Is the station located in an area with
  development potential?
• Are transit facilities designed in a compact
  manner with pedestrians in mind?
• Does the design of station facilities allow for
  direct pedestrian connections from the transit
  facility to adjacent communities?
• Has the park-and-ride been designed in a manner
  that it does not separate the station from the
  community it is intended to serve?
• Has TOD been appropriately incorporated into the
  transit facility design?

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Criteria for Planning A Transit Village

• The transit village extends roughly a quarter
  mile from a transit station, a distance that can
  be covered in about 5 minutes by foot.
• The centerpiece of the transit village is the
  transit station itself and the civic and public
  spaces that surround it.
• The transit station is what connects village
  residents and workers to the rest of the region,
  providing convenient and ready access to
  downtown, major activity centers like a sports
  stadium, and other popular destinations.
• The surrounding public spaces or open grounds
  serve the important function of being a community
  gathering spot, a site for special events, and a
  place for celebrations.

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The Fundamental Shift in Demographics That Is
Underlying the Growth Of TOD

• A doubling of the demand for homes within walking
  distance of stores.
• An increase in buyers who prefer dense, compact
  homes (this market segment is expected to account
  for 31 of homeowner growth between 2000 and
  2010).
• A decline in the number of U.S. households with
  children. (In 1990 they constituted 33.6 of
  households, by 2010 they will drop to 29.5 of
  households.)

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The General Population Is Aging By 2020 the Share
Of People In All Age Groups Will Be Nearly The
Same
Source Martha Riche. The Implications of
Changing U.S. Demographics for Housing Choice and
Location in U.S. Cities Brookings, 2001.
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U.S. Household Size is Shrinking
1990 2000 2020 1990 2000 2020
Families w/ children 36.6 32.8
28.2 Families w/o children 33.7 35.3
39.7 Married couples w/ child. 26.9
23.5 20.3 Married couples w/o child.
28.4 28.1 32.1 Singles 25.0
25.8 27.3
Source U.S. Census Bureau
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LRT and Property Values
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Property Values and TOD
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Ten Steps to Success in Planning for TOD
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Zoning for TOD

• TOD areas outside the central business district
  (CBD) need zoning ordinances that allow for an
  urban oasis around the transit station.
• Such ordinances must do the following
• Include a substantial residential component in
  densities far higher than the average in the
  community
• Relax setback and parking requirements
• Provide density bonuses for public and private
  amenities and
• Adopt a site plan and development standards that
  are more typical for urban center.

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Station Area Development That Best Serves Transit
Patronage

• Designs of stations to relate entrances as
  directly as possible to adjoining uses and
  neighborhoods
• Densities within a half mile of station areas
  that approach 7 to 12 residential units per acre
  and 50 or more employees per acre, with lower but
  still substantial densities as far as one mile
  from stations
• Designs of areas and buildings that promote
  pedestrian movements between uses and between
  stations and adjoining areas
• Mixes of activities that allow satisfaction of
  multiple needs within a walkable distance from
  stations, including employment, convenience
  retail, business services, and public facilities
  and services and
• Policies that reduce incentives for parking,
  including lowering of parking requirements,
  increasing parking costs, and provision of
  bicycle paths and storage facilities.

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Pedestrian-Promoting Design Elements

• Attractive, convenient, and secure pathways
• Buildings fronting on streets and public spaces
• Compact development of buildings
• Parking designed to support rather that interfere
  with pedestrian movements and
• Pleasant landscaped areas

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The Core Objectives of Station Area Planning in
Portland

• Encouraging the publics investment in light rail
  by assuring that only transit friendly
  development occurs near the stations
• Recognizing that station areas are special
  places, and the balance of the region is
  available for traditional development
• Seizing the opportunity afforded by light rail to
  promote transit-oriented development as part of a
  broader strategy
• Rezoning the influence area around stations to
  allow only transit supportive uses
• Targeting public agency efforts at stations with
  the greatest development opportunity
• Building a broad-based core of support for
  transit-oriented development with elected
  officials, local government staff, land owners,
  and neighborhoods and
• Setting up a self-sustaining framework to promote
  and encourage transit-oriented development once
  the planning is complete

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Classes and Recipients of TOD Benefits
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Rating of Impact of TOD in Achieving Benefits
Based on Experiences in Stakeholders Community
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Californias TOD Incentives

• Parking reductions
• Density bonuses
• Restricting car-oriented uses
• Location Efficient Mortgages
• Property tax abatements
• Planning for transit villages

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TOD and LRT Stations
Mockingbird Station on Dallas' light-rail system
boasts an art-film center, loft apartments,
shops and offices
A rendering of Denver's 1 billion Union Station
redevelopment as a hub for regional rail.
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A Prototypical TOD
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More Examples of TODs
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