These case studies, funded through the support of the Surdna Foundation, present transit-oriented development (TOD) examples from diverse, low-income neighborhoods around transit, all built within the last 10 years. The goal of this survey is to provide examples that can help spur development around Philadelphia’s underutilized transit resources in similar types of neighborhoods. To that end, the examples in these case studies all overcame barriers to implementation using innovative, but replicable approaches. These examples are intended to allow the Philadelphia Neighborhood Development Collaborative and others to advocate for more involvement by the public sector, test some of the same mechanisms for financing and land assembly, and provide examples of successful TOD to developers and community members.
This colorful 24-page “picture book” lays out in easy-to-read format how shifting demographics and the changing real estate market have opened up an unprecedented window of opportunity for transit-oriented development.
The San Francisco Bay Area is expected to grow significantly over the next 30 years, with an additional 1.9 million people and 1.8 million jobs projected by 2035.1 This growth is driven by a remarkably resilient Bay Area economy that continually reinvents itself. With our economy’s ongoing strength and the continued appeal of our region’s natural and cultural amenities, we increasingly need to find better ways to house the economy’s workforce, ensuring that all Bay Area residents can participate in the regional economy.
With considerable new regional transit investments planned for the coming decade, now is a particularly ripe moment to maximize opportunities for transit-accessible housing for a full range of income levels. Regional transit investments can not only address increasing commutes and traffic congestion, but they can also help increase housing affordability and provide wider access to jobs.
This brief argues for expanding mixed-income transit-oriented…
The passage of the “FasTracks” ballot measure by metro Denver voters in 2004 signaled the start of a new era of transportation, growth and development in the area. FasTracks has terrific potential to deliver on its promises of reduced congestion, livable neighborhoods and greater economic competitiveness, but its success is dependent on the kind of development that grows up around new and existing transit stations.
Well-planned “transit-oriented development” (TOD) can foster greater use of FasTracks light rail by encouraging housing, retail and office developments in the districts around transit stops. Incorporating affordable housing into TODs presents opportunities to meaningfully address the region’s growing affordability crisis by tackling housing and transportation costs simultaneously—while expanding access to jobs, educational opportunities and prosperity for the many households living in the Denver region.
By offering truly affordable housing, a…
Over 25 billion dollars were spent between 1970 and 2000 in many major cities in the United States on the construction of new rail transit lines. Billions more have been spent on maintaining and improving existing rail transit lines. While the supply of rail transit has increased, the fraction of metropolitan area workers commuting using public transit has declined from 12% in 1970 to 6% in 2000 (Baum-Snow and Kahn 2005).
Rising incomes and suburbanization of jobs and people explain a large fraction of this decline (Glaeser and Kahn 2004). In 1990 in Boston, 36 percent of workers who lived and worked in the center city commuted on public transit, compared to 5 percent of workers who lived and worked in the suburbs.
Proponents of rail transit investment argue that this transit mode promotes environmental sustainability and helps to strengthen center city economic viability. In this paper, I examine how community demographics evolve in new transport oriented communities. …
There is growing concern in the metropolitan Atlanta region about increasing traffic congestion, long commutes, air quality, fuel prices, and greenspace/open space depletion. Transit oriented development (TOD) patterns and major investments in transit are viewed as ways to combat or alleviate these problems. TOD refers to development activity located along or within walking distance to transit routes or stations that mixes residential, retail, office, and public uses in a walkable environment, making it convenient for residents and employees to travel by transit, bicycle or foot.
North Fulton County is one of the fastest growing sub-regions in the Atlanta region. The North Line study area has experienced a dramatic increase in growth in the past decade with the extension of GA 400 from I-285 to I-85. The GA 400 corridor, in North Fulton County, has become a regional center for population and employment growth. The study area formerly functioned as a bedroom…
To answer these questions, this report attempts to understand who lives near transit today and who is expected to live there in 25 years. This report also tries to lend a sense of urgency to a dialogue between those who want to ensure high-quality transit service, and those who want to ensure high-quality neighborhoods -- two sets of actors who have much at stake but do not often connect. This dialogue needs to be about how to use the increasingly hot market for housing near transit to serve the interests of many grassroots and community development groups working to build diverse, inclusive, opportunity-rich neighborhoods, and in the process increase support for transit systems around the country.
Transit oriented development is a dynamic approach to building pedestrian-friendly, mixed-use communities around transit stations and connecting neighborhoods to their regions. The opportunities of transit oriented development can benefit everyone, if planned with that intention. With a concerted effort, these developments can secure affordable housing for all income ranges, ensure improved environmental quality, and link people and their neighborhoods to economic growth throughout the region. Equitable transit oriented development can ensure that the Commonwealth maintains its status as one of the world's premiere destinations to live, work, and play. Conversely, continuing development that provides primarily high-cost housing and long commutes threatens that status.
Action for Regional Equity (Action!), a coalition of the state's leading housing, transportation, and environmental advocates, has developed six steps to guide transit oriented development in the…
I. Overview and Purpose
These guidelines provide criteria and guidance for applying for funding under the Transit-Oriented Development Infrastructure and Housing Support Program (“TOD Bond Program”) promulgated by 701 CMR 6.00. The Executive Office of Transportation (EOT), in consultation with the Office for Commonwealth Development (OCD) and the Department of Housing and Community Development (DHCD), will administer this program.
The objective of TOD Bond Program is to increase the supply of compact, mixed-use, walkable development close to transit stations. To accomplish this objective, the program provides financing for pedestrian improvements, bicycle facilities, housing projects, and parking facilities within .25 (1/4) miles of a commuter rail station, subway station, bus station, bus rapid transit station, or ferry terminal.
The TOD Bond Program is part of an integrated, multi-agency strategy to promote Smart Growth in the Commonwealth. Smart Growth is about growing…
The New Jersey Hudson-Bergen Light Rail (HBLR) demonstrates that the bene.ts of transit-oriented development are wide-ranging:
Large quantities of underutilized land along the rail line are being reclaimed for productive use. As a result, property values and ratables have grown exponentially.
Two areas, the Essex Street-Jersey Avenue Station corridor and the 9th Street Station in Hoboken, stand out as magnets for new residential development. Since the year 2000, nearly 4,500 units of housing within walking distance to these stations have been built or are under construction, with many more units approved.
Ridership as of April, 2006 (24,487 average weekday trips), is up almost 50% over the 2003 level. Hoboken, Pavonia-Newport, and Exchange Place (all PATH locations) are the top three stations in ridership activity.
This last statement highlights one of the most important outcomes of the HBLR: The quality of travel for Hudson County…