To help minimize the effects of future traffic congestion, Alameda County Congestion Management Agency (CMA) has made a commitment to encourage new development to focus around transit hubs and corridors. Through a Transportation and Land Use (or T Plus) Program, funded by the Metropolitan Transportation Commission (MTC), Alameda County CMA provides funding and services to Transit Oriented Developments (TODs) throughout the county to strengthen the land use and transportation connection. As part of this effort, this TOD Resource Guide provides information to help TOD project sponsors resolve issues that have been raised at TODs in Alameda County: funding, parking, stormwater, hazardous materials and policy and design.
In a proactive planning effort, the Greater Cleveland Regional Transit Authority (RTA) is developing guidelines for Transit Oriented Development (TOD) projects within their service area. The ultimate goal of these guidelines is to promote vibrant and livable station areas that benefit RTA customers and the surrounding community, as well as promote the use of RTA as a primary means of transportation.
The transit rider or the customer generally has one purpose in mind - getting from here to there on transit with the greatest ease and convenience possible. The customer’s ease of transferring from one transit system to another is “connectivity.” It is important to understand that connectivity is measured from the perspective of the customer. While the transit operators, the funding agencies, and others may have their views and measures of connectivity, the customer’s perception is the standard against which service quality should be determined.
Like most metropolitan areas, the Twin Cities has seen dramatic decentralization of population and jobs during recent decades. These trends have not been as dramatic in the Twin Cities as in many other metropolitan areas for several reasons. The region is home to one of the strongest regional planning organizations in the country – the Twin Cities Metropolitan Council – and it boasts the country’s only region-wide tax-base sharing program – the Twin Cities Fiscal Disparities Program. As a result, sprawl rates and fiscal inequality are not as great as in many regions. The region’s core cities – Minneapolis and St. Paul – have also fared well economically compared with many other central cities.
In the past ten years, integrated land use and transportation modeling has received considerable attention in the scholarly literature. This academic interest is slowly yielding practical applications. Many metropolitan planning organizations (MPOs) and state departments of transportation are beginning to implement these types of models for the first time. While many improvements have been made to these models, and the value of these improvements should not be understated, much work still remains. One of the most challenging problems in land use modeling is how floorspace (buildings) is built and occupied. The purpose of this paper is twofold: first, to draw attention to insufficiencies in the representation of floorspace developer behavior—particularly as it applies to large, urban-edge projects—within current integrated land use and transportation models and, second, to determine the necessity of explicitly accounting for such projects within these models.
This paper examines both the principle and analytical possibilities of accessibility as a platform for advancing sustainable transport and urbanism in coming years and decades. Experiences with accessibility planning are first reviewed, followed by a discussion of various measurement and analytical contexts. The paper then uses various policy contexts and case settings to probe the use of accessibility for addressing contemporary urban and regional transportation and land-use themes, including: inter-modal comparisons of job accessibility and their implications for social equity and welfare-to work transitions (San Diego County); measurement of benefits based on inter-modal jobaccessibility measurement and hedonic price modeling (San Diego County); bundling of transport and housing initiatives to promote efficient travel and redress social injustices and poor living (Bogotá, Colombia); changes in accessibility associated with residents moving to transit oriented developments (San…
The San Francisco Bay Area Rapid Transit District (BART) is the steward of a large-scale public investment, which includes important real property assets essential to BART’s operation. These assets also contribute to the ongoing financial viability of the transit system. Recent system extensions and federal, state and regional policy direction to concentrate growth around transit further enhances the value of these assets. By promoting high quality, more intensive development on and near BART-owned properties, the District can increase ridership, support long-term system capacity and generate new revenues for transit. Also, such development creates attractive investment opportunities for the private sector and facilitates local economic development goals.
The Ohio-Kentucky-Indiana Regional Council of Governments (OKI) is an association of local governments, business organizations, and community groups committed to developing collaborative strategies, plans and programs to improve the quality of life and economic vitality of the tri-state region that includes Butler, Clermont, Hamilton and Warren Counties in southwest Ohio; Boone, Campbell and Kenton Counties in northern Kentucky; and Dearborn County in southeastern Indiana. OKI is also the federally-designated Metropolitan Planning Organization (MPO) for transportation planning, and is the tri-state’s only multipurpose regional entity that is in a position to plan for and coordinate intergovernmental solutions to growth-related problems.
The purpose of this document is to provide a comprehensive collection of planning goals, policies and recommendations prepared by the City of Sacramento, Regional Transit (RT) and public design workshops.
What makes a community livable? There is no single answer to that question. In a country as large as the United States— with such a wide range of geographic and climatic conditions and with a culturally and economically diverse population that is distributed so unevenly in terms of density—livability is best defined at the local level. Broadly speaking, a livable community recognizes its own unique identity and places a high value on the planning processes that help manage growth and change to maintain and enhance its community character. Livability 101: What Makes a Community Livable? is designed by the American Institute of Architects’ Center for Communities by Design to help public officials, and all others actively engaged in this civic dialogue, understand the basic elements of community design and take advantage of existing tools, strategies, and synergies at the policy, planning, and design levels so that their communities can reach their full potential in all…