Evaluating the Impact of Transit-Oriented Development
April 13, 2011|Texas Department of Transportation
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Transit‐oriented development (TOD) is an increasingly popular urban form. Based on a survey of residents of TOD projects in areas served by Dallas Area Rapid Transit, Fort Worth T, and Capital Metro (Austin) rail transit, moving into TOD decreases VMT by an average of 15 percent, or about 3,500 miles per year, which impacts TxDOT motor fuel tax revenues. The data also indicate that these households shift their choice of route to include more arterial roads versus highways. Differential behavior is observed among the three areas studied with the greatest impact being on the DART system and the Capital Metro system showing smaller
changes in TOD resident travel behaviors. Residents of TOD choose their housing based mostly on commuting distance and lifestyle characteristics, such as proximity to dining and entertainment venues. Proximity to a transit rail station is at least moderately important for 57 percent of respondents. The report recommends that TxDOT look to incorporate…
changes in TOD resident travel behaviors. Residents of TOD choose their housing based mostly on commuting distance and lifestyle characteristics, such as proximity to dining and entertainment venues. Proximity to a transit rail station is at least moderately important for 57 percent of respondents. The report recommends that TxDOT look to incorporate…
The Effects of Street Configuration on Transit Ridership
May 18, 2009|Georgia Inst. of Tech., College of Architecture, Atlanta
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This study examines the impact of street network connectivity on transit patronage. The aim is to better understand how connectivity affects the decision to use public transportation after we control for population density and the effect of walking distance from the transit station. Data on population densities, transit service features, and annual average daily station boardings are drawn from Chicago (CTA), Dallas (DART), and Atlanta (MARTA). Results suggest that metric reach, which measures the street length that is accessible within a walking range, has significant impact on ridership levels jointly with population density and two attributes of transit service features. In particular, the estimates indicate that metric reach is a stronger predictor of transit use than station area population densities.
DART Transit Oriented Development Policy
January 31, 2008
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Section 1. Purpose
DART is the steward of a significant public investment which includes important real property assets. These real property assets can also be used to leverage the viability of the transit system and to add to its value to the community. Continuing expansion and maturation of the transit system along with federal, regional and local initiatives that direct and concentrate transit oriented development and urban infill around transit facilities enhance the value of these assets. DART seeks to work in close partnership with its member cities to identify and implement TOD opportunities. By promoting high quality Transit Oriented Development on and near DART owned properties, the transit system can attract riders and generate new opportunities to create revenue for DART, and environmentally sustainable liveable communities that are focused on transit accessibility.
Assessment of the Potential Fiscal Impacts of Existing and Proposed TOD in the DART Service Area
January 1, 2007|DART, Center for Economic Development and Research University of North Texas
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The research reported here offers a new assessment of the fiscal impacts of transit oriented development associated with development of the Dallas Area Rapid Transit light rail system. The analysis considers development near existing and planned light rail stations. Our findings support the conclusion that the transit-oriented developments associated with DART Rail stations offer substantial fiscal impacts for local taxing entities.
The Estimated Value of New Investment Adjacent to DART LRT Stations: 1999-2005
September 23, 2005|Dallas Area Rapid Transit
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As the DART system has expanded in recent years, developers and planners have paid increasing attention to “transit-oriented development” (TOD) in order to capitalize on access to this high-speed urban transit alternative. Evidence to date suggests that a significant amount of new and rehabilitated property development has, in fact, occurred in close proximity to DART LRT stations.
TODs, TIFs, Reurbanization and Renewal
March 23, 2005|The University of Texas School of Law
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In 1983, 14 member cities voted to create Dallas Area Rapid Transit. The starter light-rail line began service in 1996. In 2000, DART ridership totaled over 97 million trips. There are now 93 miles of light rail and 35 miles of commuter rail. 42 stations are now built or being planned. With DART's success came an increase in transit-oriented retail and residential development around light rail stations. People realized the convenience of living, working, and shopping in areas where a long car trip wasn't required to get a gallon of milk. By the end of 2001, private investment along the $860 million starter line had exceeded $922 million and is now well over $1 billion. Light rail has proved itself as a successful catalyst for transit oriented development and DART is actively working with developers to seek out TOD opportunities. Adjacency to transit amenities can boost property values by as much as 25 percent. How do these development opportunities translate to market reality?
TOD in the United States: The Experience with Light Rail
January 1, 2005|Parsons Brinkerhoff Planning and Transport Research Centre
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Transit-Oriented Development (TOD) has increasingly moved from a planning theory to built projects. Over 100 TODs and an additional 100 joint development projects currently exist in the United States. Over the past two decades an important trend has been occurring with TOD as a growing number of communities have married Light Rail Transit (LRT) and TOD as part of an integrated strategy to revitalize American cities. Along the way LRT has evolved to become both
a people moving and a community building strategy. The Federal Transit Administration (FTA) has come to recognize that link in elevating land use as an important consideration for New Starts recommendations. With the competition for federal funding at an all time high, land use can make a difference in which projects are recommended for federal funding. Yet transit adjacent, not transit-oriented development remains the norm in most communities.
a people moving and a community building strategy. The Federal Transit Administration (FTA) has come to recognize that link in elevating land use as an important consideration for New Starts recommendations. With the competition for federal funding at an all time high, land use can make a difference in which projects are recommended for federal funding. Yet transit adjacent, not transit-oriented development remains the norm in most communities.
Technology Review Report, DART 2030 Transit System Plan
January 1, 2004|DART
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Previous DART System Plans have been very specific about the types of technology and alignments to be followed, focusing on implementation of major fixed guideway projects. The 2030 Transit System Plan focuses on service strategies and the range of transit vehicle technologies that could meet objectives of selected transit service strategies. Thus, emphasis is placed on applying appropriate transit vehicle performance characteristics to mobility needs with the ultimate technology decision determined during subsequent, more detailed studies and alternatives analysis.
Spring Valley and Main Street Station Area Plans
January 1, 2003|City of Richardson, Texas
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Station area plans for two DART stations in the City of Richardson
The Returning City: Historic Preservation and Transit in the Age of Civic Revival
January 1, 2003|FTA, National Trust for Historic Preservation
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The study that resulted in this book was initiated in September 2001 to examine how decisions about public transportation, land development and redevelopment, and historic preservation have complemented one another in dozens of communities nationwide. The goal of the study was to demonstrate how transit and historic preservation act as compatible forces to revitalize communities. We set out to illuminate the many ways in which communities of all sizes have restored their urban or suburban cores and made full use of those centers’ capacities to help metropolitan areas grow sustainably. We wanted to find out how historic preservation values are informing community planning for public transit, and how these values are being used in development decisions intended to promote transit use.
