Transportation and land use have long been understood to have impacts on one another. One common justification for transportation investments, particularly public transit investments, is that the transportation improvement will change land use patterns in societally beneficial ways. Even if it is not the stated goal, one would expect that an effective transportation investment would change development patterns from the course that they would otherwise take – a fact grounded on both theoretical and historical literature. Using geographic information systems, remote sensing, and census data, land use change can be quantified, so that it can be compared between different geographic areas. These areas have been defined using network analyses to determine time-based distance, since most people access commuter rail stations by driving to them. This study examines the impact that commuter rail has had on land use patterns in the Boston metropolitan area, and sets up a…
Reviews Boston's transportation financial sustainability and makes recommendations for planning future expansion of service. That is why a report on transit investment begins by looking at issues of land use, housing production and economic development. ULI Boston is not advocating for transit for the sake of transit. Instead, this report views the MBTA transit system as a regional asset and critical piece of economic development infrastructure that anchors regional efforts to increase housing production, create jobs, grow smart and embrace diversity and inclusion.
When you shop, you may visit a mall, or go to your town’s main street. At the mall, you probably cruise past rows and rows of empty parking, the spaces filled only one day a year. Maybe you head downtown, but can only find vacant storefronts. And where things are bustling, you can’t find convenient parking near the stores you want to visit. All three of these scenarios represent a “parking problem” that has a negative impact on other community goals. At the mall, overbuilt parking consumes land and wastes money. Downtown, storefronts may sit empty because new businesses that would like to move in can’t meet high parking requirements – and too little parking makes good businesses less viable.
In a unique undertaking, the National Association of Industrial and Office Properties (NAIOP) and the Center for Urban and Regional Policy at Northeastern University (CURP) have collaborated to investigate new approaches municipal officials and state agencies can employ to help attract new development to inner city communities. This research benefited from financial and technical support from NSTAR, the Pioneer Valley Planning Commission, and the Merrimack Valley Planning Commission.
Our goal in this project was to identify the key “deal breakers” that act as barriers to urban development and to identify potential public and private sector strategies aimed specifically at overcoming these obstacles to inner city corporate investment. We expected confirmation of the prevailing perception that older inner cities pose greater public safety problems and contain more environmentally polluted sites than “greenfields” in suburban locations. We also expected to hear…
Transportation and land use research that considers such alternatives as New Urbanist development, jobs-housing balance, transit villages, or “smart growth” most typically tests the capacity of such physical forms to reduce vehicle miles traveled (VMT) or bring about other desired outcomes in the modification of travel behavior. Establishing such causality is broadly seen as a precondition for the urban planning interventions that are presumed to be necessary to bring these forms about. But such a view neglects the extent to which current interventions—notably zoning and transportation regulations— tend to preclude the development of such innovations in areas of high accessibility where they can potentially be of the greatest benefit.
For the purpose of providing expanded housing opportunities and flexibility in household arrangements to accommodate family members or nonrelated people of a permitted, owner occupied, single family dwelling, while maintaining aesthetics and residential use compatible with homes in the neighborhood. accessory dwelling units (ADU) shall be permitted by special exception granted by the Board of Adjustment in the ResidentialAgricultural District.