When the first edition of Cities of Opportunity was developed, we made a decision to rank cities only in their 10 indicator categories and to forego showing overall rankings to avoid the misperception of a contest. That risk seemed especially significant in 2007, when the media cast New York and London in a death match for global capital market kingship.
The City and County of Honolulu (City) has initiated preparation of the Kalihi Neighborhood Transit Oriented Development (TOD) Plan for three stations along the planned new elevated transit line in Honolulu - Middle Street, Kalihi, and Kapalama. The purpose of the overall assignment is to promote transit oriented land uses and improve neighborhood quality and character of the areas around the transit stations.
The Portland region has a successful history at achieving transit-oriented development and compact growth. It continues to outperform many of its peer regions when it comes to connecting jobs to transit, promoting alternative modes of transportation beyond the car, and promoting successful new compact development.
But, there is room for improvement throughout the region as a whole. Many areas outside of central Portland have not been able to generate momentum for infill and higher-density development and the creation of more walkable, livable neighborhoods. New development near transit and amenity-rich walkable communities remain priced out of reach for many households. Thus, the combined cost of housing and transportation burdens many families, and particularly low- and moderate-income families. Vehicle miles of travel (VMT) and greenhouse gas (GHG) emissions from transportation continue to be key environmental challenges in the region. The Metro TOD Program fills a…
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…
Why develop this framework and how can it be used?
The Florida Department of Transportation (FDOT), in partnership with the Florida Department of Community Affairs (DCA), developed A Framework for Transit Oriented Development (TOD) in Florida to address how TOD can be a part of transforming Florida's existing auto-oriented, largely suburban patterns of development into more compact, livable patterns that support walking, biking, transit, and shorter-length auto trips. This effort was initiated as local governments in Florida increasingly encountered TOD concepts and projects characterized as "TOD" for adoption in their comprehensive plans, land development codes, and development review processes. A working group composed of agency and local government representatives was formed to develop Floridaspecifc TOD design guidelines and implementation strategies. FDOT held a series of ten workshops across the state to present draft TOD materials. In response to input received…
What began as a pilot project initiated by a nonprofit organization in partnership with two declining low-income communities has become a 42-city redevelopment effort that is being duplicated in other regions. The potential of this effort to become a national model for redevelopment around historic freight and commuter rail assets was acknowledged in 2010 with a $2.4 million Community Challenge Grant from the U.S. Department of Housing and Urban Development (HUD).
Why This Book?
Corridor Planning For Tod and Why should You do it
The demand for transit across the U.S. is growing, and more and more transit corridors are proposed and built every year. In 2008, 78 regions in 37 states had proposed 400 transit projects worth $248 billion, and these numbers have continued to rise. Some regions are using a combination of local and federal sources to fund entire fixed-guideway transit networks, such as Denver and the Twin Cities. Other regions are aggressively enhancing existing systems, such as Portland and Los Angeles. But many regions start to build transit networks with a single major corridor, and with so many stations opening every year, there is a growing need to understand how corridor planning can facilitate not only successful transportation outcomes but also successful transit-oriented development (TOD).
All scales of planning for TOD are important, as is discussed on the next page, but planning at the corridor level can be a more…
This research first seeks to gain an understanding of TOD attributes that encourage economic development at HSR station areas, with a focus on mid-sized cities located between two or more large metropolitan areas. Then, this research aims to apply the information gathered to two midsized California cities with planned HSR stations – Fresno and Bakersfield – by assessing how effectively those cities are planning for TOD in areas around their planned HSR stations. Finally, this research aims to produce a set of recommendations for policymakers in Fresno and Bakersfield to assist them in planning for TOD around HSR stations that maximizes economic development.
More than $8 billion of new development has occurred in light rail station areas. A study of MAX Blue Line light rail station areas found that development occurring after light rail investment has an average development density or Floor Area Ratio (FAR) of 0.65 more than the average FAR for development outside of station areas. This means that for every 1,000 square feet of land area developed, station area taxlots realized an additional 650 square feet of building area. The rate of development within Blue Line station areas was 69 percent higher than elsewhere within a one-mile corridor extending along the light rail alignment. Low and moderate value lots within Blue Line station areas redeveloped at twice the redevelopment rate reported for low value lots outside of station areas.
Even as transit has become an amenity with value to a growing market segment, we continue to be mindful of the critical assistance transit can provide low income households. Through its joint…
This report presents an evaluation of transit-oriented development (TOD) opportunities within the Danbury Branch study corridor as a component of the Federal Transit Administration Alternatives Analysis/Draft Environmental Impact Statement (FTA AA/DEIS) prepared for the Connecticut Department of Transportation (CTDOT).
This report is intended as a tool for municipalities to use as they move forward with their TOD efforts. The report identifies the range of TOD opportunities at station areas within the corridor that could result from improvements to the Danbury Branch. By also providing information regarding FTA guidelines and TOD best practices, this report serves as a reference and a guide for future TOD efforts in the Danbury Branch study corridor.
Specifically, this report presents a definition of TOD and the elements of TOD that are relevant to the Danbury Branch. It also presents a summary of FTA Guidance regarding TOD and includes case studies of FTA-funded projects…