With a $40 billion voter-approved transit investment being deployed over the next 20 years, the Los Angeles County transit system expansion will add 102 miles of rail transit and almost 100 new stations, while creating 400,000 new jobs. While the City of Los Angeles is ground zero for much of this change - at the core of the transit network and with 113 current and planned stations - 63 other jurisdictions across the County will also enjoy frequent transit, making the scale of change as record-breaking as the pace of change.
Low-income workers face multiple barriers to advancement
Moving to Work examines the critical role of transit - as well as development clustered around transit (TOD) - in linking low-income communities with career-ladder opportunities
Reconnecting America with Urban Habitat and support from the Great Communities Collaborative today released the findings and recommendations from a year and a half long project: Moving to Work in the Bay Area, a study of the barriers that low-income workers in the Bay Area face to accessing economic opportunity.
The study found that while low-income workers in the Bay Area face multiple barriers to career advancement, the economic and workforce development fields often overlook a key barrier for low-income workers: transit access. In turn, transit advocates often overlook the importance of job creation and training to building a stronger Bay Area economy as well as…
The premise of this study is that an understanding of catalysts and impacts of social and economic change in the Los Angeles Metro Green Line study corridor and an analysis of current planning policies can help identify how future planning policies may generate more ideal and positive outcomes for the study corridor. This study evaluated the conditions within the transit corridor with four selected station areas defined by a one-mile radius from each station. The stations that make up the transit corridor are along the Los Angeles Metro Green Line that runs east west between Redondo Beach and Norwalk. A mile radius buffer was chosen to fully capture the spacing between the stations linearly and use that to define the corridor’s primary area of influence.
This study evaluated the changes in demographic composition, housing affordability, transportation affordability and job accessibility within the Metro Green Line corridor between the year 2000 and 2010. Trends in the…
Transit-oriented development (TOD) – typically defined as compact, mixed-use development within walking distance of a transit station – has emerged in recent years as a key strategy for fostering quality neighborhoods and reducing auto dependence. Despite the emphasis on TOD in many policy discussions, however, only limited information is available to help communities understand the likely development impacts of new transit investments. This report builds on a 2010 study by the Center for Transit-Oriented Development (CTOD), Rails to Real Estate: Development Patterns along Three Recently Constructed Rail Lines, to examine the opportunities and challenges involved in promoting TOD in different types of neighborhoods, and the strategies that may be appropriate to catalyze TOD depending on the neighborhood context. By examining development patterns and public investment strategies through the lens of “development context” or “neighborhood type,” this report…
During the past two decades, transit-oriented development (TOD) has emerged as a powerful tool for creating liveable communities near good public transit through the development of dense housing, work places, retail and other community amenities. As demand for liveable communities grows, land values near transit increase, which can sometimes lead to gentrification. Recently, a particular approach to TOD has been gaining greater attention: equitable TOD.
Equitable TOD prioritizes social equity as a key component of TOD implementation. It aims to ensure that all people along a transit corridor, including those who are low income, have the opportunity to reap the benefits of easy access to employment opportunities offering living wages, health clinics, fresh food markets, human services, schools and childcare centers. By developing or preserving affordable housing and encouraging locating jobs near transit, equitable TOD can minimize the burden of housing and transportation…
Like similar transit systems in Japan and Western Europe, BART can retool its stations and approach to access planning to attract more bicycles and fewer cars to the system each day. Bicycling to BART, particularly when those trips replace automobile access, helps avoid construction of costly auto parking spaces, can increase ridership, reinforce the agency’s image as a green transportation provider, promote fitness and public health, and contribute to achieving regional goals to reduce traffic congestion and greenhouse gas emissions. Providing plentiful and convenient bike parking is also the most effective tool BART has to encourage as many passengers as possible to leave their bicycles at the station, rather than bringing them onboard, thus leaving space for the system to carry more passengers.
When this plan was published in 2012, approximately 4% of home-based trips, or about 14,000, were made to and from BART stations each weekday by…