he introduction of the Hudson–Bergen Light Rail (HBLR) line on the Hudson River waterfront in April 2000 was the result of a long planning and construction process that largely started in the mid-1980s. The system has both benefited from and helped shape an even longer cycle of economic recovery, redevelopment, and expansion in Jersey City, New Jersey, and on the waterfront. Development activity in the area, key HBLR project milestones, and some lessons learned along the way are described. While it would be unreasonable to directly attribute the many economic successes on the waterfront to the development of the light rail line, clearly there is a symbiotic relationship between the two that has existed over the past 15 years as the system has been planned, constructed, and implemented.
The principles presented here can serve as reminders for communities, designers, and developers who may have forgotten them. For those in newer, automobile-oriented communities, who have experienced nothing else, these principles can serve as a checklist for the development of pedestrian-scale communities that will be suitable for public transportation, either now or in the future. The principles will also be useful for transit agencies and others engaged in new transit projects, to ensure that nearby development will generate sufficient numbers of riders to support transit, and that transit will indeed enhance the community.
This paper will present the findings of a 2-year research project that defined community-based criteria for decision-making for the provision of light rail into underserved areas of Baltimore, Maryland, and delineated key areas along the light rail corridor to promote economic development opportunities, increase visual character, and strengthen community linkages. The research defined the guiding principles and strategies, hence, the framework in which a light rail line that is a clean, quiet, fast, and efficient mode of urban transportation, and that is likely to attract a diverse ridership, can be developed in Baltimore.
A church-based community development corporation on Chicago’s west side is using a recently modernized rail transit line as the backbone of an ambitious retail and single family home development plan that it hopes will transform some of this city's toughest streets.
This special report is intended to provide information to local jurisdictions, transit agencies, developers, financial institutions, and others as they develop and implement parking standards and programs for transit-oriented developments (TODs) in California. It provides an overview of available information regarding the extent to which parking for various types of land uses may be reduced in the vicinity of major transit stations1. It is one of a series of reports produced for the California Department of Transportation, Division of Mass Transportation’s Statewide Transit-Oriented Development Study. This report is not intended to be an exhaustive source of information on TOD parking issues; rather, it is meant as a starting point upon which additional information can and should be added. For some topics (e.g., shared parking, parking planning), guidebooks currently exist which can be referenced for more detailed information (see Sources section).
This study is an extension of previous research that uses the Envisioning tool to identify neighborhood characteristics that would be important for Transit-Oriented Development (TOD) developers and planners. The term TOD is used to describe land use development specifically designed to take advantage of close proximity to good public transit. An explosion of Internet information and means of displaying data, such as school test scores, crime statistics, and real estate listings using tools such as smart geographic information system-based maps, can be used to examine potential sites from both planning and development perspectives.
This handbook lays out a comprehensive framework for understanding, designing, and implementing Transit-Oriented Development (TOD) in the Greater Wasatch region. It discusses the different types of TOD, describes TOD opportunities in the region, illustrates the different physical elements that make up an ideal TOD, and details strategies for implementing these principles.
National transportation policy faces a number of urgent imperatives, including mitigation of air pollution and greenhouse gas production, and coping with congestion in the face of constrained capacity to construct and expand roadways. Because of these concerns, research into the interaction of land use and transportation policy has focused on the capacity of alternative land use approaches--including transit villages, New Urbanist development, jobs-housing balance, and compact development in general--to moderate growth in vehicle miles traveled (VMT). These development forms are referred to collectively in this study as "alternative" development.
Using hedonic price models, appreciable land-value premiums were found for different land uses in different rail-transit corridors that serve San Diego County, though incidences of land-value discounts were also found in the case of single family housing.