Transit Oriented Development (TOD) serves as a planning tool creating more livable, pedestrian-friendly communities, where people can reduce their use of single-occupancy vehicles by increasing the convenience of other mobile or non-motorized alternatives to include walking, bicycling, mass transit, vanpools and carpools. A central purpose of Transit Oriented Development is to reduce the use of single-occupancy vehicles by increasing the number of times people walk, bicycle, carpool, vanpool, or take a bus, street car or rail (TCRP, 2002).
Transit Oriented Development, if designed correctly, brings potential riders closer to transit facilities. This option of building closer as opposed to building further away from transit nodes brings the neighborhood together and facilitates its lesser dependence on roads and automobiles. If designed properly, TOD should not only help transit investments work more efficiently, but also reduce external trip making since residents…
Since its inception in 1997, MTC’s TLC Program has achieved tangible transportation improvements that support regional livability in the Bay Area. The recent evaluation of the TLC program recommended “continuing to strengthen the land use connection within the TLC Program” by supporting transit-oriented development (TOD) and infill projects. TOD and infill are both critical to the continued healthy growth of the Bay Area, by reducing Vehicle Miles of Travel (VMT), reducing the combined costs of housing and transportation, and making more efficient use of transportation infrastructure.
There are, however, real challenges to TOD and infill development. Even after station area or downtown plans are adopted, TOD and infill development projects still face significant financial and regulatory barriers that impede construction. The financial barriers include higher land costs around transit stations, infrastructure upgrades needed to support increased density, the…
The Great Communities Collaborative (GCC) brings together residents and local organizations to participate in community planning processes across the Bay Area to create a region of vibrant neighborhoods with affordable housing, shops, jobs and services near transit. The GCC is a unique cooperative relationship between four Bay Area nonprofit organizations - Greenbelt Alliance, TransForm, Urban Habitat, the Non-Profit Housing Association of Northern California, and the national nonprofit Reconnecting America. The East Bay Community Foundation, the San Francisco Foundation and the Silicon Valley Community Foundation are also part of the collaborative. In 2006, members of the GCC met with the Bay Area Local Initiatives Support Corporation (Bay Area LISC) and the San Francisco Foundation to craft a strategy for property acquisition in support of equitable TOD. These conversations were rooted in the recognition that the ability to control land and land use is…
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.
To help minimize the effects of future traffic congestion, Alameda County Congestion Management Agency (CMA) has made a commitment to encourage new development to focus around transit hubs and corridors. Through a Transportation and Land Use (or T Plus) Program, funded by the Metropolitan Transportation Commission (MTC), Alameda County CMA provides funding and services to Transit Oriented Developments (TODs) throughout the county to strengthen the land use and transportation connection. As part of this effort, this TOD Resource Guide provides information to help TOD project sponsors resolve issues that have been raised at TODs in Alameda County: funding, parking, stormwater, hazardous materials and policy and design.
Peter Calthorpe codified the concept of Transit-Oriented Development (TOD) in the late 1980’s and, while others had promoted similar concepts and contributed to the design, TOD became a fixture of modern planning when Calthorpe published “The New American Metropolis” in 1993. TOD has been defined generally as “a mixed-use community that encourages people to live near transit services and to decrease their dependence on driving.”1 Calthorpe saw it as a neo-traditional guide to sustainable community design. Beyond its definition of built form, it was also a community design theory that promised to address a myriad of social issues.
Calthorpe, a student of the environmental sustainability movement, developed TOD to address the ecology of communities. He also saw TOD as an easily comprehensible solution for regional growth. It also met the need of transit agencies for alternative revenue sources. And it was a natural evolutionary next-step from many familiar…
The Frankford Avenue Corridor Transit Oriented Development (TOD) Plan provides a vision and framework for redevelopment of three station areas – about a quarter-mile radius around three stations on the Southeastern Pennsylvania Transit Authority’s (SEPTA) Market-Frankford EL. These stations are located in the Frankford neighborhood of northeast Philadelphia. SEPTA has reconstructed parts of the EL line and developed a multi-modal transit hub at Frankford. Wishing to leverage these investments, the Philadelphia City Planning Commission asked the consultant team led by Wallace Roberts & Todd, LLC (WRT) to develop TOD-based land use plans and redevelopment guidelines for the Frankford Avenue neighborhood commercial corridor, which runs adjacent to EL.
Transit Oriented Development refers to compact, pedestrian-oriented mixed use development, characterized by moderate to high density development around transit stations. The consultant team…
The purpose of this paper is to evaluate and disseminate examples of tools and strategies from around the country that are being used to create mixed-income and affordable housing near transit. Through this report, we hope to encourage more communities, regional agencies, state and federal government, and developers to adopt and improve upon the successful strategies, and to spur ideas for other tools that do not yet exist. The first half of the paper explains the general areas and ways in which the tools are used, as well as any limitations that currently exist, and the second half provides best practices and an actual example of the strategy or tool in a transit-oriented development.
The resulting North Line Transit Oriented Development Study is intended to promote transit supportive development patterns along the Georgia State Route 400 (GA 400) corridor. The study examined seven cluster areas (referred to as TOD clusters) along the corridor considered to have strong potential to develop as a regional draw with a focus on density, diversity, and design of future land uses at these locations. The North Line TOD Study offered a new opportunity to examine transit expansion feasibility in the GA 400 corridor through the possible implementation of new development patterns. The study was coordinated with and modeled after the Atlanta Regional Commission’s (ARC) Livable Centers Initiative (LCI) program, under MARTA sponsorship, to enhance the potential for acceptance as a future LCI community under ARC’s program.