Successful TOD relies on coordinated policy

Cities are looking to the Smart Growth principles of walkability, gentle density, compact development, and multi-use zoning to bring destinations closer together and improve the lives of residents. Providing people an alternative to driving everywhere they need to go can improve a community’s safety and health. It can also distribute access to opportunities more broadly and equitably, and help communities become more economically sustainable. One such widely adopted policy that advances these principles is transit oriented development (TOD). 

High-quality transit may increase rents while it reduces overall transportation costs

Housing and transportation are the top two expenses for the average household in the U.S. Increased housing near high-quality transit can reduce transportation costs, but does not come without the risk of higher housing costs and potential displacement. Two studies released this year can help us understand the ways in which transit can be a net benefit, and some of the pitfalls to watch out for.

Report presents best practices guide for implementing Tactical Transit Lanes

Bus Rapid Transit has gained popularity in recent decades as a more cost-effective alternative to light rail. In its simplest form, BRT entails setting aside an exclusive lane of traffic for buses so they can travel unencumbered by other vehicles. However, a recent report presents a best practices guide for implementing a more selective form of BRT known as Tactical Transit Lanes or TTL. Unlike a full BRT system, these bus lanes are typically less than a mile in length and are strategically placed along a transit route.

Can BRT drive TOD? Yes, with the right government support

Conventional wisdom asserts that rail does a better job of spurring transit-oriented development than a bus rapid transit line, but until now no one has quantified the return on investment with a BRT line. A new study released by ITDP this week attempts to quantify the TOD potential of these transit options and find that, “Per dollar of transit investment, and under similar conditions, Bus Rapid Transit leverages more transit-oriented development investment than Light Rail Transit or streetcars.”

More Development for Your Transit Dollar: An Analysis of 21 North American Transit Corridors (ITDP, 2013)

Cities short on funds have wondered whether BRT, a low-cost form of transit, cold be used to leverage TOD. This report compares BRT, light-rail, and streetcar projects and finds that per dollar of investment BRT leverages more development than either light rail or streetcar. Other conclusions are that all three types of transit investments show a significant return, and both government support how well the BRT meets best practices are keys to TOD success.

Colorado's U.S. 36 project breaks new ground

The U.S. 36 project, now underway, will expand a four-lane facility to add an express lane carrying bus-rapid transit, high-occupancy vehicles, and tolled single-occupancy vehicles, as well as ITS systems and a commuter bikeway. Of particular interest to participants in a recent SSTI workshop was the fact that the project’s tolls will support the multimodal facilities.