Even a cursory glance around the country reveals almost exponential growth in interest in transit oriented development (TOD). New TODs are on the drawing boards everywhere, from Alaska to Florida. Potential benefits range from more compact development and less automobile dependence, to new retail opportunities and improved quality of life.

Many developments that are touted as transit oriented development, however, fail to live up to their potential - even if they are located close to rail stations or frequent bus routes. As a result, the potential benefits, including increased transit ridership, are often lost.

Indeed, these pseudo-TODs are often little different from their auto-oriented counterparts. We now have "transit oriented" big box retail and single-story office parks, set in seas of parking. In many cases, housing developments with just six units to the acre are being advertised as TODs.

Many developments labeled transit oriented would in fact be better described as transit adjacent. They lack the density, design and mix of uses necessary to take full advantage of their transit resources.

One of the most obvious signs is parking provision, If conventional parking ratios are used, derived from suburbs that have little or no transit, the developers and planners are by definition assuming that the travel behavior of residents and workers will not be influenced by the availability of transit. This can then turn into a self-fulfilling prophecy, since the availability of abundant, free parking is a key factor promoting automobile use.

Nelson\Nygaard has developed a 12-point checklist to assess the difference between true transit-oriented development, which will deliver the promised economic and social benefits, and transit adjacent development. A true TOD will include most of the following:

1. The transit-oriented development lies within a five-minute walk of the transit stop, or about a quarter mile from stop to edge. For major stations, offering access to frequent high-speed service, this catchment area may be extended to the measure of a 10-minute walk.
2. A balanced mix of uses generates 24-hour ridership. There are places to work, to live, to learn, to relax and to shop for daily needs.
3. A place-based zoning code generates buildings that shape and define memorable streets, squares and plazas, while allowing uses to change easily over time.
4. The average block perimeter is limited to no more than 1,350 feet (a five minute walk). This generates a fine-grained network of streets, dispersing traffic and allowing for the creation of quiet and intimate thoroughfares.
5. Minimum parking requirements are abolished.
6. Maximum parking requirements are instituted: for every 1000 workers, no more than 500 spaces, and as few as 10 spaces, are provided.
7. Parking costs are "unbundled," and full market rates are charged for all parking spaces. The exception may be validated parking for shoppers.
8. Major stops provide BikeStations, offering free attended bicycle parking, repairs, and rentals. At minor stops, secure and fully enclosed bicycle parking is provided.
9. Transit service is fast, frequent, reliable and comfortable, with a headway of 15 minutes or less. Technology choice - heavy rail, light rail or bus rapid transit - is far less relevant than service frequency and speed.
10. Roadway space is allocated and traffic signals timed primarily for the comfort and convenience of pedestrians, cyclists and transit riders.
11. Automobile Level of Service (LOS) standards are met through congestion pricing measures, or disregarded entirely. Transit, pedestrian and bicycle LOS standards are defined and prioritized over auto LOS in the station area.
12. Traffic is calmed, with streets physically designed to limit speeds to 30 mph on major streets, and 20 mph on lesser streets.

Read the full article, from the May 2003 issue of Planning. (2.9 MB)

Reprinted with permission from Planning magazine; copyright 2003 by the American Planning Association.