This annotated bibliography assembles a large body of literature related to the planning, design and siting of bus passenger facilities. Its organizing themes were conceptualized using brainstorming and nominal group techniques. The techniques were applied during an advisory group session held in Fall 2002. Session participants represented an array of specialties from the Florida Department of Transportation, such as pedestrian and bicycle transportation and livable communities planning, transit design and demand analysis, and roadway design. Other advisers in the session included the city’s transit agency planner, transportation consultants and academics, and landscape architects. The aim of this compilation is to offer to planners and transit planners, and most particularly to those planning bus transit facilities, a variety of sources to the relevant literature concerning good bus passenger facility planning, siting and design. It is organized along the following themes.
There are tremendous shifts occurring nationally in demographics, consumer preferences, employer location strategies and transportation infrastructure investments. Consumers are choosing smaller, more compact housing in neighborhoods where shops and services are within walking distance, and where high-quality transit service is an option. While these trends have been documented and in some cases even quantified, there have been few attempts to calculate their impact on the demand for higher-density housing near transit. The Center for Transit-Oriented Development has built a national demand estimate for housing within a half mile of fixed guideway transit stops through 2025 for the 27 regions that currently have transit systems, as well as for 15 regions that are seeking to build new fixed-guideway systems by 2025 using the FTA New Starts program. This estimate is based on household demand projections for each region that capture the effect of different demographic trends in different…
The promise of transit-oriented development (TOD) for increasing transit ridership, enhancing economic development, and establishing a “sense of place” at transportation nodes has been well documented in the literature. However, the majority of research addresses TOD in greenfield sites located primarily in suburban places in growing regions. The policies that are widely believed to be supportive of TOD are examined, the gap in knowledge about TOD in established city neighborhoods is addressed, and the challenges of TOD in different urban settings are compared.
Many metropolitan planning organizations across the United States have embraced transit-oriented development (TOD) as their regional planning paradigm. Regional and local transit agencies have made—or plan to make—major investments in new transit capacity, particularly rail systems. These agencies expect that dense and mixed-use development around stations will follow and cause significant shifts away from automobile usage for both work and non-work trips. Federal transit support for construction of these new systems is conditioned on a showing of supportive land-use patterns, and several separate federal initiatives have been mounted to encourage the integration of transportation with land development.
The New Jersey Transit Village Initiative demonstrates a new role for state planning in the USA, one that is more European-like in nature. In an attempt to promote mixed-use, pedestrian-oriented, dense developments around transit stations in New Jersey – transit-oriented developments – the planning process has proven to be innovative and not typically American. This paper presents an overview of the Initiative and a summary of its evaluation. We conclude that the Transit Village Initiative in New Jersey is a good model of smart growth, which stems from active planning and intergovernmental cooperation on land use and transportation issues.
These design guidelines deﬁne the relationship between the public realm, as characterized in the Dublin Transit Center General Plan/Speciﬁc Plan Amendment, and the public and semi-public portions of private development
In the early years of the 20th century, transit dominated travel in cities—and, by necessity, development was clustered near transit. In fact, transit and land use were so closely connected that private transit operators often developed real estate and used the profits to subsidize transit operations. By the close of the 20th century, however, the automobile had become the dominant means of travel in urban centers, cities with extensive transit networks were in decline, and proximity to transit was most often an afterthought in development. Once the norm in urban settings, development around transit became the exception. And, as accessibility for automobiles became the focus of development, with no regard for the location of transit, the basic principles for developing around transit fell into disuse, and were eventually lost.
Recently, however, new trends have emerged that favor cities, transit, and development around transit. A number of major cities with extensive…
The purpose of the Transit Oriented Development (TOD) zoning districts is to create a compact, and high intensity mix of residential, office, retail, institutional, and civic uses to promote the creation and retention of uses in areas with high potential for enhanced transit and pedestrian activity. Pedestrian circulation and transit access are especially important and have an increased emphasis in the TOD zoning districts. The development standards are designed to require compact urban growth, opportunities for increased choice of transportation modes, and a safe and pleasant pedestrian environment by ensuring an attractive streetscape, a functional mix of complementary uses, and the provision of facilities that support transit use, bicycling, and walking.
These zoning districts are meant to create high density transit supportive development around transit stations, typically the area within one-half (1/2) mile walking distance from the transit station, which represents a…