The emergence of new bus rapid transit (BRT) systems in recent years has prompted transit agencies across North America to establish new and unique identity programs that communicate various benefits of improved bus service. These identities and brands, however, rely largely on perception and emotional reaction, which are difficult to quantify. This lack of “hard data” makes the efficacy of identity systems and expenditures on them difficult to assess. This evaluation of 22 BRT identity programs examines the typical constructs used to establish BRT identity: visual identifiers, nominal identifiers, and color palette. Through analysis of these constructs, we find that when deployed consistently across a range of media, BRT identity may help to further build and reinforce a positive perception of BRT service and, by extension, a positive public image for public transit in general. We conclude that BRT identity must be flexible in design to accommodate future needs, plans for…
In this publication, we feature 10 representative transit-oriented developments that were recently built or are in the process of taking shape. We selected these to convey a sense of the diversity and appeal of this style of community-building enterprise, and to give an idea of why someone might choose to live or work in one of these locations. And, make no mistake, it’s the choosing that is most important. Notwithstanding all the substantial merits from a public policy point of view — transit- and land-use efficiency, air quality benefits, health advantages, energy savings and the like — TODs will succeed only when people freely choose to live in them. The urban and suburban dwellers who opt for TODs do so because the developments offer a practical, preferable, more environmentally friendly — and often more affordable — way to live and travel in our increasingly complex Bay Area.
This report sets out the results for a study of Sustainable Transport Choices and the Retail Sector which was commissioned by the Commission for Integrated Transport. The aims of the research, which are detailed in the project brief and proposal can be summarised as follows:
Transit-oriented development (TOD) is growing in popularity, but most of the focus of such projects is on environmental benefits and innovative design. This report takes another approach. We look at the ways TOD can serve the needs of working families—particularly those with low and moderate income—by providing affordable housing and/or better access to jobs. This is done through an examination of 25 TOD projects around the country that to varying degrees meet the housing and employment needs of those with limited means.
Reviews Boston's transportation financial sustainability and makes recommendations for planning future expansion of service. That is why a report on transit investment begins by looking at issues of land use, housing production and economic development. ULI Boston is not advocating for transit for the sake of transit. Instead, this report views the MBTA transit system as a regional asset and critical piece of economic development infrastructure that anchors regional efforts to increase housing production, create jobs, grow smart and embrace diversity and inclusion.
The research described in this report addresses the role that State Departments of Transportation (DOTs) can play in supporting transit-oriented development (TOD). The research was conducted for the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on the Environment (SCOE).
This is a tale of three cities—Jersey City and neighboring Hoboken in New Jersey, and Evanston, Illinois – that have experienced an enormous amount of development since the late 1980s, reversing three decades of decline brought on by the great suburban exodus of the 1950s. The result is that in 2006 all three cities are prospering, posting significant increases in property values and sales taxes and other revenues due to the building boom and resulting increases in business activity. The amount of high-density development that has occurred could never have occurred this quickly if these cities did not have rich transit networks providing very high-quality connections to the abundant jobs, culture and destinations in their big city neighbors: Manhattan is across the Hudson River from Hoboken and Jersey City; Chicago and Evanston share a border.
The Redevelopment Agency of Murray City (“RDA”) requests qualifications for a Consultant to oversee, at the direction of the RDA, the Fireclay Redevelopment Project Area (“Project Area”). The Project Area is 97-acres centered on the 4300 South TRAX light rail station, and is planned for a mixed use Transit Oriented Development. This work will include project development coordination, design and construction with multiple development entities and property owners to create a cohesive, coordinated and integrated development in the Project Area, consistent with the vision of the RDA, the Fireclay Redevelopment Project Area Plan (“Plan”), and Murray City’s recently-adopted Transit Oriented Development Ordinance.
This paper examines ways that transportation decisions affect land use patterns and resulting economic, social and environmental impacts. These include direct impacts on land used for transportation facilities, and indirect impacts caused by changes to land use development patterns. In particular, certain transportation planning decisions tend to increase sprawl (dispersed, urban-fringe, automobile-dependent development), while others support smart growth (more compact, infill, multi-modal development). These development patterns have various economic, social and environmental impacts. This paper describes specific methods for evaluating these impacts in transport planning.
This paper examines demographic, economic and market trends that affect travel demand, and their implications for transport planning. Motorized mobility grew tremendously during the Twentieth Century due to favorable demographic and economic conditions. But many factors that caused this growth, such as declining vehicle operating costs and increased vehicle travel speeds, are unlikely to continue. Per capita vehicle ownership and mileage have peaked in the U.S., while demand for alternatives such as walking, cycling, public transit and telework is increasing. This indicates that future transport demand will be increasingly diverse. Transport planning can reflect these shifts by increasing support for alternative modes. Although this paper investigates trends in the U.S. and other wealthy countries, the analysis has important implications for developing countries.