Transit-oriented projects see revival

ULI publication offers principles for linking projects to transit

Transit-oriented development is being revived as a key way to create more tightly clustered, mixed-use projects that are more pedestrian friendly and less dependent on autos for access, according to a new publication from the Urban Land Institute.

The publication, "Ten Principles for Successful Development Around Transit," provides a guide to creating live-work-shop environments designed to both increase public transit ridership and enhance the community.

"If real estate development is to support transit, the single most important requirement is that it be near transit," the publication said. "Development around transit promotes compact development, multiple rather than single uses, a pedestrian orientation, and attention to civic uses. (It) demands a new form of community building that not only supports and encourages transit use but transforms the surrounding area into a place that is so special and irresistible that people will invest there, live there, and visit again and again."

Transit-oriented development also described as transit-focused development and transit villages is not a new concept. During the first half of the 20th century (prior to widespread use of automobiles), it was offered as a combination living/working environment that also included a means of getting to another place.

However, now it is promoted as an environment that offers an alternative means of traveling to other places a way to avoid traffic congestion.

Such development generally includes densely developed housing, stores, commercial buildings, entertainment facilities and public open spaces; and it is usually developed within a half-mile radius of public transit (either heavy rail, light rail, commuter rail or buses), which connects the development to other places, thus reducing the dependency on automobiles.

The 10 principles for successful transit-oriented development, according to the ULI publication, are:

Make it better with a vision. Imagine a development future that recognizes both the community's potential and the operative economic, political and environmental constraints.

A vision should be oriented toward the future but based in reality; stakeholder centered; collaborative and educational; focused on implementation; and flexible.

Apply the power of partnerships. The public sector has the power to resolve land-assembly problems, ensure the site is development-ready, ease the entitlement process, and contribute land, infrastructure or both.

Private developers provide the real estate savvy, contacts with end users and understanding of financial resources. Public-private partnerships provide opportunities to set mutual expectations and share risks, costs and rewards, as well as framework for conflict resolution.

Think development when thinking about transit.

Opportunities for creating higher densities, and for mixing product types to market to a broader spectrum of incomes, should be sought out during transit project development.

Higher densities strengthen demand for transit; conversely, new transit projects offer opportunities to be aggressive about density.

Get the parking right. Move parking away from the transit platform, providing more development opportunities; share the parking among patrons who will use the development at different times for different purposes; provide parking decks and charge for parking to offset costs; and "wrap" parking areas with retail.

Build a place, not a project. Take full advantage of the potential of transit-oriented development to create a destination providing both economic and cultural benefits to the surrounding community.

Make retail development market-driven, not transit-driven.

Retail may be viewed as the generator of excitement for development around transit; it cannot be the justification for the development. Although retail is a desirable element, it may not be supported by market demand, and public agencies must resist the temptation to require retail as part of the project. Transit access can strengthen the retail market, but the market must be viable without the transit component.

Mix uses, but not necessarily in the same place. The creation of an attractive community does not require that uses be mixed on the same site or at the same station. A transit corridor that offers an advantageous mix of uses can be used to integrate a number of separate activity nodes, particularly when the uses are close together, easily accessible and support each other.

Make buses a great idea. To attract transit-oriented development, buses need to serve a strong cross-section of the community, including middle-class riders. To eliminate the perception of buses as the transit mode of last resort, they need to be clean, attractive, fast and reliable, with attractive, comfortable bus stops and clearly posted schedules.

Encourage every price point to live around transit. People from every part of the economic spectrum like to live near transit. These groups include people who are tired of fighting traffic and are willing to give up their second car; people from a various age groups seeking opportunities to move up or down in housing size; and seniors seeking an independent lifestyle and to reduce their auto dependency.

Engage corporate attention. Corporations can influence development around transit. If transit is viewed as a valuable tool for recruiting talented workers, companies will include transit access on their checklist of considerations for site selection.

The Urban Land Institute is a nonprofit education and research institute supported by its members. Its mission is to provide responsible leadership in the use of land in order to enhance the total environment. Established in 1936, the institute has more than 18,000 members representing all aspects of land use and development disciplines. The organization's Web site is www.uli.org.