New! System-Wide Transit Corridor Plan for the San ... - Omnitrans

Chapter 1 – Introduction
appropriately sized street trees in tree
wells at the curb
pedestrian-oriented signage
properly scaled street lighting
buildings and their entrances oriented
toward the street
parking behind buildings
traffic calming measures in
neighborhoods adjacent to the station
• Well-designed and managed parking, and a
reduction in parking requirements near transit
• A bicycle network and other non-motor
vehicle modes connecting the transit station
with other transit stops and the surrounding
area
• Special attention focused on buildings
designed to enhance the pedestrian
environment
SANBAG’s Long Range Transit Plan contains
regional examples of successful TODs as well as
example policies for implementation. Omnitrans
will work with partner cities to develop supportive
transit plans and policies for the sbX corridors
and will provide support for:
• Updating General Plans
• Preparing Specific Plans
• Preparing Station Area Plans
• Building Community Support
• Urban Design
• Parking Management Strategies
• Zoning
• Affordable Housing
1.8.3 Density Targets
The book, “The New Transit Town: Best
Practices in Transit-Oriented Development,”
describes the best practices in TODs. This
source states that there are no absolute densities
for a TOD and some of the case studies
presented have densities ranging from 10 to 100
dwelling units per acre (DU/AC). Table 1-2 shows
the estimated densities of some of the examples
of TODs discussed previously.
At densities of around six to seven households
per acre transit use begins to increase and
vehicle trips begin a corresponding decline. At
about 50 households per acre, the number of
trips taken daily by vehicles, transit, and walking
become about the same. The Urban Land
Institute has developed the following minimum
densities for supporting transit, shown in Table
1-3.
It is important to note that higher densities and
compact developments indirectly lead to higher
transit ridership and less automobile use. In
mixed use, high density developments, the
origins and destinations of any given trip are
physically closer. In other words, goods and
services are closer together, resulting in shorter
travel distances and less vehicle miles traveled
(VMT). Studies have shown that employment
densities at trip-destinations have a greater
influence on ridership than do land-use mix and
population densities at trip origins. 1 It is therefore
critical to increase development densities and
locate employment opportunities near transit in
order to ensure high TOD ridership.
A person living in a mixed use, high density
development would likely opt for a mode of
transit other than an automobile and instead use
bus, rail, bicycle, or walk. Less VMT means that
there are fewer cars on the road, which reduces
energy consumption, decreases air pollution, and
lowers traffic congestion. A forthcoming study for
Transit Cooperative Research Program Ensuring
Full Potential Ridership from Transit-Oriented
Development (TCRP H-27A) by PB Place
Making, Dr Robert Cervero, The Urban Land
Institute and the Center for Transit Oriented
Development, shows that, on average, TOD
housing produces 50% fewer automobile trips in
the four urbanized areas (Philadelphia/N.E. New
Jersey; Portland, Oregon; metropolitan
Washington D.C.; and the East Bay of the San
Francisco Bay Area).
Many cities around the United States are looking
to TODs to protect natural resources and
sensitive environmental areas, including mature
established neighborhoods. Growth management
areas and protection zones are often considered
complementary policies and often used in
conjunction with TOD’s to strengthen the focus of
growth near transit and sustainable
neighborhoods.
1 Cervero, Robert. 2008. Effects of TOD on Housing
Parking and Travel. TCRP Report 128. August 1,
2008.
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