east liberty station: realizing the potential - City of Pittsburgh

4. Maximize station connectivity
and visibility.
The station should be a key node in the
public realm and pedestrian network, with
maximum accessibility and visibility from
the major street network and surrounding
neighborhood. Station entries should
connect to active pedestrian spaces
which encourage gathering. Pedestrian
connections to feeder transit routes should
be visible and well-integrated into the
public space network.
6. Manage parking effectively.
Parking supply and location should reinforce
TOD goals while balancing market
demands. Parking should be shared to the
degree possible, and park-and-ride provision
should be appropriate to the station
typology, generally decreasing as land use
intensity increases. A parking strategy
should also include bicycle parking, car
pooling priority, and ideally bicycle and car
sharing services.
7. Capture the value of transit
TOD should capitalize on the value of transit.
Value capture strategies can include
fiscal policies, including property and sales
taxes, real-estate lease and sales revenues,
farebox revenues, and fees on everything
from parking to business licenses. Value
capture strategies can also include nonfiscal
strategies, including inclusionary
zoning, where the value of transit access
can induce a market-rate development to
include affordable units, or “in kind” public
improvements such as parks or plazas that
are conditions of development. In the case
of a Transit Reinvestment District, value
capture can be a means to fund necessary
infrastructure improvements, encourage
higher quality development, and ensure
community benefits such as affordable
housing, small business opportunities and
job creation.
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5. Design streets for all users.
Streets should be designed to safely accommodate
all users including, pedestrians,
bicycles, cars and buses. In close proximity
to transit, priority should be given to accommodating
non-automotive modes when
conflicts arise.