Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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June 29, 2001 ■ Model Transit-Oriented District Overlay Zoning Ordinancesuccess of TODs. They depend as much upon an understanding of the land use and transportationcontext as they do upon sound market analysis. Improvements in the public realm e.g.,infrastructure investments or development incentives can foster revitalization in the private realm.In turn, improvements in the private realm will generally yield public returns e.g., visual interestat the street level or increased tax revenues.Public and private benefits can be further organized into “primary” and “collateral” benefits.Primary benefits include those for which a primary cause and effect relationship can bedocumented such as increased transit ridership. Collateral benefits are associated benefits ofTOD, but are not as easily quantifiable such as improved community health. CThe following matrix presents one way of structuring thoughts about the benefits of Transit-Oriented Development. The lines, however, are not black and white, and the overwhelming truthis that these benefits overlap and support each other. Significant benefits (highlighted in bold) arediscussed in greater detail in the following pages.CThe Center for Disease Control is currently funding research in this area to determine if there is acorollary between the level of sprawl in a region and the health of its population.Page 2 ■Chapter II ■ Valley Connections
Model Transit-Oriented District Overlay Zoning Ordinance ■ June 29, 2001Table 1: Benefits of Transit-Oriented DevelopmentPrimaryCollateralPublic TODs can help revitalize decliningneighborhoods and urban centers; Increased opportunities foraffordable housing; Increased transit ridership; Decreased roadway congestion; Improved accessibility to jobs; Improved air and water quality; TODs can serve as a revenuesource for transit agencies; Mixed-use TOD can generatestrong sales tax revenues; and, Transit investment in generalbrings positive local and regionalimpact Improved community health; Increased property and sales taxrevenues; Reduced crime; Less time in cars means more timefor work and play; Decreased expenditures on roadwayexpansion; and, Preservation of open space.Private TODs can provide affordablehousing near a readily availablesource of transportation, creating ahigh-level of mobility forhouseholds on limited incomes; Increased property values; Improved foot traffic for retailers; Decrease in transportation costs forresidents and workers; Decreased employee travel costs; and Access to a more diverse workforce. Co-location of services and usesincreases sales and productivity; Improvements for pedestrians andtransit riders do not come at theexpense of automobile access; Co-location of employment with otheruses (such as daycare) increases theattractiveness of workplace toprospective employees; Public co-investment in TODs supportsnew development; and, Mixed-use TODs can deliver morehighly-valued development.The projects highlighted below have used Transit-Oriented Development to improve quality oflife within their communities. In addition, the case studies which appear in Chapter III. CaseStudies, document benefits and the experiences of designing and implementing TOD policies anddevelopments in areas of the U.S. with similarities to locations in the Valley Region.The definition of Transit-Oriented Development varies from community to community. For thepurposes of this document, Transit-Oriented Development must include the following: Walkable access within about 2,000 feet to a transit station or stop which is safe, visible,accessible, and provides a visual connection to the uses which surround it and a goodlevel of transit service; A walkable and human-scaled environment; A mix of compatible and complementary land uses within about 2,000 feet of transit;Valley Connections ■ Chapter II ■ Page 3
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Model TOD Zoning Ordinance (PDF, 3.7 MB) - Reconnecting America

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